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WO2016092586A1 - Dispositif de commande de force de freinage/entraînement et procédé de commande de force de freinage/entraînement - Google Patents

Dispositif de commande de force de freinage/entraînement et procédé de commande de force de freinage/entraînement Download PDF

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Publication number
WO2016092586A1
WO2016092586A1 PCT/JP2014/006123 JP2014006123W WO2016092586A1 WO 2016092586 A1 WO2016092586 A1 WO 2016092586A1 JP 2014006123 W JP2014006123 W JP 2014006123W WO 2016092586 A1 WO2016092586 A1 WO 2016092586A1
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WO
WIPO (PCT)
Prior art keywords
braking
driving force
force
operation amount
braking force
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2014/006123
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English (en)
Japanese (ja)
Inventor
裕樹 塩澤
識史 大田
光紀 太田
鈴木　達也
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
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Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to PCT/JP2014/006123 priority Critical patent/WO2016092586A1/fr
Publication of WO2016092586A1 publication Critical patent/WO2016092586A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability

Definitions

  • the present invention relates to a braking / driving force control device and a braking / driving force control method for controlling a braking force and a driving force of a vehicle by operating one braking / driving force operator.
  • Patent Document 1 Conventionally, as a technique for controlling the braking force and driving force of a vehicle in response to an operation on one braking / driving force operator by a driver, for example, there is a technique described in Patent Document 1.
  • the braking torque is increased as the accelerator operation amount decreases.
  • an aspect of the present invention is a process for reducing a regenerative braking force generated according to an operation amount of a braking / driving force operator and generating the reduced regenerative braking force as a friction braking force. I do. This process is performed when the traveling road surface has a downward slope and the operation amount of the braking / driving force operator is less than a predetermined value.
  • the braking force is reduced on the driving wheels by generating braking force on all the wheels according to the traveling road surface gradient and reducing the braking force on the driving wheels. It is possible to suppress the decrease in the grip of the vehicle.
  • the braking / driving force control device 1 is a device that controls a friction braking force, a regenerative braking force, and a driving force that are generated in the vehicle C.
  • the vehicle C including the braking / driving force control device 1 includes an accelerator operation amount sensor 2, a brake operation amount sensor 4, a vehicle speed sensor 6, a G sensor 8, a wheel speed sensor 10, A steering angle sensor 12 and a braking / driving force controller 14 are provided.
  • the vehicle C includes a brake actuator 16, a wheel cylinder 18, a power control unit 20, a drive motor 22, wheels W (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL). ).
  • the accelerator operation amount sensor 2 is a sensor that detects an operation amount (depression operation amount) of the acceleration / deceleration pedal 24 (accelerator pedal) by the driver, which is formed using, for example, a pedal stroke sensor.
  • the acceleration / deceleration pedal 24 is a pedal that the driver of the vehicle C steps on in response to a braking force request or a driving force request. Further, the accelerator operation amount sensor 2 sends an information signal including the operation amount of the acceleration / deceleration pedal 24 by the driver (in the following description, sometimes described as “accelerator operation amount signal”) to the braking / driving force controller 14. Output.
  • the configuration of the accelerator operation amount sensor 2 is not limited to the configuration formed by using the pedal stroke sensor, and for example, the configuration may be such that the opening degree of the acceleration / deceleration pedal 24 is detected by the driver's stepping operation. That is, the accelerator operation amount sensor 2 is a sensor that detects the operation amount of the acceleration / deceleration pedal 24 by the driver.
  • the brake operation amount sensor 4 is a sensor that detects an operation amount (depression operation amount) of the brake pedal 26 (brake pedal) by the driver, which is formed by using, for example, a pedal stroke sensor.
  • the brake pedal 26 is a pedal that the driver of the vehicle C steps on only in response to a braking force request, and is provided separately from the acceleration / deceleration pedal 24. Further, the brake operation amount sensor 4 sends an information signal including the operation amount of the brake pedal 26 by the driver (in the following description, may be described as “brake operation amount signal”) to the braking / driving force controller 14. Output. Note that the configuration of the brake operation amount sensor 4 is not limited to the configuration formed by using the pedal stroke sensor, like the accelerator operation amount sensor 2, and for example, the opening degree of the brake pedal 26 by the driver's stepping operation It is good also as a structure which detects.
  • the brake operation amount sensor 4 is a sensor that detects an operation amount of the brake pedal 26 by the driver.
  • the vehicle speed sensor 6 is formed by, for example, a resolver that detects the vehicle speed of the vehicle C from the rotational speed of the drive motor 22. Further, the vehicle speed sensor 6 outputs an information signal including the detected vehicle speed (may be described as “vehicle speed signal” in the following description) to the braking / driving force controller 14.
  • the G sensor 8 includes a block having a function of a lateral acceleration sensor and a block having a function of a longitudinal acceleration sensor.
  • the block having the function of the lateral acceleration sensor detects the acceleration in the lateral direction (vehicle width direction) of the vehicle body (in the following description, may be described as “actual lateral acceleration”). Then, an information signal including the actually measured lateral acceleration detected (in the following description, may be described as “actually measured lateral acceleration signal”) is output to the braking / driving force controller 14.
  • the block having the function of the longitudinal acceleration sensor detects acceleration in the longitudinal direction of the vehicle body (vehicle longitudinal direction) with respect to the vehicle C. Then, an information signal including the detected acceleration (in the following description, it may be described as “longitudinal acceleration signal”) is output to the braking / driving force controller 14.
  • the wheel speed sensor 10 detects the rotation speed of the wheel W and outputs an information signal including the detected rotation speed (may be described as “wheel speed signal” in the following description) to the braking / driving force controller 14. To do.
  • the wheel speed sensor 10 that detects the rotational speed of the right front wheel WFR is indicated as a wheel speed sensor 10FR
  • the wheel speed sensor 10 that detects the rotational speed of the left front wheel WFL is indicated as a wheel speed sensor 10FL.
  • the wheel speed sensor 10 that detects the rotation speed of the right rear wheel WRR is indicated as a wheel speed sensor 10RR
  • the wheel speed sensor 10 that detects the rotation speed of the left rear wheel WRL is the wheel speed sensor. 10RL.
  • each wheel W and each wheel speed sensor 10 may be indicated as described above.
  • the steering angle sensor 12 is provided in a steering column (not shown) that rotatably supports a steering wheel (not shown).
  • the steering angle sensor 12 detects a current steering angle that is a current rotation angle (a steering operation amount) of a steering wheel that is a steering operator.
  • an information signal including the detected current steering angle (in the following description, may be described as “current steering angle signal”) is output to the braking / driving force controller 14.
  • you may detect the information signal containing the steering angle of a steered wheel as information which shows a steering angle.
  • the steering operator is not limited to a steering wheel that is rotated by the driver, and may be, for example, a lever that is operated by the driver to tilt by hand.
  • the lever tilt angle from the neutral position is output as an information signal corresponding to the current steering angle signal.
  • the braking / driving force controller 14 controls the braking force and driving force generated in the vehicle C, and is constituted by a microcomputer.
  • the microcomputer includes, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and the like.
  • the braking / driving force controller 14 performs various processes, which will be described later, using various input information signals, and command signals (brake command signal, drive command) for controlling the brake actuator 16 and the drive motor 22. Signal). A specific configuration of the braking / driving force controller 14 will be described later.
  • the braking command signal is an information signal including a braking force command value for controlling the braking force generated by the vehicle C.
  • the braking force command value includes at least one of a friction braking torque command value that is a command value for controlling the hydraulic pressure of each wheel cylinder 18 and a regenerative braking torque command value generated by the drive motor 22.
  • the braking force command value is calculated by the braking / driving force controller 14 according to the braking force request from the driver of the vehicle C, the gradient of the traveling road surface, and the like.
  • the drive command signal is an information signal including a drive force command value for controlling the drive force generated by the drive motor 22.
  • the driving force command value is calculated by the braking / driving force controller 14 according to the driving force request from the driver of the vehicle C, the gradient of the traveling road surface, and the like.
  • the brake actuator 16 is a hydraulic pressure control device interposed between a master cylinder (not shown) and each wheel cylinder 18. Further, the brake actuator 16 changes the hydraulic pressure of each wheel cylinder 18 in accordance with the braking force command value included in the braking command signal received from the braking / driving force controller 14. As a result, the brake actuator 16 applies a braking force to each wheel W.
  • the wheel cylinder 18 generates a pressing force for pressing a brake pad (not shown) constituting the disc brake against a disc rotor (not shown).
  • the disk rotor is a member that rotates integrally with each wheel W and generates a friction coefficient by contacting with the brake pad. That is, the brake actuator 16, the master cylinder, and each wheel cylinder 18 are provided on each of the front wheel WF and the rear wheel WR to form a friction brake that generates a friction braking force on each wheel W.
  • the friction brake provided in the vehicle C generates a friction braking force on all the wheels W (the right front wheel WFR, the left front wheel WFL, the right rear wheel WRR, and the left rear wheel WRL).
  • the wheel cylinder 18 disposed with respect to the right front wheel WFR is denoted as a wheel cylinder 18FR
  • the wheel cylinder 18 disposed with respect to the left front wheel WFL is denoted as a wheel cylinder 18FL.
  • the wheel cylinder 18 disposed with respect to the right rear wheel WRR is denoted as a wheel cylinder 18RR
  • the wheel cylinder 18 disposed with respect to the left rear wheel WRL is denoted as a wheel cylinder 18RL.
  • each wheel cylinder 18 may be indicated as described above.
  • the power control unit 20 controls the driving torque generated by the driving motor 22 in accordance with the driving force command value included in the driving command signal received from the braking / driving force controller 14. In addition, the power control unit 20 performs braking / driving on an information signal including the current torque (motor torque) generated by the drive motor 22 (in the following description, it may be described as “current torque signal”). Output to the force controller 14. The power control unit 20 controls the regenerative torque generated by the drive motor 22 in accordance with the regenerative braking torque command value included in the braking command signal received from the braking / driving force controller 14.
  • the drive motor 22 is configured to generate the driving force or regenerative braking force of the vehicle C, and is driven only to the right front wheel WFR and the left front wheel WFL, that is, the front wheel WF via a drive shaft (not shown). Force or regenerative braking force is generated (drive source, regenerative braking force generation motor). Therefore, the vehicle C according to the first embodiment is a two-wheel drive vehicle (2WD vehicle). In the vehicle C of the first embodiment, the right front wheel WFR and the left front wheel WFL are drive wheels.
  • the braking / driving force controller 14 includes an accelerator operation state calculation unit 28, a brake operation state calculation unit 30, a road surface gradient detection unit 32, a road surface friction coefficient estimation unit 34, and a braking / driving force control.
  • a unit 36, a driving force calculation unit 38, and a braking force calculation unit 40 are provided.
  • the accelerator operation state calculation unit 28 calculates the operation amount of the acceleration / deceleration pedal 24 using the operation amount included in the accelerator operation amount signal received from the accelerator operation amount sensor 2. Then, an information signal including the calculated operation amount (in the following description, sometimes described as “accelerator pedal operation amount signal”) is output to the braking / driving force control unit 36.
  • the brake operation state calculation unit 30 calculates the operation amount of the brake pedal 26 using the operation amount included in the brake operation amount signal received from the brake operation amount sensor 4. Then, an information signal including the calculated operation amount (in the following description, may be described as a “brake pedal operation amount signal”) is output to the braking / driving force control unit 36.
  • the road surface gradient detection unit 32 uses the motor torque included in the current torque signal received from the power control unit 20 and the rotational speed of each wheel W included in the wheel speed signal received from each wheel speed sensor 10. The magnitude of the gradient of the road surface is detected. Then, the road surface gradient detection unit 32 outputs an information signal including the detected magnitude of the gradient (in the following description, sometimes described as “road surface gradient signal”) to the braking / driving force control unit 36.
  • the road surface friction coefficient estimator 34 includes acceleration in the vehicle longitudinal direction included in the longitudinal acceleration signal received from the G sensor 8 and the rotational speed of each wheel W included in the wheel speed signal received from each wheel speed sensor 10. Is used to estimate the friction coefficient of the road surface. Further, the road surface friction coefficient estimating unit 34 outputs an information signal including the estimated friction coefficient (may be described as “friction coefficient signal” in the following description) to the braking / driving force control unit 36.
  • the braking / driving force control unit 36 includes an accelerator operation state calculation unit 28, a brake operation state calculation unit 30, a road surface gradient detection unit 32, a road surface friction coefficient estimation unit 34, the steering angle sensor 12, and the vehicle speed sensor 6. Receives input of information signal.
  • the braking / driving force control unit 36 calculates at least one of a braking torque command value and a driving torque command value to be generated by the vehicle C using parameters included in various information signals received.
  • the braking torque command value includes at least one of a friction braking torque command value generated by the friction brake (brake actuator 16, master cylinder, and each wheel cylinder 18) and a regenerative braking torque command value generated by the drive motor 22.
  • the drive torque command value is a command value for the drive torque generated by the drive motor 22.
  • the braking / driving force control unit 36 that has calculated the braking torque command value to be generated in the vehicle C is an information signal that includes the calculated braking torque command value (in the following description, it may be referred to as “braking torque command value signal”). Is output to the braking force calculation unit 40.
  • the braking / driving force control unit 36 that has calculated the drive torque command value to be generated in the vehicle C is an information signal including the calculated drive torque command value (in the following description, it may be referred to as “drive torque command value signal”). Is output to the driving force calculation unit 38.
  • the driving force calculation unit 38 calculates a driving force command value using the driving torque command value included in the driving torque command value signal received from the braking / driving force control unit 36. Then, the driving force calculation unit 38 outputs an information signal including the calculated driving force command value (may be described as “driving force command value signal” in the following description) to the power control unit 20.
  • the braking force calculation unit 40 calculates a braking force command value using the braking torque command value included in the braking torque command value signal received from the braking / driving force control unit 36. Then, the braking force calculation unit 40 transmits an information signal including the calculated braking force command value (may be described as “braking force command value signal” in the following description) of the brake actuator 16 and the power control unit 20. Output to at least one of them.
  • the braking force command value signal is sent to the brake actuator 16 and the power control unit 20. Output.
  • the braking torque command value included in the braking torque command value signal is only the friction braking torque command value
  • the braking force command value signal is output only to the brake actuator 16.
  • the braking torque command value included in the braking torque command value signal is only the regenerative braking torque command value
  • the braking force command value signal is output only to the power control unit 20.
  • the braking / driving force control unit 36 includes a driver request torque calculation unit 42, a deceleration calculation unit 44, a downward gradient determination unit 46, and a braking force distribution setting unit 48.
  • the driver request torque calculator 42 receives information signals from the vehicle speed sensor 6 and the accelerator operation state calculator 28. Then, the driver request torque calculator 42 calculates a driver request torque, which is a drive torque requested by the driver, using parameters included in various information signals received. Then, the driver request torque calculation unit 42 outputs a drive torque command value signal including the calculated driver request torque to the drive force calculation unit 38.
  • the driver request torque calculation unit 42 calculates the operation amount of the acceleration / deceleration pedal 24 based on a preset neutral point using the operation amount of the acceleration / deceleration pedal 24 included in the accelerator pedal operation amount signal.
  • the neutral point is a point at which the acceleration and deceleration generated in the vehicle C are switched, that is, a command signal output from the braking / driving force controller 14 is switched to a braking command signal or a driving command signal.
  • the neutral point is a parameter corresponding to the opening degree of the acceleration / deceleration pedal 24 (pedal opening degree) according to the operation amount included in the accelerator operation amount signal.
  • the opening degree of the acceleration / deceleration pedal 24 is about 25%.
  • the neutral point is an operation amount included in the accelerator operation amount signal, and indicates a braking / driving force change point operation amount that is a parameter corresponding to the operation amount of the acceleration / deceleration pedal 24 (braking / driving force operator).
  • the braking / driving force change point operation amount corresponds to the increase in the operation amount of the acceleration / deceleration pedal 24 in the braking range where the operation amount of the acceleration / deceleration pedal 24 is less than the braking / driving force change point operation amount from the unoperated state.
  • the braking / driving force change point operation amount is the braking / driving force change point operation amount and the acceleration / deceleration pedal 24 operation amount in the driving range where the operation amount of the acceleration / deceleration pedal 24 is equal to or greater than the braking / driving force change point operation amount.
  • the deceleration calculation unit 44 receives information signals from the vehicle speed sensor 6 and the accelerator operation state calculation unit 28. And the deceleration calculation part 44 calculates the deceleration (request
  • the down grade determination unit 46 determines whether or not the gradient of the traveling road surface is a down gradient using the magnitude of the gradient of the traveling road surface included in the road surface gradient signal received from the road surface gradient detection unit 32. Then, the downward gradient determination unit 46 outputs an information signal including the determination result (in the following description, it may be described as “downhill gradient determination result signal”) to the braking force distribution setting unit 48.
  • the gradient detected by the road surface gradient detection unit 32 is a downward gradient based on the forward direction, and is equal to or greater than a preset downward gradient threshold value. And the case where it determines with the gradient of a driving
  • the braking force distribution setting unit 48 includes a distribution ratio map storage unit 50, a first gradient distribution calculation unit 52, and a second gradient distribution calculation unit 54.
  • the distribution ratio map storage unit 50 stores a deceleration corresponding distribution ratio map, a gradient corresponding distribution ratio map, and a friction coefficient corresponding distribution ratio map.
  • the deceleration corresponding distribution ratio map includes a friction braking force command value and a regenerative braking force command value according to the magnitude of the required deceleration on the positive value (+) side. It is a map in which the distribution ratio is set.
  • the region indicating the regenerative braking force command value is indicated as “motor regenerative braking region”
  • the region indicating the friction braking force command value is indicated as “friction brake region”.
  • the deceleration corresponding distribution ratio map indicates that the friction braking force command increases as the required deceleration on the positive value (+) side that is equal to or greater than a predetermined deceleration threshold value increases. It is a map in which the value distribution ratio increases.
  • the deceleration threshold is set to a deceleration that does not accelerate the vehicle C traveling on a downhill road.
  • the gradient corresponding distribution ratio map is a map in which the distribution ratio between the friction braking force command value and the regenerative braking force command value is set according to the magnitude of the downward gradient.
  • the region indicating the regenerative braking force command value is indicated as “motor regenerative braking region”, and the region indicating the friction braking force command value is indicated as “friction”. Brake area ”.
  • the gradient correspondence distribution ratio map is a map in which the distribution ratio of the friction braking force command value increases as the downward gradient that is equal to or greater than the above-described downward gradient threshold value increases.
  • the friction coefficient corresponding distribution ratio map is a map in which the distribution ratio between the friction braking force command value and the regenerative braking force command value is set according to the size of the friction coefficient. is there.
  • the region indicating the regenerative braking force command value is indicated as “motor regenerative braking region”, and the region indicating the friction braking force command value is indicated as “friction”. Brake area ”.
  • the friction coefficient corresponding distribution ratio map is a map in which the distribution ratio of the regenerative braking force command value increases as the friction coefficient that is equal to or larger than a preset friction coefficient threshold value increases. .
  • the friction coefficient threshold value is set to a value less than the friction coefficient predicted to cause the wheel W to slip on the traveling road surface.
  • the first gradient distribution calculation unit 52 and the second gradient distribution calculation unit 54 perform processing described below when the operation amount of the acceleration / deceleration pedal 24 is within the braking range.
  • the first gradient distribution calculation unit 52 receives information signals from the accelerator operation state calculation unit 28, the deceleration calculation unit 44, and the downward gradient determination unit 46.
  • the requested deceleration included in the deceleration signal is a positive value (+) and the result is that the slope of the traveling road surface is not a downward slope
  • the operation of the acceleration / deceleration pedal 24 included in the accelerator pedal operation amount signal is performed.
  • the regenerative braking torque command value is calculated using the amount.
  • an information signal including the calculated regenerative braking torque command value (in the following description, may be described as “regenerative braking torque signal”) is output to the braking force calculation unit 40.
  • the first gradient distribution calculation unit 52 calculates the braking force generated in the vehicle C in preference to the other processes. Process.
  • the first gradient distribution calculation unit 52 calculates the braking force generated by the vehicle C using the operation amount of the brake pedal 26 included in the brake pedal operation amount signal.
  • the second gradient distribution calculation unit 54 receives an information signal from the accelerator operation state calculation unit 28, the road surface gradient detection unit 32, the deceleration calculation unit 44, the downward gradient determination unit 46, and the road surface friction coefficient estimation unit 34. Receive input.
  • the friction braking force command value and the regenerative braking force command value are Set the distribution ratio.
  • the required deceleration is adapted to the deceleration corresponding distribution ratio map
  • the gradient of the traveling road surface is adapted to the gradient corresponding distribution ratio map
  • the friction coefficient is adapted to the friction coefficient corresponding distribution ratio map
  • a distribution ratio between the friction braking force command value and the regenerative braking force command value is set.
  • the second gradient distribution calculation unit 54 describes an information signal including a regenerative braking torque signal and a friction braking torque command value according to the set distribution ratio (hereinafter referred to as “friction braking torque signal”). Is output to the braking force calculation unit 40.
  • the second gradient distribution calculating unit 54 performs a process of shifting the distribution ratio of the friction braking force command value from a state in which the regenerative braking force is generated to a state in which the braking force is distributed to all the wheels W (braking force distribution transition process). )I do.
  • the braking force distribution transition process is performed when the gradient determined by the downward gradient determination unit 46 is a downward gradient and the operation amount of the acceleration / deceleration pedal 24 is within the braking range.
  • the braking force distribution transition process is performed at a timing faster than when the gradient determined by the downward gradient determination unit 46 is a downward gradient and the operation amount of the acceleration / deceleration pedal 24 is equal to or greater than a preset braking force threshold. Do.
  • the requested deceleration, the gradient of the traveling road surface, and the friction coefficient are adapted to the corresponding distribution ratio map, A distribution ratio between the friction braking force command value and the regenerative braking force command value is set.
  • the braking force threshold value is set to a value equal to or greater than the above-described downward gradient threshold value.
  • the braking / driving force control unit 36 When the operation amount of the acceleration / deceleration pedal 24 detected by the accelerator operation amount sensor 2 is less than a predetermined value (neutral point, braking / driving force change point operation amount), the braking / driving force control unit 36 The braking force is generated by the regenerative braking force and the friction braking force according to the operation amount. On the other hand, when the operation amount of the acceleration / deceleration pedal 24 detected by the accelerator operation amount sensor 2 is equal to or greater than a predetermined value, a driving force is generated according to the operation amount of the acceleration / deceleration pedal 24.
  • the braking / driving force control unit 36 reduces the regenerative braking force and determines the reduced regenerative braking force as the friction braking force when the gradient determined by the descending gradient determining unit 46 is determined to be the descending gradient. Generate as.
  • the braking / driving force control unit 36 determines the braking force command value from the initial braking torque command value when the operation amount of the acceleration / deceleration pedal 24 detected by the accelerator operation amount sensor 2 is within the braking range. The value is set to a value that is decreased by an increase in the operation amount of the pedal 24.
  • the braking / driving force control unit 36 determines that the operation amount of the acceleration / deceleration pedal 24 corresponding to the initial braking torque command value and the accelerator operation amount sensor 2 are A driving force command value corresponding to the detected deviation from the operation amount of the acceleration / deceleration pedal 24 is set.
  • the braking / driving force control unit 36 determines the braking force from the braking force corresponding to the unoperated state.
  • the acceleration operation / deceleration pedal 24 detected by the accelerator operation amount sensor 2 is decreased by an increase.
  • the braking / driving force change point operation amount and the acceleration / deceleration pedal 24 detected by the accelerator operation amount sensor 2 are detected.
  • a driving force corresponding to the deviation from the operation amount is generated.
  • the braking force distribution setting unit 48 distributes the regenerative braking force when the gradient determined by the downward gradient determining unit 46 is not a downward gradient and the operation amount of the acceleration / deceleration pedal 24 is within the braking range. Set the percentage.
  • the braking force distribution setting unit 48 is at least a driven wheel (right rear wheel) when the gradient determined by the downward gradient determining unit 46 is a downward gradient and the operation amount of the acceleration / deceleration pedal 24 is within the braking range.
  • WRR and the left rear wheel WRL are set to have a distribution ratio for generating a friction braking force. That is, the braking force distribution setting unit 48 determines the regenerative braking force and the driving force when the gradient determined by the downward gradient determination unit 46 is a downward gradient and the operation amount of the acceleration / deceleration pedal 24 is within the braking range.
  • a distribution ratio for generating the friction braking force on the wheels W that are not generated is set.
  • the braking force distribution setting unit 48 determines that the gradient determined by the downward gradient determination unit 46 is a downward gradient and the operation amount of the acceleration / deceleration pedal 24 is within the braking range. A case where a distribution ratio for generating the friction braking force on all the wheels W is set will be described.
  • the braking force distribution setting unit 48 detects the road surface gradient detection unit 32 when the gradient determined by the downward gradient determination unit 46 is a downward gradient and the operation amount of the acceleration / deceleration pedal 24 is within the braking range. The greater the gradient, the greater the distribution ratio of the friction braking force command value. Thus, the braking force distribution setting unit 48 determines that the road surface gradient detection unit 32 determines that the gradient determined by the downward gradient determination unit 46 is a downward gradient and the operation amount of the acceleration / deceleration pedal 24 is within the braking range. As the detected gradient is larger, the distribution ratio of the friction braking force is increased.
  • the braking force distribution setting unit 48 increases the distribution ratio of the friction braking force command value as the gradient detected by the road surface gradient detection unit 32 increases. .
  • the braking force distribution setting unit 48 increases the distribution ratio of the friction braking force as the gradient detected by the road surface gradient detection unit 32 increases.
  • the friction coefficient estimated by the road surface friction coefficient estimation unit 34 is equal to or greater than the friction coefficient threshold value
  • the braking force distribution setting unit 48 increases the regenerative braking force command value as the friction coefficient estimated by the road surface friction coefficient estimation unit 34 increases. Increase the distribution ratio.
  • the braking force distribution setting unit 48 increases the distribution ratio of the regenerative braking force as the friction coefficient increases.
  • the braking force distribution setting unit 48 sets the distribution ratio between the friction braking force and the regenerative braking force in accordance with the detected operation amount of the acceleration / deceleration pedal 24.
  • step S100 the driver request torque calculation unit 42 calculates the driver request torque ("driver request torque calculation" shown in the figure).
  • driver request torque calculation shown in the figure.
  • step S102 the deceleration calculation unit 44 calculates the requested deceleration ("deceleration calculation” shown in the figure).
  • step S104 the operation performed using the braking / driving force control device 1 proceeds to step S104.
  • step S104 the braking force distribution setting unit 48 performs processing for determining whether or not the vehicle C is decelerating ("deceleration" shown in the drawing). If it is determined in step S104 that the vehicle C is decelerating (“Yes” shown in the figure), the operation performed using the braking / driving force control device 1 proceeds to step S106. On the other hand, if it is determined in step S104 that the vehicle C is not decelerating (“No” shown in the figure), the operation performed using the braking / driving force control device 1 proceeds to step S116.
  • step S106 the road surface gradient detector 32 detects the gradient of the traveling road surface ("gradient detection” shown in the figure).
  • gradient detection the gradient of the traveling road surface
  • the operation performed using the braking / driving force control device 1 proceeds to step S108.
  • step S108 the downward gradient determination unit 46 performs a process of determining whether or not the gradient of the traveling road surface detected in step S106 is a downward gradient ("downgradient" shown in the drawing). If it is determined in step S108 that the gradient of the traveling road surface detected in step S106 is a downward gradient ("Yes" shown in the figure), the operation performed using the braking / driving force control device 1 proceeds to step S110. .
  • step S108 the operation performed using the braking / driving force control device 1 proceeds to step S114. Transition.
  • step S110 the road surface friction coefficient estimator 34 estimates the friction coefficient of the traveling road surface ("friction coefficient estimation" shown in the figure).
  • step S112 the distribution ratio between the friction braking force command value and the regenerative braking force command value is set by the second gradient distribution calculating unit 54 so that the distribution ratio of the friction braking force command value exceeds “0”.
  • step S112 at least a part of the braking force requested by the driver is generated by the friction brake ("part of the braking request shown in the figure is distributed to the friction brake").
  • step S102 the required deceleration calculated in step S102, the gradient detected in step S106, and the friction coefficient estimated in step S110 are adapted to the corresponding distribution ratio map, and the friction braking force command value and the regenerative braking Set the distribution ratio with the power command value.
  • step S112 when the distribution ratio between the friction braking force command value and the regenerative braking force command value is set so that the distribution ratio of the friction braking force command value exceeds “0”, the braking / driving force control device 1 is used. End the operation (END).
  • step S ⁇ b> 114 the first gradient distribution calculation unit 52 calculates a regenerative braking torque command value using the operation amount of the acceleration / deceleration pedal 24. Thereby, in step S114, the braking force requested by the driver is generated only by the drive motor 22 ("distribute braking request to motor" shown in the figure).
  • step S114 when the regenerative braking torque command value is calculated using the operation amount of the acceleration / deceleration pedal 24 included in the accelerator pedal operation amount signal, the operation performed using the braking / driving force control device 1 is ended (END).
  • step S116 the driver required torque calculation unit 42 calculates a drive torque command value using the operation amount of the acceleration / deceleration pedal 24. Thereby, in step S116, the driving force requested by the driver is generated by the driving motor 22 ("drive control" shown in the figure).
  • step S116 when the driving torque command value is calculated using the operation amount of the acceleration / deceleration pedal 24, the operation performed using the braking / driving force control device 1 is ended (END).
  • the accelerator operation amount sensor 2 described above corresponds to a braking / driving force operation element operation amount detection unit.
  • the brake operation amount sensor 4 described above corresponds to a braking force operator operation amount detection unit.
  • the acceleration / deceleration pedal 24 described above corresponds to a braking / driving force operator.
  • the above-described braking pedal 26 corresponds to a braking force operator. Further, as described above, in the braking / driving force control method implemented by the operation of the braking / driving force control device 1 of the first embodiment, the operation amount of the acceleration / deceleration pedal 24 is detected.
  • the regenerative braking force is reduced and the reduced regenerative braking force is applied to the friction braking force.
  • the above-described first embodiment is an example of the present invention, and the present invention is not limited to the above-described first embodiment, and the present invention may be applied to other forms than this embodiment. Various modifications can be made according to the design or the like as long as they do not depart from the technical idea.
  • the braking / driving force control unit 36 determines that the descending gradient is determined by the descending gradient determining unit 46, the braking / driving force control unit 36 reduces the regenerative braking force and generates the reduced regenerative braking force as the friction braking force. As a result, friction braking force is generated at least on the right rear wheel WRR and the left rear wheel WRL.
  • the traveling road surface has a downward slope and the operation amount of the acceleration / deceleration pedal 24 is within the braking range, at least the regenerative braking force and the driving force are generated.
  • the distribution ratio is set so that the friction braking force is generated in the wheels that are not allowed to be generated.
  • the slip of the vehicle C can be suppressed. Further, when the slope of the traveling road surface is a downward slope and the operation amount of the acceleration / deceleration pedal 24 is within the braking range, the brake fluid pressure (braking fluid pressure) for generating the friction braking force is raised (“0”). It is possible to set a value exceeding As a result, it is possible to start up the brake fluid pressure with less load to increase than the load to start up before the slip occurs, so the control load of the brake fluid pressure can be reduced. Is possible.
  • the braking force distribution setting unit 48 determines that the greater the gradient detected by the road surface gradient detection unit 32 is, the more the gradient detected by the road surface gradient detection unit 32 is when the gradient of the traveling road surface is a downward gradient and the operation amount of the acceleration / deceleration pedal 24 is within the braking range. Increase the distribution ratio of braking force. For this reason, when the gradient of the traveling road surface is a downward gradient and the operation amount of the acceleration / deceleration pedal 24 is within the braking range, the distribution ratio of the friction braking force is increased as the detected gradient is larger. As a result, when the 2WD vehicle decelerates on the downhill traveling road surface, it is possible to increase the braking force generated on all the wheels W according to the magnitude of the gradient of the traveling road surface and suppress the slip of the vehicle C. Become.
  • the downward gradient determination unit 46 determines that the gradient of the traveling road surface is a downward gradient when the gradient of the traveling road surface detected by the road surface gradient detection unit 32 is equal to or greater than the downward gradient threshold value.
  • the downward gradient threshold value is set to a downward gradient in which the wheel W does not slip even when the wheel W is braked with only the regenerative braking force on the assumed road surface. For this reason, it is possible to increase the friction braking force generated on all the wheels W before the vehicle C slips. As a result, it is possible to suppress oversteer and understeer generated by the regenerative braking force of the drive wheels. Furthermore, it is possible to suppress malfunction of ABS (Antilocked Breaking System).
  • the braking force distribution setting unit 48 has a faster timing than when the gradient determined by the descending gradient determining unit 46 is a descending gradient and the operation amount of the acceleration / deceleration pedal 24 is equal to or greater than a preset braking force threshold. Then, a braking force distribution transition process is performed. In addition, the braking force threshold value is set to a value equal to or greater than the descending gradient threshold value. For this reason, the distribution ratio of the friction braking force is increased when the gradient of the traveling road surface is a downward slope and the operation amount of the brake pedal 26 is equal to or greater than the braking force threshold. As a result, when the 2WD vehicle decelerates on the downhill traveling road surface, the braking force generated on all the wheels W can be increased to suppress the slip of the vehicle C.
  • the braking force distribution setting unit 48 increases the regenerative braking force as the friction coefficient estimated by the road surface friction coefficient estimation unit 34 increases. Increase allocation percentage. For this reason, it is possible to increase the regenerative braking force that is generated only on the front wheels WF in a situation in which the vehicle C is unlikely to slip. As a result, the charging efficiency of the battery provided in the vehicle C can be improved.
  • the braking force distribution setting unit 48 increases the distribution ratio of the friction braking force as the required deceleration calculated by the deceleration calculating unit 44 is larger. For this reason, when the gradient of the traveling road surface is a downward gradient and the operation amount of the acceleration / deceleration pedal 24 is within the braking range, the regenerative braking force generated only on the front wheels WF and all the wheels W are increased as the required deceleration gradient increases. The distribution ratio of the frictional braking force is increased among the distribution ratio of the frictional braking force generated in the above.
  • the braking / driving force control unit 36 determines the braking force, the braking force from the braking force corresponding to the unoperated state, and the acceleration / deceleration pedal 24. Decrease by the increase of the operation amount.
  • the operation amount of the acceleration / deceleration pedal 24 is within the driving range, the operation amount of the acceleration / deceleration pedal 24 corresponding to the initial braking torque command value and the acceleration / deceleration pedal 24 detected by the accelerator operation amount sensor 2.
  • a driving force corresponding to the deviation of the operation amount is generated.
  • the magnitude of the drive torque can be controlled according to the operation amount of the acceleration / deceleration pedal 24.
  • the driving force and regenerative braking force of the vehicle C are generated by the driving motor 22.
  • the driving force and the regenerative braking force can be generated in the vehicle C without newly installing the configuration for generating the regenerative braking force in the vehicle C.
  • the operation amount of the acceleration / deceleration pedal 24 is detected.
  • the traveling road surface has a downward slope and the detected operation amount of the acceleration / deceleration pedal 24 is within the braking range, the regenerative braking force is reduced and the reduced regenerative braking force is applied to the friction braking force.
  • friction braking force is generated at least on the right rear wheel WRR and the left rear wheel WRL.
  • the traveling road surface has a downward slope and the operation amount of the acceleration / deceleration pedal 24 is within the braking range, at least the regenerative braking force and the driving force are generated.
  • the distribution ratio is set so that the friction braking force is generated in the wheels that are not allowed to be generated.
  • the traveling road surface has a downward slope and the operation amount of the acceleration / deceleration pedal 24 is within the braking range, the braking hydraulic pressure for generating the friction braking force can be raised. As a result, it is possible to start up the brake fluid pressure with less load to increase than the load to start up before the slip occurs, so the control load of the brake fluid pressure can be reduced. Is possible.
  • the braking force is generated on all the wheels W according to the friction coefficient of the traveling road surface, and the braking force of the driving wheel is reduced, thereby reducing the driving wheel. It is possible to suppress a decrease in grip. Thereby, it is possible to suppress the slip of the vehicle C by suppressing the decrease in the grip of the vehicle C. Further, by increasing the braking force generated on all the wheels W before the slip occurs in the vehicle C, it is possible to suppress oversteer and understeer generated by the regenerative braking force of the drive wheels. Furthermore, it is possible to suppress malfunction of the ABS.
  • each distribution ratio map has a configuration in which the boundary between the region indicating the regenerative braking force command value and the region indicating the friction braking force command value is a straight line.
  • the present invention is not limited to this. That is, for example, as shown in FIG. 6, the configuration of the deceleration corresponding distribution ratio map is such that the boundary between the region indicating the regenerative braking force command value and the region indicating the friction braking force command value changes stepwise. It is good. Further, for example, as shown in FIG. 6, the configuration of the deceleration corresponding distribution ratio map may be configured such that the boundary between the region indicating the regenerative braking force command value and the region indicating the friction braking force command value is a curve. Good.
  • the road surface friction coefficient estimating unit 34 estimates the friction coefficient of the traveling road surface using the acceleration in the vehicle front-rear direction and the rotational speed of each wheel W.
  • the configuration for estimating is not limited to this. That is, for example, weather information, map data, the position of the host vehicle, etc. are acquired, the position of the vehicle C relative to a low ⁇ road surface such as a snowy road surface or a frozen road surface is detected, and the friction coefficient of the traveling road surface may be estimated. .
  • an imaging unit (camera or the like) may be mounted on the vehicle C, and the friction coefficient of the traveling road surface may be estimated from the captured image based on the snowfall / snow accumulation state, the slip occurrence state of the preceding vehicle, or the like.
  • the driving motor 22 generates the driving force and the regenerative braking force of the vehicle C.
  • the present invention is not limited to this. That is, for example, the driving force of the vehicle C may be generated by the driving motor 22 and the regenerative braking force of the vehicle C may be generated by a small motor (regenerative braking force generation motor) provided with a relay circuit. In this case, when the vehicle C is powered, the relay circuit is disconnected and the regenerative braking force generation motor is cut off from the electric circuit. Further, the configuration of the regenerative braking force generation motor may be a configuration including a clutch.
  • the braking / driving force controller 14 includes an accelerator operation state calculation unit 28, a brake operation state calculation unit 30, a driving wheel lateral force detection unit 56, a turning state determination unit 58, and a turning acceleration.
  • a calculation unit 60 is provided.
  • the braking / driving force controller 14 includes a road surface friction coefficient estimating unit 34, a braking / driving force control unit 36, a driving force calculation unit 38, and a braking force calculation unit 40.
  • the configurations of the accelerator operation state calculation unit 28, the brake operation state calculation unit 30, the road surface friction coefficient estimation unit 34, the driving force calculation unit 38, and the braking force calculation unit 40 are the same as those in the first embodiment described above. Therefore, the description is omitted.
  • the drive wheel lateral force detection unit 56 uses the vehicle speed included in the vehicle speed signal received from the vehicle speed sensor 6 and the current steering angle included in the current steering angle signal received from the steering angle sensor 12 to drive the wheel (right The lateral force generated on the front wheel WFR and the left front wheel WFL) is detected. Then, the drive wheel lateral force detection unit 56 outputs an information signal including the detected lateral force (may be described as “lateral force signal” in the following description) to the turning state determination unit 58.
  • the turning state determination unit 58 includes the lateral force included in the lateral force signal received from the driving wheel lateral force detection unit 56 and the acceleration / deceleration pedal 24 included in the accelerator pedal operation amount signal received from the accelerator operation state calculation unit 28.
  • the turning state determination unit 58 outputs to the braking force distribution setting unit 48 an information signal including the determination result (in the following description, it may be described as “turning state determination result signal”).
  • the turning acceleration calculation unit 60 calculates the rotational speed of each wheel W included in the wheel speed signal received from each wheel speed sensor 10 and the current steering angle included in the current steering angle signal received from the steering angle sensor 12. The acceleration generated in the vehicle body when the vehicle C turns (acceleration during turning) is calculated. Then, the turning acceleration calculation unit 60 outputs an information signal including the calculated turning acceleration (may be described as “turning acceleration signal” in the following description) to the braking force distribution setting unit 48.
  • the braking / driving force control unit 36 includes a driver request torque calculation unit 42, a deceleration calculation unit 44, a slip margin calculation unit 62, and a braking force distribution setting unit 48. Since the configurations of the driver request torque calculation unit 42 and the deceleration calculation unit 44 are the same as those in the first embodiment described above, description thereof will be omitted.
  • the slip margin calculation unit 62 calculates the slip margin by using the acceleration in the vehicle width direction included in the measured lateral acceleration received from the G sensor 8 and the upper limit value of the wheel grip value stored in advance. . Then, the slip margin calculation unit 62 outputs an information signal including the calculated slip margin (may be described as “slip margin signal” in the following description) to the braking force distribution setting unit 48.
  • the wheel grip value is calculated from the absolute value (lateral G) of the acceleration in the vehicle width direction included in the actually measured lateral acceleration. Then, a deviation between the calculated wheel grip value and the upper limit value of the wheel grip value stored in advance according to the performance of the wheel W is calculated as a slip margin.
  • the braking force distribution setting unit 48 includes a distribution ratio map storage unit 50, a first gradient distribution calculation unit 52, and a second gradient distribution calculation unit 54.
  • the distribution ratio map storage unit 50 stores a deceleration corresponding distribution ratio map, a turning acceleration corresponding distribution ratio map, and a friction coefficient corresponding distribution ratio map.
  • the deceleration corresponding distribution ratio map shown in FIG. 10A and the friction coefficient corresponding distribution ratio map shown in FIG. 10C are the same as those in the first embodiment described above, and thus the description thereof is omitted.
  • the turning acceleration corresponding distribution ratio map sets the distribution ratio between the friction braking force command value and the regenerative braking force command value according to the magnitude of the turning acceleration. It is a map.
  • the region indicating the regenerative braking force command value is indicated as “motor regenerative braking region”, and the region indicating the friction braking force command value is indicated as “friction brake region”.
  • the turning acceleration corresponding distribution ratio map shows that the distribution ratio of the friction braking force command value increases as the turning acceleration that is equal to or greater than the predetermined turning acceleration threshold value increases. It is a map.
  • the turning acceleration threshold value is, for example, when the wheel W is braked with only a regenerative braking force on an assumed road surface having a preset friction coefficient (for example, a friction coefficient equivalent to a snowy road surface or a friction coefficient equivalent to a frozen road surface). However, the acceleration at the time of turning at which the wheel W does not slip is set. Since the configuration of the first gradient distribution calculation unit 52 is the same as that of the first embodiment described above, description thereof is omitted. The second gradient distribution calculation unit 54 performs the processing described below when the operation amount of the acceleration / deceleration pedal 24 is within the braking range.
  • the second gradient distribution calculating unit 54 includes information from the accelerator operation state calculating unit 28, the deceleration calculating unit 44, the turning acceleration calculating unit 60, the slip margin calculating unit 62, and the road surface friction coefficient estimating unit 34. Receives signal input. Then, when the required deceleration included in the deceleration signal is a positive value (+) and the vehicle C is in a turning state, a distribution ratio between the friction braking force command value and the regenerative braking force command value is set. Specifically, the required deceleration is adapted to the deceleration corresponding distribution ratio map, the turning acceleration is adapted to the turning acceleration corresponding distribution ratio map, the friction coefficient is adapted to the friction coefficient corresponding distribution ratio map, and the friction control is performed. The distribution ratio between the power command value and the regenerative braking force command value is set.
  • the second gradient distribution calculating unit 54 calculates the friction braking force command value and the regenerative braking force command value so that the slip margin calculated by the slip margin calculating unit 62 becomes a positive value (+). Set the distribution ratio. Further, the second slope allocation calculating unit 54 reduces the friction difference so that the difference in the rotational speeds of all the wheels W is reduced when the slip margin calculated by the slip margin calculating unit 62 is equal to or less than a preset slip margin threshold. A distribution ratio between the braking force command value and the regenerative braking force command value is set.
  • the slip margin threshold is set to a value less than the upper limit value of the wheel grip value.
  • the second gradient distribution calculation unit 54 outputs a regenerative braking torque signal and a friction braking torque signal to the braking force calculation unit 40 according to the set distribution ratio.
  • the second gradient distribution calculating unit 54 receives a brake pedal operation amount signal including an operation amount of the brake pedal 26 that is equal to or greater than a preset braking force threshold value from the brake operation state calculating unit 30, A process of calculating the braking force generated in C is performed.
  • the required deceleration, the turning acceleration, and the friction coefficient are adapted to the corresponding distribution ratio map to obtain the friction braking force.
  • the distribution ratio between the command value and the regenerative braking force command value is set.
  • the braking force threshold value is set to a value equal to or greater than the above-described turning acceleration threshold value.
  • a predetermined value neutral point, braking / driving force change point operation amount
  • the braking / driving force control unit 36 The braking force is generated by the regenerative braking force and the friction braking force according to the operation amount.
  • a driving force is generated according to the operation amount of the acceleration / deceleration pedal 24.
  • the braking / driving force control unit 36 reduces the regenerative braking force and generates the reduced regenerative braking force as the friction braking force when the vehicle C is determined to be turning by the turning state determination unit 58. .
  • the braking / driving force control unit 36 increases the braking force command value from the initial braking torque command value when the operation amount of the acceleration / deceleration pedal 24 detected by the accelerator operation amount sensor 2 is within the braking range. It is set to a value that is decreased by an increase in the operation amount of the deceleration pedal 24. Further, when the operation amount of the acceleration / deceleration pedal 24 is within the driving range, the braking / driving force control unit 36 determines that the operation amount of the acceleration / deceleration pedal 24 corresponding to the initial braking torque command value and the accelerator operation amount sensor 2 are A driving force command value corresponding to the detected deviation from the operation amount of the acceleration / deceleration pedal 24 is set.
  • the braking force distribution setting unit 48 is at least a driven wheel (the right rear wheel WRR and the left rear wheel WRL) when the vehicle C is in a turning state and the operation amount of the acceleration / deceleration pedal 24 is within the braking range. Set the distribution ratio for generating friction braking force.
  • the braking force distribution setting unit 48 performs a braking force distribution transition process when the vehicle C is in a turning state and the operation amount of the acceleration / deceleration pedal 24 is within the braking range. In addition, the braking force distribution transition process is performed at a timing faster than when the vehicle C is in a turning state and the amount of operation of the brake pedal 26 is equal to or greater than a preset braking force threshold. Furthermore, when the friction coefficient estimated by the road surface friction coefficient estimation unit 34 is equal to or greater than the friction coefficient threshold, the braking force distribution setting unit 48 distributes the regenerative braking force as the friction coefficient estimated by the road surface friction coefficient estimation unit 34 increases. Increase the ratio.
  • step S200 the driver request torque calculation unit 42 calculates the driver request torque ("driver request torque calculation” shown in the figure).
  • driver request torque calculation shown in the figure
  • step S202 the deceleration calculation unit 44 calculates the requested deceleration ("deceleration calculation” shown in the figure).
  • step S204 the operation performed using the braking / driving force control device 1 proceeds to step S204.
  • step S204 the braking force distribution setting unit 48 performs processing for determining whether or not the vehicle C is decelerating ("deceleration" shown in the drawing). If it is determined in step S204 that the vehicle C is decelerating (“Yes” shown in the figure), the operation performed using the braking / driving force control device 1 proceeds to step S206. On the other hand, when it is determined in step S204 that the vehicle C is not decelerating (“No” shown in the figure), the operation performed using the braking / driving force control device 1 proceeds to step S216.
  • step S206 the turning acceleration calculation unit 60 calculates the turning acceleration of the vehicle C ("turning acceleration calculation” shown in the figure).
  • the operation performed using the braking / driving force control device 1 proceeds to step S208.
  • step S208 the turning state determining unit 58 determines whether or not the turning acceleration of the vehicle C has a height corresponding to the turning state, and determines whether or not the vehicle C is in a turning state ( “High G turning” shown in the figure).
  • step S208 If it is determined in step S208 that the vehicle C is in a turning state ("Yes” shown in the figure), the operation performed using the braking / driving force control device 1 proceeds to step S210. On the other hand, when it is determined that the vehicle C is not in a turning state (“No” shown in the figure), the operation performed using the braking / driving force control device 1 proceeds to step S214.
  • step S210 the road surface friction coefficient estimating unit 34 estimates the friction coefficient of the traveling road surface ("friction coefficient estimation" shown in the figure). When the friction coefficient of the traveling road surface is estimated in step S210, the operation performed using the braking / driving force control device 1 proceeds to step S212.
  • step S212 the distribution ratio between the friction braking force command value and the regenerative braking force command value is set by the second gradient distribution calculating unit 54 so that the distribution ratio of the friction braking force command value exceeds “0”.
  • step S212 at least a part of the braking force requested by the driver is generated by the friction brake (“part of the braking request shown in the figure is distributed to the friction brake”).
  • the requested deceleration calculated in step S202, the gradient detected in step S206, and the friction coefficient estimated in step S210 are adapted to the corresponding distribution ratio map, and the friction braking force command value and the regenerative braking Set the distribution ratio with the power command value.
  • step S212 when the distribution ratio between the friction braking force command value and the regenerative braking force command value is set so that the distribution ratio of the friction braking force command value exceeds “0”, the braking / driving force control device 1 is used. End the operation (END).
  • step S214 the first gradient distribution calculation unit 52 calculates a regenerative braking torque command value using the operation amount of the acceleration / deceleration pedal 24.
  • the braking force requested by the driver is generated only by the drive motor 22 ("Distribution of braking request to motor" shown in the figure).
  • step S214 when the regenerative braking torque command value is calculated using the operation amount of the acceleration / deceleration pedal 24 included in the accelerator pedal operation amount signal, the operation performed using the braking / driving force control device 1 is ended (END).
  • step S ⁇ b> 216 the driver request torque calculation unit 42 calculates a drive torque command value using the operation amount of the acceleration / deceleration pedal 24.
  • the driving force requested by the driver is generated by the driving motor 22 ("drive control" shown in the figure).
  • step S216 when the driving torque command value is calculated using the operation amount of the acceleration / deceleration pedal 24, the operation performed using the braking / driving force control device 1 is ended (END).
  • the operation amount of the acceleration / deceleration pedal 24 is calculated.
  • the regenerative braking force is reduced and the reduced regenerative braking force is generated as a friction braking force.
  • the braking / driving force control unit 36 determines that the vehicle C is in the turning state by the turning state determination unit 58, the braking / driving force control unit 36 reduces the regenerative braking force and uses the reduced regenerative braking force as the friction braking force. generate.
  • friction braking force is generated at least on the right rear wheel WRR and the left rear wheel WRL.
  • the regenerative braking force and the driving force are not generated in the distribution ratio of the regenerative braking force and the friction braking force. Set to a distribution ratio that generates friction braking force on the wheels.
  • the braking force is generated on all the wheels W according to the gradient of the traveling road surface, and the braking force of the driving wheels is reduced, thereby reducing the grip of the driving wheels. It is possible to suppress the decrease in the grip of the vehicle C. Therefore, the slip of the vehicle C can be suppressed. Further, when the vehicle C is in a turning state and the operation amount of the acceleration / deceleration pedal 24 is within the braking range, it is possible to raise the braking fluid pressure for generating the friction braking force. As a result, it is possible to start up the brake fluid pressure with less load to increase than the load to start up before the slip occurs, so the control load of the brake fluid pressure can be reduced. Is possible.
  • the braking force distribution setting unit 48 is faster than when the braking force distribution setting unit 48 is in a turning state and the operation amount of the acceleration / deceleration pedal 24 is equal to or greater than a preset braking force threshold. Then, the braking force distribution transition process is performed.
  • the braking force threshold value is set to a value equal to or greater than the turning acceleration threshold value. For this reason, when the vehicle C is in a turning state and the operation amount of the brake pedal 26 is equal to or greater than the braking force threshold value, the distribution between the regenerative braking force generated only on the front wheels WF and the friction braking force generated on all the wheels W is distributed. Increase the distribution ratio of friction braking force in the ratio. As a result, the slippage of the vehicle C can be suppressed by increasing the friction braking force generated on all the wheels W when the 2WD vehicle decelerates when the vehicle C turns.
  • the braking force distribution setting unit 48 sets the distribution ratio between the friction braking force and the regenerative braking force so that the slip margin calculated by the slip margin calculating unit 62 becomes a positive value. For this reason, it is possible to increase the friction braking force generated on all the wheels W before the vehicle C slips. As a result, it is possible to suppress oversteer and understeer generated by the regenerative braking force of the drive wheels. Furthermore, it is possible to suppress malfunction of the ABS.
  • the operation amount of the acceleration / deceleration pedal 24 is calculated.
  • the regenerative braking force is reduced and the reduced regenerative braking force is generated as a friction braking force.
  • the operation amount of the acceleration / deceleration pedal 24 is within the braking range, at least the regenerative braking force and the driving force are not generated in the distribution ratio of the regenerative braking force and the friction braking force.
  • the braking force is generated on all the wheels W according to the gradient of the traveling road surface, and the braking force of the driving wheels is reduced, thereby reducing the grip of the driving wheels. It is possible to suppress the decrease in the grip of the vehicle C. Therefore, the slip of the vehicle C can be suppressed. Further, when the vehicle C is in a turning state and the operation amount of the acceleration / deceleration pedal 24 is within the braking range, it is possible to raise the braking fluid pressure for generating the friction braking force. As a result, it is possible to start up the brake fluid pressure with less load to increase than the load to start up before the slip occurs, so the control load of the brake fluid pressure can be reduced. Is possible.
  • the turning state determination unit 58 determines that the vehicle C is based on the lateral force detected by the drive wheel lateral force detection unit 56 and the operation amount of the acceleration / deceleration pedal 24 detected by the accelerator operation amount sensor 2. Although it was determined whether or not the vehicle is in a turning state, the present invention is not limited to this. That is, for example, when the turning acceleration calculated by the turning acceleration calculation unit 60 is equal to or greater than the turning acceleration threshold, the vehicle C may be determined to be in a turning state. In this case, it is possible to increase the friction braking force generated on all the wheels W before the vehicle C slips. As a result, it is possible to suppress oversteer and understeer generated by the regenerative braking force of the drive wheels. Furthermore, it is possible to suppress malfunction of the ABS.
  • SYMBOLS 1 ... Braking / driving force control apparatus, 2 ... Accelerator operation amount sensor, 4 ... Brake operation amount sensor, 6 ... Vehicle speed sensor, 8 ... G sensor, 10 ... Wheel speed sensor, 12 ... Steering angle sensor, 14 ... Braking / driving force controller , 16 ... brake actuator, 18 ... wheel cylinder, 20 ... power control unit, 22 ... driving motor, 24 ... acceleration / deceleration pedal, 26 ... brake pedal, 28 ... accelerator operation state calculation unit, 30 ... brake operation state calculation unit , 32 ... road surface gradient detection unit, 34 ... road surface friction coefficient estimation unit, 36 ... braking / driving force control unit, 38 ... driving force calculation unit, 40 ...
  • braking force calculation unit 42 ... driver required torque calculation unit, 44 ... deceleration Calculation unit 46... Downhill gradient determination unit 48.
  • First gradient distribution calculation unit 54 54

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  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un dispositif de commande de force de freinage/entraînement et un procédé de commande de force de freinage/entraînement, lesquels rendent possible d'éliminer une réduction de l'adhérence de véhicule quand un véhicule à deux roues motrices décélère. La quantité d'actionnement d'une pédale d'accélération/décélération est détectée, et quand une surface de trajectoire de déplacement est en pente vers le bas et que la quantité d'actionnement de la pédale d'accélération/décélération est inférieure à une valeur prescrite, il est effectué un traitement dans lequel une force de freinage par récupération générée en fonction de la quantité d'actionnement de la pédale d'accélération/décélération est réduite, et la force de freinage par récupération réduite est amenée à être générée sous la forme d'une force de freinage par frottement.
PCT/JP2014/006123 2014-12-08 2014-12-08 Dispositif de commande de force de freinage/entraînement et procédé de commande de force de freinage/entraînement Ceased WO2016092586A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2014/006123 WO2016092586A1 (fr) 2014-12-08 2014-12-08 Dispositif de commande de force de freinage/entraînement et procédé de commande de force de freinage/entraînement

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2014/006123 WO2016092586A1 (fr) 2014-12-08 2014-12-08 Dispositif de commande de force de freinage/entraînement et procédé de commande de force de freinage/entraînement

Publications (1)

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WO2016092586A1 true WO2016092586A1 (fr) 2016-06-16

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Cited By (5)

* Cited by examiner, † Cited by third party
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CN108081960A (zh) * 2017-11-09 2018-05-29 简式国际汽车设计（北京）有限公司 一种电动汽车制动能量回收方法及系统
US11021068B2 (en) 2017-01-24 2021-06-01 Nissan Motor Co., Ltd. Vehicle control device and control method
CN113511186A (zh) * 2020-04-10 2021-10-19 丰田自动车株式会社 电动车辆的再生制动控制装置
US11472294B2 (en) * 2018-12-27 2022-10-18 Subaru Corporation Braking control apparatus with adjustable power regeneration in accordance with relative distance from a preceding vehicle
WO2024157771A1 (fr) * 2023-01-23 2024-08-02 日立Astemo株式会社 Dispositif de commande de véhicule, procédé de commande de véhicule et système de commande de véhicule

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JP2002262411A (ja) * 2001-02-28 2002-09-13 Matsushita Electric Works Ltd 電動車の速度制御装置
JP2006217677A (ja) * 2005-02-01 2006-08-17 Nissan Motor Co Ltd 車両の回生制動制御装置
JP2008301590A (ja) * 2007-05-30 2008-12-11 Honda Motor Co Ltd 電動車両
JP2012056367A (ja) * 2010-09-06 2012-03-22 Nissan Motor Co Ltd 電動車両の制御装置
JP2013150480A (ja) * 2012-01-20 2013-08-01 Advics Co Ltd 車両の運転支援装置及び回生制動力の制限値の設定方法

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JPH05191904A (ja) * 1992-01-13 1993-07-30 Honda Motor Co Ltd 電動車両のモータ制御装置
JPH07203602A (ja) * 1993-12-29 1995-08-04 Toyota Motor Corp 電気自動車の制動装置
JP2002262411A (ja) * 2001-02-28 2002-09-13 Matsushita Electric Works Ltd 電動車の速度制御装置
JP2006217677A (ja) * 2005-02-01 2006-08-17 Nissan Motor Co Ltd 車両の回生制動制御装置
JP2008301590A (ja) * 2007-05-30 2008-12-11 Honda Motor Co Ltd 電動車両
JP2012056367A (ja) * 2010-09-06 2012-03-22 Nissan Motor Co Ltd 電動車両の制御装置
JP2013150480A (ja) * 2012-01-20 2013-08-01 Advics Co Ltd 車両の運転支援装置及び回生制動力の制限値の設定方法

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11021068B2 (en) 2017-01-24 2021-06-01 Nissan Motor Co., Ltd. Vehicle control device and control method
CN108081960A (zh) * 2017-11-09 2018-05-29 简式国际汽车设计（北京）有限公司 一种电动汽车制动能量回收方法及系统
CN108081960B (zh) * 2017-11-09 2020-01-17 简式国际汽车设计（北京）有限公司 一种电动汽车制动能量回收方法及系统
US11472294B2 (en) * 2018-12-27 2022-10-18 Subaru Corporation Braking control apparatus with adjustable power regeneration in accordance with relative distance from a preceding vehicle
CN113511186A (zh) * 2020-04-10 2021-10-19 丰田自动车株式会社 电动车辆的再生制动控制装置
CN113511186B (zh) * 2020-04-10 2024-02-06 丰田自动车株式会社 电动车辆的再生制动控制装置
WO2024157771A1 (fr) * 2023-01-23 2024-08-02 日立Astemo株式会社 Dispositif de commande de véhicule, procédé de commande de véhicule et système de commande de véhicule

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