• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    VEHICLE BRAKE CONTROL SYSTEM This is a vehicle brake control system that includes a regenerative brake control component (3,15,16), a frictional brake control component (12), a brake component calculation (17), and a control component (14). The regenerative braking control component (3,15, 16) controls a regenerative braking device (2) to provide regenerative braking torque. The frictional braking control component (12) controls a frictional braking device (19) to provide frictional braking torque. The calculation component (17) calculates a regenerative braking touch filter processing value based on an oscillating frequency of the regenerative braking touch. The control component (14), during a first condition, operates a motorized servo assistance control device (12, 13) based on the regenerative braking torque filter processing value, instead of based on the regenerative braking torque, to moderate the frictional braking torque, so that the regenerative braking torque and the moderate frictional braking torque provide a desired braking torque based on a braking operation.
    公开号:BR112012031055B1
    申请号:R112012031055-0
    申请日:2011-06-06
    公开日:2020-11-24
    发明作者:Kensuke Nakamura；Noriaki Fijiki；Keigo Ajiro
    申请人:Nissan Motor Co., Ltd；
    IPC主号:
    专利说明:

    [0001] [001] This application claims priority for Japanese Patent Application No. 2010-129558, filed on June 7, 2010. The full disclosure of Japanese Patent Application No. 2010-129558 was hereby incorporated into this document by reference. BACKGROUND Field of the Invention
    [0002] [002] The present invention generally relates to a vehicle brake control system. More particularly, the present invention relates to a vehicle brake control system that cooperatively controls a frictional braking system and a regenerative braking system to enhance the feel of the braking operation in a transitional period in which the regenerative braking torque suddenly changes. Background Information
    [0003] [003] A typical vehicle brake control device controls the components of regenerative braking and frictional braking to obtain a desired braking torque in response to a braking operation or other driving state. Generally, the vehicle brake control device will operate the regenerative braking components to perform regenerative braking in an attempt to obtain the desired braking torque. If the desired braking torque cannot be achieved with regenerative braking, the control device can operate the frictional braking components to provide additional braking torque that compensates for the lag in the braking torque provided by the regenerative braking components. Therefore, as long as regenerative braking is used as much as possible, the use of frictional braking can be kept to a minimum. Consequently, it may be possible to maximize or at least increase the amount of vehicle kinetic energy that is recovered as electrical energy due to regenerative braking while minimizing the loss of vehicle kinetic energy as heat due to frictional braking. As a result, efficient energy efficiency, fuel consumption and electrical consumption can be improved.
    [0004] [004] An example of a frictional braking system is described in Japanese Patent Application No. 2009-154814. The frictional braking system includes a motorized servo assistance master cylinder that operates in response to a braking operation via a brake pedal or the like. The master cylinder converts the force of the braking operation into fluid pressure that is used to operate a frictional brake unit to generate frictional braking torque. The frictional braking torque can be moderated by the motorized servo control of the master cylinder.
    [0005] [005] Consequently, the braking force control is performed to provide a desired braking torque based on a braking operation or the like. The regenerative braking system provides regenerative braking torque, and the frictional braking system which is moderated by the servo control provides frictional braking torque to compensate for any brake torque lag.
    [0006] [006] The servo-assisted master cylinder uses a motorized auxiliary piston to drive a primary piston from the master cylinder. As a result, fluid pressure fluctuations during the motorized servo control described above can cause variations in the force of the braking operation. These variations can include variations in brake pedal effort that can adversely affect the feel of the braking operation. Therefore, when it is necessary to vary the frictional braking torque in response to variations in the regenerative braking torque, the fluid pressure oscillation varies the effort on the brake pedal. Consequently, the sensation of the braking operation is adversely affected.
    [0007] [007] However, the system described in Japanese Patent Application No. 2009-154814 performs operations in an attempt to slow down these variations in the brake pedal effort. Specifically, a spring is placed between the primary piston and the motorized auxiliary piston. Consequently, the elastic deformation of the spring prevents the force that accompanies fluid pressure oscillation from being fully transmitted to the brake pedal. Through this configuration, the variation in the effort on the brake pedal due to variations in the distribution of braking torque between regenerative braking and frictional braking can be reduced. Thus, adverse effects on the sensation of the braking operation can be reduced. SUMMARY
    [0008] [008] However, in the conventional braking force control device described above, although the feeling of the braking operation may be somewhat improved, the spring configuration generally cannot sufficiently compensate for sudden fluid pressure fluctuations due to the control of motorized servo assistance. As a result, variations in brake pedal effort cannot be properly slowed down, and the feel of the braking operation is often uncomfortable for the driver.
    [0009] [009] In view of the foregoing, an objective of the present invention is to provide a braking force control apparatus that is capable of slowing variations in the braking operating force even during sudden transient variations in the regenerative braking torque, so that the feeling of the braking operation is not uncomfortable for the driver.
    [0010] [010] In view of the state of the art, a vehicle brake control system basically includes a regenerative brake control component, a frictional brake control component, a calculation component and a controlling component. The regenerative braking control component is configured to control a regenerative braking device to provide regenerative braking torque. The frictional braking control component is configured to control a frictional braking device to provide frictional braking torque. The calculation component is configured to calculate a regenerative braking torque filter processing value based on an oscillating frequency of the regenerative braking torque. The controller component is configured, during a first condition, to operate a motorized servo control device based on the regenerative braking torque filter processing value, rather than based on the regenerative braking torque, to moderate the torque of frictional braking, so that the regenerative braking torque and the moderate frictional braking torque provide a desired braking torque that is based on a braking operation. BRIEF DESCRIPTION OF THE DRAWINGS
    [0011] [011] Referring now to the accompanying drawings, which form a part of this original revelation: Figure 1 is a functional block diagram showing an example of a vehicle brake control system according to a disclosed embodiment; Figure 2 is a flowchart showing an example of a control process that can be performed by the pedal feel priority filter calculation processor of the vehicle brake control system shown in Figure 1, to calculate the regenerative braking torque. according to a revealed embodiment; Figure 3A is a diagram of operational working time illustrating an example of a relationship between regenerative braking torque, frictional braking torque, and the desired braking torque with respect to the time when the priority filter filter calculation processor pedal sensation does not perform the control process shown in Figure 2; Figure 3B is a diagram of the operational working time illustrating an example of a relationship between regenerative braking torque, frictional braking torque, and the desired braking torque with respect to the time when the priority processing filter calculation processor pedal sensation performs the control process shown in Figure 2; Figure 4 is a diagram of the operational working time illustrating an example of the regenerative braking torque with respect to the time that is obtained when the pedal sensation priority filter calculation processor performs the control process shown in Figure 2; Figure 5 is a flowchart presented as an example of a control process that can be performed by the pedal feel sensor filter calculation processor of the vehicle brake control system shown in Figure 1 to calculate the regenerative braking torque of according to another disclosed embodiment; and Figure 6 is a diagram of the operational working time illustrating an example of the regenerative braking torque with respect to the time that is obtained when the pedal sensation priority filter calculation processor performs the control process shown in Figure 5. DETAILED DESCRIPTION OF THE ACCOMPLISHMENTS
    [0012] [012] The selected embodiments will now be explained with reference to the drawings. It will be apparent to those skilled in the art from this disclosure that the following descriptions of the embodiments are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.
    [0013] [013] Figure 1 is a functional block diagram illustrating an example of a vehicle brake control system according to a revealed embodiment. The vehicle brake control system can be used on any suitable type of vehicle, such as a car, truck, van, sport utility vehicle and so on, having wheels 1. In the example shown in Figure 1, at least one of the wheels 1 is driven by an electric motor 2. However, the vehicle can instead be a hybrid vehicle as understood in the art, or any other type of properly motorized vehicle.
    [0014] [014] To control the activation of the electric motor 2, a motor controller 3 converts the electrical energy of a battery 4 (for example, a capacitor) from direct current to alternating current using, for example, an inverter 5 or any other suitable device. The inverter 5 thus supplies the alternating current power to the electric motor 2 as controlled by controller 3. Consequently, controller 3 controls the activation of electric motor 2 so that the torque of electric motor 2 is equal to or at least substantially equal to one. desired motor torque Tm provided by the motor controller 3.
    [0015] [015] The desired motor torque Tm provided by the motor controller 3 can include, for example, a torque and information value relating to a rotational direction to control the forward and backward states of the vehicle. When the vehicle is stopped, the torque value can be zero. When the torque of the desired motor Tm indicates that regenerative braking from electric motor 2 must be applied in response to a command of regenerative braking torque T shown in Figure 1, the motor controller 3 confers a power generation load to the electric motor 2 via inverter 5. The power generation load that is given to electric motor 2 has a value so as not to overload the battery 4 while giving regenerative braking torque to the wheels 1. In addition, the controller of the motor 3 now converts the electrical energy generated through regenerative braking by electric motor 2 from alternating current to direct current through the use of inverter 5. The controller of motor 3 can thus use this direct current to charge the battery 4.
    [0016] [016] In addition to the regenerative braking described above, the vehicle can also be braked by frictional braking. The combination of the regenerative braking system and the frictional braking system can be referred to, for example, as a combination system or a combination brake system as understood in the art.
    [0017] [017] The frictional braking system, in this example, includes a brake pedal 11 and a motorized servo-assistance master cylinder 12, as shown in Figure 1. Certain components of the frictional braking system not otherwise described in this document may be the same or similar to those described in Japanese Patent Application No. 2009-154814 discussed above.
    [0018] [018] When the driver presses the brake pedal 11, the brake pedal 11 generates a pedal pedal stroke according to the pedal effort (the braking operating force). The motorized servo assistance master cylinder 12 operates in response to the pedal stroke St, and a fluid pressure from the master cylinder Pm is generated by the propulsion stroke of a primary piston (not shown). In other words, the motorized servo-assistance master cylinder 12 converts the foot pressing force (the braking operating force) of the brake pedal 11 to a master cylinder fluid pressure Pm. The fluid pressure of the master cylinder Pm is fed to brake calipers or other frictional brake units 19 associated with the wheels 1. The frictional brake unit 19 is operated by fluid pressure to provide a frictional braking torque on the wheels 1. Thus , the motorized servo-assistance master cylinder 12 and associated components can function as a frictional braking control component that is configured to control a frictional braking device 19 to provide frictional braking torque.
    [0019] [019] The motorized servo assistance master cylinder 12 in this example includes a servo motor 13 to manage motorized servo control. In addition, in this example, the servo motor 13 is shown separately from the motorized servo assistance master cylinder 12 in Figure 1 for the sake of clarity. However, servo motor 13 can be included in the motorized servo assistance master cylinder 12. Servo motor 13 drives the primary piston to perform the servo function as discussed above. Consequently, the motorized servo-assistance master cylinder 12 can moderate and adjust the fluid pressure of the master cylinder Pm (ie, the frictional braking torque) through the motorized servo control from a fluid pressure of reference (reference braking torque) which is in accordance with the foot pressing force (brake operating force) of the brake pedal 11.
    [0020] [020] In this example, a brake controller 14 can manage the motorized servo control discussed above. The brake controller 14 may include a desired braking torque computer 15, a regenerative / frictional braking torque allocation computer 16, a pedal feel priority filter calculation processor 17 and a subtractor 18, as shown in Figure 1.
    [0021] [021] It should also be noted that the motor controller 3 and the brake controller components 14, such as the desired braking torque computer 15, the regenerative / frictional torque allocation computer 16 and the computation processor pedal sensation priority filter 17 shown in Figure 1, and any other controller discussed in this document, can each include or share, for example, a microcomputer with a control program that controls and interacts with vehicle components, as discussed in this document. The motor controller 3, the brake controller 14, the desired braking torque computer 15, the regenerative / frictional braking torque allocation computer 16, the pedal feel priority filter calculation processor 17, and any other controller discussed in this document, can also each include or share other conventional components, such as an input interface circuit, an output interface circuit, and storage devices, such as a ROM (Read-Only Memory) device. ) and a RAM (Random Access Memory) device. The RAM and ROM store processing results and control programs that are run by the motor controller 3, the brake controller 14, the desired braking torque computer 15, the regenerative / frictional torque allocation computer 16 and the pedal feel priority filter calculation processor 17. Additionally, motor controller 3, brake controller 14, desired braking torque computer 15, regenerative / frictional torque allocation computer 16 , the pedal feel priority filter calculation processor 17 and any other controller discussed in this document are operatively coupled with the vehicle components in a conventional manner. It will be apparent to those skilled in the art from this disclosure that the precise structure and algorithms for the motor controller 3, for the brake controller 14, for the desired braking torque computer 15, for the braking torque allocation computer regenerative / frictional 16, for the pedal feel priority filter calculation processor 17 and for any other controller discussed in this document can be any combination of hardware and software that will perform the functions of the embodiments discussed in this document.
    [0022] [022] In this example, the desired braking torque computer 15 calculates the desired total braking torque Ttotal of the vehicle as desired by the driver from the stroke of the pedal St and the fluid pressure of the master cylinder Pm. The regenerative / frictional braking torque allocation computer 16 calculates a regenerative braking torque command Tm based on the desired braking torque Ttotal and the detection values provided by various sensors. These detection values can include the wheel speed as provided by a wheel speed sensor, the lateral acceleration of the vehicle as provided by a lateral acceleration sensor, and the vehicle yaw rate as provided by a yaw rate sensor .
    [0023] [023] The brake controller 14 and, in particular, the regenerative / frictional torque allocation computer 16 provide the regenerative braking torque command Tm for the motor controller 3. The motor controller 3 calculates the desired motor torque Tm based on the regenerative braking torque command Tm. Thus, the motor controller 3 controls the activation of the electric motor 2 via the inverter 5 based on the desired motor torque Tm to check the regenerative braking torque on the wheels 1. Consequently, any or all of the motor torque computer desired braking 15, the regenerative / frictional torque allocation computer 16 and motor controller 3 can function as a regenerative braking control component that is configured to control a regenerative braking device, such as electric motor 2, to provide regenerative braking torque.
    [0024] [024] As additionally shown, motor controller 3 calculates a regenerative braking torque execution value T * conferred for wheels 1 passing through regenerative braking. The motor controller 3 thus provides the regenerative braking torque execution value T * for the pedal sensation priority filter calculation processor 17.
    [0025] [025] The pedal feel priority filter calculation processor 17 can perform the control operations shown in Figure 2. The pedal feel priority filter calculation processor 17 applies a predetermined filter processing to the value of execution of regenerative braking torque T *, and calculates a cooperative control regenerative braking torque tT. Accordingly, the pedal priority filter calculation processor 17 can enhance the feel of the braking operation during braking force control to provide the desired total braking torque Tt by allowing cooperation between regenerative braking and frictional braking.
    [0026] [026] The sensation of the braking operation during the braking force control will be described first. In general, during braking force control, the regenerative braking torque execution value T * (or the regenerative braking torque command Tm) is used without modification. As shown in Figure 1, subtractor 18 determines a difference between the regenerative braking torque execution value T * and the desired braking torque Ttotal. In this example, subtractor 18 determines the difference by subtracting the regenerative braking torque execution value T * from the desired braking torque Ttotal. The difference emitted from subtractor 18 is designated as a frictional braking torque command Tf. The frictional braking torque command Tf therefore controls the servo motor 13 to obtain a frictional braking torque based on the command value Tf.
    [0027] [027] As discussed above, it is possible for the regenerative braking torque execution value T * to be used without modification. However, the regenerative braking torque execution value T * may undergo a sudden transient variation, as shown in the α region of Figure 3A. When this occurs, the regenerative braking torque command Tf obtained by subtracting the regenerative braking torque execution value T * from the desired braking torque Ttotal also suddenly changes according to or around the same time variation .
    [0028] [028] As discussed above, the motorized servo assistance master cylinder 12 provides the frictional braking torque command Tf through the servo assistance control during which servo motor 13 causes the primary piston to travel. Therefore, the sudden variation of the frictional braking torque command Tf can cause the stress on the brake pedal (braking operating force) to change suddenly through the path δ shown in Figure 1 via the sudden variation in the fluid pressure of the master cylinder . As a result, the sensation of the brake operation of the brake pedal 11 may be adversely affected, and the driver may experience discomfort with the brake operation.
    [0029] [029] In order to alleviate this problem, the pedal sensation priority filter calculation processor 17 can perform the illustrative operations shown in Figure 2. By performing these operations, the pedal sensation priority filter calculation processor 17 can perform low-pass filtering on the regenerative braking torque execution value T * according to the oscillation frequency of the regenerative braking torque execution value T *. The pedal feel priority filter calculation processor 17 can calculate a cooperative control regenerative braking torque tT in a manner described below. In addition, the pedal sensation priority filter calculation processor 17 can use the cooperative control regenerative braking torque tT in cooperative control of the braking force by motorized servo control. In addition, it should be noted that the filtering need not be low-pass filtering. Conversely, any suitable filtering operation that is capable of defining a primary delay in the regenerative braking torque execution value T * can be used. In addition, although the pedal feel priority filter calculation processor 17 performs the processing shown in Figure 2 in this example, processing can be performed entirely in part by any suitable component in the vehicle's brake control system.
    [0030] [030] In step S11 of Figure 2, the pedal feel priority filter calculation processor 17 reads the value of regenerative braking torque T * provided by the motor controller 3. In step S12, the calculation processor pedal feel priority filter 17 can perform filter processing at the regenerative braking torque execution value T * read in step S11, according to the oscillation frequency of the regenerative braking torque execution value T *. Thus, the pedal feel priority filter calculation processor 17 can function as a calculation component that is configured to calculate a regenerative braking torque filter processing value based on the oscillating frequency of the regenerative braking torque. In step S13, the pedal feel priority filter calculation processor 17 thus reads the regenerative braking torque filter processing value T ** for which the filter processing has been applied. Consequently, steps S12 and S13 can be considered as performing the calculation of the regenerative braking torque filter processing value.
    [0031] [031] In step S14, a determination is made based on the detection values of the various sensors shown in Figure 1 if the anti-skid control device (ABS) has been activated. As understood in the art, an ABS can adjust the braking torque to prevent locking of the wheel brakes 1. A determination is also made in step S14 as to whether a vehicle handling control device (VDC) to adjust the braking torque. braking to control the handling of the vehicle is actuated. Additionally, a determination is made in step S14 as to whether the control of the braking force by the motorized servo assistance control is disabled by a condition such as disabling regenerative braking due to the battery being fully charged 4.
    [0032] [032] When a determination is made in step S14 that a first condition exists, in which ABS and VDC are not activated, and cooperative braking force control has not been disabled, the braking torque filter processing value regenerative T ** read in step S13 is established as cooperative control regenerative braking torque tT in step S15. However, when a determination is made in step S14 that ABS or VDC is actuated, or that cooperative braking force control is disabled (for example, a second condition exists), processing continues to step S16. In step S16, the lowest min value (T *, T **) of the regenerative braking torque execution value T * read in step S11 and the processing value of regenerative braking torque filter T ** read in step S13 is established as cooperative control regenerative braking torque tT.
    [0033] [033] Once the processing shown in Figure 2 has been completed, the pedal feel priority filter calculation processor 17 provides the cooperative control regenerative braking torque tT for subtractor 18. Thus, subtractor 18 subtracts the cooperative control regenerative braking torque tT of the desired braking torque Ttotal to produce the frictional braking torque command Tf. Subtractor 18 provides frictional braking torque control Tf for servo motor 13. As a result, servo motor 13 moderates and adjusts the fluid pressure of the master cylinder Pm from a reference pressure that was based on the force of foot pressing (brake operating force) of the brake pedal 11 to provide the frictional braking torque based on the command value Tf. In other words, servo motor 13 performs motorized servo control of the motorized servo assistance master cylinder 12 to provide frictional braking torque based on the command value Tf.
    [0034] [034] Consequently, the vehicle brake control system described above provides the desired braking torque Ttotal by cooperating regenerative braking with the frictional braking torque Tf. The frictional braking torque Tf is obtained by subtracting the cooperative control regenerative braking torque tT from the desired braking torque Ttotal. As discussed above, the regenerative braking torque filter processing value T ** is established as the cooperative control regenerative braking torque tT (step S15) when ABS and VDC are not actuated and the cooperative control force of braking is not deactivated (step S14). Therefore, the frictional braking torque command Tf is calculated from the desired braking torque Ttotal and the processing value of regenerative braking torque filter T **, which is replaced by the regenerative braking torque execution value T * as shown in Figure 3B. In addition, the frictional braking torque command Tf is used for braking force control to provide the desired braking torque Ttotal. Consequently, the components of the brake controller 14 can be considered to function as a control component that is configured, during the first condition as described above, to operate a motorized servo control device based on the filter processing value. regenerative braking torque, rather than based on regenerative braking torque, to moderate the frictional braking torque, so that the regenerative braking torque and the moderate frictional braking torque provide a desired braking torque that is based on the operation braking.
    [0035] [035] In addition, the motorized servo assistance master cylinder 12 (servo motor 13) can use the regenerative braking torque filter processing value T ** instead of the regenerative braking torque execution value T * during cooperative braking force control, as discussed above. Therefore, even when the regenerative braking torque execution value T * undergoes a sudden transient variation, as shown in the α region of Figure 3A, the variation in the cooperative control regenerative braking torque tT used in the cooperative braking force control it is gradual and small, as shown in region β of Figure 3B. Consequently, a small and gradual variation also occurs in the frictional braking torque command Tf which is obtained by subtracting the regenerative braking torque from cooperative control tT (regenerative braking torque filter processing value) from the desired braking torque. Total.
    [0036] [036] The actuation (motorized servo control effect) of servo motor 13 to provide the frictional braking torque command Tf is therefore gradual and small. In addition, the variation in the pressing force with the feet (variation in the braking operation force) of the brake pedal 11 by motorized servo control of the master cylinder 12 can be adequately slowed. This can prevent the feeling of the braking operation being uncomfortable for the driver.
    [0037] [037] On the other hand, when ABS or VDC is actuated during cooperative braking force control as discussed above, or cooperative braking force control is deactivated by a condition such as disabling regenerative braking (step S14) which can be referred to as the second condition discussed above, the smallest min (T *, T **) of the regenerative braking torque execution value T * and the regenerative braking torque filter processing value T ** is established as cooperative control regenerative braking torque tT (step S16). The brake controller 14, which can be considered to function as the control component, is additionally configured, during the second condition, to operate the motorized servo control device based on a lower value among the regenerative braking torque. and the regenerative braking torque filter processing value, to moderate the frictional braking torque. Thus, the regenerative braking torque and the moderate frictional braking torque provide the desired braking torque which is based on the braking operation.
    [0038] [038] Additionally, if ABS has been activated, the pedal feel priority filter calculation processor 17 can be considered to function as a non-slip determination component that is configured to determine a third condition during which a torque of braking being applied to a vehicle's wheels including the vehicle brake control system is adjusted to prevent wheel brake locking. In this case, the brake controller 14 can be considered to function as the control component that is additionally configured, during the third condition, to operate the motorized servo control device based on a lower value among the regenerative braking torque. and the regenerative braking torque filter processing value, to moderate the frictional braking torque. Thus, the regenerative braking torque and the moderate frictional braking torque provide the desired braking torque which is based on the braking operation while the non-slip determination component is adjusting the braking torque being applied to the wheels to prevent brake locking of the wheels.
    [0039] [039] In addition, if the VDC has been enabled, the pedal feel priority filter calculation processor 17 can be considered to function as a vehicle handling determination component that is configured to determine a fourth condition during which braking torque used to control a vehicle's vehicle handling including the vehicle brake control system is adjusted. In this case, the brake controller 14 can be considered to function as the control component that is additionally configured, during the fourth condition, to operate the motorized servo control device based on the lowest of the regenerative braking torque value. and processing of regenerative braking torque filter to moderate frictional braking torque. Thus, the regenerative braking torque and the moderate frictional braking torque provide the desired braking torque which is based on the braking operation while the vehicle's handling control component is adjusting the braking torque used for handling control. vehicle.
    [0040] [040] As shown in Figure 4, the regenerative braking torque execution value T * and the regenerative braking torque filter processing value T ** are indicated by a continuous line and a dashed line, respectively. As indicated, the cooperative control regenerative braking torque tT is the same as the processing value of regenerative braking torque filter T ** at or before time t1 as indicated by the dashed dashed line.
    [0041] [041] Starting at time t1, the ABS or VDC is activated, or the cooperative braking force control is deactivated by a condition such as the deactivation of the regenerative braking. Consequently, the cooperative control regenerative braking torque tT becomes the same as the lowest min value (T *, T **) among the regenerative braking torque execution value T * and the torque filter processing value. of regenerative braking T **, as discussed above. As indicated by the dashed dashed line in Figure 4, when the value of the regenerative braking torque execution value T * falls below the value of the regenerative braking torque filter processing value T **, the control regenerative braking torque cooperative tT becomes the value T *. Thus, the frictional braking torque command Tf is calculated by subtracting the min (T *, T **) from the desired braking torque Ttotal. As discussed above, the frictional braking torque command Tf is used for cooperative braking force control to provide the desired braking torque Ttotal.
    [0042] [042] As is apparent from Figure 4, the cooperative control regenerative braking torque tT is reduced starting at time t1. Therefore, the frictional braking torque can be quickly restored when ABS or VDC is actuated or cooperative braking force control is disabled by a condition such as disabling regenerative braking. Consequently, the braking distance during operation of the anti-slip control device (ABS) that accompanies emergency braking can be reduced. In addition, handling of the vehicle can be readily stabilized by the actuation of the VDC. In addition, a quick transition to frictional braking can be done when cooperative braking force control is disabled.
    [0043] [043] Figure 5 is a flowchart showing an example of a control process that can be performed, for example, by the pedal sensation priority filter calculation processor 17 to calculate the regenerative braking torque tT that is used to cooperative control of braking force. As indicated, operations S11 through S16 correspond to these in the flowchart shown in Figure 2. The process shown in Figure 5 additionally includes steps S21 through S26, which will be discussed below. As shown, step S21 is performed just before or at least before step S11. In step S21, the depression stroke St (see Figure 1) of the brake pedal 11 is read.
    [0044] [044] In steps S11 through S13, the same or similar processing is performed as in the steps indicated by the reference numbers in Figure 2. In other words, the regenerative braking torque execution value T * is read in step S11 . The regenerative braking torque filter processing value T ** which is the result of the filter processing of the regenerative braking torque execution value T * is calculated in step S12. The processing value of regenerative braking torque filter T ** is read in step S13.
    [0045] [045] As additionally shown, step S22 is performed immediately after or at least subsequent to step S13. In step S22, processing determines whether a fifth condition exists, in which an automatic advance distance control (ACC) device to automatically generate a braking torque to control the advance distance is actuated. Accordingly, a pedal feel priority filter calculation processor 17 can be considered to function as a component of automatic advance distance condition determination that is configured to determine a fifth condition during which a braking torque used for automatic control of the driving distance for a vehicle including the vehicle brake control system is generated.
    [0046] [046] It should be noted that during the braking that accompanies the ACC performance, as long as the driver is not pressing the brake pedal 11, the sensation of the braking operation is not relevant. Therefore, when processing determines in step S22 that the ACC is not activated, processing continues to steps S14 through S16, as discussed above.
    [0047] [047] However, when processing determines in step S22 that the ACC is activated, processing continues to step S23. In processing starting at step S23, the cooperative control regenerative braking torque tT is calculated as described below, and the cooperative control regenerative braking torque tT is used for cooperative braking force control. In step S23, processing determines whether the brake pedal is currently depressed based on whether the stroke of the brake pedal St read in step S21 is equal to or greater than a pressure determination value St0. When the brake pedal 11 is currently depressed, processing determines in step S24 whether the previous stroke of the brake pedal St was a brake pedal pressing state. That is, processing determines whether the brake pedal pressing state is continuing, or whether brake pedal 11 is currently being pressed from a released state. In this example, the determination is made based on whether the previous stroke of the brake pedal St (previous value) is equal to or greater than the pressure determination value St0.
    [0048] [048] When the processing determines, in step S24, that the brake pedal 11 is pressed from a released state, the filter processing previously performed in step S12 is initialized in step S25, which is performed once at the beginning of the pressing the brake pedal. In step S26, the regenerative braking torque execution value T * is established as the cooperative control regenerative braking torque tT and used for cooperative braking force control shown in Figure 1, as discussed above. Consequently, the brake controller 14 can be considered to function as the control component that is additionally configured, during the fifth condition, to operate the motorized servo control device based on the regenerative braking torque, instead of the value regenerative braking torque filter processing to moderate frictional braking torque. Thus, the regenerative braking torque and the moderate frictional braking torque provide the desired braking torque which is based on the braking operation while being the component of automatic determination of the forward distance condition.
    [0049] [049] However, when processing determines in step S24 that the depressed state of the brake pedal 11 is continued, the sensation of the braking operation is to be taken into account. Consequently, processing continues to step S15, and the regenerative braking torque filter processing value T ** calculated in step S12 after initialization in step S25 is established as the cooperative control regenerative braking torque tT. This cooperative control regenerative braking torque tT is used for cooperative braking force control, as shown in Figure 1.
    [0050] [050] On the other hand, when the processing determines, in step S23, that the travel of the brake pedal St is less than the pressure determination value St0, the processing determines that the brake pedal 11 is not pressed and is , thus, in a liberated state. Since the sensation of the braking operation does not need to be considered at this time, processing continues to step S26. Thus, the regenerative braking torque execution value T * is established as the cooperative control regenerative braking torque tT and used for cooperative braking force control, as shown in Figure 1.
    [0051] [051] In other words, after the braking operation has been performed, the brake controller 14 (control component) is additionally configured to operate the motorized servo control device based on the torque filter processing value of regenerative braking, instead of regenerative braking torque, to moderate the frictional braking torque. Thus, the regenerative braking torque and the moderate frictional braking torque provide the desired braking torque which is based on the braking operation after the automatic feed distance has ended the generation of the braking torque used for the automatic control of the feed distance .
    [0052] [052] Consequently, by performing the processing shown in Figure 5, the desired braking torque Ttotal can be provided in the same or similar manner as shown by the processing in Figure 2. That is, the desired braking torque Ttotal can be provided be provided by regenerative braking with the frictional braking torque Tf which is obtained by subtracting the cooperative control regenerative braking torque tT from the desired braking torque Ttotal, as described above. Additionally, when the ACC is not activated (step S22), the same or similar processing is performed in steps S14 through S16, as in Figure 2.
    [0053] [053] In addition, when a determination is made in step S22 that ACC is actuated, and a determination is made in step S23 that the brake pedal 11 is in the released state, the regenerative braking torque execution value T * is established as the cooperative control regenerative braking torque tT in step S26. This configuration for the cooperative control regenerative braking torque tT is used for cooperative control of the braking force, as shown in Figure 1.
    [0054] [054] Figure 6 is a diagram of the working time for operation during continuous ACC operation. As shown, until the brake pedal pressing time t1, the cooperative control regenerative braking torque tT has the same value as the regenerative braking torque execution value T *. Thus, cooperative braking force control, as shown in Figure 1, is performed accordingly. That is, the cooperative braking force control is based on the regenerative braking torque execution value T * for which the filter processing was not applied. As a result, oscillations in acceleration in the front-rear direction of the vehicle that occur during alternation between regenerative braking torque and frictional braking torque can be reduced.
    [0055] [055] In addition, cooperative braking force control which is based on the regenerative braking torque execution value T * can adversely affect the feel of the braking operation, as previously described. Consequently, when the brake pedal is currently released, there is no need to take the sensation of the braking operation into account.
    [0056] [056] However, when a determination is made in step S22 that the ACC is actuated, but a determination is made in step S23 that the brake pedal 11 is depressed, the regenerative braking torque filter processing value T ** is established as the cooperative control regenerative braking torque tT in step S15. This value established for the cooperative control regenerative braking torque tT is used for the cooperative control of the braking force, as shown in Figure 1.
    [0057] [057] Starting at time t1 in Figure 6, when the brake pedal is depressed, the cooperative control regenerative braking torque tT has the same value as the regenerative braking torque filter processing value T ** after initialization. Cooperative braking force control, as shown in Figure 1, is performed accordingly. That is, the cooperative braking force control is based on the processing value of regenerative braking torque filter T ** for which the filter processing was applied after the aforementioned initialization. Through this configuration, even when a sudden transient variation occurs in the regenerative braking torque execution value T *, as shown in the α region of Figure 3A, the variation of the cooperative control regenerative braking torque tT used for cooperative control of braking is gradual and small, as previously described with reference to the β region of Figure 3B. Consequently, the variation is also gradual and small in the frictional braking torque command Tf which is obtained by subtracting the regenerative braking torque from cooperative control tT (regenerative braking torque processing value T **) from the torque of Ttotal desired braking. In addition, the actuation (motorized servo assistance control effect) of servo motor 13 to provide frictional braking torque command Tf is gradual and small, which can prevent the braking operation from becoming uncomfortable for the driver.
    [0058] [058] As can be seen from the above, since the regenerative braking torque filter processing value obtained by applying filter processing can be used instead of the regenerative braking torque, the variation of the frictional braking torque it can be gradual and small, even when there is a sudden transient change in the regenerative braking torque. Therefore, it is possible to adequately slow down the variation in motorized servo-assistance braking operation force that is caused by variations in frictional braking torque. This can prevent the braking operation from being uncomfortable for the driver.
    [0059] [059] In the understanding of the scope of the present invention, the term "comprising" and its derivatives, as used in this document, are intended to be unlimited terms that specify the presence of aspects, elements, components, groups, integers, and or stages determined, but do not exclude the presence of other aspects, components, groups, integers and or undefined steps. The precedent also applies to words having similar meanings, such as the terms "including", "possessing" and their derivatives. In addition, the terms "part", "section", "portion", "member" or "element" when used in the singular may have the double meaning of a single piece or several pieces. The term “detect” or “feel” and its variations, as used in this document to describe an operation or function performed by a component, section, device or the like, includes a component, section, device or similar thing that does not require physical detection or perception, but inversely includes determination, measurement, modeling, prognosis or calculation, or the like to perform the operation or function. The term "configured" as used in this document to describe a component, section or part of a device includes hardware and or software that is built and or programmed to perform the desired function. Grade terms, such as "substantially", "about" and "approximately" as used in this document mean a reasonable amount of deviation from the modified term so that the final result is not significantly changed.
    [0060] [060] While only selected embodiments have been chosen to illustrate the present invention, it will become apparent to those skilled in the art from this disclosure that various changes and modifications can be made to this document without departing from the scope of the invention, as defined by the appended claims. . For example, the size, shape, location or orientation of the various components can be changed as needed and or desired. Components that were presented directly connected or in contact with each other may have intermediate structures arranged between them. The functions of an element can be performed by two, and vice versa. The structures and function of one embodiment can be adopted in another embodiment. It is not necessary for all advantages to be presented in a particular embodiment at the same time. Each aspect that is unique from the prior art, separately or in combination with other aspects, should also be considered a separate description of additional inventions by the applicant, including the structural and or functional concepts incorporated by such (such) aspect (s) . Thus, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention, as defined by the appended claims and their equivalents.
    权利要求:
    Claims (6)
    [0001]
    Vehicle brake control system, comprising: a regenerative braking control component configured to control a regenerative braking device to provide regenerative braking torque; a frictional braking control component configured to control a frictional braking device to provide frictional braking torque; CHARACTERIZED for understanding: a calculation component configured to calculate a regenerative braking torque filter processing value based on an oscillating frequency of the regenerative braking torque; and a control component that is configured, during a first condition, to operate a motorized servo control device based on the regenerative braking torque filter processing value, rather than based on the regenerative braking torque, to moderate the frictional braking torque, so that the regenerative braking torque and the moderate frictional braking torque provide a desired braking torque that is based on a braking operation.
    [0002]
    Vehicle brake control system, according to claim 1, CHARACTERIZED by additionally comprising: a detection component configured to detect a second condition when regenerative braking by the regenerative braking device is to be disabled; and where the control component is additionally configured, during the second condition, to operate the motorized servo control device based on a lower of the regenerative braking torque and the regenerative braking torque filter processing value, for moderate the frictional braking torque so that the regenerative braking torque and the moderate frictional braking torque provide the desired braking torque that is based on the braking operation.
    [0003]
    Vehicle brake control system, according to claim 1 or 2, CHARACTERIZED by additionally comprising: a non-slip determination component configured to determine a third condition during which a braking torque being applied to the wheels of a vehicle including the vehicle brake control system is adjusted to prevent locking of the wheel brakes; and where the control component is additionally configured, during the third condition, to operate the motorized servo control device based on a lower of the regenerative braking torque and the regenerative braking torque filter processing value, for moderate the frictional braking torque, so that the regenerative braking torque and the moderate frictional braking torque provide the desired braking torque which is based on the braking operation while the non-slip determining component is adjusting the braking torque by applying the wheels to prevent the wheel brake from locking.
    [0004]
    Vehicle brake control system according to any one of claims 1 to 3, CHARACTERIZED by additionally comprising: a vehicle handling determination component configured to determine a fourth condition during which a braking torque used to control a vehicle's vehicle handling including the vehicle brake control system is adjusted; and where the control component is additionally configured, during the fourth condition, to operate the motorized servo control device based on a lower of the regenerative braking torque and the regenerative braking torque filter processing value, for moderate the frictional braking torque, so that the regenerative braking torque and the moderate frictional braking torque provide the desired braking torque which is based on the braking operation while the vehicle handling determination component is adjusting the braking torque used for vehicle handling control.
    [0005]
    Vehicle brake control system according to any one of claims 1 to 4, CHARACTERIZED by additionally comprising: an automatic driving distance conditioner component configured to determine a fifth condition during which a braking torque used for automatic driving distance control for a vehicle including the vehicle brake control system is generated; and where the control component is additionally configured, during the fifth condition, to operate the motorized servo control device based on regenerative braking torque, rather than on the regenerative braking torque filter processing value, to moderate the frictional braking torque, so that the regenerative braking torque and the moderate frictional braking torque provide the desired braking torque that is based on the braking operation while the advance distance condition determination component is detecting generation of the braking torque used for the automatic control of the forward distance.
    [0006]
    Vehicle brake control system according to claim 5, CHARACTERIZED by the fact that after the braking operation has been performed, the control component is additionally configured to operate the motorized servo control device based on the value of regenerative braking torque filter processing, instead of regenerative braking torque, to moderate the frictional braking torque, so that the regenerative braking torque and the moderate frictional braking torque provide the desired braking torque which is based on the braking operation after the component of automatic determination of the forward distance condition has ended the generation of braking torque used for the automatic control of the forward distance.
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    同族专利:
    公开号 | 公开日
    MY164025A|2017-11-15|
    MX2012013174A|2012-11-29|
    JP2011259541A|2011-12-22|
    WO2011154801A1|2011-12-15|
    US20130085650A1|2013-04-04|
    EP2560851B1|2015-03-18|
    CN102917926A|2013-02-06|
    US9002609B2|2015-04-07|
    CN102917926B|2016-01-20|
    EP2560851A1|2013-02-27|
    JP5736673B2|2015-06-17|
    RU2520859C1|2014-06-27|
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-11-12| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-10-06| B09A| Decision: intention to grant|
    2020-11-24| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 06/06/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
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    JP2010-129558|2010-06-07|
    JP2010129558A|JP5736673B2|2010-06-07|2010-06-07|Braking force coordination controller for compound brake|
    PCT/IB2011/001243|WO2011154801A1|2010-06-07|2011-06-06|Vehicle brake control system|
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