JP3271420B2 - Electric vehicle braking control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake control which is mounted on an electric vehicle and controls the distribution of a regenerative braking force and a hydraulic braking force so as to match a required braking force and to use the regenerative braking force preferentially. Related to the device.

[0002]

2. Description of the Related Art Hydraulic braking such as hydraulic braking is widely used as a vehicle braking means. The hydraulic braking mechanism generally includes a master cylinder (M / C) that generates hydraulic pressure in response to depression of a brake pedal, a wheel cylinder (W / C) that applies hydraulic pressure to a brake wheel connected to wheels,
And a hydraulic pipe connecting the M / C and the W / C. In such a braking mechanism, when the vehicle operator depresses the brake pedal, a hydraulic pressure is generated in the M / C according to the depth of depression (generation of the M / C pressure). The generated M / C pressure is transmitted to the W / C via the hydraulic pipe and acts on the brake wheel (action of the W / C pressure). As a result, the vehicle is hydraulically braked.

[0003] When the vehicle to be braked is an electric vehicle, regenerative braking is further possible. That is, the vehicle can be braked by regenerating electric power from the motor for driving the vehicle to the battery or the like mounted on the vehicle. The regenerative braking force can be controlled by controlling a power conversion circuit provided between the battery and the motor.

In an electric vehicle, therefore, both hydraulic braking and regenerative braking can be used. It should be noted that regenerative braking allows the braking energy to be recovered by the battery. In other words, by using regenerative braking preferentially over hydraulic braking, benefits such as efficient use of energy and extension of the mileage per charge of the battery can be enjoyed. In addition, since both the hydraulic braking force and the regenerative braking force can be controlled, the braking force can be controlled so as to satisfy the required braking force (for example, the depth of depression of the brake pedal = M / C pressure). .

A control (braking force distribution control) relating to how to distribute the required braking force to the hydraulic braking force and the regenerative braking force so that the energy can be used most efficiently (braking force distribution control) is disclosed in, for example, JP-A-5-161209. This can be achieved by the disclosed device. In the device disclosed in this publication,
A linear solenoid valve is provided on a hydraulic pipe from the M / C to the W / C. This linear solenoid valve maintains a closed state until the differential pressure before and after the valve (ie, the difference between the M / C pressure and the W / C pressure) reaches the valve opening pressure, and holds the differential pressure when the valve pressure reaches the valve opening pressure. Open while applying hydraulic braking force.

[0006] When the linear solenoid valve is closed, no hydraulic braking force acts. In this state, in order to realize the required braking force (depth of depression of the brake pedal = M / C pressure), a regenerative braking force corresponding to the required braking force may be generated. When the linear solenoid valve is open, only the hydraulic braking force corresponding to the value obtained by subtracting the valve opening pressure from the M / C pressure acts. In order to realize the required braking force in this state, a difference between the required braking force and the hydraulic braking force, that is, a regenerative braking force equivalent to the valve opening pressure of the linear solenoid valve may be generated. When such control is performed, only the regenerative braking force is used when the brake pedal is shallowly depressed, so that the braking energy is efficiently recovered to the battery as electric power, and the required braking force is more suitably obtained by the regenerative braking force. realizable. When the brake pedal is deeply depressed, the regenerative braking force becomes a value (maximum value) equivalent to the valve opening pressure, and the braking energy can be efficiently recovered. At the same time, the difference between the required braking force and the regenerative braking force is compensated by the hydraulic braking force, so that the required braking force can be suitably realized. Since the valve opening pressure of the linear solenoid valve can be linearly controlled by driving the solenoid, the braking energy can be optimally recovered by controlling the valve opening pressure according to the state of charge (SOC) of the battery.

[0007] Further, control of the valve opening pressure of the linear solenoid valve is also useful for coping with regeneration lapse. That is,
If the required regenerative torque cannot be obtained due to a decrease in the regenerative capacity of electric power to the on-vehicle battery (regeneration expires), the valve opening pressure of the linear solenoid valve is reduced, and the hydraulic pressure is reduced from the M / C side to W If the hydraulic braking force is increased by introducing the hydraulic braking force to the / C side, the required braking force can be suitably realized despite the revocation of regeneration.

[0008]

However, in the above configuration, the differential pressure between the M / C pressure and the W / C pressure is maintained.
Therefore, when the required braking force is obtained by introducing the hydraulic pressure (for example, hydraulic pressure) to the W / C side at the time of the regenerative expiration, the regenerative capability is recovered only after that, and the regenerative braking force is simply equivalent to the amount of the regenerative capability recovery. (See FIG. 14), the total braking force of the hydraulic pressure and the regenerative braking force exceeds the required braking force by the increase of the regenerative braking force, and in some cases, the brake feeling is significantly changed. It is also possible to perform control such that the regenerative braking force is not increased even if the regenerative ability recovers.However, in this case, it is not possible to return to the control state before the regeneration expired despite the recovery of the regenerative ability. Unnecessarily bad conditions are maintained.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and when the regenerative ability is restored after the regenerative lapse, the regenerative braking force is increased in consideration of the feeling, thereby increasing the hydraulic fluid. A first object is to improve the state of recovery of braking energy while keeping the difference between the total braking force of pressure and regeneration and the required braking force within a range where the brake feeling does not significantly change.

Further, the present invention increases the regenerative braking force while reducing the hydraulic braking force when the regenerative ability recovers after the regeneration has expired, thereby controlling the total braking force of the hydraulic pressure and the regeneration to the required braking force. A second object is to make it possible to optimize the state of recovery of braking energy.

The present invention further realizes a simple and lightweight device configuration by realizing this means using a controllable valve such as a linear valve or an on / off valve.
The purpose of. A fourth object of the present invention is to further simplify and reduce the weight of the apparatus by utilizing this means also for controlling the braking force distribution between the hydraulic braking force and the regenerative braking force and for coping with the regenerative failure. And The present invention provides an anti-lock brake system (AB) for preventing wheel lock.
A fifth object is to further simplify and reduce the weight of the device configuration by using it as a part of S). The present invention relates to M / C associated with the introduction of hydraulic pressure at the time of regenerative lapse.
A sixth object is to prevent bottoming such as.

[0012]

Means for Solving the Problems] To achieve the above object, the brake control apparatus for an electric vehicle according to the present invention,
The hydraulic pressure corresponding to the required braking force generated in the M / C is limited to a predetermined hydraulic pressure and then transmitted to the W / C so that a hydraulic braking force smaller than the required braking force is applied, while the required braking force and the hydraulic braking force are applied. A normal control means for applying a regenerative braking force corresponding to the difference between the hydraulic control and a hydraulic pressure control in a case where a desired regenerative braking force cannot be obtained due to regenerative revocation (including both partial revocation and total revocation). Regenerative deactivation control means for increasing the power by an amount corresponding to the deactivation of the regenerative braking force, and a situation in which the regenerative braking force can be recovered from the deactivation after the hydraulic braking force is controlled to increase to a value corresponding to the required braking force by the regenerative deactivation control means And the regenerative recovery means for recovering the regenerative braking force by using a predetermined upper limit as the limit of the recovery amount when the vehicle reaches the limit.

Further, braking control apparatus according to another embodiment of the present invention, instead of the regenerative recovery means, the regenerative braking force after the hydraulic braking force is increased controlled to a value of required braking force corresponding the regeneration revocation time control means And a hydraulic pressure reduction regenerative recovery means for reducing the hydraulic braking force in accordance with the amount of regenerative braking force and recovering the regenerative braking force in accordance with the amount of recovery when the vehicle is in a recoverable state .

Further, the braking control device further switches the first controllable valve capable of controlling the valve opening pressure from M / C to W / C.
A second controllable valve is provided on the hydraulic pressure transmission path leading to C and capable of discharging the brake fluid from the W / C, and the normal-time control means controls the valve opening pressure of the first controllable valve to the predetermined fluid Means for shutting off the hydraulic pressure in the M / C to the predetermined hydraulic pressure by controlling the hydraulic pressure to the predetermined hydraulic pressure. Means for increasing the regenerative braking force by an amount corresponding to the expiration of the regenerative braking force, and the hydraulic pressure reducing regenerative recovery means controls the second controllable valve to discharge the brake fluid from the W / C, thereby reducing the amount of regenerative braking force recovery. It is characterized by having means for reducing the hydraulic pressure in W / C accordingly.

[0015] is et al., There in the second controllable valve, W / C valve provided to be introduced brake fluid to be discharged to a predetermined reservoir and the brake fluid of the reservoir to the W / C of When the regenerative expiration control means generates a situation in which a desired regenerative braking force cannot be obtained due to the expiration, the M / C brake fluid is supplied to the W / C
Means for determining whether or not the amount of the brake fluid in the M / C falls below a predetermined limit when introduced into the C, and control of the first controllable valve to control the W Means for increasing the hydraulic braking force by an amount corresponding to the revocation of the regenerative braking force by introducing the braking fluid into the / C, and controlling the second controllable valve to control the braking fluid from the reservoir to the W / C when it is determined that the regenerative braking force is reduced. means for the hydraulic braking force is increased revoked equivalent of regenerative braking force is introduced, it is preferable to have a.

[0016] is et al., The a first controllable valve and a second controllable valve is preferred to have been constructed as a single valve.

[0017] In addition, that the second of the variable control valve, which is one of the valves that make up the ABS to prevent wheel lock
It is suitable .

[0018]

[Action] Oite the present invention, when the regenerative braking force after the hydraulic braking force is increased control until the value of the required braking force corresponding reaches the recoverable from revocation status by the regenerative revocation time control means,
That is, when the regenerative ability recovers, the regenerative recovery means
The regenerative braking force is restored using the predetermined upper limit as the limit of the amount of recovery.
increase. Thereby, the recovery amount of the braking energy increases according to the recovery of the regenerative ability. Also, as the regenerative braking force recovers / increases, the total braking force of the fluid pressure and the regenerative braking force increases, and there is a difference between the required braking force up to that point, but the amount of recovery / increase of the regenerative braking force is limited. The brake feeling does not change significantly. Therefore, in the first configuration, the recovery state of the braking energy is improved without a remarkable change in the brake feeling.

In another embodiment of the present invention, when the regenerative ability is recovered after the hydraulic braking force is controlled to increase to a value corresponding to the required braking force by the regenerative lapse control means, the hydraulic pressure reduction regeneration recovery means is provided. However, while reducing the hydraulic braking force according to the recovery amount of the regenerative braking force, the regenerative braking force is recovered according to the recovery amount. Thereby, the recovery amount of the braking energy increases according to the recovery of the regenerative ability. Further, since the total braking force of the hydraulic pressure and the regenerative force is a value that is not different from the total braking force up to that time, in the second configuration, the braking energy is controlled while controlling the total braking force of the hydraulic pressure and the regenerative braking force to the required braking force. Can be best recovered.

Further, a braking force distribution control before the regeneration lapse and a control for coping with the regeneration lapse are provided on the hydraulic pressure transmission path from the M / C to the W / C, and the valve opening pressure thereof can be controlled. It is realized as control of the first controllable valve. That is,
The braking force distribution control before regenerative expiration, in particular, the shutoff of the hydraulic pressure, is realized by the normal-time control means controlling the valve opening pressure of the controllable valve to the above-mentioned predetermined hydraulic pressure. The control for increasing the power by the amount corresponding to the revocation of power is realized by reducing the valve opening pressure of the controllable valve by the regenerative revocation control means. In this configuration, the hydraulic pressure reduction control at the time of regeneration recovery is provided on the hydraulic pressure transmission path from the M / C to the W / C and the second controllable control capable of discharging the brake fluid from the W / C. Implemented as valve control. That is, when reducing the hydraulic pressure in the W / C in accordance with the amount of recovery of the regenerative braking force, the hydraulic pressure reduction regenerative recovery means controls the second controllable valve to discharge the brake fluid from the W / C. As a result, the means for reducing the hydraulic braking force when the regenerative ability recovers after the regenerative expiration has been reduced to the second
The controllable valve and its control are suitably and simply realized. Further, since the second controllable valve can be realized by using a linear valve or the like, the device configuration is simplified and lightened.

Further, as a second controllable valve, if the W / C brake fluid possible and the reservoir discharging brake fluid to the reservoir, such as M / C of the provided introducible valve W / C, By utilizing this, it is possible to prevent the bottoming of the M / C due to the introduction of the hydraulic pressure to the W / C side when the regeneration expires. For example, in the fourth configuration of the present invention, when the regenerative expiration occurs, the control means controls the M / C brake fluid to W / C
Then, it is determined whether or not the amount of the brake fluid (for example, an incompressible fluid such as oil) in the M / C falls below a predetermined limit (whether there is a risk of bottoming or a shortage of the brake fluid). When it is determined not to decrease, the brake fluid is introduced from the M / C to the W / C by the control of the first controllable valve, and when it is determined to decrease, the W / C is controlled from the reservoir by the control of the second controllable valve. The brake fluid is introduced into the. Thereby, M / C
, While the danger of bottoming is avoided, the hydraulic braking force increases by an amount corresponding to the revocation of the regenerative braking force.

Further, since the first controllable valve and a second controllable valve is configured as a single valve, the braking force distribution control,
The hydraulic pressure increase control at the time of regeneration lapse and the hydraulic pressure reduction control at the time of regeneration recovery are realized using a single valve. This ensures that device configuration is further simplified and lighter.

Further, the second controllable valve that is one of the control valve constituting the ABS system is further simplified, lightweight device configured by integration of the device functions.

[0024]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a system configuration of an electric vehicle according to a first embodiment of the present invention. The system shown in this figure uses a three-phase AC motor as the traveling motor 10, and uses both hydraulic braking and regenerative braking as braking means.

The output shaft of the motor 10 is connected to a front wheel (not shown) via a reduction gear (R / G) 12 and a drive shaft 14. That is, when the motor 10 is rotationally driven, its output is transmitted to the drive shaft 14 after being decelerated by the R / G 12 to rotate the front wheels.

The driving power of the motor 10 is
Is supplied from the battery 18 via the. Since the power discharged from the battery 18 is DC power, power conversion from DC to AC is required to drive the AC motor 10, and the power conversion is performed by the inverter 16. The inverter 16 is composed of a predetermined number of switching elements. By switching each switching element using a PWM (pulse width modulation) signal generated according to a torque command, the drive current of the motor 10 can be vector-controlled. . By this control, the output torque of the motor 10 is
It can be controlled to the torque command value.

The control of the output torque of the motor 10 using the PWM is performed by the EV ECU 20. Motor 10
, The vehicle operator depresses an accelerator pedal (not shown). EV ECU
Reference numeral 20 denotes a signal indicating the depth of depression of the accelerator pedal while a signal indicating the shift position is input. When the motor 10 is driven, a torque command is given according to the depth of depression of the accelerator pedal. Generate Motor 1
Since the output torque of 0 depends on the rotation speed, EVEC
U20 controls the motor 10 prior to generating the torque command.
Is obtained, and the obtained rotation speed is used for generating a torque command. The number of rotations of the motor 10 is obtained by calculation based on the position of the rotor detected by a rotation position sensor 22 attached to the motor 10. The EV ECU 20 is a battery EC
The state of charge of the battery 18 detected and calculated by U24 (S
OC), and information such as the voltage V _B, the component to be detected by the output of the various temperature sensors (not shown) (the motor 1
0, the inverter 16 and the like), the torque command is adjusted based on information such as the temperature, etc.
A current command for each phase of 0 is generated, and a PWM signal is generated based on the current command to control the switching operation of the inverter 16. In this way, the output torque of the motor 10 during acceleration has a value corresponding to the depth of depression of the accelerator pedal.

The hydraulic braking mechanism of the braking means has a master cylinder (M / C) 28 for generating a hydraulic pressure according to the depth of depression of the brake pedal 26. M / C28
Of the plurality of hydraulic chambers constituting the front wheel is a front wheel-side wheel cylinder (W / C) via the hydraulic pipe 30.
32. On the hydraulic pipe 30, a linear valve 34 and a check valve 36 are provided in parallel with each other, and further, P & B (proportional & bypass).
A valve 38 is provided. In particular, the linear valve 34
Is a differential pressure valve that generates a differential pressure between the M / C 28 and the W / C 32 and has a solenoid, and can linearly change the valve opening pressure according to a drive signal. Therefore, even if a hydraulic pressure is generated in the M / C 28, no hydraulic pressure is generated in the W / C 32 as long as the hydraulic pressure (M / C pressure) does not exceed the valve opening pressure of the linear valve 34, and the drive shaft 1
No hydraulic pressure acts on the brake wheel 40 provided on the wheel 4 and provided with the W / C 32. Also, M
When the / C pressure exceeds the valve opening pressure of the linear valve 34, the differential pressure across the linear valve 34 is maintained by the check valve 36, so that the hydraulic pressure (W / C pressure) generated in the W / C 32 and acting on the brake wheel 40 ) Is the oil pressure obtained by subtracting the valve opening pressure of the linear valve 34 from the M / C pressure. Further, when the valve opening pressure of the linear valve 34 is controlled to 0, the M / C pressure acts on the brake wheel 40 as it is as the W / C pressure.

The hydraulic chamber for the rear wheel of the plurality of hydraulic chambers constituting the M / C 28 is connected to the rear wheel side W through a hydraulic pipe 42.
/ C44. The differential pressure valve 4 is provided on the hydraulic pipe 42.
6, a P valve 48 and a bypass valve 50 are provided in parallel with each other, and a P & B valve 38 is further provided. The differential pressure valve 46 generates a differential pressure between the M / C 28 and the W / C 44. The bypass valve 50 has a solenoid, and bypasses the differential pressure valve 46 according to the supply of the drive signal. The W / C pressure generated at the W / C 44 acts on the brake wheel 52 connected to the rear wheel and having the W / C 44 attached thereto. In the figure, reference numeral 54 denotes a reservoir of the M / C 28.

The control for realizing the regenerative braking of the braking means is executed by the regenerative ECU 56 and the EV ECU 20. The regenerative ECU 56 and the EV ECU 20 detect that the brake pedal 26 is depressed by the brake switch 58 attached to the brake pedal 26, and start the control related to regenerative braking. In this control, the regenerative ECU 56 detects the M / C pressure by using a hydraulic pressure sensor 60 attached to the hydraulic pipe 30 or 42 on the M / C 28 side. The M / C pressure is the depth of depression of the brake pedal 26,
That is, it indicates the required braking force from the vehicle operator. Regeneration ECU56 is how much power can be regenerated to the battery 18 from the motor 10 on the basis of the SOC, _{V B} such information to be detected and calculated by cell ECU 24, that is, battery 18
, The solenoid of the linear valve 34 is driven to set the valve opening pressure to a value corresponding to the regenerative capacity.
Control. Also, the regenerative ECU 56 detects the detected M / C
The difference between the braking torque corresponding to the pressure (requested braking torque) and the braking torque corresponding to the valve opening pressure of the linear valve 34 is obtained,
EV ECU 2 sets the obtained difference as a regenerative torque command T _BRK .
Output to 0. However, the regenerative ECU 56 adjusts the value of the regenerative torque command T _BRK before outputting to the EV ECU 20 according to the state of the battery 18 such as the SOC. EVEC
U20 controls the inverter 16 in the same manner as during power running so that a regenerative torque having the same value as the regenerative torque command T _BRK given from the regenerative ECU 56 is obtained from the motor 10. EVECU20 monitors the operation of the inverter 16, the inverter 16 performs the subtraction correction corresponding to the temperature rise such as a motor 10 in a regenerative torque command _{T B RK,} regenerating the value of the regenerative torque that can be actually output as a return value _{T RE} Return to ECU 56. Prior to next output of the regenerative torque command T _BRK , the regenerative ECU 56 compares the previous regenerative torque command T _BRK with a corresponding return value T _RE , and according to the result, relates to the features of the present embodiment. Perform a predetermined operation.

FIG. 2 shows a regenerative ECU according to this embodiment.
The flow of operation 56 is shown. In this embodiment, the regenerative ECU 56 first initializes various variables and flags used in the processing (100). After the initialization, the regenerative ECU 56 performs an initial check as to whether regenerative braking may be used (10).
2). Until the initial check is established, the regenerative EC
U56 opens the linear valve 34 and the bypass valve 50 to control the M / C pressure to the W / C pressure. After the initial check is established, the regenerative ECU 56
Calculates the number of rotations of the motor 10 based on the output of the rotational position sensor 22 (104), determines whether the shift position is not an abnormal position based on the shift signal (106), and then performs a brake switch operation. The state of 58 is determined (108). When the state of the brake switch 58 indicates that the brake pedal 26 is depressed, the regenerative ECU 56 executes step 114. In step 114, the regenerative ECU 56 calculates a regenerative torque command T _BRK based on the difference between the M / C pressure and the W / C pressure, and in a subsequent step 116, calculates the value of the regenerative torque command T _BRK based on the temperature of the battery 18 and the like. adjust. For example, the regenerative torque command T
_{Reduce BRK} . In step 118, regeneration E
The CU 56 drives the solenoid of the linear valve 34 to control the valve opening pressure to a value corresponding to the regenerative capacity. In step 120, an abnormality in each part of the device is checked, and a process corresponding to the abnormality is performed, and the process returns to step 102. The drive of these solenoids and the operation of the fail processing are executed by a drive circuit or the like built in the regenerative ECU 56 by appropriately setting a flag.

The operations characteristic of this embodiment are steps 110 and 112. In step 110,
The regenerative ECU 56 outputs the regenerative torque command T output to the EV ECU 20 when the previous steps 114 and 116 were executed.
_BRK and a return value T notified from the EV ECU 20 as a result of the control based on the regenerative torque command T _BRK.
Compare with _RE . As a result of the comparison, if they match, the requested regenerative torque (regenerative torque command T _BRK ) has been achieved, and it can be considered that regeneration has not expired, so the operation of the regenerative ECU 56 immediately proceeds to step 114. Move to If they do not match, the regenerative ECU 56 considers that the regenerative torque command T _BRK cannot be realized, that is, that part or all of the regeneration has expired, and executes the hydraulic pressure introduction process in step 112. , Steps 118 and thereafter are executed.

FIG. 3 shows step 1 in this embodiment.
12 are shown. In this embodiment, the regenerative ECU56, a value obtained by subtracting the return value _{T RE} is first corresponding thereto from the previous regeneration torque command _{T BRK} [Delta] T
_PRS is obtained, and the valve opening value of the linear valve 34 is calculated as ΔT
_{The PRS} equivalent is reduced (200). Thus, the torque (hydraulic torque) T _PRS related to the hydraulic braking is ΔT
Increase by _PRS (introduction of hydraulic pressure). The hydraulic pressure (ΔT _PRS ) newly introduced to the W / C 32 in step 200
) Remains until the vehicle operator returns to the brake pedal 26 and the M / C pressure is accordingly reduced. By this processing, the return value T _RE is reduced due to the revocation lapse, and the total braking torque T _total = T _RE + T.
The decrease in _PRS can be compensated for, and the required braking force (required braking torque) can be suitably realized despite the regenerative lapse.

The most significant feature of this embodiment is a process in the case where the regeneration has expired and the regenerative ability has been restored after the hydraulic pressure was introduced in step 200. The operation after step 202 in FIG. 3 indicates this processing.

After executing step 200, the regenerative ECU 56 determines whether or not the regenerative ability has recovered during one brake, based on the increase amount ΔT _RE of the return value T _RE (2).
02). Here, one brake refers to a period from when the vehicle operator starts depressing the brake pedal 26 to when it returns to the end. If the regeneration ability has not recovered, the regeneration ECU 56
The operation returns to the operation of FIG. When it is determined that the regenerative ability has recovered, the regenerative ECU 56 executes Step 204 and subsequent steps.

The regeneration ECU56 while retaining hydraulic torque increase [Delta] T _{P RS} introduced in step 200 (204), the regenerative torque command in accordance with the recovery amount [Delta] T _RE of regeneration capability obtained as the amount of increase in the return value _{T RE} T
The amount of increase in _BRK is set (206, 208). When performing step 114 later, step 206 or 208
The regenerative torque command T
_BRK is increased from the previous time. Prior to executing step 206 or 208, the regenerative ECU 56 compares the regenerative capacity recovery amount ΔT _RE with the regenerative recovery limit value ΔT (210). As a result of this comparison, when it is determined that ΔT _RE <ΔT, even if the regenerative torque command T _BRK is increased by the recovery amount ΔT _RE of the regenerative ability, the increase amount can be considered to be smaller than the regeneration recovery limit value ΔT. , Regeneration E
The CU 56 increases the regenerative torque command T _BRK by the regenerative capacity recovery amount ΔT _RE (206). Conversely, ΔT _RE
If it is determined that ≧ ΔT, increasing the regenerative torque command T _BRK by the regenerative capacity recovery amount ΔT _RE can be regarded as increasing the regenerative recovery limit value ΔT or more.
56 limits the amount of increase of the regenerative torque command T _BRK to the regeneration recovery limit value ΔT (208). After this, step 11
Move to 4.

FIG. 4 shows an example of a change in the braking torque in this embodiment. As shown in this figure, at time t = 0, the vehicle operator
Suppose you start stepping on 6. Regeneration expire at time t = _{t 1,} the difference starts to occur in the regenerative torque command _{T BRK} and return value _{T RE,} regenerative ECU56 is to introduce the hydraulic pressure corresponding to ΔT _PRS (200). Then, the hydraulic torque T
_PRS is increased by ΔT _PRS , thereby compensating for the difference between the regenerative torque command T _BRK and the return value T _RE . Reaches at time t = t ₂ the maximum depression of the brake pedal 26 is, the subsequent vehicle-operator regenerative power in the previous time t = t ₃ and ending back the brake pedal 26 begins to recover the regenerative ECU56, the step 206-21
0, the regeneration torque command T _BRK is increased with the regeneration recovery limit value ΔT as an upper limit (time t = t ₄ ). Accordingly, the return value _TRE also increases with the regeneration recovery limit value ΔT as an upper limit, and the total braking torque T _total also increases.

As described above, according to this embodiment, the regenerative torque command T
_{Since the BRK} is increased, the recovery of braking energy by regeneration is suitably performed, and an electric vehicle having a long travelable distance per charge of the battery 18 can be obtained. Further, since the amount of increase at that time is limited by the regeneration recovery limit value ΔT, the brake feeling does not significantly deteriorate with the recovery of the regeneration capability. Note that the regeneration recovery limit value ΔT
Based on the rotation speed and the vehicle speed of 0, or based on the deceleration of the vehicle obtained from either of them, for example, it may be determined to be x (%) of the deceleration as shown in FIG. Also, x is set to a value proportional to the vehicle speed or the deceleration, for example, as shown in FIG. When determined in this way, the total braking torque T _total accompanying the recovery of the regenerative capacity
Can be suppressed to a range that does not lead to significant deceleration. Also, the total braking torque T at the time of recovery from expiration
Conversely, an increase in _total means an improvement in the effectiveness of braking.

FIG. 6 shows a system configuration of an electric vehicle according to a second embodiment of the present invention. In this embodiment, a hydraulic system related to an antilock brake system (ABS) 62 is provided between the P & B valve 38 and the W / Cs 32 and 44, and A
A BSECU 64 is provided. The regenerative ECU 56
In addition to the original operation of the ABS 62 for preventing the wheel lock, the W / C pressure reduction control according to the feature of the present embodiment is also performed.
It communicates with the ABS ECU 64. The ABS 62 is provided with a drain valve 66. The drain valve 66 has a drain port 66a.
6a is a reservoir 5 of the M / C 28 through a drain pipe 68.
It communicates with 4. Connect the drain port 66a to the reservoir 54
The capacity of the internal reservoirs 72 and 74 of the ABS 62 is normally set to about 2 to 3 cc to ensure responsiveness, and is set for each vehicle type. Is difficult to absorb. The drain valve 66 has a solenoid.
Numeral 6 supplies a drive current to this solenoid to control its operation.

The ABS 62 has an internal reservoir 72 corresponding to the front wheels and an internal reservoir 74 corresponding to the rear wheels. Oil stored in the internal reservoirs 72 and 74 can be pumped by a pump 78 or 80 driven by a motor 76. On the other hand, a solenoid valve 82 and a check valve 84 are provided between the P & B valve 38 and the W / C 32 on the right side in FIG.
And a solenoid valve 86 between the W / C 32 on the left side in FIG.
And the check valve 88 is a P / B valve 38 and a W / C
A solenoid valve 90 and a check valve 91 are respectively disposed between the valves 44. Solenoid valve 8
Between 2, 86 and 90 and the internal reservoir 72 or 74, solenoid valves 92, 94 and 96 are arranged. The aforementioned pumps 78 and 80 include an M / C port 82a, 86a or 90a of the solenoid valve 82, 86 or 90 and a W / C port of the solenoid valve 92, 94 or 96.
It is arranged between the C ports 92a, 94a or 96a. Each member constituting the ABS 62 includes an ABS ECU 6
4 is controlled or driven.

FIG. 7 shows a regenerative ECU according to this embodiment.
The flow of operation 56 is shown. The flow of this figure is the first
The difference from the embodiment is that the control of the ABS 62 is executed in response to the provision of the ABS 62 (12).
2) and the contents of step 112.

In this embodiment, the regenerative ECU 56
Executes the control of the ABS 62 in response to the provision of the ABS 62, and also includes the step 1 having contents different from those of the first embodiment.
Step 12 is executed.

First, in controlling the ABS 62, the regenerative ECU 56 gives a command to the ABS ECU 64, and the P & B
The ABS 62 is controlled such that the W / C ports 38a and 38b of the valve 38 communicate with the W / Cs 32 and 44 as they are. That is, the solenoid valves 82, 86 and 90
, While solenoid valves 92, 94 and 96 are closed. The ABS ECU 64 controls the solenoid valves 82, 86, 90, 92, 94, and 96, operates the pumps 78 and 80, and operates the internal reservoir 72 when the predetermined condition is satisfied and it is considered that the possibility of locking the wheels is high. The W / C pressure is increased / decreased in a predetermined pattern while utilizing the oil amounts of (1) and (2). Thereby, wheel lock is suitably prevented. The drain valve 66 is kept closed in this state.

FIG. 7 shows step 1 in this embodiment.
12 are shown. In this embodiment, the regenerative ECU 56 first determines whether the decrease (invalidation) of the regenerative capacity that has occurred this time is the first decrease during one brake or the decrease after the second time (212). If it is determined that this is the first drop, the regenerative ECU 56
ΔT _PRS = T _BRK −T by lowering the valve opening pressure of
A hydraulic pressure equivalent to _RE is introduced from the M / C 28 to the W / C 32 (214). Conversely, if it is determined that the decrease has occurred after the second time, the regenerative ECU 56 opens the drain valve 66 while holding the linear valve 34, rotates the motor 76, and drives the motor 78 to pump ΔT _PRS from the reservoir 54 of the M / C 28.
A considerable oil pressure is introduced into the W / C 32 (216). The reason why the hydraulic pressure is introduced from the M / C 28 at the first drop is to avoid a time delay when the hydraulic pressure is introduced from the reservoir 54 because the reservoir 54 is open to the atmosphere. If it is the second and subsequent drops, the reservoir 5
The reason for using the oil in No. 4 is to avoid the bottom of the oil of the M / C 28 (bottoming) and the shortage of the braking oil. After execution of step 214 or 216, the regeneration EC
U56 shifts to step 118 via step 202 and the like. By performing these steps 214 or 216,
Hydraulic torque is increased to compensate for the regenerated regeneration.

[0046] 1 if the regenerative capacity is restored during braking (202), regeneration ECU56 is a W / C pressure of the W / C32 restoring amount [Delta] T _RE corresponding reduction in regenerative capability (21
8). That is, the solenoid valves 84 and 86 of the ABS 62 are closed, and the solenoid valves 92 and 94 are closed.
By opening the (pressure reducing valve) to make the W / C 32 communicate with the drain oil passage 66b, and further opening the drain valve 66,
Release the W / C pressure of / C32. Accordingly, the hydraulic torque is reduced substantially [Delta] T _RE. At the same time, the regenerative ECU 56 determines the amount of increase in the regenerative torque command T _BRK as the recovery amount ΔT
Set to _RE (220). When the increased amount is added to the previous regenerative torque command T _BRK in step 114 and output after adjustment (116), the regenerative torque command T _BRK is realized because the regenerative ability has recovered. The resulting regenerative / hydraulic total braking torque T _total
Is not different from the previous value. Steps 218 and 2
20 are executed at substantially the same timing.

FIG. 9 shows an example of a change in the braking torque in this embodiment. As shown in this figure, at time t = 0, the vehicle operator
Suppose you start stepping on 6. Regeneration expire at time t = _{t 1,} the difference starts to occur in the regenerative torque command _{T BRK} and return value _{T RE,} regenerative ECU56 is to introduce the hydraulic pressure corresponding to ΔT _PRS (214,216). Then, the hydraulic torque T _PRS increases by ΔT _{P RS} , thereby compensating for the difference between the regenerative torque command T _BRK and the return value T _RE . At time t = t ₂ , the depression of the brake pedal 26 reaches the maximum, and thereafter the vehicle operator
The regenerative capacity starts to recover in previous end returned to the depression of the time t = _{t 3,} the regeneration ECU56, the step 21
8 and 220, the regenerative torque command T _BRK is increased by the recovery amount ΔT _RE of the regenerative ability, and the W / C32 W
/ C pressure the [Delta] T _RE corresponding reduced (time _{t =} t 4). Accordingly, the return value T _RE also increases by ΔT _RE , and the total braking torque T _total is kept at the previous value.

Therefore, according to the present embodiment, when the regenerative ability is restored, the W / C pressure of the W / C 32 can be reduced, so that the regeneration can be restored without changing the total braking torque T _total and good. Energy recovery state can be realized. Further, since the pressure reducing valve of the ABS 62 is used as a means for reducing the W / C pressure of the W / C 32, a large-scale addition to the device configuration does not occur. As described above, the above-described effect can be realized with a relatively small and lightweight device configuration. In addition, 1
Although the source of the hydraulic pressure is changed between when the regenerative capacity starts decreasing during braking and after the second time, the number of times the hydraulic pressure is introduced from the reservoir 54 can be set arbitrarily. That is, it suffices if the bottoming of the M / C 28 and the shortage of the brake oil can be avoided.

FIG. 9 shows a system configuration of an electric vehicle according to a third embodiment of the present invention. In this embodiment, the valves inside the ABS 62 are linear valves 304, 3
06 and 308. Further, the linear valve 34, the differential pressure valve 46 and the like are not used.

That is, the ABS 62 in this embodiment is
Has linear valves 304, 306 and 308 in addition to the internal reservoirs 72 and 74, the motor 76 and the pumps 78 and 80. Each of the linear valves 304, 306, and 308 has a solenoid as will be described later in detail, and the valve opening pressure and the internal communication state can be controlled by driving the solenoid. Linear valves 304 and 3
The M / C ports 304a and 306b of the M / C 28 are connected via a solenoid valve 310 and a P & B valve 38.
The M / C port 3 of the linear valve 308
08a is a solenoid valve 312 and a P & B valve 38
Through the M / C 28. Linear valve 30
The W / C ports 304b and 306b of the 4 and 306 communicate with the W / C 32 on the front wheel side, and the linear valve 308
W / C port 308b communicates with the W / C 44 on the rear wheel side. Further, the drain ports 304c and 306c of the linear valves 304 and 306 are connected to the internal reservoir 72.
The drain port 308c of the linear valve 308 communicates with the internal reservoir 74, respectively.

FIG. 10 shows the regenerative EC in this embodiment.
The flow of operation of U56 is shown. The flow of the entire operation of the regenerative ECU 56 in this embodiment is the same as in the second embodiment. FIG. 10 shows the contents of step 112.

In this embodiment, the regenerative ECU 56
Normally gives instructions to the ABS ECU 64 while opening the solenoid valves 310 and 312, and the M / C ports 304a, 3a, 3b of the linear valves 304, 306 and 308.
06a and 308a and W / C ports 304b and 306b
And 308b are internally communicated. When the possibility of the wheel lock occurs, the ABS ECU 62 sets the internal reservoir 7
Using the oil amounts of 2 and 74, the W / C 32 and 44 W /
The C pressure is increased or decreased in a predetermined pattern.

At step 110, the regenerative torque command T
_{If BRK} is determined to not equal to the return value _{T RE,} regeneration ECU56 first determines whether first regeneration revoked or in first brake (212). If this is the first time, the regenerative ECU 56 closes the solenoid valve 310 and simultaneously operates the M / C ports 304a and 306b and the W / C ports 304b and 30 of the linear valves 304 and 306.
6b, the motor 76 is rotated, and a hydraulic pressure is introduced from the internal reservoir 72 to the W / C 32 by the pump 78 (226). In the second and subsequent times, the regenerative ECU 56 opens the solenoid valve 310 and internally communicates the M / C ports 304a and 306a of the linear valves 304 and 306 with the W / C ports 304b and 306b. A hydraulic pressure is introduced into the W / C 32 (214). The hydraulic pressure newly introduced in steps 226 and 214 is a hydraulic pressure corresponding to ΔT _PRS = T _BRK −T _{RE when} represented by an increase in the hydraulic torque T _PRS .
When the regenerative capacity is recovered during one brake (202), the regenerative ECU 56 closes the solenoid valve 310 and internally communicates the W / C ports and the drain ports of the linear valves 304 and 306 to drain the W / C 32 oil. Drain into the internal reservoir 72 to reduce W / C pressure (22
8). The amount of reduction in W / C pressure is equal to the amount of recovery ΔT _{RE of} regenerative capacity.
It is considerable. At the same time, regeneration ECU56 sets the increase amount of the regenerative torque command _{T BRK} to ΔT _RE (220).

Therefore, according to the present embodiment, the same effects as those of the second embodiment can be obtained. In addition, ABS
Since the valve constituting the valve 62 and the valve relating to the generation of the differential pressure are shared, the device configuration is further integrated, and the device becomes smaller and lighter. Note that the determination in step 212 is not limited to the determination of whether it is the first time. That is, the number of times of the determination may be set so as to avoid the bottoming of the internal reservoir 72 and the like.

In each of the above embodiments, a front wheel drive vehicle is assumed, but the present invention can be applied to a rear wheel drive vehicle and a four wheel drive vehicle. Further, the linear valve used in the description of each embodiment can be replaced with an on / off valve capable of duty control. Further, the linear valve 34, the differential pressure valve 46, and the like in the first or second embodiment can be replaced with a valve used as the linear valve 304, 306, or 308 in the third embodiment. In that case, the drain port communicates with the reservoir 54 of the M / C 28 or the internal reservoir 72 or 74 of the ABS 62. The drain valve 66 is unnecessary.

FIGS. 11 to 13 show the actual configuration of valves suitable for use as the linear valves 304 to 308 in the above embodiment. In particular, FIG. 11 is a longitudinal sectional view showing the entire configuration, and FIGS. 12 and 13 are partially enlarged longitudinal sectional views showing a typical state thereof. The linear valve shown in these figures is configured as a spool valve driven by a solenoid.

First, a solenoid coil 400 is shown on the right side in FIG. The solenoid coil 400 is wound around the core 404 in a state housed in the case 402, and has a terminal 4 provided at one corner of the case 402.
A pair of ends of the solenoid coil 400 are electrically pulled out to the outside via a line 06. Regenerative ECU 56 (third to
When the linear ECU is driven by the ABS ECU 64 (in the case of the fifth embodiment) or the ABS ECU 64 (in the case of the sixth embodiment), a drive current is supplied to the solenoid coil 400 via the terminal 406. The opening of the case 402 is
8 covered.

The core 404, the plunger 410, and the yoke 412 are all formed of a magnetic material, and are disposed around the shaft 418. The core 404 holds the right end of the shaft 414 and the yoke 412,
Plunger 410 is fixed to shaft 414.
Therefore, when a drive current flows through the solenoid coil 400 and thereby a magnetic field is generated, the plunger 410 slides integrally with the shaft 418 in the direction in which the shaft 418 extends. On the other hand, since a small gap is provided between the yoke 412 and the shaft 418, even when the plunger 410 slides leftward in FIG. 11, the plunger 410 contacts the right end of the yoke 412 in FIG. Until touching, the yoke 41
2 does not limit the sliding of the plunger 410. The plunger 410 is provided with a vent hole 420 so that the plunger 410 can slide in the space between the core 404 and the yoke 412 without receiving air resistance.

The core 404 is fixed to the valve body 422. The left end of the yoke 412 in the drawing is fitted into a chamber 424 provided at the right end of the valve body 422. One end of the shaft 418 protrudes from the end of the yoke 412, and a push rod 426 extends from the protruding portion. The push rod 426 passes through the valve body 422 and is connected to the holder 430 in the chamber 428. Therefore, when the plunger 410 slides to the left in the figure, the push rod 426 pushes the holder 430 to the left in the figure, and pushes the plate 431 toward the cylinder 432. The cylinder 432 is a cylindrical member fitted into the valve body 422, and its left end in FIG. 11 is bolted. Further, a return spring 434 is provided between the holder 430 and the cylinder 432, whereby a biasing force acts on the holder 430 and eventually the plunger 410 to the right in the drawing.

A spool 436 is provided inside the holder 430 and the cylinder 432, and a diffuser 438 is provided inside the spool 436. Spool 43
Reference numeral 6 denotes a cylindrical member, and a groove 440 is formed on an outer surface thereof so as to surround the periphery. A groove 442 is also formed along the circumference on the inner surface of the cylinder 432. Valve body 4
When the spool 436 reaches the position shown in FIG. 12, the M / C port 444 and the groove 4
The channels 446 and 448 are formed so as to communicate the forty. The groove 442 is formed so as to communicate with the groove 440 when the spool 436 reaches the position shown in FIG. The spool 436 further includes a groove 442 when the spool 436 reaches the position shown in FIG.
A flow path 450 is formed so as to communicate with the fluid. On the other hand, the diffuser 438 is a hollow cylindrical member, and a flow path 452 is formed in the right half of the outer surface. In the left half thereof, a slit 454 is provided so as to communicate with the flow path 452.
Is provided. The hollow portion of the diffuser 438 communicates with the W / C port 460 via a flow path 456 inside the holder 430 and a flow path 458 inside the valve body 422. A member indicated by 462 in the drawing is a spring for centering the spool 436.

The cylinder 432 is further provided with a flow path 466 communicating with the drain port 464. When the spool 436 is at the position shown in FIG. 13, the flow path 466 passes through the W / C through the diffuser 438.
When communicating with the port 460 and at the position shown in FIG. 12, this communication is interrupted. The flow path 466 is connected to the chamber 4
And 24.

The position of the plunger 410 and thus the position of the spool 436 can be controlled by the value of the drive current supplied to the solenoid coil 400. Therefore, the M / C pressure is changed to W
/ C32, the drive current value should be set so as to have the positional relationship shown in FIG. 12, and when the W / C pressure is to be drained, the drive current value should be set to have the positional relationship shown in FIG. Should be set.

The present invention is not limited to such a valve structure.

[0064]

As described above , according to the present invention,
When the regenerative capacity recovers after the regenerative expiration, the regenerative braking force is recovered and increased using the predetermined upper limit as the limit of the recovery amount, so that the regenerative capacity can be recovered without significant change in brake feeling. Accordingly, the recovery amount of the braking energy can be increased. Thereby, an electric vehicle with higher energy efficiency can be realized. Furthermore, since the braking force increases within the above-mentioned limit at the time of regeneration recovery, the braking capability also improves.

According to another aspect of the present invention, when the regenerative ability recovers after the regeneration expires, the hydraulic braking force is reduced in accordance with the amount of the regenerative braking force, while the regenerative braking force is reduced in accordance with the amount of the recovery. In this way, the total braking force of the fluid pressure and the regeneration is controlled to the required braking force, that is, the amount of braking energy recovered in accordance with the recovery of the regenerative ability without changing the brake feeling. Can increase.

[0066] Then, the control according to the address at the time of braking force distribution control and regenerative revocation before regeneration expiration, and provided on the liquid pressure transmission path from the M / C to the W / C can be controlled and the valve opening pressure Since the control of the first controllable valve is realized as well as the control of reducing the hydraulic pressure at the time of the regeneration recovery is realized as the control of the second controllable valve capable of discharging the brake fluid from the W / C,
Control of braking force distribution, coping with regenerative expiration, and coping with regenerative recovery can all be realized using a valve, and the device configuration can be simplified and reduced in weight. Also , the W / C brake fluid is supplied to the M / C
A valve that can be discharged into a reservoir such as the one described above and that can introduce the brake fluid of the reservoir into the W / C is used as a second controllable valve to determine the possibility of M / C bottoming or shortage of the brake fluid when regenerative lapse occurs. possible to switch the hydraulic pressure of the introduced source and
Thus, it is possible to prevent bottoming of the M / C due to the introduction of the hydraulic pressure to the W / C side at the time of regenerative lapse.

[0067] Further, by constituting the first controllable valve and a second controllable valve as a single valve, the braking force distribution control, the regenerative expiration time of the liquid-pressure increase control, the hydraulic pressure during regeneration recovery Reduction control can be realized using a single valve, further simplifying the device configuration.
Can be reduced in weight.

[0068] Further, in Rukoto it provided a second controllable valve as a valve constituting the ABS, can be further simplified and weight of the device constituted by the integration of device capabilities.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a system configuration of an electric vehicle according to a first embodiment of the present invention.

FIG. 2 shows a regenerative ECU in an embodiment without an ABS.
5 is a flowchart showing the flow of the entire operation of the system.

FIG. 3 is a flowchart showing a flow of a hydraulic pressure introducing operation of the regenerative ECU in the first embodiment.

FIG. 4 is a timing chart showing an example of a change in braking force distribution in the first embodiment.

FIG. 5 is a diagram for explaining a limit value of a regeneration recovery amount.

FIG. 6 is a block diagram showing a system configuration of an electric vehicle according to a second embodiment of the present invention.

FIG. 7 is a flowchart showing a flow of a hydraulic pressure introducing operation of a regenerative ECU in a second embodiment.

FIG. 8 is a timing chart showing an example of a change in braking force distribution in the second or third embodiment.

FIG. 9 is a block diagram showing a system configuration of an electric vehicle according to a third embodiment of the present invention.

FIG. 10 is a flowchart showing a flow of a hydraulic pressure introducing operation of a regenerative ECU in a third embodiment.

FIG. 11 is an overall vertical sectional view showing an example of a configuration of a linear valve.

FIG. 12 is a partially enlarged longitudinal sectional view showing a state in which a master cylinder pressure is transmitted to a wheel cylinder side.

FIG. 13 is a partially enlarged longitudinal sectional view showing a state where the wheel cylinder pressure is reduced.

FIG. 14 is a braking force distribution diagram showing a conventional problem.

[Explanation of symbols]

Reference Signs List 10 Running motor 16 Inverter 18 Battery 20 EVECU 26 Brake pedal 28 Master cylinder (M / C) 30, 42 Hydraulic piping 32, 44 Wheel cylinder (W / C) 34 Linear valve (first controllable valve) 54 Reservoir 56 Regenerative ECU 62 Anti-lock brake system (ABS) 64 ABS ECU 66 Drain valve 68 Drain pipe 72, 74 Internal reservoir 76 ABS motor 78, 80 Pump 82, 86, 90, 98, 310, 312 Solenoid valve 92, 94, 96 solenoid Valves (second controllable valves) 304, 306, 308 Linear valves (first and second controllable valves)
T _BRK Regenerative torque command T _RE return value ΔT _PRS Hydraulic torque to be introduced ΔT _RE Recovery amount of regenerative capacity ΔT Regeneration recovery limit value T _total total braking torque

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-61-116905 (JP, A) JP-A-2-146903 (JP, A) JP-A-5-3604 (JP, A) JP-A-7- 163008 (JP, A) Japanese Utility Model 60-166671 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 7/24 B60L 7/14 B60T 8/48

Claims (5)

(57) [Claims] A hydraulic pressure equivalent to a required braking force generated in a master cylinder is cut off to a predetermined hydraulic pressure and then transmitted to a wheel cylinder to apply a hydraulic braking force smaller than the required braking force. A normal control means for applying a regenerative braking force corresponding to a difference in hydraulic braking force,
A regenerative lapse control means for increasing the hydraulic braking force by an amount corresponding to the lapse of the regenerative braking force in a case where a desired regenerative braking force cannot be obtained due to the regenerative lapse. When the regenerative braking force becomes recoverable from the expiration after the hydraulic braking force is controlled to increase to a value equivalent to the required braking force by the invalidation control means, the predetermined upper limit value is set as the limit of the recovery amount, and the regenerative braking force is set to the limit. A regenerative recovery means for recovering the braking force. 2. A hydraulic braking force smaller than a required braking force is applied by limiting a hydraulic pressure corresponding to a required braking force generated in a master cylinder to a predetermined hydraulic pressure and transmitting the limited hydraulic pressure to a wheel cylinder. A normal control means for applying a regenerative braking force corresponding to the difference in hydraulic braking force, and a hydraulic braking force corresponding to the regenerative braking force invalidation in a case where a desired regenerative braking force cannot be obtained due to regenerative failure. A regenerative deactivation control means for increasing the regenerative braking force in the electric vehicle braking control device, wherein the regenerative deactivation control means increases the hydraulic braking force to a value equivalent to the required braking force and then recovers the regenerative braking force. if reached, a liquid pressure reducing regenerative recovery means for recovering the regenerative braking force in accordance with the amount of recovery while reducing the hydraulic braking force in accordance with the recovery amount of the regenerative braking force, Masutashi Hydraulic pressure transmission path from the cylinder to the wheel cylinder
A first controllable control valve for controlling the valve opening pressure.
A second valve provided so that the brake fluid can be discharged from the wheel cylinder;
Comprising a controllable valve, the, normal time control means, the predetermined valve opening pressure of the first controllable valve
Hydraulic pressure in master cylinder by controlling to hydraulic pressure
To a predetermined hydraulic pressure, wherein the regenerative expiration control means reduces the valve opening pressure of the first controllable valve.
Revocation equivalent of regenerative braking force of the hydraulic braking force by
Means for increasing pressure , wherein the hydraulic pressure reduction regeneration recovery means controls the second controllable valve and
Regenerative braking by discharging the brake fluid from the hydraulic cylinder
Hydraulic pressure in wheel cylinder is reduced according to the amount of force recovery
Brake control apparatus characterized by having means for. 3. The brake control device according to claim 2 , wherein the second controllable valve is capable of discharging the brake fluid of the wheel cylinder to a predetermined reservoir and introducing the brake fluid of the reservoir to the wheel cylinder. The regenerative expiration control means controls the amount of the brake fluid in the master cylinder by introducing the master cylinder brake fluid into the wheel cylinder in the event that the desired regenerative braking force cannot be obtained due to the revocation. Means for determining whether or not the pressure drops below a predetermined limit. If it is determined that the pressure does not drop, the brake fluid is introduced from the master cylinder to the wheel cylinder by the control of the first controllable valve to regenerate the hydraulic braking force. Means for increasing the braking force by an amount corresponding to the expiration of the braking force; Brake control apparatus, characterized in that it comprises means for the force increases revocation equivalent of regenerative braking power. 4. A brake control apparatus according to claim 2 or 3, wherein the brake control device in which the a first controllable valve and a second controllable valve is characterized in that it is constructed as a single valve. The braking control apparatus according to any one of claims 5] claims 2 to 4, the second controllable valve is one of a valve constituting the anti-lock brake system for preventing wheel lock A braking control device characterized by the following.