JP5396853B2 - Hybrid vehicle regenerative braking force control device and regenerative braking force control method - Google Patents

Description

  The present invention relates to a regenerative braking force control device and a regenerative braking force control method for a hybrid vehicle that control regenerative braking force for a hybrid vehicle including rear wheels driven by a motor.

Driving control such as driving and regenerative braking by the engine and motor by a combination of connection and release of the first clutch interposed between the engine and the motor and the second clutch interposed between the motor and the drive wheel. There is a hybrid vehicle that can.
As an apparatus for measuring the regenerative braking force generated by the motor during regenerative braking for such a hybrid vehicle, for example, there is an apparatus as described in Patent Document 1.

The device described in Patent Literature 1 assumes the braking force of the driving wheel detected by the chassis dynamometer device (chassis dynamometer) as the total braking force of the driving wheel and the driven wheel, and the braking force is stored in advance. The reference regenerative braking force is calculated by disassembling the distribution rate data. Further, the pedaling force (actual pedaling force) when the driver actually operates the brake is detected, and based on the data of the actual pedaling force and the braking force distribution ratio, the braking force that is the same as the braking force generated by the drive wheels by the actual pedaling force is detected. Then, it is calculated as a virtual pedaling force for generating the driving wheel and the driven wheel as a total. Then, based on the virtual pedaling force and the braking force distribution rate data, a virtual regenerative braking force generated by the drive wheel at the virtual pedaling force is calculated, and the virtual regenerative braking force is compared with the reference regenerative braking force.
JP-A-10-217935

By the way, as a hybrid vehicle, there is a hybrid vehicle (FR-HEV vehicle) in which driving wheels driven by a motor are rear wheels .
For such an FR-HEV vehicle, since the front wheels do not rotate during braking when performing fuel consumption measurement in a two-wheel drive state using the device described in Patent Document 1, hydraulic braking according to the actual pedal depression force and The braking force is generated only by the rear wheels that can be regeneratively braked. For this reason, the actual depression force of the brake is increased as compared with the regenerative braking in the state where the vehicle is actually traveling on the road surface, that is, the front wheel and the rear wheel are rotating.

In the fuel consumption measurement described above, when the actual braking force of the brake is increased more than during regenerative braking when the front and rear wheels are rotating, the brake control means (brake ECU) causes the braking force requested by the driver to be regenerative braking. Recognize that the braking force has increased. For this reason, the brake ECU reduces the ratio of the braking force due to regenerative braking and increases the ratio of the braking force due to hydraulic braking among the braking force generated by the rear wheels in order to ensure the handling stability of the hybrid vehicle. Let As a result, the amount of collected power generated by regenerative braking is reduced, the power supplied to the battery is reduced, and there is a possibility that the fuel consumption deteriorates.
The present invention has been made paying attention to the above points, and is a hybrid vehicle capable of suppressing a decrease in electric power generated by regenerative braking when measuring fuel consumption in a two-wheel drive state for an FR-HEV vehicle. It is an object of the present invention to provide a regenerative braking force control device and a deceleration control method.

  In order to solve the above problems, the present invention requires the driver to regenerate more than the regenerative braking force generated by the motor in response to the braking force required by the driver in the four-wheel rotation state where the front wheels and the rear wheels are the driving wheels. The reduction degree of the regenerative braking force generated by the motor is reduced in accordance with the braking force to be generated. This is performed when a two-wheel drive hybrid vehicle using only the rear wheels as drive wheels travels on the chassis dynamo device only by rotation of the rear wheels.

  According to the present invention, when the two-wheel drive hybrid vehicle travels on the chassis dynamo device, the degree of decrease in the regenerative braking force generated by the motor is reduced according to the braking force requested by the driver. For this reason, at the time of measuring the fuel consumption in the two-wheel drive state for the FR-HEV vehicle using the chassis dynamo device, it is possible to suppress a decrease in electric power generated by regenerative braking.

(First embodiment)
Hereinafter, a first embodiment of the present invention (hereinafter referred to as “the present embodiment”) will be described with reference to the drawings.
(Constitution)
First, the configuration of a regenerative braking force control device (hereinafter referred to as “regenerative braking force control device”) for a hybrid vehicle according to the present embodiment will be described with reference to FIGS. 1 to 5.
FIG. 1 is a schematic configuration diagram of a hybrid vehicle HEV including a regenerative braking force control device according to the present embodiment, and is a diagram illustrating a drive system configuration of the hybrid vehicle HEV.
As shown in FIG. 1, the drive system of a hybrid vehicle HEV equipped with a regenerative braking force control device includes a front wheel 1, an engine 2, a motor 4, a first clutch 6, a second clutch 8, and a transmission. 10 and a rear wheel 12.

The front wheel 1 includes a left front wheel 1L disposed on the left side of the vehicle width direction center and a right front wheel 1R disposed on the right side of the vehicle width direction center, and forms a driven wheel of the hybrid vehicle HEV.
Each of the left front wheel 1L and the right front wheel 1R detects the rotation state (the number of rotations and the rotation speed) of the wheel, and outputs an information signal including the detected rotation state to a brake controller 14 described later. Is provided.
The engine 2 is an internal combustion engine and is formed using a gasoline engine or a diesel engine.
The engine 2 controls a valve opening degree of a throttle valve (not shown) based on a control command output from an engine controller 18 described later. A flywheel 20 is provided on the output shaft of the engine 2.

The engine 2 is provided with an engine speed sensor 22.
The engine speed sensor 22 detects the speed of the engine 2 and outputs an information signal including the detected speed (engine speed) to the engine controller 18.
The motor 4 is formed of a synchronous motor generator in which a permanent magnet is embedded in a rotor (not shown) and a stator coil is wound around a stator (not shown).
The motor 4 is controlled by applying a three-phase alternating current formed by the inverter 26 based on a control command output from a motor controller 24 described later.

  Further, the motor 4 can operate as an electric motor that rotates by receiving power supplied from the battery 28 (hereinafter, this state is referred to as “powering”). Further, when the rotor is rotated by an external force, the motor 4 functions as a generator that generates electromotive force at both ends of the stator coil, and can charge the battery 28 (hereinafter, this operation state). Is described as “regeneration”). The rotor of the motor 4 is connected to the input shaft of the transmission 10 via a damper (not shown).

The motor 4 is provided with a resolver 30 and a motor rotation speed sensor 32.
The resolver 30 detects the rotor rotational position of the motor 4 and outputs an information signal including the detected rotor rotational position to the motor controller 24.
The motor rotation speed sensor 32 detects the rotation speed of the motor 4 (motor rotation speed Nm), and outputs an information signal including the detected motor rotation speed Nm to the integrated controller 34 described later.
The first clutch 6 is formed by, for example, a hydraulic single plate clutch, and is interposed between the engine 2 and the motor 4.

Further, the first clutch 6 is brought into a connected state or a released state including slip engagement and slip release by a control hydraulic pressure formed by the first clutch hydraulic unit 38 based on a control command output from a first clutch controller 36 described later. Switch.
The first clutch 6 is provided with a first clutch oil pressure sensor 40 and a first clutch stroke sensor 42.
The first clutch oil pressure sensor 40 is disposed in a clutch oil (operating oil) supply path from the first clutch oil pressure unit 38 to the first clutch 6, and detects the pressure of the clutch oil supplied to the first clutch 6. Then, an information signal including the detected clutch oil pressure is output to the first clutch controller 36.

The first clutch stroke sensor 42 detects the stroke of the first clutch 6, and outputs an information signal including the detected stroke of the first clutch 6 to the first clutch controller 36. Here, the stroke of the first clutch 6 reflects whether the first clutch 6 is in a connected state or a released state.
The second clutch 8 is formed by a hydraulic single-plate clutch, for example, and is interposed between the motor 4 and the left and right rear wheels 12L and 12R.
The second clutch 8 is switched to a connected state or a released state including slip engagement and slip release by a control hydraulic pressure formed by the second clutch hydraulic unit 46 based on a control command output from an AT controller 44 described later. .

Further, the second clutch 8 uses some frictional engagement elements among a plurality of frictional engagement elements that are engaged at each gear position of the transmission 10.
The second clutch 8 is provided with a second clutch hydraulic pressure sensor 48, a second clutch output rotational speed sensor 50, and a second clutch torque sensor 52.
The second clutch oil pressure sensor 48 is disposed in a clutch oil (operating oil) supply path from the second clutch oil pressure unit 46 to the second clutch 8 and detects the pressure of the clutch oil supplied to the second clutch 8. Then, an information signal including the detected clutch oil pressure is output to the integrated controller 34.

The second clutch output rotational speed sensor 50 detects the output rotational speed (second clutch output rotational speed N2out) of the second clutch 8, and outputs an information signal including the detected second clutch output rotational speed N2out to the integrated controller 34. Output to.
The second clutch torque sensor 52 detects the torque of the second clutch 8 (second clutch torque TCL2), and outputs an information signal including the detected second clutch torque TCL2 to the integrated controller 34.
The transmission 10 is a transmission that automatically switches stepped gear ratios such as forward 5 speed / reverse 1 speed, forward 6 speed / reverse 1 speed, etc. according to vehicle speed, accelerator opening, and the like.
The transmission 10 includes a mechanical oil pump 54 and an electric oil pump 56.

The mechanical oil pump 54 uses the engine 2 as power and supplies hydraulic pressure to the transmission 10.
The electric oil pump 56 has a function as a pump for supplying hydraulic pressure to the transmission 10 and a function as a hydraulically driven generator.
As described above, the transmission 10 uses the mechanical oil pump 54 and the electric oil pump 56 together as a pump for supplying hydraulic pressure to the transmission 10.
The rear wheel 12 is disposed behind the front wheel 1 in the vehicle front-rear direction, and includes a left rear wheel 12L disposed on the left side of the vehicle width direction center and a right rear wheel 12R disposed on the right side of the vehicle width direction center. I have.

The left rear wheel 12L is connected to the output shaft of the transmission 10 via a left drive shaft 58L, a differential 60, and a propeller shaft 62.
The right rear wheel 12R is connected to the output shaft of the transmission 10 via a right drive shaft 58R, a differential 60, and a propeller shaft 62.
Accordingly, the left rear wheel 12L and the right rear wheel 12R form driving wheels of the hybrid vehicle HEV that is driven by the motor 4 when the second clutch 8 is switched to the connected state.

  Also, the left rear wheel 12L and the right rear wheel 12R each detect the rotation state (rotation speed, rotation speed) of the wheel, and output the information signal including the detected rotation state to the brake controller 14. A sensor 16 is provided. In FIG. 1, four wheel speed sensors respectively provided on the left front wheel 1L, the right front wheel 1R, the left rear wheel 12L, and the right rear wheel 12R are collectively shown as one “wheel speed sensor 16”. .

Next, the control system of the hybrid vehicle HEV will be described.
The control system of the hybrid vehicle HEV includes an engine controller 18, a motor controller 24, an inverter 26, a battery 28, a first clutch controller 36, and a first clutch hydraulic unit 38. In addition, the control system of the hybrid vehicle HEV includes an AT controller 44, a second clutch hydraulic unit 46, a brake controller 14, and an integrated controller 34.
The engine controller 18, the motor controller 24, the first clutch controller 36, the AT controller 44, the brake controller 14, and the integrated controller 34 have CAN communication lines 64 that can input and output information signals with each other. Connected through.

  When the engine controller 18 receives the input of the information signal output from the engine speed sensor 22, the engine controller 18 calculates a command (control command) for controlling the engine operating point in accordance with a target engine torque command or the like output from the integrated controller 34. . Then, an information signal including the calculated control command is output to, for example, a throttle valve actuator (not shown). Information about the engine speed Ne included in the command for controlling the engine operating point is output to the integrated controller 34 via the CAN communication line 64.

Upon receiving the information signal output from the resolver 30, the motor controller 24 calculates a command (control command) for controlling the motor operating point of the motor 4 in accordance with the target motor generator torque command output from the integrated controller 34. To do. Then, an information signal including the calculated control command is output to the inverter 26.
Note that the motor controller 24 monitors the battery SOC indicating the state of charge of the battery 28. Information (information signal) of the battery SOC obtained by monitoring the battery SOC is used as control information for the motor 4 and is output to the integrated controller 34 via the CAN communication line 64.

  When the first clutch controller 36 receives the input of the information signal output from the first clutch oil pressure sensor 40 and the first clutch stroke sensor 42, the first clutch controller 36 responds to the first clutch control command output from the integrated controller 34. A command (control command) for controlling is calculated. Here, the command for controlling the first clutch 6 is a command for switching the first clutch 6 to a connected state or a released state.

Then, the first clutch controller 36 outputs an information signal including the calculated control command to the first clutch hydraulic unit 38. Information about the first clutch stroke CIS is output to the integrated controller 34 via the CAN communication line 64.
When the AT controller 44 receives information signals output from the accelerator opening sensor 66, the vehicle speed sensor 68, and the second clutch hydraulic pressure sensor 48, the AT controller 44 responds to the second clutch control command output from the integrated controller 34. A command for controlling 8 (control command) is calculated. Here, the command for controlling the second clutch 8 is a command for switching the second clutch 8 to a connected state or a released state.

The AT controller 44 outputs an information signal including the calculated control command to the second clutch hydraulic unit 46 in the AT hydraulic control valve in preference to the control of the second clutch 8 in the shift control.
The accelerator opening sensor 66 detects an operation amount (depression amount) of an accelerator pedal (not shown) by the driver, and outputs an information signal including the detected operation amount to the AT controller 44. Further, the operation amount of the accelerator pedal, that is, information on the accelerator opening AP is output to the integrated controller 34 via the CAN communication line 64.

  Further, the vehicle speed sensor 68 is provided in the differential 60, for example, and detects the speed (vehicle speed) of the hybrid vehicle HEV based on the rotational speed of the output shaft of the transmission 10 and the like. An information signal including the detected vehicle speed is output to the AT controller 44. Further, the vehicle speed VSP information is output to the integrated controller 34 via the CAN communication line 64.

  When the brake controller 14 receives input of the information signals output from the wheel speed sensor 16 and the brake stroke sensor 70, the brake controller 14 performs regenerative cooperative brake control based on the regenerative cooperative control command output from the integrated controller 34. For example, when the brake pedal (not shown) is braked, the regenerative cooperative brake control is insufficient when the regenerative braking force generated by the motor 4 is insufficient for the required braking force obtained based on the brake stroke BS. The control is performed so that the minute is supplemented by the mechanical braking force. Here, the mechanical braking force indicates a hydraulic brake, a motor brake or the like.

  Specifically, with the second clutch 8 in the connected state, the rear wheel 12 generates power by regenerative rotation of the motor 4 and generates regenerative braking force. At this time, the electric power generated by the motor 4 is supplied to the battery 28 whose SOC is decreasing, and the charging capacity of the battery 28 is increased. Here, the first clutch 6 is released, the motor 4 and the engine 2 are disconnected, and the engine 2 is stopped (idle stop).

As described above, when the required braking force cannot be obtained only by the regenerative braking force, the regenerative cooperative braking by the coordination of the regenerative braking force and the mechanical braking force is performed with reference to a preset braking force map. Combined. The description regarding the braking force map will be described later.
Here, braking by the mechanical braking force is performed via a brake device 72 provided on each wheel (left and right front wheels 1L, 1R and left and right rear wheels 12L, 12R). In FIG. 1, four brake devices provided respectively on the left front wheel 1L, the right front wheel 1R, the left rear wheel 12L, and the right rear wheel 12R are collectively shown as one “brake device 72”.

The brake stroke sensor 70 detects an operation amount (depression amount) of the brake pedal by the driver, and outputs an information signal including the detected operation amount to the brake controller 14. Further, the information signal including the operation amount of the brake pedal is output to the integrated controller 34 via the CAN communication line 64.
The integrated controller 34 manages energy consumption (engine consumption fuel, motor power consumption) of the entire hybrid vehicle HEV, and performs control such that the hybrid vehicle HEV travels with high efficiency.

Specifically, the integrated controller 34 is connected to the motor rotation speed sensor 32, the second clutch output rotation speed sensor 50, the second clutch torque sensor 52, the information signal output from the map selection switch 74, and the CAN communication line 64. Receiving various information signals.
The map selection switch 74 has a plurality of braking force maps stored in a braking force map storage unit 76, which will be described later, by an artificial selection operation by a measurer or a driver, which will be described later, or a signal output from an external device. Is a switch for selecting one braking force map from among the switches.

  The map selection switch 74 indicates the selected braking force map when one braking force map is selected from among a plurality of braking force maps by an artificial selection operation or a signal output from an external device. The information signal is output to the integrated controller 34. Here, a mode in which a chassis die travel map (to be described later) is selected from among a plurality of braking force maps based on an artificial selection operation or a signal output from an external device is referred to as a “maintenance mode”.

  The integrated controller 34 that has received the input of each information signal performs operation control of the engine 2 according to a control command output to the engine controller 18, and controls operation of the motor 4 according to a control command output to the motor controller 24. I do. In addition to this, the integrated controller 34 that has received the input of each information signal performs connection or release control of the first clutch 6 according to a control command output to the first clutch controller 36. Furthermore, the integrated controller 34 that has received the input of each information signal described above performs connection or release control of the second clutch 8 according to a control command output to the AT controller 44. Further, the integrated controller 34 that has received the input of each information signal described above controls the operation of each brake device 72 according to a control command output to the brake controller 14.

Next, a detailed configuration of the regenerative braking force control device will be described with reference to FIG. 1 and FIGS. 2 to 5.
FIG. 2 is a block diagram showing the configuration of the regenerative braking force control device.
As shown in FIG. 2, the regenerative braking force control device includes a chassis die travel determination unit 78, a required braking force detection unit 80, a braking force map storage unit 76, a map selection unit 82, and a regenerative braking force control unit 84. And. Note that the integrated controller 34 includes the chassis die travel determination unit 78, the braking force map storage unit 76, the map selection unit 82, and the regenerative braking force control unit 84.

  The chassis dying traveling determination means 78 determines whether or not the hybrid vehicle HEV in the two-wheel drive state is traveling only by the rotation of the rear wheel 12 on the chassis dynamometer. Here, the two-wheel drive state is a state in which the first clutch 6 is released and the second clutch 8 is connected, and only the rear wheel 12 of the front wheels 1 and the rear wheels 12 is a drive wheel. That is, in the two-wheel drive state, the front wheel 1 forms a driven wheel.

  Further, the state in which the hybrid vehicle HEV in the two-wheel drive state is traveling only on the chassis dynamometer device CD by the rotation of the rear wheel 12 is represented by a roller R provided in the chassis dynamometer device CD as shown in FIG. In this state, the rear wheel 12 as a drive wheel is rotatably supported. In this state, since the front wheel 1 is placed on the upper surface CDU of the table to which the roller R is attached, the front wheel 1 does not rotate. FIG. 3 is a diagram showing a state in which the hybrid vehicle HEV is arranged on the chassis dynamo device CD.

This is a state in which, for example, regenerative braking force and fuel consumption in a two-wheel drive state are measured for a hybrid vehicle HEV completed at a factory. In the present embodiment, a case will be described in which fuel efficiency measurement in a two-wheel drive state is performed on a hybrid vehicle HEV completed at a factory.
Note that a diagnostic machine (not shown) is connected to the chassis dynamo device CD. This diagnostic machine has a configuration capable of outputting a signal for selecting a chassis die travel map from a plurality of braking force maps to the map selection switch 74.

Hereinafter, a specific configuration of the chassis die traveling determination unit 78 will be described.
The chassis die travel determination unit 78 includes a map selection operation detection unit 86, a required driving force detection unit 88, a front wheel rotation state detection unit 90, and a chassis die travel determination unit 92.
Based on the information signal output from the map selection switch 74, the map selection operation detection means 86 refers to one braking force map selected from a plurality of braking force maps included in the information signal. Then, an information signal including the selected one braking force map is output to the chassis die traveling determination unit 92.

Based on the information signal output from the accelerator opening sensor 66, the required driving force detection means 88 detects the driving force requested by the driver, which is included in this information signal. Then, an information signal including the detected driving force is output to the chassis die traveling determination unit 92.
The front wheel rotation state detection unit 90 receives an information signal including the rotation state of the front wheel 1 from the brake controller 14 via the CAN communication line 64. And based on this information signal, the rotation state of the front wheel 1 is detected and it is determined whether the front wheel 1 is rotating. The front wheel rotation state detection means 90 that has determined whether or not the front wheel 1 is rotating outputs an information signal including the determination result to the chassis die travel determination unit 92.

  The chassis dying traveling determination unit 92 determines whether or not the hybrid vehicle HEV in the two-wheel drive state is traveling only by the rotation of the rear wheel 12 on the chassis dynamometer device CD. This determination is made based on information signals output from the map selection operation detection means 86, the required driving force detection means 88, and the front wheel rotation state detection means 90. Then, the chassis die travel determination unit 92 generates an information signal including a determination result as to whether or not the hybrid vehicle HEV in the two-wheel drive state is traveling only by the rotation of the rear wheel 12 on the chassis dynamometer device CD. 82.

Specifically, when at least one of the following two conditions is satisfied, the hybrid vehicle HEV in a two-wheel drive state is running on the chassis dynamo device CD only by the rotation of the rear wheel 12. judge.
The first condition is satisfied when the map selection operation detection means 86 detects a chassis die travel map selection operation. This is a state in which the information signal input from the map selection operation detection means 86 includes a determination result that determines that one braking force map selected from among a plurality of braking force maps is a chassis die travel map. .

  The second condition is satisfied when the driving force detected by the required driving force detector 88 is equal to or greater than a predetermined driving force and the front wheel rotation state detector 90 detects the stop of the front wheel 1. This is a state in which the driving force requested by the driver included in the information signal input from the requested driving force detection means 88 is equal to or greater than a predetermined driving force set in advance. In addition to this, the rotation state of the front wheel 1 included in the information signal input from the front wheel rotation state detection means 90 is the state where the front wheel 1 is not rotating, that is, the rotation speed of the front wheel 1 and the rotation speed of the front wheel 1 are “ 0 ”.

  The second condition is that the map selection switch 74 outputs an information signal when, for example, an artificial selection operation such as a measurer or a driver is not performed, or when an external device does not output a signal. This is an indispensable condition when there is no element that does not output and satisfies the first condition. Here, when there is no element that satisfies the first condition, there is no output of an information signal from the map selection operation detection means 86 to the chassis die travel determination unit 92, and the chassis die travel determination unit 92 performs map selection operation detection means. The information signal output from 86 cannot be detected.

  In the present embodiment, the predetermined driving force is set as a driving force in a state where the operation amount of the accelerator pedal exceeds “0” in advance. That is, regardless of the amount of operation, if the accelerator pedal is being operated by the driver, the driving force requested by the driver is set to be equal to or greater than the predetermined driving force. The predetermined driving force may be changed according to, for example, the idling rotational speed.

As described above, in the present embodiment, the second condition is a state in which the front wheel 1 is stopped while the accelerator pedal is operated by the driver (accelerator ON).
In addition, as described above, the chassis die travel determination unit 78 determines whether or not the two-wheel drive hybrid vehicle HEV is traveling only on the rear wheel 12 on the chassis dynamometer device CD.
Based on the information signal output from the brake stroke sensor 70, the required braking force detection means 80 detects the braking force (hereinafter referred to as “required braking force”) requested by the driver, which is included in this information signal. The information signal including the detected braking force is output to the regenerative braking force control means 84.

The braking force map storage unit 76 has a plurality of braking force maps.
The braking force map includes the required braking force, the front wheel braking force generated by the front wheel 1 in response to the required braking force, the rear wheel braking force generated by the rear wheel 12, and the regenerative braking generated by the motor 4 in response to the required braking force. It is a map which shows the relationship with the ratio with respect to rear-wheel braking force of motive power.
The plurality of braking force maps include a normal map and a chassis die travel map.
In the normal map, the regenerative braking generated by the motor 4 according to the required braking force in the four-wheel rotation state in which the front wheels 1 and the rear wheels 12 are rotatable as the regenerative braking force generated by the motor 4 according to the required braking force. It is a map to which power is applied.

The four-wheel rotation state is a state in which the front wheel 1 and the rear wheel 12 are allowed to rotate on a normal road surface, not on the chassis dynamo device CD. Further, the four-wheel rotation state includes a four-wheel drive state in which the front wheels 1 and the rear wheels 12 are used as drive wheels. That is, in the four-wheel rotation state, braking force is generated on the front wheels 1 and the rear wheels 12 when the hybrid vehicle HEV is braked.
On the other hand, the chassis die travel map is a map in which the regenerative braking force generated by the motor 4 according to the required braking force is less reduced than the normal map.

Hereinafter, with reference to FIGS. 1 to 3, specific configurations of the normal map and the chassis die travel map will be described with reference to FIGS. 4 and 5.
First, a specific configuration of the normal map will be described with reference to FIG.
FIG. 4 is a diagram showing a specific configuration of the normal map. In FIG. 4, the horizontal axis is the required braking force (shown as “brake pedaling force” in the figure). In FIG. 4, the vertical axis indicates the total braking force (in the drawing, indicated as “Front”) and the rear wheel braking force (in the drawing, indicated as “Rear”). , Indicated as “total braking force”). Further, in FIG. 4, the regenerative braking force generated by the motor 4 according to the required braking force is indicated as “regenerative braking force”.

As shown in FIG. 4, in the normal map, when the driver starts operating the brake pedal, first, the braking force is applied only to the rear wheels 12 by the regenerative braking force generated by the motor 4 according to the required braking force. Is generated.
When the amount of operation of the brake pedal by the driver increases and the required braking force increases and reaches the upper limit value of the regenerative braking force generated by the motor 4, the regenerative braking force is increased to the upper limit value ("upper limit value shown in the figure" ]), A mechanical braking force for the front wheel 1 is generated.

After the mechanical braking force for the front wheel 1 is generated, the mechanical braking force for the front wheel 1 is increased according to the amount of operation of the brake pedal by the driver, and the total braking force due to the regenerative braking force and the mechanical braking force is increased. Let
With the regenerative braking force held at the upper limit value, the mechanical braking force for the front wheel 1 is increased, and the distribution ratio of the total braking force to be distributed to the front wheel braking force and the total braking force to be distributed to the rear wheel braking force. When the distribution ratio reaches a predetermined distribution ratio, a mechanical braking force for the rear wheel 12 is generated.

After the mechanical braking force for the rear wheel 12 is generated, the mechanical braking force for the rear wheel 12 is increased according to the amount of operation of the brake pedal by the driver. Further, after the mechanical braking force for the rear wheel 12 is generated, the regenerative braking force is decreased according to the increase of the mechanical braking force for the rear wheel 12.
Therefore, in the normal map, when the amount of operation of the brake pedal by the driver increases, the regenerative braking force generated by the motor 4 maintains the upper limit after increasing, and decreases when the mechanical braking force for the rear wheel 12 is generated. To do. Thereby, in the normal map, when the amount of operation of the brake pedal by the driver increases, the electric power generated at the time of regenerative braking maintains the upper limit value after increasing toward the upper limit value, and the mechanical braking force on the rear wheel 12 is increased. Decreases when generated.

Next, a specific configuration of the chassis die travel map will be described with reference to FIG.
FIG. 5 is a diagram showing a specific configuration of the chassis die travel map.
FIG. 5 is a diagram showing a specific configuration of the chassis die travel map. In FIG. 5, the horizontal and vertical axes, the total braking force of the front wheel braking force and the rear wheel braking force, and the regenerative braking force generated by the motor 4 according to the required braking force are shown in the same manner as in FIG. .
As shown in FIG. 5, the structure of the chassis die travel map is such that the mechanical braking force on the rear wheel 12 is maintained in a state in which the regenerative braking force is maintained at the upper limit value from the state where the operation of the brake pedal is started by the driver. The configuration is the same as that of the normal map until the state is generated.

Then, in the chassis die travel map, unlike the normal map, the required braking force reaches a predetermined braking force even after the mechanical braking force for the rear wheel 12 is generated with the regenerative braking force held at the upper limit value. The regenerative braking force is held at the upper limit value.
After the mechanical braking force for the rear wheel 12 is generated, the mechanical braking force for the rear wheel 12 is increased according to the amount of operation of the brake pedal by the driver.
When the amount of operation of the brake pedal by the driver increases and the required braking force reaches a predetermined braking force, the regenerative braking force is reduced according to the increase in the mechanical braking force on the rear wheel 12.

Accordingly, in the chassis die travel map, when the amount of operation of the brake pedal by the driver increases, the regenerative braking force generated by the motor 4 increases toward the upper limit value, and then the upper limit until the required braking force reaches a predetermined braking force. Keep the value. When the required braking force reaches a predetermined braking force, the regenerative braking force generated by the motor 4 decreases as the mechanical braking force on the rear wheel 12 increases.
That is, the chassis die travel map is a map in which the regenerative braking force generated by the motor 4 according to the required braking force is smaller than the normal map.

Further, the regenerative braking force generated by the motor 4 shown in the chassis die travel map is a pedaling force coefficient calculated in advance with respect to the regenerative braking force generated by the motor 4 according to the required braking force in the four-wheel rotation state shown in the normal map. The value multiplied by. For example, the multiplication is performed after the second condition is satisfied in the chassis die traveling determination unit 92, thereby correcting the regenerative braking force generated by the motor 4 shown in the chassis die traveling map according to the conditions such as the vehicle speed. To do.
The pedaling force coefficient is Bf which is a distribution ratio to be distributed to the front wheel braking force out of the total braking force generated by the front wheel 1 and the rear wheel 12 according to the required braking force, and is distributed to the rear wheel braking force out of the total braking force. When the ratio is Br, the following calculation formula (1) is used.
Treading force coefficient = (Bf + Br) / Br (1)

  Note that the distribution ratio Bf allocated to the front wheel braking force and the distribution ratio Br allocated to the rear wheel braking force may be set using elements reflecting the running state, such as the vehicle speed (the rotational speed of the rear wheel 12). Good. Further, the distribution ratio Bf distributed to the front wheel braking force and the distribution ratio Br distributed to the rear wheel braking force may be set in advance as values specific to the hybrid vehicle HEV. In the present embodiment, as an example, when the distribution ratio Bf and the distribution ratio Br are set in advance as values inherent to the hybrid vehicle HEV, the distribution ratio Bf and the distribution ratio Br are, for example, Bf: Br = 7: 3 To do.

Here, the reason why the pedaling force coefficient is calculated by the above-described equation (1) will be described.
Normally, in the four-wheel rotation state, out of the total braking force generated by the front wheel 1 and the rear wheel 12 according to the required braking force, the distribution ratio Bf to be distributed to the front wheel braking force is 7, and the distribution to be distributed to the rear wheel braking force. In many cases, the ratio Br is set to 3. This distribution ratio is a value close to the ideal distribution ratio of the braking force.
On the other hand, when the hybrid vehicle HEV in the two-wheel drive state travels only on the chassis dynamo device CD by the rotation of the rear wheel 12, the braking force generated according to the required braking force is generated only by the rear wheel 12. Become. For this reason, the distribution ratio Bf distributed to the front wheel braking force is generated at the rear wheel 12 together with the distribution ratio Br distributed to the rear wheel braking force.

Therefore, when the hybrid vehicle HEV in the two-wheel drive state travels on the chassis dynamo device CD only by the rotation of the rear wheel 12, the braking force generated by the rear wheel 12 is about 3 compared to the four-wheel rotation state. .3 times. This is calculated by substituting the distribution ratio Bf allocated to the front wheel braking force and the distribution ratio Br allocated to the rear wheel braking force into the above formula (1).
For this reason, when the hybrid vehicle HEV in a two-wheel drive state that travels only on the chassis dynamometer device CD by rotation of the rear wheel 12 performs braking (deceleration), the rear wheel 12 is approximately 3 in comparison with the four-wheel rotation state. Double braking force is generated. This is because, for example, when the hybrid vehicle HEV running on the chassis dynamo device CD decelerates at about 0.2 G in the deceleration direction, the rear wheel 12 has a braking force at which the acceleration in the deceleration direction is about 0.6 G. This is because it is necessary to generate

  On the other hand, if the value of the regenerative braking force generated by the motor 4 shown in the chassis die travel map is set using the pedaling force coefficient calculated by the above-described equation (1), the regenerative braking is performed with respect to the required braking force. It is possible to extend the region in which the upper limit value of power is maintained. As a result, even when the braking amount of the hybrid vehicle HEV traveling only by the rotation of the rear wheel 12 on the chassis dynamo device CD is braked, even if the brake pedal operation amount is about three times that of the four-wheel rotation state, the regeneration control is performed. It becomes possible to suppress a decrease in power.

  The correction based on the pedaling force coefficient described above is not required for a hybrid vehicle (FF-HEV vehicle) having front wheels as drive wheels driven by a motor as a hybrid vehicle. This is because when the FF-HEV vehicle in a two-wheel drive state travels only on the chassis dynamometer device CD by the rotation of the front wheel 1, the braking force generated by the front wheel 1 is about 1 compared to the four-wheel rotation state. .4 times. This is calculated by substituting the distribution ratio Bf allocated to the front wheel braking force and the distribution ratio Br allocated to the rear wheel braking force into the above formula (1).

For this reason, when an FF-HEV vehicle in a two-wheel drive state that travels only on the chassis dynamo device CD with only the rotation of the rear wheel 12 decelerates, the front wheel 1 is less controlled than the four-wheel rotation state. Power will be generated. This is because, for example, when the FF-HEV vehicle running on the chassis dynamo device CD decelerates at about 0.2 G in the deceleration direction, the braking force generated by the front wheels 1 is about 0. 0 in the deceleration direction. This is because the braking force is about 28G.
Therefore, the FF-HEV vehicle has a smaller change in the braking force generated during deceleration in the state where the rear wheel 12 is rotated only on the chassis dynamo device CD as compared with the FR-HEV vehicle. No correction is required.

Hereinafter, the description returns to FIG. 2 and FIG.
The map selection unit 82 selects one of the plurality of braking force maps according to the determination result of the chassis die travel determination unit 78. Then, an information signal including a control command for selecting the selected one braking force map is output to the regenerative braking force control means 84.
Specifically, based on the information signal output from the chassis die travel determination means 78, a normal map or a chassis die travel map is selected from a plurality of braking force maps that the braking force map storage unit 76 has. The selection of the chassis dying travel map is based on the determination result that the information signal output from the chassis dying traveling determination means 78 determines that the hybrid vehicle HEV is traveling only on the rotation of the rear wheel 12 on the chassis dynamometer device CD. This is done only when it is included. Then, a control command for selecting one selected braking force map is generated from a plurality of braking force maps included in the braking force map storage unit 76, and an information signal including the generated control command is generated as a regenerative braking force control unit 84. Output to.

The regenerative braking force control unit 84 controls the regenerative braking force generated by the motor 4 by adapting the braking force detected by the required braking force detection unit 80 to the braking force map selected by the map selection unit 82.
Specifically, based on the information signal output from the map selection means 82, a normal map or a chassis-die travel map is selected from a plurality of braking force maps that the braking force map storage unit 76 has, and this selected map is used as the braking force map. Obtained from the storage unit 76. Based on the acquired map and the information signal output from the required braking force detection means 80, the required braking force is applied to the acquired map to calculate the regenerative braking force generated by the motor 4 according to the required braking force. Then, a motor torque command value corresponding to the calculated regenerative braking force is calculated.
The regenerative braking force control means 84 having calculated the motor torque command value outputs an information signal including the calculated motor torque command value to the motor controller 24.

(Operation)
Next, the operation of the hybrid vehicle HEV including the regenerative braking force control device will be described with reference to FIGS. 1 to 5 and FIG.
FIG. 6 is a flowchart showing the operation (processing) of the regenerative braking force control device.
The flowchart shown in FIG. 6 starts the hybrid vehicle HEV in a two-wheel drive state from a state where it is arranged on the chassis dynamo device CD (“START” in the figure) (see FIG. 3).

In a state where the two-wheel drive hybrid vehicle HEV is disposed on the chassis dynamo device CD, the processing of the regenerative braking force control device proceeds to step S10.
In step S10, it is determined whether or not the chassis die travel determination unit 92 has detected an information signal output from the map selection operation detection means 86 (“detects an information signal from the map selection operation detection means?” Shown in the figure). Judgment is made (see FIG. 2).

In step S10, when the chassis die travel determination unit 92 determines that the information signal output from the map selection operation detection means 86 has been detected ("Yes" shown in the figure), the process of the regenerative braking force control device performs step The process proceeds to S20.
On the other hand, if it is determined in step S10 that the chassis die travel determination unit 92 has not detected the information signal output from the map selection operation detection means 86 ("No" in the figure), the regenerative braking force control device The process proceeds to step S30.

Hereinafter, the process after step S20 is demonstrated. The processing after step S30 will be described later.
In step S20, the chassis die travel determination unit 92 determines whether one braking force map selected from the plurality of braking force maps is a chassis die traveling map based on the information signal output from the map selection switch 74. That is, whether or not the chassis die travel map is selected from among a plurality of braking force maps based on an artificial selection operation or a signal output from an external device (“is set in maintenance mode?” Shown in the figure). Determine (see FIGS. 1 and 2).

If it is determined in step S20 that the chassis die travel map has been selected from the plurality of braking force maps (“Yes” shown in the figure), the processing of the regenerative braking force control device proceeds to step S22.
On the other hand, if it is determined in step S20 that the chassis die travel map is not selected from the plurality of braking force maps ("No" shown in the figure), the processing of the regenerative braking force control device proceeds to step S24.

In step S22, the map selecting means 82 outputs an information signal including a control command for selecting a chassis die travel map from among a plurality of braking force maps to the regenerative braking force control means 84 ("select chassis die travel map shown in the figure"). (See FIG. 2 and FIG. 5). Then, the process of the regenerative braking force control device proceeds to step S26.
On the other hand, in step S24, the map selection means 82 outputs an information signal including a control command for selecting a normal map among a plurality of braking force maps to the regenerative braking force control means 84 ("select normal map" shown in the figure). (See FIG. 2 and FIG. 4). Then, the process of the regenerative braking force control device proceeds to step S28.

  In step S <b> 26, the chassis die travel determination unit 92 determines whether the accelerator pedal is operated by the driver based on the information signal output from the requested driving force detection unit 88. In addition to this, the chassis die travel determination unit 92 determines whether or not the front wheel 1 is stopped based on the information signal output by the front wheel rotation state detection means 90. That is, it is determined whether the driver is operating the accelerator pedal and whether the front wheel 1 is stopped ("Whether the front wheel is stopped when the accelerator pedal is operated" shown in the figure). 2). This is used as a determination as to whether or not the hybrid vehicle HEV in the two-wheel drive state is traveling only on the rotation of the rear wheels 12 on the chassis dynamo device CD.

In step S26, when it is determined that the accelerator pedal is operated by the driver and the front wheels 1 are stopped ("Yes" shown in the drawing), the processing of the regenerative braking force control device proceeds to step S40. To do.
On the other hand, when it is determined in step S26 that the accelerator pedal is not operated by the driver or the front wheel 1 is not stopped ("No" shown in the figure), the process of the regenerative braking force control device is performed in step S26. The process proceeds to S42.

  In step S40, the warning lamp is turned on ("warning lamp turned on" in the figure), and the hybrid vehicle HEV in the two-wheel drive state is running on the chassis dynamo device CD only by the rotation of the rear wheel 12. (See FIG. 3). Then, the process of the regenerative braking force control device proceeds to step S44. The warning lamp may be provided in a diagnostic machine connected to the chassis dynamo device CD, or may be arranged near the driver's seat of the hybrid vehicle HEV.

  On the other hand, in step S42, the warning lamp blinks ("warning lamp blinking" shown in the figure), so that the hybrid vehicle HEV in the two-wheel drive state only rotates the front wheel 1 and the rear wheel 12 on the chassis dynamo device CD. Indicates the running state. Then, the process of the regenerative braking force control device proceeds to step S46. In this state, for example, there is a possibility that the hybrid vehicle HEV on the chassis dynamo device CD is not operating normally.

In step S44, from the total braking force generated by the front wheel 1 and the rear wheel 12 according to the required braking force, the pedaling force coefficient is calculated from the distribution ratio Bf distributed to the front wheel braking force and the distribution ratio Br distributed to the rear wheel braking force. ("Calculate the treading force coefficient from the distribution ratio Bf / distribution ratio Br" shown in the figure). Then, the process of the regenerative braking force control device proceeds to step S48.
In step S48, the pedaling force coefficient calculated in step S44 is multiplied by the regenerative braking force generated by the motor 4 in response to the required braking force in the four-wheel rotation state shown in the normal map (see “ Multiplication "). As a result, the regenerative braking force generated by the motor 4 shown in the chassis die travel map is corrected. When the regenerative braking force generated by the motor 4 shown in the chassis die travel map is corrected, the processing of the regenerative braking force control device proceeds to step S50.

  In addition, you may perform the process of step S44 and step S48 mentioned above between the process of step S22, and the process of step S26. That is, the calculation and multiplication of the pedaling force coefficient is performed by selecting the chassis die travel map and determining whether or not the two-wheel drive hybrid vehicle HEV is traveling only on the rear wheel 12 on the chassis dynamo device CD. You may carry out between the processes to perform.

  In step S50, the braking force detected by the required braking force detection means 80 is adapted to the chassis die travel map, and the regenerative braking force generated by the motor 4 is calculated (from the "brake pedal force and chassis die travel map shown in the figure, The braking force is calculated ") (see FIGS. 2 and 5). Then, a motor torque command value corresponding to the regenerative braking force is calculated, and an information signal including the calculated motor torque command value is output to the motor controller 24. When an information signal including the calculated motor torque command value is output to the motor controller 24, the process of the regenerative braking force control device returns to the process of step S10 ("RETURN" shown in the figure).

On the other hand, in step S46, a motor torque command value for which regenerative braking is not performed is calculated, and an information signal including the calculated motor torque command value is output to the motor controller 24 ("Set the regenerative braking force to 0" in the figure). (See FIG. 2). Then, the process of the regenerative braking force control device returns to the process of step S10 ("RETURN" shown in the figure).
In step S28, the braking force detected by the required braking force detection means 80 is adapted to the normal map, and the regenerative braking force generated by the motor 4 is calculated (from the "brake pedal force and normal map shown in the figure, The braking force is calculated ") (see FIGS. 2 and 4). Then, a motor torque command value corresponding to the regenerative braking force is calculated, and an information signal including the calculated motor torque command value is output to the motor controller 24. When an information signal including the calculated motor torque command value is output to the motor controller 24, the process of the regenerative braking force control device returns to the process of step S10 ("RETURN" shown in the figure).

Next, the process after step S30 is demonstrated.
In step S30, as in the process of step S26, the driver is operating the accelerator pedal and whether or not the front wheel 1 is stopped ("Whether the front wheel is stopped when the accelerator pedal is operated?" ]) Is determined (see FIGS. 1 and 2).
In step S30, when it is determined that the accelerator pedal is operated by the driver and the front wheel 1 is stopped ("Yes" shown in the figure), the processing of the regenerative braking force control device proceeds to step S60. To do.

On the other hand, when it is determined in step S30 that the accelerator pedal is not operated by the driver or the front wheel 1 is not stopped ("No" shown in the figure), the process of the regenerative braking force control device is performed in step S30. The process proceeds to S62.
In step S60, processing similar to that in step S22 is performed, and an information signal including a control command for selecting a chassis die travel map among a plurality of braking force maps is output to the regenerative braking force control means 84 (" Select the chassis die travel map ") (see FIGS. 2 and 5). Then, the process of the regenerative braking force control device proceeds to step S64.

On the other hand, in step S62, as in the process of step S42, the warning lamp blinks ("warning lamp blinking" shown in the figure). Then, the process of the regenerative braking force control device proceeds to step S66.
In step S64, as in the process of step S40, the warning lamp is turned on ("warning lamp turned on" in the figure). Then, the process of the regenerative braking force control device proceeds to step S68.

In step S68, the pedaling force coefficient is calculated ("calculating the pedaling force coefficient from the distribution ratio Bf / distribution ratio Br" shown in the figure) as in the process of step S44. Then, the process of the regenerative braking force control device proceeds to step S70.
In step S70, similar to the processing in step S48, the pedaling force coefficient calculated in step S68 is multiplied by the regenerative braking force generated by the motor 4 according to the required braking force in the four-wheel rotation state shown in the normal map (see FIG. "Multiply the treading force coefficient"). As a result, the regenerative braking force generated by the motor 4 shown in the chassis die travel map is corrected. When the regenerative braking force generated by the motor 4 shown in the chassis die travel map is corrected, the processing of the regenerative braking force control device proceeds to step S72.

  In step S72, a process similar to the process of step S50 is performed, and the regenerative braking force generated by the motor 4 is calculated ("regenerative braking force is calculated from the brake pedal force and the chassis die travel map" shown in the figure) (FIG. 2 and FIG. 5). Then, when a motor torque command value corresponding to the regenerative braking force is calculated and an information signal including the calculated motor torque command value is output to the motor controller 24, the processing of the regenerative braking force control device proceeds to the processing of step S10. Return ("RETURN" shown in the figure).

  On the other hand, in step S66, similar to the processing in step S46, a motor torque command value for which regenerative braking is not performed is calculated, and an information signal including the calculated motor torque command value is output to the motor controller 24 ("regeneration" The braking force is set to 0 ”) (see FIG. 2). Then, the process of the regenerative braking force control device returns to the process of step S10 ("RETURN" shown in the figure).

As described above, the regenerative braking force control method (regenerative braking force control method) of the hybrid vehicle implemented by the operation of the regenerative braking force control device according to the present embodiment is based on the braking force requested by the driver. This is a method for controlling the regenerative braking force at which is generated.
Specifically, the motor according to the braking force required by the driver is more than the regenerative braking force generated by the motor according to the braking force required by the driver in the four-wheel rotation state where the front wheels and the rear wheels are the driving wheels. The degree of reduction of the regenerative braking force that occurs is reduced. This is performed when a two-wheel drive hybrid vehicle using only the rear wheels as drive wheels travels on the chassis dynamo device only by rotation of the rear wheels.

(Effects of the first embodiment)
(1) In the regenerative braking force control device according to the present embodiment, when the chassis die travel determination means determines that the hybrid vehicle in the two-wheel drive state is traveling only on the rear wheel on the chassis dynamo device, the map selection means The chassis die travel map is selected from the plurality of braking force maps. Here, the chassis die travel map is smaller in the reduction degree of the regenerative braking force generated by the motor according to the braking force requested by the driver than the normal map used in the four-wheel rotation state in which the front wheels and the rear wheels are rotatable. It is a map.

For this reason, even if the amount of brake operation is increased compared with regenerative braking when the front and rear wheels are rotating during braking, the ratio of the braking force due to regenerative braking out of the braking force generated by the rear wheels It is possible to suppress the decrease.
As a result, when measuring the fuel consumption in the two-wheel drive state for the FR-HEV vehicle, it is possible to suppress a reduction in the amount of collected power generated by regenerative braking, thereby suppressing a decrease in the power supplied to the battery and reducing the fuel consumption. It becomes possible to suppress.

(2) In the regenerative braking force control device of the present embodiment, the regenerative braking force generated by the motor according to the required braking force in the chassis die travel map is generated by the motor according to the required braking force in the four-wheel rotation state. A value obtained by multiplying the regenerative braking force by a pedaling force coefficient calculated in advance. Here, the pedaling force coefficient is distributed to the rear wheel braking force, with Bf being a distribution ratio distributed to the front wheel braking force out of the total braking force generated by the front wheels and the rear wheels in accordance with the required braking force in the four-wheel rotation state. The distribution ratio is calculated as Br. Further, the pedaling force coefficient is calculated by a calculation formula of (Bf + Br) / Br.

Therefore, the fuel consumption measurement for the FR-HEV vehicle performed on the chassis dynamo device in the two-wheel drive state, the fuel consumption measurement for the FR-HEV vehicle traveling on the actual road surface, and the fuel consumption for the FR-HEV vehicle in the four-wheel drive state are performed. It can be performed in the same manner as the measurement.
As a result, it is possible to improve the measurement accuracy with respect to the fuel consumption measurement in the two-wheel drive state for the FR-HEV vehicle.

(3) In the regenerative braking force control device according to the present embodiment, when the map selection operation detection unit detects a selection operation for selecting the chassis die travel map, the chassis die travel determination unit determines that the two-wheel drive hybrid vehicle is on the chassis dynamo device. It is determined that the vehicle is traveling only by the rotation of the rear wheels.
For this reason, it is possible to determine that the hybrid vehicle in the two-wheel drive state is traveling only by the rotation of the rear wheels on the chassis dynamo device without detecting the operation state of the hybrid vehicle.
As a result, it is possible to simplify the configuration of the chassis die travel determination means and the configuration of the regenerative braking force control device, so that it is possible to reduce component costs and manufacturing costs.

(4) In the regenerative braking force control device according to the present embodiment, when the driving force requested by the driver is equal to or greater than a predetermined driving force and the front wheels are stopped, the chassis die travel determination means is a hybrid in a two-wheel drive state. It is determined that the vehicle is running on the chassis dynamo device only by the rotation of the rear wheels.
For this reason, the hybrid vehicle in the two-wheel drive state is moved back on the chassis dynamo device according to the operation state of the hybrid vehicle, regardless of an artificial selection operation by a measurer or a driver, or a signal output from an external device. It can be determined that the vehicle is running only by the rotation of the wheel.
As a result, even if a human error occurs in the selection operation or a failure occurs in the external device, the two-wheel drive hybrid vehicle runs on the chassis dynamo device only by rotating the rear wheels. It can be determined that

(5) In the regenerative braking force control method according to the present embodiment, the driver requires a hybrid vehicle in a two-wheel drive state in which only the rear wheel is a drive wheel to travel on the chassis dynamo device only by the rotation of the rear wheel. The regenerative braking force generated by the motor is controlled according to the braking force to be generated. In this control, the motor is operated according to the braking force requested by the driver rather than the regenerative braking force generated by the motor according to the braking force requested by the driver in the four-wheel rotation state where the front wheels and the rear wheels are the driving wheels. Control is performed to reduce the degree of reduction of the generated regenerative braking force.

For this reason, even if the amount of brake operation is increased compared with regenerative braking when the front and rear wheels are rotating during braking, the ratio of the braking force due to regenerative braking out of the braking force generated by the rear wheels It is possible to suppress the decrease.
As a result, when measuring the fuel consumption in the two-wheel drive state for the FR-HEV vehicle, it is possible to suppress a reduction in the amount of collected power generated by regenerative braking, thereby suppressing a decrease in the power supplied to the battery and reducing the fuel consumption. It becomes possible to suppress.

(Application examples)
(1) In the regenerative braking force control device of the present embodiment, the regenerative braking force generated by the motor 4 shown in the chassis die travel map is generated by the motor 4 according to the required braking force in the four-wheel rotation state shown in the normal map. A value obtained by multiplying the regenerative braking force by the pedal force coefficient. However, the regenerative braking force generated by the motor 4 shown in the chassis die travel map is not limited to this. That is, the regenerative braking force generated by the motor 4 shown in the chassis die travel map only needs to be smaller than the normal map when the degree of decrease in the regenerative braking force generated by the motor 4 according to the required braking force is smaller.

(2) In the regenerative braking force control device of the present embodiment, the determination made by the chassis die travel determination means 78 is made into an information signal output by the map selection operation detection means 86, the required driving force detection means 88, and the front wheel rotation state detection means 90. However, the present invention is not limited to this.
That is, the determination performed by the chassis die traveling determination unit 78 may be performed based only on the information signal output from the map selection operation detection unit 86. In this case, the configuration of the chassis die traveling determination unit 78 may be configured not to include the required driving force detection unit 88 and the front wheel rotation state detection unit 90.
Further, the determination performed by the chassis die traveling determination unit 78 may be performed based only on the information signals output from the required driving force detection unit 88 and the front wheel rotation state detection unit 90. In this case, the configuration of the chassis die traveling determination unit 78 may be a configuration that does not include the map selection operation detection unit 86.

It is a schematic block diagram of hybrid vehicle HEV provided with the regenerative braking force control apparatus of 1st embodiment, and is a figure explaining the drive system structure of hybrid vehicle HEV. It is a block diagram which shows the structure of a regenerative braking force control apparatus. It is a figure which shows the state which has arrange | positioned the hybrid vehicle HEV on the chassis dynamo apparatus CD. It is a figure which shows the specific structure of a normal map. It is a figure which shows the specific structure of a chassis die driving | running | working map. It is a flowchart which shows operation | movement (process) of a regenerative braking force control apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Front wheel 2 Engine 4 Motor 6 1st clutch 8 2nd clutch 10 Transmission 12 Rear wheel 14 Brake controller 16 Wheel speed sensor 18 Engine controller 24 Motor controller 26 Inverter 28 Battery 34 Integrated controller 36 1st clutch controller 44 AT controller 64 CAN communication Line 66 Accelerator opening sensor 68 Vehicle speed sensor 70 Brake stroke sensor 72 Brake device 74 Map selection switch 76 Braking force map storage unit 78 Chassis die travel determination means 80 Required braking force detection means 82 Map selection means 84 Regenerative braking force control means 86 Map selection Operation detection means 88 Required driving force detection means 90 Front wheel rotation state detection means 92 Chassis die travel determination unit HEV Hybrid vehicle CD Chassis die Mode devices

Claims (5)

A regenerative braking force control apparatus for a hybrid vehicle that controls the regenerative braking force motors is generated,
Chassis-dye traveling determination means for determining whether or not the hybrid vehicle in a two-wheel drive state in which only the rear wheel is a driving wheel among front wheels and rear wheels is traveling only by rotation of the rear wheel on a chassis dynamo device; ,
Requested braking force detection means for detecting the braking force requested by the driver;
The motor according to the braking force required by the driver, the front wheel braking force generated by the front wheel in response to the braking force, the rear wheel braking force generated by the rear wheel, and the braking force required by the driver. A braking force map storage unit having a plurality of braking force maps showing a relationship between a ratio of the regenerative braking force generated to the rear wheel braking force; and
Map selection means for selecting one of the plurality of braking force maps in accordance with a determination result of the chassis die travel determination means;
Regenerative braking force control means for controlling the regenerative braking force by adapting the braking force detected by the required braking force detection means to the braking force map selected by the map selection means,
The plurality of braking force maps are requested by the driver in a four-wheel rotation state in which the front wheels and the rear wheels are rotatable as regenerative braking forces generated by the motor according to the braking force requested by the driver. A normal map to which the regenerative braking force generated by the motor according to the braking force is applied, and a chassis die traveling in which the reduction degree of the regenerative braking force generated by the motor according to the braking force requested by the driver is smaller than the normal map. A map, and
When the chassis selection travel determination unit determines that the hybrid vehicle in a two-wheel drive state is traveling only by rotation of the rear wheel on a chassis dynamo device, the map selection unit determines the chassis die from the plurality of braking force maps. Select a driving map ,
The chassis die travel map generates a mechanical braking force for the front wheels and the rear wheels in accordance with a braking force requested by the driver, and further, a predetermined braking force set in advance by the braking force requested by the driver. regenerative braking force control apparatus for a hybrid vehicle, wherein the map der Rukoto decreasing the regenerative braking force according to an increase in the mechanical braking force to the rear wheel and reach. The regenerative braking force generated by the motor according to the braking force requested by the driver in the chassis die travel map, and the regenerative braking force generated by the motor according to the braking force requested by the driver in the four-wheel rotation state. Is a value obtained by multiplying the pedal force coefficient calculated in advance,
The distribution ratio of the pedal force coefficient to be distributed to the front wheel braking force out of the total braking force generated by the front wheels and the rear wheels according to the braking force requested by the driver in the four-wheel rotation state is Bf, and the total 2. The regenerative braking force control device for a hybrid vehicle according to claim 1, wherein, when the distribution ratio of the braking force to be distributed to the rear wheel braking force is Br, the following calculation formula is used.
Treading force coefficient = (Bf + Br) / Br The chassis die travel determination means includes map selection operation detection means for detecting a selection operation for selecting one braking force map from the plurality of braking force maps,
When the map selection operation detecting means detects a selection operation for selecting the chassis die travel map, it is determined that the hybrid vehicle in a two-wheel drive state is traveling only by rotation of the rear wheel on a chassis dynamo device. The regenerative braking force control device for a hybrid vehicle according to claim 1 or 2. The chassis die travel determination means includes required driving force detection means for detecting a driving force requested by a driver, and front wheel rotation state detection means for detecting a rotation state of the front wheels,
The hybrid vehicle in a two-wheel drive state is a chassis dynamo device when the drive force detected by the required drive force detection means is greater than or equal to a predetermined drive force and the front wheel rotation state detection means detects a stop of the front wheel. The regenerative braking force control device for a hybrid vehicle according to any one of claims 1 to 3, wherein it is determined that the vehicle is traveling only by rotation of the rear wheel. A regenerative braking force control method for a hybrid vehicle that controls the regenerative braking force motors is generated,
When the hybrid vehicle in a two-wheel drive state using only the rear wheel as a drive wheel among the front wheels and the rear wheels travels only on the rotation of the rear wheel on a chassis dynamo device,
A mechanical braking force for the front wheels and the rear wheels is generated according to a braking force requested by the driver, and further, when the braking force requested by the driver reaches a predetermined braking force set in advance, By reducing the regenerative braking force in response to an increase in mechanical braking force, the degree of decrease in the regenerative braking force generated by the motor in accordance with the braking force requested by the driver is determined for the front wheels and the rear wheels. Regenerative braking of a hybrid vehicle, wherein the regenerative braking force is controlled by reducing the regenerative braking force generated by the motor in accordance with a braking force required by a driver in a four-wheel rotation state in which the vehicle can rotate. Power control method.

Images