JP4103462B2 - Braking force control device for vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle braking force control apparatus that automatically generates a braking force when a braking object requiring braking ahead of the host vehicle is detected.
[0002]
[Prior art]
Conventionally, as this type of vehicle braking force control device, for example, a device described in JP-A-6-298022 has been proposed.
In this conventional example, based on the own vehicle speed, the relative vehicle speed, and the inter-vehicle distance detected by various sensors, the first inter-vehicle distance that can prevent the rear-end collision by the brake operation and the second inter-vehicle distance that can prevent the rear-end collision by the steering operation. A vehicle configured to operate the automatic brake when the calculated inter-vehicle distance is equal to or less than the first and second inter-vehicle distances and to release the automatic brake when there is an accelerator operation during the automatic braking. A rear-end collision prevention device is described.
[0003]
[Problems to be solved by the invention]
However, in the above-described conventional example, when the automatic brake is activated, when the driver has not put on the accelerator pedal and is not aware of the automatic brake, the accelerator pedal is stepped on by the deceleration action generated by the automatic brake. There is a possibility, and there is an unresolved problem that the automatic brake is released by stepping on the accelerator pedal.
[0004]
Therefore, the present invention has been made paying attention to the above-mentioned unsolved problems of the conventional example, and when the accelerator pedal is operated when the braking force is generated, it is determined whether or not the accelerator operation is the intention of the driver. An object of the present invention is to provide a vehicular braking force control device that can accurately determine whether braking force can be released or not.
[0005]
[Means for Solving the Problems]
  In order to achieve the above object, a braking force control device for a vehicle according to the present invention generates a braking force by a braking force control means when a braking object requiring braking is detected,Expected to increase due to deceleration action when braking force is generatedOf accelerator operating meansCalculate the predicted operation amount, and release the braking force control state when the actual operation amount is greater than the predicted operation amount.
[0006]
【The invention's effect】
  According to the vehicle braking force control device of the present invention, a braking object is detected to generate a braking force,Expected to increase due to deceleration action when braking force is generatedOf accelerator operating meansCalculate the predicted operation amount, and release the braking force control state when the actual operation amount is greater than the predicted operation amountBecause of the deceleration action when braking force is generatedTherefore, even if the driver increases the amount of accelerator operation, it is unnecessary.Release of braking force can be prevented.
[0007]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing a first embodiment of the present invention. In the figure, a distance sensor 1 is a radar-type detector that emits a laser beam and receives reflected light from an obstacle. A distance D and a relative speed V between the vehicle and a braking object._RIs detected.
[0008]
This relative speed V_RIs obtained by differentiating the distance D or by performing band-pass filtering on the distance D. The distance sensor 1 is not limited to using laser light, but may detect the distance to an obstacle using radio waves or ultrasonic waves and calculate the relative speed.
Then, the accelerator opening sensor 2 as the accelerator operation amount detection means detects the accelerator opening θ according to the depression amount of the accelerator pedal 3 as the accelerator operation means by the driver.
[0009]
The controller 4 is composed of, for example, a microcomputer, and has a distance D and a relative speed V._R, And the accelerator opening θ, the braking force control process of FIG. 2 described later is executed, and a braking force command value P for the brake actuator 5 is executed._COMControl the output of.
The brake actuator 5 receives an input braking force command value P_COMA braking force corresponding to is generated on each wheel (not shown).
[0010]
Next, the operation of the above-described embodiment will be described with reference to a flowchart showing the braking force control process of FIG.
In the braking force control process of FIG. 2 that is always executed, first, in step S1, the distance D to the braking object detected by the distance sensor 1 and the relative speed V are detected._RIs read.
In subsequent step S2, the braking determination process of FIG. 3 is executed, and the distance D and the relative speed V between the host vehicle and the braking object detected by the distance sensor 1 are detected._RBased on the above, after determining whether or not braking is necessary, the process proceeds to step S3.
[0011]
In this step S3, the braking force command value output process of FIG. 6 is executed, and the braking force command value P for the brake actuator 5 is determined based on the determination result in step S2._COMControl the output of.
In subsequent step S4, the operation amount prediction process of FIG. 7 is executed, and the braking force command value P input to the brake actuator 5 is executed._COMFrom the vehicle's own deceleration_DEGIs calculated. Next, this deceleration rate α_DEGPredicted increase in accelerator opening θ_INCIs calculated, and then the process proceeds to step S5.
[0012]
In step S5, the brake release determination process of FIG. 8 is executed, and the predicted increase θ calculated in step S5 is calculated._INCAnd the braking force command value P for the brake actuator 5 based on the accelerator opening θ detected by the accelerator opening sensor 2._COMIt is determined whether or not to cancel the output, and the process returns to step S1.
First, in the braking determination process of FIG. 3, it is determined whether or not braking is necessary, and this determination criterion is set as follows.
[0013]
For example, as shown in FIG. 4, an inter-vehicle distance D and a relative speed V with respect to a preceding vehicle in which the host vehicle travels ahead._RIf the point A at the end of the host vehicle moves laterally by the vehicle width W of the preceding vehicle before the inter-vehicle distance D becomes zero, contact with the preceding vehicle is avoided. Is possible. At this time, the host vehicle has a lateral acceleration α_XWhen moving in the horizontal direction, the time Tx required to move by the vehicle width W can be calculated by the following equation (1).
[0014]
Tx = (2W / α_X)^1/2            (1)
Therefore, in order to avoid contact by the steering operation by the driver, the inter-vehicle distance D and the relative speed V_RAnd the following equation (2) is sufficient.
D> Tx · V_R                    (2)
In addition, before the inter-vehicle distance D becomes zero, the relative speed V_RIf the vehicle is decelerated so that is less than or equal to zero, it is possible to avoid contact with the preceding vehicle. At this time, the vehicle is decelerating α_YIf the vehicle is decelerated, the vehicle distance D and the relative speed V_R(3) should just become the following relationship.
[0015]
D> V_R ²/ 2α_Y                  (3)
Where lateral acceleration α_X5 [m / s²], Deceleration α_Y8 [m / s²], The separation distance D and the relative speed V_RAs shown in FIG. 5, a boundary line (shown by a dotted line) that can be avoided by a steering operation and a boundary line (shown by a solid line) that can be avoided by a brake operation are determined. As a result, an area where contact can be avoided (smugging shown) is determined by either the steering operation or the brake operation by the driver, so the inter-vehicle distance D and the relative speed V_RHowever, the further away from this region, the more difficult it is to avoid contact.
[0016]
Therefore, first, in step S21, the distance D and the relative speed V read in step S1._RThe relationship is D> Tx · V_RIt is determined whether or not. This determination result is D> Tx · V_RIf it is, it is determined that contact avoidance is possible by the driver's steering operation, and the process proceeds to step S22.
[0017]
In this step S22, a braking flag F indicating whether or not braking is necessary._BIs reset to “0” indicating that braking is not required, the braking determination process is terminated, and the process returns to the braking force control process of FIG.
The determination result in step S21 is D ≦ Tx · V_RWhen it is, it is determined that it is difficult to avoid contact by the driver's steering operation, and the process proceeds to step S23.
[0018]
In step S23, the distance D and the relative speed V read in step S1._RThe relationship is D> V_R ²/ 2α_YIt is determined whether or not. This determination result is D> V_R ²/ 2α_YIf it is, it is determined that contact avoidance is possible by the driver's brake operation, and the process proceeds to step S22. On the other hand, the determination result of step S23 is D ≦ V_R ²/ 2α_YIf it is, it is determined that contact avoidance is difficult even by the driver's brake operation, and the process proceeds to step S24.
[0019]
In this step S24, a braking flag F indicating whether or not braking is necessary._BIs set to “1” indicating braking required, and this braking determination process is terminated, and the process returns to the braking force control process of FIG.
Next, in the braking force command value output process of FIG. 6, first, in step S31, the braking flag F set in the braking determination process of FIG._BIs set to “1”. This determination result is the braking flag F_BWhen = 0, it is determined that braking is unnecessary, and the process proceeds to step S32.
[0020]
In this step S32, the braking force command value P for the brake actuator 5 is set._COM2 is controlled to stop, and then the command value output process is terminated and the process returns to the braking force control process of FIG.
The determination result in step S31 is the braking flag F._BWhen = 1, it is determined that braking is required, and the process proceeds to step S33.
[0021]
In this step S33, a brake release flag F indicating whether or not braking release is set, which is set in a brake release determination process of FIG._CIs reset to “0”. This determination result is the brake release flag F_CWhen = 1, it is determined that the brake needs to be released, and the process proceeds to step S32. On the other hand, the determination result is the brake release flag F._CWhen = 0, it is determined that braking release is unnecessary, and the process proceeds to step S34.
[0022]
In step S34, the braking force command value P_COMP for generating the maximum braking force that can be generated by the brake actuator 5_MAXIs intermittently output to the brake actuator 5, the command value output process is terminated, and the process returns to the braking power control process of FIG.
Next, in the operation amount prediction process in FIG. 7, first, in step S41, the braking flag F set in the above-described braking determination process in FIG._BIs set to “1”. This determination result is the braking flag F_BWhen = 0, no braking force is generated, so it is determined that the accelerator pedal 3 is not depressed due to the deceleration action, the operation amount prediction process is terminated, and the process returns to the braking force control process of FIG. To do.
[0023]
The determination result in step S41 is the braking flag F._BWhen = 1, it is determined that a braking force can be generated, and the process proceeds to step S42.
In this step S42, a brake release flag F indicating whether or not braking release is set, which is set in a brake release determination process of FIG._CIs reset to “0”. This determination result is the brake release flag F_CWhen = 1, since the braking force is released, it is determined that the accelerator pedal 3 is not depressed due to the deceleration action, the operation amount prediction process is terminated, and the process returns to the braking force control process of FIG. . On the other hand, the determination result is the brake release flag F._CWhen = 0, it is determined that there is no release of the braking force and there is a possibility that the accelerator pedal 3 may be stepped on according to the generation of the braking force, and the routine proceeds to step S43.
[0024]
In this step S43, the deceleration α of the host vehicle_BRKAnd change rate of deceleration Δα_BRKFrom the following equation (5), the deceleration rate α of the host vehicle_DEGIs calculated. K₁And k₂Is a constant and is appropriately selected according to the characteristics of each vehicle.
α_DEG= K₁・ Α_BRK+ K₂・ Δα_BRK(5)
Here, the braking force command value P_COMDeceleration α based on_BRKIs greater than the deceleration caused by rolling resistance or air resistance, the deceleration α_BRKIs roughly proportional to the magnitude of the braking force. Therefore, the above deceleration α_BRKFor example, a braking force command value P output from the braking control unit 7 to the brake actuator 5._COMCalculate from That is, the proportionality constant is set to K_AGAs size P_MAXBraking force command value P_COMIs output when deceleration α_BRKCan be calculated based on the following equation (6).
[0025]
α_BRK= K_AG・ P_MAX(6)
Further, the deceleration change rate Δα_BRKIs calculated based on the following equations (7) and (8) using, for example, a primary high-pass filter Gd (p). Note that p is a differential operator.
Δα_BRK = Gd (p) · α_BRK(7)
Gd (p) = p / (p + ω) (8)
Thus, the deceleration rate α of the host vehicle_DEGIn step S44, the process proceeds after calculating the deceleration rate α calculated in step S43._DEGFrom the predicted opening θ as the predicted operation amount of the accelerator pedal 3_EIs calculated.
[0026]
When a braking force is generated during the accelerator operation, the driver may step on the accelerator pedal 3 by moving the load forward according to the inertial force. The deceleration rate α_DEGThe larger the is, the greater the pedal depression amount. Therefore, first, the deceleration rate α_DEGFrom the equation (9), the predicted increase θ of the accelerator pedal 3 θ_INCCan be calculated. K_ThreeIs a constant and is appropriately selected according to the characteristics of each vehicle.
[0027]
θ_INC= K_Three・ Α_DEG(9)
This predicted increase θ_INCAnd the braking force command value P to the brake actuator 5_COMAccelerator opening θ immediately before the output of (when the determination in step S33 is “Yes”)₀From the following equation (10), the predicted opening θ_EIs calculated.
θ_E= Θ₀+ Θ_INC+ Θ_M(10)
Where θ_MIs the initial value θ₀And predicted increase θ_INCIs a relatively small predetermined value that suppresses the release of braking due to a slight accelerator operation, noise, or the like.
[0028]
In this way, the estimated opening amount θ of the accelerator pedal 3_EThen, the operation amount prediction process is terminated, and the process returns to the braking force control process of FIG.
Next, in the brake release determination process of FIG. 8, first, in step S51, the accelerator opening θ as the actual operation amount detected by the accelerator opening sensor 2 is read, and then the process proceeds to step S52.
[0029]
In step S52, the accelerator opening θ read in step S51 is the predicted opening θ of the accelerator pedal 3 calculated in step S44._EIt is determined whether or not it exceeds. This determination result is θ ≦ θ_EIf it is, it is determined that the accelerator operation is due to the deceleration action and not the driver's intention, and the process proceeds to step S53.
[0030]
In step S53, the brake release flag F_CIs reset to “0” indicating that the brake release is unnecessary, the brake release determination process is terminated, and the process returns to the braking force control process of FIG.
On the other hand, the determination result of the step S52 is θ> θ_EIf it is, it is determined that the accelerator operation is increased by the driver's intention, and the process proceeds to step S54.
[0031]
  In step S54, the brake release flag F_CIs set to “1” indicating that brake release is necessary, the brake release determination process is terminated, and the process returns to the braking force control process of FIG. 2.
  Here, the processing of step S1, step S2, step S3, and step S5 in the braking force control processing of FIG. 2 corresponds to the braking force control means.do itYes. Further, the process of step S4 in the braking force control process of FIG. 2 corresponds to the operation amount predicting means, and the process of step S43 in the operation prediction process of FIG. 8 corresponds to the deceleration total calculating means.
[0032]
Next, the operation of the above embodiment will be described.
Assume that a preceding vehicle is traveling ahead of the host vehicle in the traveling state. At this time, first, the inter-vehicle distance D detected by the distance sensor 1 and the relative speed V_RBased on the above, it is determined whether braking is necessary. That is, the inter-vehicle distance D and the relative speed V_RIs in a region where contact avoidance is possible by steering operation or braking operation.
[0033]
At this time, when the host vehicle is traveling while maintaining an ideal inter-vehicle distance with respect to a preceding vehicle that has traveled at a substantially constant speed, the inter-vehicle distance D and the relative speed V_RD> Tx · V_ROr D> V_R ²/ 2α_YTherefore, it is determined that braking is not necessary (determination of either step S21 or step S22 is “Yes”). This determination result (braking flag F_B= 0), the braking force command value P for the brake actuator 5_COMIs controlled to stop (step S32).
[0034]
However, for example, due to deceleration of the preceding vehicle, the inter-vehicle distance D decreases and the relative speed V_RAs the value increases, it becomes increasingly difficult to avoid contact by steering operation or braking operation. And inter-vehicle distance D and relative speed V_RIs D ≦ Tx · V_RAnd D ≦ V_R ²/ 2α_Y(The determination results of step S21 and step S23 are “No” together), the braking determination unit 6 determines that braking is necessary. This determination result (braking flag F_B= 1), the brake actuator 5 has a braking force command value P_COMAre intermittently output (step S34).
[0035]
Thereby, the brake actuator 5 can sufficiently decelerate and avoid contact with the preceding vehicle while intermittently generating a braking force equivalent to a full brake to suppress the lock of the wheels.
On the other hand, the decrease in the inter-vehicle distance D and the relative speed V_RIf the driver depresses the accelerator pedal 3 in order to reduce the inter-vehicle distance from the preceding vehicle regardless of the deceleration of the preceding vehicle, generation of braking force is unnecessary. Therefore, when there is an accelerator operation based on the driver's will when the braking force is generated, the braking force command value P for the brake actuator 5 is determined._COMThe output of is stopped.
[0036]
However, if the driver is stepping on the accelerator pedal 3 when braking force is generated, the driver may step on the accelerator pedal 3 according to the degree of deceleration. It is desirable to distinguish from the accelerator operation based on the will of the person.
Accordingly, when the braking force is generated, the measured accelerator opening is compared with the accelerator operation amount predicted according to the deceleration of the host vehicle, so that the accelerator operation based on the driver's will or It is possible to determine whether the vehicle has just been depressed due to the deceleration action.
[0037]
Therefore, the braking force command value P is applied to the brake actuator 5._COMIs output, the vehicle deceleration rate α_DEGIs calculated (step S43), and this deceleration rate α_DEGTo the predicted opening θ of the accelerator pedal 3_EIs calculated (step S44).
Where deceleration rate α_DEGIs the deceleration rate α as shown in the equation (5)._BRKAnd change rate of deceleration Δα_BRKCoefficient k₁And k₂Is calculated by multiplying the two and then adding the both._BRKIs larger, the deceleration rate α_DEGAlso grows. Estimated opening θ_EIs the accelerator opening θ detected by the accelerator opening sensor 2 immediately after braking, as shown in the equation (10).₀And predicted increase θ_INCAnd the predetermined value θ_MThe predicted increase is calculated as the deceleration rate α as shown in the above equation (9)._DEGCoefficient k_ThreeAs a result, the deceleration rate α_DEGIs larger, the predicted opening θ_EBecomes larger.
[0038]
Predicted opening θ calculated in this way_EIs compared with the current accelerator opening degree θ to determine the will of the driver (step S52).
Therefore, the inter-vehicle distance D decreases due to deceleration of the preceding vehicle and the relative speed V_RIncreases and the braking force is generated, even if the driver depresses the accelerator pedal 3 by the deceleration action, the accelerator opening θ is the predicted opening θ._EIf it is less (determination in step S52 is “No”), it is determined that the brake release is unnecessary. This determination result (braking release flag F_C= 0), the braking force command value P for the brake actuator 5_COM(Step S34), the inter-vehicle distance D and the relative speed V with respect to the preceding vehicle_RThe braking force control is continued until the relationship returns to a region where contact with the preceding vehicle can be avoided.
[0039]
In addition, when the driver deliberately performs an acceleration operation to reduce the distance between the preceding vehicle regardless of the deceleration of the preceding vehicle, the accelerator opening θ is the predicted opening θ even if the braking force is generated._EWith the above (determination in step S52 is “Yes”), it is determined that braking is not required in consideration of the driver's will. This determination result (braking release flag F_C= 1), the braking force command value P for the brake actuator 5_COMIs immediately controlled to stop the output (step S32).
[0040]
The inter-vehicle distance D and the relative speed V with respect to the preceding vehicle, regardless of whether the preceding vehicle is decelerated or the driver intentionally accelerates._RD> Tx · V_ROr D> V_R ²/ 2α_Y(A determination result of either step S21 or step S23 is “Yes”), it is determined that the vehicle has returned to an area where contact with the preceding vehicle can be avoided. This determination result (braking flag F_B= 0), the braking force command value P for the brake actuator 5_COMIs controlled to stop (step S32).
[0041]
In the above embodiment, the deceleration rate α_DEGThe deceleration α of the vehicle_BRKAnd change rate of deceleration Δα_BRKHowever, the present invention is not limited to this. That is, for example, as shown in step S60 of the operation amount prediction process in FIG._BRKOnly based on deceleration α_DEGMay be calculated.
[0042]
In the above embodiment, the deceleration α_BRKThe braking force command value P output from the braking control unit 7 to the brake actuator 5_COMHowever, the present invention is not limited to this. That is, for example, as shown in FIG. 10, the braking force generated by the brake actuator 5 is detected by the pressure sensor 6, and based on the detection result, the deceleration α_BRKMay be calculated. Furthermore, as shown in FIG. 11, the deceleration α generated in the host vehicle_BRKMay be detected directly by the acceleration sensor 7. Furthermore, as shown in FIG. 12, the deceleration α is based on the rate of change of the vehicle speed detected by the vehicle speed sensor 8._BRKMay be calculated.
[0043]
In the above embodiment, the deceleration rate α_DEGIs calculated from the predicted increase θ_INCAlthough the configuration for calculating is described, it is not limited to this. That is, for example, deceleration α_BRKAnd change rate of deceleration Δα_BRKCoefficient k_FiveAnd k₆Multiplied by_INCMay be calculated.
Further, in the above-described embodiment, the configuration in which the brake actuator 5 simply generates the maximum braking force intermittently has been described. However, the present invention is not limited to this. That is, when the braking force is intermittently generated, for example, the braking effect may be gradually increased by gradually increasing the braking time. It only needs to be able to decelerate.
[0044]
Further, in the above-described embodiment, when the brake release determination unit 9 determines that the braking is released, the brake control unit 7 determines that the braking force command value P for the brake actuator 5 is set._COMHowever, the present invention is not limited to this. That is, for example, the generated braking force may be gradually reduced to be released, or a slight amount of braking force may be left. In short, it is sufficient that the driver's acceleration operation is not hindered.
[0045]
Furthermore, in the above-described embodiment, a criterion for determining whether or not contact can be avoided by a steering operation or a brake operation by the driver is as simple as the above formulas (2) and (3). However, the present invention is not limited to this. That is, for example, the upper limit value of the general operation speed of the steering operation and the brake operation may be set by simulation for each vehicle model. Α_X And α_YIt is also possible to provide setting means capable of setting the value in multiple stages so that the boundary line where contact can be avoided can be made variable according to the technical level and preference of the driver.
[0046]
As described above, according to the above-described embodiment, the predicted opening degree θ of the accelerator pedal 3 predicted according to the generation of the braking force by the brake release determination process._EAnd the braking force command value P output to the brake actuator 5 based on the accelerator opening θ detected by the accelerator opening sensor 2._COMTherefore, it is possible to prevent the braking force from being released even when the accelerator pedal 3 is operated simply by the deceleration action when the braking force is generated, regardless of the will of the driver. .
[0047]
Further, in the brake release determination process, the accelerator opening θ detected by the accelerator opening sensor 2 is predicted according to the generation of the braking force._EIs greater than the braking force, it is determined that the braking force needs to be released. Therefore, the braking force can be reliably released even when the accelerator pedal 3 is operated simply by the deceleration action when the braking force is generated, regardless of the driver's will. Can be prevented.
[0048]
Further, the predicted opening θ of the accelerator pedal 3_EIs the deceleration rate of the vehicle_DEG Is calculated based on the_ECan be obtained.
Furthermore, the deceleration rate α_DEGIs at least the deceleration α of the vehicle_BRKIs calculated based on the_DEGCan be obtained.
Furthermore, the deceleration rate α_DEGIs the deceleration α of the vehicle_BRKAnd change rate of deceleration Δα_DEGMore accurate deceleration rate α._DEGCan be obtained.
[0049]
Also, deceleration α_BRKIs the braking force command value P_COMIn addition, since it is detected based on at least one of the braking force actually measured by the pressure sensor 6, the deceleration actually measured by the acceleration sensor 7, and the rate of change of the vehicle speed detected by the vehicle speed sensor 8, the accurate deceleration α_BRKCan be obtained.
Also, deceleration α_BRKIs larger, the calculated deceleration α of the own vehicle_DEGSince the value of_BRKAccurate deceleration rate α according to_DEGCan be obtained.
[0050]
Furthermore, the deceleration rate α of the host vehicle_DEGIs larger, the calculated predicted opening θ of the accelerator pedal 3_ESince the vehicle speed increases, the deceleration rate α_DEGAccurate predicted opening θ according to_ECan be obtained.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention.
FIG. 2 is a flowchart showing an example of a braking force control process in the present invention.
FIG. 3 is a flowchart illustrating an example of a braking determination process.
FIG. 4 is an explanatory diagram showing a criterion for braking determination.
FIG. 5 is a graph showing a boundary line capable of avoiding contact.
FIG. 6 is a flowchart illustrating an example of a command value output process.
FIG. 7 is a flowchart illustrating an example of an operation amount prediction process.
FIG. 8 is a flowchart illustrating an example of a brake release determination process.
FIG. 9 is a flowchart showing another embodiment of the operation amount prediction process.
FIG. 10 is a schematic configuration diagram in a case where a deceleration is calculated from a detection value of a pressure sensor.
FIG. 11 is a schematic configuration diagram in the case of calculating a deceleration from a detection value of an acceleration sensor.
FIG. 12 is a schematic configuration diagram in the case of calculating deceleration from a detection value of a vehicle speed sensor.
[Explanation of symbols]
1 Distance sensor
2 Accelerator position sensor
3 Accelerator pedal
4 Controller
5 Brake actuator
6 Pressure sensor
7 Acceleration sensor
8 Vehicle speed sensor

Claims (7)

In a vehicular braking force control device including a braking force control unit that generates a braking force and detects a braking force when a braking object that requires braking is detected,
An operation amount prediction means for calculating an operation prediction amount of the accelerator operation means that is predicted to increase due to a deceleration action when the braking force is generated, and an accelerator operation amount detection means for detecting an actual operation amount of the accelerator operation means,
The braking force control means releases the braking force control state when the actual operation amount detected by the accelerator operation amount detection means is larger than the operation prediction amount calculated by the operation amount prediction means. Vehicle braking force control device. Having a deceleration rate calculating means for calculating a deceleration rate of the own vehicle;
The vehicle operation amount according to claim 1 , wherein the operation amount prediction means calculates an operation prediction amount of the accelerator operation means based on a deceleration degree of the own vehicle detected by the deceleration degree detection means of the own vehicle. Braking force control device. The vehicular braking force control apparatus according to claim 2, wherein the deceleration rate calculating means detects at least a deceleration of the host vehicle and calculates a deceleration rate of the host vehicle. The vehicular braking force control apparatus according to claim 2, wherein the deceleration rate calculating means detects the deceleration of the host vehicle and a rate of change of the deceleration to calculate the rate of deceleration of the host vehicle. The deceleration degree calculating means, braking force command value of the braking force control unit, the braking force to be measured, deceleration measured, and based on at least one of the vehicle speed change rate, detecting the deceleration of the vehicle The braking force control apparatus for vehicles according to claim 3 or 4 characterized by things. The vehicular braking force control apparatus according to any one of claims 3 to 5, wherein the deceleration rate calculation means increases the deceleration rate of the host vehicle as the deceleration of the host vehicle increases . 7. The operation amount prediction unit increases the operation prediction amount of the accelerator operation unit as the deceleration rate of the host vehicle calculated by the deceleration rate calculation unit increases. The braking force control apparatus for vehicles as described.

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