JP2000038123A - Braking force control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reflect the brake request of a driver on the braking force of at least part of wheels by connecting the wheel cylinder of at least part of wheels and a master cylinder when automatic brake control is continuously implemented for the prescribed time and no brake request of the driver is detected. SOLUTION: The braking force control by behavior control is applied to the left front wheel (S160). If the count value Tfl of a timer is below a first reference value Tfle (S180), the braking force control by behavior control is applied to the right front wheel (S2 00). If the count value Tfr of the timer is below the first reference value Tfle (S220), the count value Tfr of the timer is set to 0, and the count value Tfr of the timer is increased by an increment of ΔT (S230). If no braking is applied (S240), whether or not the count value Tfr of the inner exceeds a second reference value Tfls is judged (S250). The process goes to (A) if the judgment is YES and goes to (E) if the judgement is NO.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking force control device for a vehicle such as an automobile, and more particularly to a braking force control device for performing automatic braking control such as behavior control using a high pressure source as a hydraulic pressure source.

[0002]

2. Description of the Related Art In a vehicle such as an automobile, normal control for controlling the pressure in a wheel cylinder using a master cylinder as a hydraulic pressure source, and disconnection of communication between the master cylinder and a wheel cylinder of a wheel to be controlled to reduce the high pressure source 2. Description of the Related Art A braking force control device that performs a behavior control that stabilizes the behavior of a vehicle by controlling a pressure in a wheel cylinder of a control target wheel as a pressure source has been conventionally known. In general, such a braking force control device includes: A control valve for controlling the communication between the wheel cylinder of each wheel and the master cylinder is shared among a plurality of wheels.

Therefore, when the behavior control is performed, there is a problem that the communication between the wheel cylinder of the non-control target wheel and the master cylinder is interrupted, and the braking force of the non-control target wheel does not reflect the driver's braking request. In order to solve this problem, the present applicant has filed Japanese Patent Application No. 10-1890 before publication.
In the '86 patent application, the braking force of each wheel can be controlled independently of each other by automatic brake control. At the time of automatic brake control, at least one of the non-control target wheels (referred to as a predetermined non-control target wheel) is used. A braking force control device for a vehicle configured such that the wheel cylinder is not connected to any of the master cylinder and the brake booster,
A proposed braking force control device for a vehicle is characterized in that a high pressure source is used as a hydraulic pressure source to control a predetermined non-controlled wheel braking pressure based on a change in a state quantity corresponding to a brake pedal depression force during automatic brake control. .

When an abnormality occurs in the means for detecting a change in the state quantity corresponding to the depression force of the brake pedal in the above-mentioned braking force control device, a high pressure is applied based on the change in the state quantity corresponding to the depression force of the brake pedal. Since it becomes impossible to control the braking pressure of the predetermined non-control target wheel using the power source as the hydraulic pressure source, the applicant of the present application is able to detect the abnormality in the means for detecting the change in the state quantity corresponding to the depression force of the brake pedal. Also, in the above-mentioned patent application, there has been proposed a configuration in which a braking pressure of a predetermined non-control target wheel can be controlled based on a change in a state quantity corresponding to a depression force of a brake pedal, using a high pressure source as a hydraulic pressure source.

[0005]

However, even in the braking force control device according to the above-mentioned proposal, means for detecting a change in a state quantity corresponding to the depression force of a brake pedal, that is, detecting a braking request from a driver. In the case where an abnormality occurs in the means for performing the operation and the abnormality cannot be determined, the high-pressure source is set as the hydraulic pressure source based on the change in the state quantity corresponding to the depression force of the brake pedal, when the predetermined uncontrolled wheel is braked. There is a problem that the control cannot be performed, and therefore, the braking request of the driver cannot be reflected on the braking force of the predetermined non-controlled wheel.

According to the present invention, during automatic brake control, the wheel cylinder of a predetermined non-control target wheel is not connected to either the master cylinder or the brake booster, and the braking pressure of the predetermined non-control target wheel is adjusted according to the driver's braking request. The present invention has been made in view of the above-described problems in the conventional braking force control device configured to increase and decrease the pressure, and a main problem of the present invention is that automatic brake control is continuously performed for a predetermined time and By connecting the wheel cylinders of at least some of the wheels and the master cylinder when the driver's braking request is not detected, even if an abnormality occurs in the means for detecting the driver's braking request and the abnormality cannot be determined, at least The purpose is to reflect the driver's braking request on the braking force of some of the wheels.

[0007]

According to the present invention, the main object as described above is to provide a structure according to the above-mentioned claim 1, that is, the hydraulic pressure of a master cylinder or a high pressure source is controlled via a control valve by a wheel cylinder of each wheel. A plurality of brake hydraulic systems that can be supplied to the control valve, a detection unit that detects a driver's braking request, and a control valve that controls communication between a master cylinder and a wheel cylinder of at least one non-control target wheel during automatic brake control. And a control means for controlling a braking pressure of the at least one wheel in response to a driver's braking request by using a high-pressure source as a hydraulic pressure source when a driver's braking request is detected. The braking force control device of
The control means connects and connects the wheel cylinder of at least one brake hydraulic system with the master cylinder when a predetermined time has elapsed from the start of the automatic brake control and the detection means does not detect a driver's braking request. This is achieved by a vehicle braking force control device.

According to the first aspect of the present invention, the braking force control device has a plurality of brake hydraulic systems capable of supplying the hydraulic pressure of the master cylinder or the high-pressure source to the wheel cylinder of each wheel via the control valve. When a predetermined time has elapsed from the start of the automatic brake control and the detection means does not detect the driver's braking request, the wheel cylinder of at least one brake hydraulic system and the master cylinder are connected and connected. It is possible to reliably reflect the driver's braking request to the braking force of the wheels of at least one brake hydraulic system while continuing the automatic brake control for the wheels of the system other than the at least one brake hydraulic system.

[0009]

According to a preferred aspect of the present invention, in the configuration of the first aspect, the plurality of brake hydraulic systems include brake hydraulic circuits for left and right front wheels and brake hydraulic circuits for left and right rear wheels. It is configured to include a pressure circuit (preferred mode 1).

According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 1, the automatic brake control uses a high-pressure source as a hydraulic pressure source and controls other than the turning inside front wheel based on the turning inside front wheel. Controlling the braking pressure of the target wheel to impart yaw moment in the spin suppression direction or yaw moment in the drift out suppression direction or deceleration to the vehicle by controlling the braking pressure. When the yaw moment is applied, the wheel cylinders of the brake hydraulic system for the left and right rear wheels and the master cylinder are connected to each other, and the automatic brake control gives the vehicle a yaw moment or a deceleration in a drift-out suppressing direction. When controlling, the wheel cylinders and the master cylinder of the brake hydraulic system for the front left and right wheels Configured to be communicatively connected (preferred embodiment 2).

According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 2, the at least one wheel is a turning inside front wheel (preferred embodiment 3).

According to another preferred aspect of the present invention, in the configuration of the first aspect, the detecting means for detecting the driver's braking request includes means for detecting the master cylinder pressure. (Preferred embodiment 4).

According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 4, the braking force control device includes a pressure increasing / decreasing control valve for controlling a pressure in a wheel cylinder of each wheel. Duty ratio control is performed on the pressure increase / decrease control valve of at least one wheel based on the time differential value of the master cylinder pressure, so that the braking pressure of the at least one wheel is controlled to increase or decrease based on a change in the master cylinder pressure. (Preferred embodiment 5).

According to another preferred embodiment of the present invention, in the configuration of the first aspect, the control means has passed a predetermined time from the start time of the automatic brake control, and the detecting means detects the driver's braking. When the request is not detected, the wheel cylinder and the master cylinder of at least one brake hydraulic system are connected to each other for a preset time (preferred mode 6).

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a schematic configuration diagram showing a hydraulic circuit and an electric control device of one embodiment of a braking force control device according to the present invention. In FIG. 1, the solenoids of the electromagnetically driven valves are not shown.

In FIG. 1, reference numeral 10 denotes a hydraulic braking device. The braking device 10 has a master cylinder 14 for pumping brake oil in response to a depression operation of a brake pedal 12 by a driver. I have. Master cylinder 1
Reference numeral 4 has a first master cylinder chamber 14A and a second master cylinder chamber 14B defined by a free piston 16 urged to a predetermined position by compression coil springs on both sides thereof.

One end of a brake hydraulic control conduit 18F for the front wheels is connected to the first master cylinder chamber 14A, and the other end of the brake hydraulic control conduit 18F is connected to the brake hydraulic control conduit 20FL for the left front wheel and the right front wheel. One end of the brake hydraulic control conduit 20FR is connected. A control valve 2 which is a normally-open solenoid valve is provided in the middle of the brake hydraulic control conduit 18F.
2F is provided.

When the control valve 22F is in the closed position, the control valve 22F restricts only the oil flow from the brake hydraulic control conduit 20FL for the front left wheel or the brake hydraulic control conduit 20FR for the front right wheel to the first master cylinder chamber 14A. Built-in check valve to allow. Further, a brake hydraulic control conduit 20FL or a brake hydraulic control conduit 2 from the first master cylinder chamber 14A is connected to the brake hydraulic control conduit 18F on both sides of the control valve 22F.
A check bypass conduit 24F that allows only the oil flow toward 0FR is connected.

Wheel cylinders 26FL and 26FR for controlling the braking force of the left front wheel and the right front wheel are connected to the other ends of the brake hydraulic control conduit 20FL for the front left wheel and the brake hydraulic control conduit 20FR for the front right wheel, respectively. In the middle of the brake hydraulic control conduit 20FL for the front left wheel and the brake hydraulic control conduit 20FR for the front right wheel, normally open solenoid valves (FL) 28FL and 28FR are provided, respectively. The brake hydraulic control conduits 20FL and 20FR on both sides of the solenoid on-off valves 28FL and 28FR respectively have wheel cylinders 26FL.
Non-return bypass conduits 30FL and 30FL which allow only the oil flow from FR and 26FR to brake hydraulic control conduit 18F.
FR is connected.

Electromagnetic on-off valve 28FL and wheel cylinder 26
One end of an oil discharge conduit 32FL is connected to the brake hydraulic control conduit 20FL between the solenoid valve and the brake hydraulic control conduit 20FL between the solenoid on-off valve 28FR and the wheel cylinder 26FR.
One end of an oil discharge conduit 32FR is connected to FR.
In the middle of the oil discharge conduits 32FL and 32FR, solenoid-operated open / close valves (pressure reducing valves) 34FL and 34FR of a normally closed type are provided, respectively. 38F.

The connecting conduit 36F is connected to the suction side of the pump 42F by the connecting conduit 40F.
Are provided two check valves 44F and 46F which allow only the flow of oil from the connecting conduit 36F to the pump 42F. The discharge side of the pump 42F is connected to the brake hydraulic pressure control conduit 18F by a connecting conduit 50F having a damper 48F on the way. Pump 42F and damper 4
A check valve 52F that allows only the flow of oil from the pump 42F to the damper 48F is provided in the connecting conduit 50F between the check valve 52F and the pump 8F.
Is provided.

One end of a connection conduit 54F is connected to a connection conduit 40F between the two check valves 44F and 46F, and the other end of the connection conduit 54F is connected to a master cylinder reservoir 58 by a connection conduit 56. . Connecting conduit 40
A normally-closed electromagnetic on-off valve 60F is provided in the middle of F. The electromagnetic on-off valve 60F is a reverse valve that allows only the flow of oil from the master cylinder reservoir 58 to the connection conduit 40F when it is in the closed position. Built-in stop valve.

Further, the connecting conduit 40F is connected to the electromagnetic opening / closing valve 60F.
Is connected to the brake hydraulic control line 18F between the first master cylinder chamber 14A and the control valve 22F by a connecting line 62F. Connecting conduit 62F
Is provided with a normally closed electromagnetic on-off valve 64F.

Similarly, one end of a rear wheel brake oil pressure control conduit 18R is connected to the second master cylinder chamber 14B, and the other end of the brake oil pressure control conduit 18R is connected to the left rear wheel brake oil pressure control conduit 20RL. One end of a brake hydraulic control conduit 20RR for the right rear wheel is connected. A control valve 22R, which is a normally open electromagnetic on-off valve, is provided in the middle of the brake hydraulic pressure control conduit 18R.

When the control valve 22R is in the closed position, the oil flow from the brake hydraulic control conduit 20RL for the left rear wheel or the brake hydraulic control conduit 20RR for the right rear wheel toward the second master cylinder chamber 14B. Has a built-in check valve that allows only. Further, the brake hydraulic control conduit 20R or the brake hydraulic control conduit 2 from the second master cylinder chamber 14B is connected to the brake hydraulic control conduit 18R on both sides of the control valve 22R.
A non-return bypass conduit 24R that allows only oil flow to ORR is connected.

Wheel cylinders 26RL and 26RR for controlling the braking force of the left rear wheel and the right rear wheel are connected to the other ends of the brake hydraulic control conduit 20RL for the left rear wheel and the brake hydraulic control conduit 20RR for the right rear wheel, respectively. In the middle of the left rear wheel brake hydraulic control conduit 20RL and the right rear wheel brake hydraulic control conduit 20RR, normally open electromagnetic on-off valves (pressure increasing valves) 28RL and 28RR are provided, respectively. The brake hydraulic control conduits 20RL and 20RR on both sides of the solenoid valves 28RL and 28RR have wheel cylinders 26RL respectively.
Non-return bypass conduits 30RL and 30 permitting only oil flow from the brake hydraulic control conduit 18R from the RRs 26 and 26RR.
RR is connected.

Electromagnetic on-off valve 28RL and wheel cylinder 26
One end of an oil discharge conduit 32RL is connected to a brake hydraulic control conduit 20RL between the brake hydraulic control conduit 20RL and the solenoid valve 28RR and the brake hydraulic control conduit 20RL between the wheel cylinder 26RR.
One end of an oil discharge conduit 32RR is connected to RR.
Normally closed solenoid on-off valves (pressure reducing valves) 34RL and 34RR are provided in the middle of the oil discharge conduits 32RL and 32RR, respectively, and the other ends of the oil discharge conduits 32RL and 32RR are connected to a buffer for rear wheels by a connection conduit 36R. It is connected to the reservoir 38R.

The connecting conduit 36R is connected to the suction side of the pump 42R by the connecting conduit 40R.
Are provided two check valves 44R and 46R that allow only the oil flow from the connection conduit 36R to the pump 42R. The discharge side of the pump 42R is connected to the brake hydraulic pressure control pipe 18R by a connection pipe 50R having a damper 48R on the way. Pump 42R and damper 4
A check valve 52R that allows only the flow of oil from the pump 42R to the damper 48R is provided in the connecting conduit 50R between the check valve 52R and the pump 8R.
Is provided.

One end of the connecting conduit 54R is connected to the connecting conduit 40R between the two check valves 44R and 46R, and the other end of the connecting conduit 54R is connected to the connecting conduit 56. In the middle of the connecting conduit 40R, a normally closed solenoid on-off valve 6
0R is provided, and the solenoid on-off valve 60R has a built-in check valve that allows only oil flow from the master cylinder reservoir 58 to the connection conduit 40R when it is in the closed position.

Further, the connecting conduit 40R is supplied from the solenoid on-off valve 60R.
Is connected to the brake hydraulic control line 18R between the second master cylinder chamber 14B and the control valve 22R by a connecting line 62R. Connecting conduit 62R
Is provided with a normally closed solenoid on-off valve 64R.

The pumps 42F and 42R are driven by a common electric motor not shown in FIG. A pressure sensor 88 for detecting the pressure in the rear wheel brake hydraulic control conduit 18R between the master cylinder 14 and the control valve 18R as the master cylinder pressure Pm is provided in the conduit 18R.

In this embodiment, each control valve and each on-off valve are set to the non-control position shown in FIG. 1 when the drive current is not supplied to the corresponding solenoid. The pressure in the first master cylinder chamber 14A is supplied to 26FR, and the pressure in the second master cylinder chamber 14B is supplied to the wheel cylinders 26RL and 26RR. Therefore, at normal times, the pressure in the wheel cylinder of each wheel, that is, the braking force is increased or decreased according to the depression force of the brake pedal 12.

On the other hand, when the control valves 22F and 22R are switched to the valve closing positions and the on-off valves of the respective wheels are at the positions shown in FIG. 1, the wheel cylinders 26FL and 26FR are pumped up by the pump 42F. The pressure is supplied, and the wheel cylinders 26RL and 26RR are provided with a pump 42R.
As a result, the pressure pumped up is supplied, so that the braking force of each wheel is increased or decreased by opening and closing the on-off valve of each wheel regardless of the depression force of the brake pedal 12.

In this case, when the pumps 42F, 42R are driven with the on-off valves 60F, 60R closed and the on-off valves 64F, 64R open, the master cylinder chamber 14
A, The oil in 14B is pumped by the pump,
On-off valves 60F, 60R are opened and on-off valves 64F, 6
When the pumps 42F and 42R are driven in a state where the valve 4R is closed, the oil in the master cylinder reservoir 58 is pumped up by the pump.

Accordingly, the brake hydraulic control conduits 18F, 18
R, connection conduits 62F, 62R, connection conduit 54F,
A portion of 54R and a portion of the connecting conduits 40F and 40R constitute an in-line pump suction passage from the master cylinder chambers 14A and 14B to the suction side of the pumps 42F and 42R. When the automatic brake control is performed with the dull 12 depressed, the on-off valves 60F and 60R are closed and the on-off valve 64
F and 64R are opened, whereby high-pressure oil is supplied to the wheel cylinders of the control wheels via the in-line pump suction path and the pump.

The connecting conduit 56 and the connecting conduits 54F, 54
R and a part of the connection conduits 40F and 40R constitute an outline pump suction path from the master cylinder reservoir 58 to the suction side of the pumps 42F and 42R.
That is, when the automatic brake control is performed in a state where the brake pedal 12 is not depressed by the driver, the on-off valves 60F and 60R are opened and the on-off valves 64F and 64R are opened.
R is closed, whereby high-pressure oil is supplied to the wheel cylinders of the control wheels through the outline pump suction path and the pump.

In particular, the pressure in the wheel cylinder is increased when the on-off valves 28FL-28RR and the on-off valves 34FL-34RR are at the non-control positions shown in FIG. 1 (pressure increase mode), and the on-off valves 28FL-28RR are turned on. When the valve is switched to the closed position and the on-off valves 34FL to 34RR are in the non-control position shown in FIG.
When the pressures 28 to 28RR and the opening / closing valves 34FL to 34RR are switched to the valve opening positions, the pressure is reduced (pressure reduction mode).

Thus, the control valves 22F and 22R cooperate with each other to constitute a pressure source control valve for switching the pressure source as the control source hydraulic pressure between the master cylinder pressure and the pump up pressure. Opening / closing valve 28FL-28RR and open valve 34FL
34RR constitute pressure increasing / decreasing control valves which cooperate with each other to increase, hold and reduce the pressure in the corresponding wheel cylinder. These on-off valves may be replaced with one switching valve having a pressure increasing position, a holding position, and a pressure reducing position corresponding to the pressure increasing mode, the holding mode, and the pressure reducing mode, respectively.

Control valves 22F and 22R, open / close valve 28FL
28RR, open / close valve 34FL-34RR, 60F and 60R, 6
4F and 64R are controlled by an electric control device 70 as described in detail later. The electric control device 70 also includes a microcomputer 72 and a drive circuit 74. The microcomputer 72, which is not shown in detail in FIG. 1, includes, for example, a central processing unit (CPU), a read-only memory (ROM), and the like. , A random access memory (RAM), and an input / output port device, which may be connected to each other by a bidirectional common bus.

A signal indicating the vehicle speed V from the vehicle speed sensor 76, a signal indicating the lateral acceleration Gy of the vehicle body from a lateral acceleration sensor 78 provided substantially at the center of gravity of the vehicle body, a yaw rate sensor 80 A signal indicating the yaw rate γ of the vehicle body, a signal indicating the steering angle θ from the steering angle sensor 82, a signal indicating the longitudinal acceleration Gx of the vehicle body from the longitudinal acceleration sensor 84 provided substantially at the center of gravity of the vehicle body, the wheel speed sensors 86FL From 86RR, the wheel speeds (peripheral speeds) Vwi (i = fl, f
r, rl, rr), a signal indicating the master cylinder pressure Pm from the pressure sensor 88, a stop lamp switch (S
A signal indicating whether or not the brake pedal 12 is depressed is input from the TSW 90. The lateral acceleration sensor 78, the yaw rate sensor 80, and the like detect lateral acceleration and the like with the left turning direction of the vehicle as positive, and the longitudinal acceleration sensor 84 detects longitudinal acceleration with the acceleration direction of the vehicle as positive.

The ROM of the microcomputer 72 stores various control flows and maps as described later, and the CPU performs various calculations as described later based on the parameters detected by the various sensors described above, and The turning behavior is determined, and when the vehicle is in a spin state or a drift-out state, a target slip ratio of each wheel for stabilizing the turning behavior with the wheel speed of the front inside wheel, which is a reference wheel for control, as a reference wheel speed. The electric control device 70 controls the braking force of each wheel based on the target slip ratio to give the vehicle a yaw moment in the direction of suppressing the spin or a yaw moment and a deceleration in the direction of suppressing the drift-out. Stabilize.

In particular, the electric control device 70 of this embodiment
Applies a braking force to the turning outer front wheel and the turning outer rear wheel when the behavior control is the spin suppression control, and applies a braking force to the reference wheel, that is, three wheels except the turning inner front wheel when the behavior control is the drift-out suppressing control. . The electric control device 70 includes a pressure sensor 88 and a stop lamp switch 9.
It is determined whether or not 0 is abnormal, and in any case where the behavior control is any control, when the pressure sensor 88 and the stop lamp switch 90 are normal, the braking pressure of the reference wheel is changed according to the change of the master cylinder pressure Pm. Thus, the braking request of the driver is reflected on the braking force of the reference wheel.

The electric control device 70 includes a pressure sensor 88
Alternatively, when the stop lamp switch 90 is abnormal, an alarm device not shown in FIG. 1 is activated to issue an alarm to the driver, and each valve is set to the non-control position shown in FIG. The control is prohibited, and the braking force of each wheel is directly controlled by the operation of the brake pedal 12 by the driver.

The electric control device 70 includes a pressure sensor 88
When the stop lamp switch 90 is normal, it is determined whether or not the output of the pressure sensor is valid. When the output of the pressure sensor is invalid, the behavior control is continuously performed for a predetermined time or more. When the behavior control is the spin suppression control, each valve of the rear wheel is set to the non-control position to prohibit the behavior control of the rear wheel, and the braking force control of the spin suppression control is performed only for the front wheel, that is, the front wheel outside the turning. When the behavior control is the drift-out suppression control, each valve of the front wheel is set to the non-control position to inhibit the behavior control of the front wheel, and the braking force control of the drift-out suppression control is performed only for the left and right rear wheels.

In this case, when the behavior control of the rear wheels is prohibited during the spin suppression control, the pressure increase valves 28RL and 28RR of the left and right rear wheels are intermittently opened and closed and then opened, and the front wheel is controlled by the drift-out suppression control. When the behavior control is prohibited, the pressure increasing valves 28FL and 28FR of the left and right front wheels are intermittently opened and closed and then opened.

Further, the electric control device 70 is thus provided for controlling the behavior of the front wheels or the rear wheels after the prohibition of the behavior control of the rear wheels or the front wheels has been performed for a predetermined time. Then, the prohibition of the behavior control is released, and the braking force control by the behavior control is started again for the rear wheel or the front wheel.

The determination as to whether or not the pressure sensor 88 is abnormal and the determination as to whether or not the output of the pressure sensor is valid may be made in any manner known in the art.
For example, the determination as to whether or not the pressure sensor is abnormal may be made based on whether or not the output voltage of the sensor exceeds a predetermined range, and the determination as to whether or not the output of the pressure sensor is valid, The determination is made based on whether there is a situation where the deviation between the previous output of the sensor and the present output is excessive, or whether there is a situation where the output of the sensor changes stepwise from the previous value and the value does not change for a predetermined time or more. May be.

The "abnormality of the pressure sensor" means that the master cylinder pressure cannot be detected at all, such as when the wiring to the pressure sensor is disconnected or short-circuited. The "invalid output of the pressure sensor" means that the pressure sensor is invalid. This means that excessive noise is superimposed on the output or the output instantaneously becomes an inappropriate value. Similarly, the "stop lamp switch abnormality" means that the brake pedal depression cannot be detected at all, such as when a part of the stop lamp switch circuit is disconnected or short-circuited, and "the stop lamp switch output is invalid". This means that although the stop lamp switch is not abnormal, the depression of the brake pedal is not always properly indicated.

Next, a braking force control routine in the illustrated embodiment will be described with reference to flowcharts shown in FIGS.

First, at step 10, the vehicle speed sensor 7
6, a signal indicating the vehicle speed V detected is read, and in step 20, it is determined whether or not the behavior control of the vehicle is necessary according to the routine shown in the flowchart of FIG. When it is determined that the behavior control is unnecessary, in step 40, each valve is set to the non-control position shown in FIG. 1, and the count values Tfl and Tfr of the timer are reset to 0. Thereafter, returning to step 10, when it is determined that the behavior control is necessary, in step 50, the duty ratio Dri of each wheel (i = fr, fl, rr, rl) is calculated.

In step 60, it is determined whether or not the pressure sensor 88 is abnormal. If the determination is affirmative, the process proceeds to step 80, and if the determination is negative, the process proceeds to step 70. In step 70, it is determined whether or not the stop lamp switch 90 is abnormal. When a negative determination is made, the process proceeds to step 90. When an affirmative determination is made, the behavior control is performed by the switch 80. In the same manner as in step 40, each valve is set to the non-control position and the count value Tfl of the timer is prohibited.
Step 10 after Tfr and Tfr are reset to 0, respectively.
Return to

In step 90, it is determined whether or not the output of the pressure sensor 88 is valid. If the determination is affirmative, the process proceeds to step 250, and if the determination is negative, the process proceeds to step 100. .

In step 100, it is determined whether or not the behavior control is the spin suppression control. When a negative determination is made, in step 110, each valve of the front wheel is set to the non-control position. Then, the process proceeds to step 320 after the front wheel behavior control is prohibited, and when a positive determination is made, the rear wheel behavior control is prohibited by setting each valve of the rear wheel to the non-control position in step 120. Then, the process proceeds to step 130.

In step 110, the left and right front wheel pressure boosters 28FL and 28FR are intermittently opened and closed and then opened, so that the left and right front wheel cylinders 26FL and 26FR and the first master cylinder chamber 14A are opened. Are gradually connected. Similarly, in step 120, the left and right rear wheel pressure boosters 28RL and 28RR are intermittently opened and closed and then opened, whereby the left and right rear wheel cylinders 2
6RL and 26RR are gradually connected to the second master cylinder chamber 14B.

In step 130, it is determined whether or not at least one of the left and right rear wheels is under ABS control, that is, whether or not the driver has depressed the brake pedal strongly, and a negative determination is made. When the determination is made, the process proceeds to step 280. When the determination is affirmative, the pressure increase valve of the reference wheel is controlled at step 140 at a constant duty ratio set in advance, so that the braking pressure of the reference wheel is kept constant. The pressure is increased by the pressure increasing gradient of
Proceed to 20.

In step 150, it is determined whether or not the output of the stop lamp switch 90 is valid in accordance with the determination routine shown in FIG. 7, and if a negative determination is made, the process proceeds to step 270, and an affirmative determination is made. When the determination is made, the process proceeds to step 260.

In step 160, it is determined whether or not the braking force control by the behavior control is being performed on the left front wheel.
The process proceeds to step 170 when a negative determination is made. In step 170, the count value T of the timer
It is determined whether or not fl is positive. If a negative determination is made, the process proceeds to step 195; if an affirmative determination is made, the process proceeds to step 180.

In step 180, it is determined whether or not the count value Tfl of the timer is less than a first reference value Tfle (a positive constant of about 1.5 seconds), and a negative determination is made. Sometimes, in step 195, the count value Tfl of the timer is reset to 0, and when an affirmative determination is made, the count value Tfl of the timer in step 190 corresponds to the cycle time in the flowcharts shown in FIGS. ΔT (positive constant) is incremented, and the count value Tfr of the timer is reset to 0.

Similarly, in step 200, it is determined whether or not the braking force control by the behavior control is being performed on the right front wheel. When an affirmative determination is made, the process proceeds to step 220, and a negative determination is made. Step 2
Proceed to 10. In step 210, it is determined whether or not the count value Tfr of the timer is positive. When a negative determination is made, the process proceeds to step 235, and when an affirmative determination is made, the process proceeds to step 220.

In step 220, it is determined whether or not the count value Tfr of the timer is less than a first reference value Tfre (a positive constant of about 1.5 seconds), and a negative determination is made. At step 235, the count value Tfr of the timer is reset to 0, and when an affirmative determination is made, the count value Tfl of the timer is set to 0 at step 230.
And the count value Tfr of the timer is incremented by ΔT.

In step 240, for example, it is determined whether or not the brake is not being applied by determining whether or not the stop lamp switch 90 is off and the master cylinder pressure Pm is equal to or less than the reference value. When the determination is made, the process proceeds to step 250, and when the negative determination is made, the process proceeds to step 290.

In step 250, the count value Tfl of the timer exceeds the second reference value Tfls (a positive constant of about 0.5 seconds smaller than the first reference value Tfle) or the count value of the timer It is determined whether or not Tfr exceeds a second reference value Tfre (a positive constant of about 0.5 seconds smaller than the first reference value Tfre). The process proceeds to step 260 when a negative determination is made.

In step 260, the stop lamp switch 90 is on and the master cylinder pressure P
It is determined whether m exceeds a first reference value Pma (for example, a positive constant of about 0.6 MPa). If a negative determination is made, the process proceeds to step 280. If an affirmative determination is made, Proceed to step 290.

In step 270, it is determined whether or not the master cylinder pressure Pm has exceeded a second reference value Pma (a positive constant larger than the first reference value, for example, about 2 MPa). Step 2 when the judgment is made
At 80, the braking pressure of the reference wheel is reduced, and when an affirmative determination is made, at step 290, a time differential value ΔPm of the master cylinder pressure Pm is calculated.

In step 300, the time differential value ΔP
Based on m, a duty ratio Drfi of the reference inner wheel, which is a turning inside front wheel, is calculated from a map corresponding to the graph shown in FIG. 8, and in step 310, the braking pressure of the reference wheel is controlled by the duty ratio Drfi. In step 320, the braking pressure of the wheels other than the reference wheel (excluding the wheels whose control has been prohibited in step 210 or 220) is controlled to the duty ratio Dri calculated in step 50. Then, the process returns to step 10.

The determination of the turning inner and outer wheels in the braking force control routine may be made based on the sign of the yaw rate γ detected by the yaw rate sensor 80 or the sign of the lateral acceleration Gy detected by the lateral acceleration sensor 78, for example.

In step 21 of the routine for determining necessary behavior control according to the flowchart shown in FIG. 5, the deviation G between the lateral acceleration Gy and the product V * γ of the vehicle speed V and the yaw rate γ is determined.
The deviation of the lateral acceleration, ie, the side slip acceleration Vyd of the vehicle is calculated as y−V * γ, and the side slip acceleration Vyd is integrated to calculate the side slip speed Vy of the vehicle, and further, the longitudinal speed Vx of the vehicle (= vehicle speed V). The slip angle β of the vehicle body is calculated as the ratio Vy / Vx of the side slip speed Vy of the vehicle body to Vy.

In step 22, the spin amount SV is calculated as K1 * β + K2 * Vyd, which is a linear sum of the slip angle β and the skid acceleration Vyd, using K1 and K2 as positive constants. In step 23, the yaw rate is calculated. The turning direction of the vehicle is determined based on the sign of γ, and the spin state amount SS is calculated as SV when the vehicle turns left and −SV when the vehicle turns right. When the calculation result is a negative value, the spin state amount is calculated as −SV. It is set to 0. The spin amount SV may be calculated as a linear sum of the slip angle β of the vehicle body and its differential value βd.

In step 24, the target yaw rate γc is calculated according to the following equation (1) using Kh as a stability factor, H as a wheel base, Rg as a steering gear ratio, T as a time constant, and s as Laplace. The reference yaw rate γt according to the following equation 2 as an operator
Is calculated. Incidentally, the target yaw rate γc may be calculated in consideration of the lateral acceleration Gy of the vehicle in consideration of a dynamic yaw rate.

[0071]

Γc = V * θ / (1 + Kh * V2) * H / Rg

## EQU2 ## γt = γc / (1 + T * s)

In step 25, the drift value DV is calculated according to the following equation (3). The drift value DV may be calculated according to the following equation (4).

[0073]

## EQU3 ## DV = (γt−γ)

## EQU4 ## DV = H * (γt−γ) / V

In step 26, the turning direction of the vehicle is determined on the basis of the sign of the yaw rate γ, and the drift-out state amount DS is calculated as DV when the vehicle turns left and −DV when the vehicle turns right. When the result is a negative value, the drift-out state amount is set to zero.

In step 27, the spin state amount SS
The target slip ratio Rssfo of the turning outside front wheel and the target slip ratio Rssro of the turning outside rear wheel are calculated from the map corresponding to the graph shown in FIG. From the map corresponding to the graph shown in FIG. 10, the target slip ratio Rsdfo of the turning outer front wheel, the target slip ratio Rsdri of the turning inner rear wheel, and the target slip ratio Rsdro of the turning outer rear wheel are calculated.

In step 29, the target slip rates Rsfo, Rsfi, Rsro, Rsr of the turning outer front wheel, turning inner front wheel, turning outer rear wheel, and turning inner rear wheel are calculated according to the following equation (5).
i is calculated.

Rsfo = Rssfo + Rsdfo Rsfi = 0 Rsro = Rssro + Rsdro Rsri = Rsdri

In step 30, the turning direction of the vehicle is determined based on the sign of the yaw rate γ to determine the inner and outer wheels of the turning, and the final target slip ratio Rsi (i = fr, i = fr, fl, rr, rl) are calculated. That is, when the final target slip ratio Rsi is a left turn and a right turn of the vehicle, the following equations 6 and 7 are respectively given.
Is required in accordance with

[0078]

Rsfr = Rsfo Rsfl = Rsfi Rsrr = Rsro Rsrl = Rsri

Rsfr = Rsfi Rsfl = Rsfo Rsrr = Rsri Rsrl = Rsro

In step 31, it is determined whether or not any final target slip ratio Rsi is positive (whether or not all Rsi are not 0), that is, whether or not behavior control is necessary. When the determination is made and the determination is affirmative, the process proceeds to step 50, and when the determination is negative, the process proceeds to step 40.
Proceed to.

In step 52 of the behavior control routine according to the flowchart shown in FIG. 6, the target wheel speed Vwti of the turning front wheel is calculated in accordance with the following equation (8) using the wheel speed of the front inside wheel as the reference wheel speed Vb. .

Vwti = Vb * (100-Rsi) / 100

In step 54, the target slip amount SPi of the wheel is calculated according to the following equation 9 by using Vwid as the wheel acceleration (differential value of Vwi) of the wheel and Ks as a positive constant coefficient. In this case, the duty ratio Dri of the wheel is calculated from a map corresponding to the graph shown in FIG.

SPi = Vwi-Vwti + Ks * (Vwid-Gx)

Further, in step 151 of the stop lamp switch validity determination routine according to the flowchart shown in FIG. 7, it is determined whether or not the stop lamp switch 90 has changed from the previous off state to the present on state. Is performed, and when a positive determination is made, step 153 is performed.
The process proceeds to step 152 when a negative determination is made.

In step 152, it is determined whether or not the stop lamp switch 90 has changed from the previous ON state to the current OFF state. If a negative determination is made, the process proceeds to step 154, and an affirmative determination is made. If so, it is determined in step 153 that the output of the stop lamp switch is valid.

In step 154, it is determined whether the stop lamp switch 90 is off and the master cylinder pressure Pm exceeds a third reference value Pmc (positive constant), and a negative determination is made. Step 15
Returning to step 1, if a positive determination is made, step 155
After it is determined that the output of the stop lamp switch is invalid in step, the process returns to step 151.

Thus, according to this embodiment, regardless of whether the behavior control is the spin suppression control or the drift-out suppression control, when the pressure sensor 88 and the stop lamp switch 90 are normal, the steps 60 and 70 are performed. A negative determination is made and steps 90 and 15 are performed.
When the brake pedal 12 is depressed by the driver, an affirmative determination is made in step 260, and in steps 290 to 310, the braking pressure of the reference wheel is reduced to the master cylinder pressure Pm. Is controlled in accordance with the change in the vehicle speed, so that the braking request of the driver can be reliably reflected on the braking force of the reference wheel.

When the pressure sensor 88 is normal but the output of the stop lamp switch 90 is invalid,
When the master cylinder pressure Pm exceeds the second reference value Pmb and there is a driver's braking request, an affirmative determination is made in step 270, and similarly in steps 290 to 310.
Is executed, the braking pressure of the reference wheel is controlled in accordance with the change in the master cylinder pressure Pm. In this case as well, the braking request of the driver can be reliably reflected in the braking force of the reference wheel.

If the pressure sensor 88 and the stop lamp switch 90 are normal, but the output of the pressure sensor is invalid, a negative determination is made in step 90, and steps 160 to 250 are executed.
A predetermined time Tfls or Tfrs for the front left wheel or front right wheel
It is determined whether the braking force control by the behavior control is continuously performed as described above.

In the situation where the continuous behavior control is being executed, if it is determined in step 100 that the behavior control is the spin suppression control, then in step 120 each of the rear wheels is controlled. When the valve is set to the non-control position, the behavior control of the rear wheels is prohibited, and the braking force control of the spin suppression control is performed only for the front wheels, that is, the front wheels outside the turning (the braking force control of the spin suppression control is performed only for the left and right rear wheels. This is more effective than the case in which the braking operation is performed), whereby the braking force of the left and right rear wheels is directly controlled by the operation of the brake pedal 12 by the driver.

Similarly, when it is determined in step 100 that the behavior control is the drift-out suppression control, in step 110, the valves of the front wheels are set to the non-control positions, and the behavior control of the front wheels is prohibited. Then, the braking force control of the drift-out suppression control is performed only for the left and right rear wheels (this is more effective than the case where the braking force control of the drift-out suppression control is performed only for the front wheels other than the reference wheel, that is, only for the turning outer front wheel). Thus, the braking force of the left and right front wheels is directly controlled by the operation of the brake pedal 12 by the driver.

Therefore, for example, even if the pressure sensor 88 is stuck in the state of 0 output and the stop lamp switch 90 is stuck in the state of OFF output, but these abnormalities are not determined, at least the behavior control is performed. The pressure in the wheel cylinder of the prohibited wheel is the driver's brake pedal 1
Since the situation controlled by the depression of step 2 is ensured, the braking request of the driver can be surely reflected on the braking force of the wheel for which the behavior control is prohibited.

When the behavior control is continuously performed for a predetermined time or more, the braking force control by the behavior control is prohibited by setting each valve of the front wheel or the rear wheel to the non-control position. For example, when a predetermined time has elapsed from the start of the behavior control in a situation where the driver applies a depression force to the brake pedal 12 and the depression force is maintained simultaneously with or after the start of the behavior control, the behavior control is prohibited. The wheel cylinder of the front wheel or the rear wheel is communicated with the master cylinder, whereby the brake pedal suddenly moves in the depressing direction, resulting in poor pedal feeling.

According to the illustrated embodiment, step 110
In the right and left front wheel cylinders 26FL and 26FL
FR and the first master cylinder chamber 14A are gradually connected to each other. In step 120, the wheel cylinders 26RL and 26RR of the left and right rear wheels and the second master cylinder chamber 14A are connected.
B is gradually connected to the brake pedal, so that even if the behavior control is prohibited in a situation where the brake pedal 12 is depressed by the driver, the brake pedal gradually moves in the depressing direction. At the same time as the behavior control is prohibited, sudden movement of the brake pedal in the depressing direction can be reliably prevented.

In general, behavior control is performed based on a second reference value Tfls.
, Tfrs, and the behavior control is terminated in about 1.5 seconds corresponding to the first reference values Tfle and Tfre.
Although it is rarely performed continuously for more than seconds, according to the illustrated embodiment, the prohibition of the behavior control is released when a time corresponding to the first reference value elapses from the start time of the behavior control, Compared to the case where the behavior control prohibition is continued until the behavior control ends, the behavior control in the situation where the behavior control is necessary even after the time corresponding to the first reference value has elapsed is more effective. It can be carried out.

According to the embodiment shown in FIG.
If the respective valves of the rear wheels are set to the non-control position in step 20 and the behavior control of the rear wheels is prohibited, it is determined in step 130 whether at least one of the left and right rear wheels is under ABS control. It is determined whether or not there is a driver's braking request, and if an affirmative determination is made, step 140
In this case, the braking pressure of the reference wheel is increased at a predetermined constant pressure increasing gradient, so that the braking request of the driver can be reliably reflected on the braking force of the reference wheel.

According to the illustrated embodiment, the duty ratio Drfi of the reference wheel is calculated in step 300 from the map corresponding to the graph shown in FIG. 8, and the time differential value ΔPm of the master cylinder pressure is 0. In some cases, a positive value is calculated. Therefore, even if an abnormality that is not determined to be abnormal occurs in the pressure sensor 88 and the detected master cylinder pressure Pm does not change, a braking force acts on the reference wheel. Also, when the behavior control is performed in a situation where the pressure sensor is abnormal, it is possible to reliably prevent the driver's braking request from being satisfied.

When the duty ratio Drfi has a positive value even when the time differential value ΔPm is 0, the control of the reference wheel is performed even when the driver does not increase the depression force on the brake pedal during the behavior control. Although the power increases, it is generally preferable to decelerate the vehicle in order to stabilize the behavior of the vehicle, and the behavior control itself is completed in a very short time. No excessive inconvenience is caused by the ratio Drfi having a positive value.

Further, when the pressure sensor 88 or the stop lamp switch 90 is abnormal, the braking pressure of the reference wheel cannot be properly controlled in response to the driver's braking request, so a negative determination is made in step 60 or 70. Is performed, and in step 40, the behavior control of all wheels is prohibited,
By setting the valves of all the wheels to the non-control positions, the braking force of all the wheels is directly controlled by the operation of the brake pedal 12 by the driver.

In the above, the present invention has been described in detail with respect to a specific embodiment. However, the present invention is not limited to the above embodiment, and various other embodiments are included within the scope of the present invention. It will be clear to those skilled in the art that is possible.

For example, in the above-described embodiment, the automatic brake control uses the high-pressure source as the hydraulic pressure source and controls the braking pressure of the control target wheels other than the turning inside front wheel with reference to the turning inside front wheel to spin the vehicle. This is a behavior control in which a yaw moment is applied in the suppression direction or the drift-out suppression direction. However, during automatic brake control, communication between the wheel cylinder of a predetermined non-control target wheel and the master cylinder is interrupted by the control valve, and the driver's braking request is issued. When is detected, the content of the automatic brake control itself is arbitrary as long as the braking pressure of the predetermined non-control target wheel is controlled according to the braking request of the driver using the high pressure source as the hydraulic pressure source. Good.

In the above embodiment, the detecting means for detecting the driver's braking request is a combination of a pressure sensor for detecting the master cylinder pressure and a brake lamp switch. It may be a sensor, a sensor for detecting the depression force of the brake pedal 12, a sensor for detecting the stroke of the brake pedal, or any combination thereof.

In the above embodiment, the braking force of the predetermined non-control target wheel is controlled to increase or decrease based on the time differential value ΔPm of the master cylinder pressure Pm. The pressure in the wheel cylinder of the wheel may be detected or estimated, and the pressure in the wheel cylinder may be controlled to be substantially equal to the master cylinder pressure Pm.

[0102]

As is apparent from the above description, according to the structure of the present invention, the braking force control device can supply the hydraulic pressure of the master cylinder or the high pressure source to the wheel cylinder of each wheel via the control valve. A plurality of brake hydraulic systems, wherein when a predetermined time has elapsed from the start of the automatic brake control and the detecting means does not detect a driver's braking request, at least one of the wheel cylinders and the master cylinder of the brake hydraulic system; Is connected, the automatic braking control is continued for the wheels of the system other than the at least one brake hydraulic system, and the driver's braking request is reliably applied to the braking force of the wheels of the at least one brake hydraulic system. Can be reflected.

According to the configuration of the present invention, the detecting means for detecting the driver's braking request is normal, and even if the detecting means does not detect the driver's braking request due to the absence of the driver's braking request. When a predetermined time has elapsed from the start of the automatic brake control, the wheel cylinders of the at least one brake hydraulic system and the master cylinder are connected and connected, but the wheels of the system other than the at least one brake hydraulic system are connected. Since the automatic brake control is continued, "when a predetermined time has elapsed since the start of the automatic brake control and the detecting means does not detect the driver's braking request, at least one wheel cylinder and master cylinder of the brake hydraulic system The effect of the automatic brake control is not completely lost by "communicating and connecting".

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a hydraulic circuit and an electric control device of one embodiment of a braking force control device according to the present invention.

FIG. 2 is a flowchart illustrating a first stage of a braking force control routine according to the embodiment;

FIG. 3 is a flowchart illustrating a middle stage of a braking force control routine according to the embodiment.

FIG. 4 is a flowchart illustrating a second stage of a braking force control routine according to the embodiment.

FIG. 5 is a flowchart illustrating a behavior required control determination routine according to the embodiment.

FIG. 6 is a flowchart illustrating a duty ratio calculation routine according to the embodiment.

FIG. 7 is a flowchart illustrating a stop lamp switch validity determination routine according to the embodiment.

FIG. 8 is a graph showing a relationship between a time differential value ΔPm of a master cylinder pressure Pm and a duty ratio Drfi of a pressure increasing / decreasing control valve of a front wheel inside a turning in the embodiment.

FIG. 9 is a graph showing a relationship between a spin state amount SS, a target slip ratio Rsdfo of a turning outer front wheel, and a target slip ratio Rsdro of a turning outer rear wheel in the embodiment.

FIG. 10 is a graph showing a relationship between a drift-out state quantity DS, a target slip ratio Rsdfo of a turning outer front wheel, a target slip ratio Rsdri of a turning inner rear wheel, and a target slip ratio Rsdro of a turning outer rear wheel.

FIG. 11 is a graph showing a relationship between a target slip amount SPi of each wheel and a duty ratio Dri.

[Explanation of symbols]

 10 Braking device 14 Master cylinder 22F, 22R Control valve 26FL, 26FR, 26RL, 26RR Wheel cylinder 42F, 42R Oil pump 28FL-28RR, 34FL-34RR On-off valve 48F, 48R Damper 70 Electrical control Device 86FL-86RR ... Wheel speed sensor 88 ... Pressure sensor 90 ... Stop lamp switch

────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] August 4, 1998 (1998.8.4)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Claims

[Correction method] Change

[Correction contents]

[Claims]

[Procedure amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0007

[Correction method] Change

[Correction contents]

According to the present invention, the main problem is that according to the present invention, a plurality of cylinders capable of supplying the hydraulic pressure of a master cylinder or a high pressure source to a wheel cylinder of each wheel via a control valve are provided. and the brake hydraulic system, a detection means for detecting a braking request of the driver, the automatic braking control to cut off the communication between the master cylinder and the non-control target vehicle wheel the wheel cylinder by said control valve, the driver's braking demand Is detected, the high-pressure source is used as the hydraulic pressure source and the uncontrolled pair is
Control means for controlling a braking pressure of at least one of the elephant wheels in response to a driver's braking request. when the braking demand of the driver by a predetermined time passes and the detecting means is not detected, at least one brake braking force control of the vehicle that the with pressure system of the wheel cylinder and the master cylinder, characterized in that connected in communication Achieved by the device.

[Procedure amendment 3]

[Document name to be amended] Statement

[Correction target item name] 0008

[Correction method] Change

[Correction contents]

According to the first aspect of the present invention, the braking force control device has a plurality of brake hydraulic systems capable of supplying the hydraulic pressure of the master cylinder or the high-pressure source to the wheel cylinder of each wheel via the control valve. When a predetermined time has elapsed from the start of the automatic brake control and the detection means does not detect the driver's braking request, the wheel cylinder of at least one brake hydraulic system and the master cylinder are connected and connected. It is possible to reliably reflect the driver's braking request to the braking force of the wheels of at least one brake hydraulic system while continuing the automatic brake control for the wheels of the system other than the at least one brake hydraulic system. Also, the detection means does not detect the driver's braking request.
In the event of an abnormal condition, the driver
Even if you depress the brake pedal at the same time,
Communication between the master cylinder and the master cylinder is blocked by the control valve.
The brake pedal in the direction of depression.
Does not troke, but in such situations the automatic braking system
After a predetermined time has passed since the start of
One brake hydraulic system wheel cylinder and master cylinder
Since the communication with the Linda is established, this communication
The brake pedal suddenly drops in the direction of depression.
And pedal feeling is poor. According to the present invention,
In order to achieve the above-mentioned main task effectively,
In the arrangement, the at least one brake hydraulic system
Of the wheel cylinder and the master cylinder
It is configured to be connected to each other (the configuration of claim 2). Claim
According to the second configuration, at least one brake hydraulic system
Wheel cylinder and master cylinder are gradually connected
Detection means detects the driver's braking request.
Specified from the start of automatic brake control
When the time has elapsed, the brake pedal suddenly
Stroke in the depressing direction is reliably prevented.
You.

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0046

[Correction method] Change

[Correction contents]

In this case, when the behavior control of the rear wheels is prohibited during the spin suppression control, the pressure increase valves 28RL and 28RR of the left and right rear wheels are intermittently opened and closed and then opened, whereby the left wheel is opened.
The right rear wheel cylinders 26RL and 26RR and the second
When the communication with the star cylinder chamber 14B is gradually connected and the behavior control of the front wheels is prohibited in the drift-out suppression control,
The left and right front wheel pressure intensifier valves 28FL and 28FR are intermittently opened and closed and then opened to thereby open the left and right front wheel cylinders.
26FL and 26FR and the first master cylinder chamber 14A
Gradually Ru is connected to communicate with each other.

[Procedure amendment 5]

[Document name to be amended] Statement

[Correction target item name] 0092

[Correction method] Change

[Correction contents]

On the other hand , according to the illustrated embodiment, in step 110, the wheel cylinders 26 of the left and right front wheels are used.
FL and 26FR are gradually connected to the first master cylinder chamber 14A, and in step 120, the left and right rear wheel cylinders 26RL and 26RR are gradually connected to the second master cylinder chamber 14B. Therefore, even if the behavior control is prohibited in a situation where the driver is applying a pedaling force to the brake pedal 12, the brake pedal gradually moves in the depressing direction, thereby simultaneously prohibiting the behavior control and simultaneously operating the brake pedal. It is possible to reliably prevent sudden movement in the stepping direction.

[Procedure amendment 6]

[Document name to be amended] Statement

[Correction target item name] 0102

[Correction method] Change

[Correction contents]

[0102]

As is apparent from the above description, according to the first aspect of the present invention, the braking force control device controls the hydraulic pressure of the master cylinder or the high pressure source via the control valve to the wheel cylinder of each wheel. A plurality of brake hydraulic systems that can be supplied to the at least one wheel of the at least one brake hydraulic system when a predetermined time has elapsed since the start of the automatic brake control and the detection unit does not detect a driver's braking request. Since the cylinder and the master cylinder are connected and connected, the automatic braking control is continued for the wheels of the system other than the at least one brake hydraulic system, and the braking force of the driver is applied to the braking force of the wheels of the at least one brake hydraulic system. Requests can be reliably reflected.

[Procedure amendment 7]

[Document name to be amended] Statement

[Correction target item name] 0103

[Correction method] Change

[Correction contents]

According to the first aspect of the present invention, the detecting means for detecting the driver's braking request is normal, and the detecting means detects the driver's braking request by the absence of the driver's braking request. Even if not performed, when a predetermined time has elapsed since the start of the automatic brake control, the wheel cylinders of at least one brake hydraulic system and the master cylinder are connected and communicated, but other than the at least one brake hydraulic system. Since the automatic brake control is continued for the wheels of the system, when the predetermined time has elapsed from the start of the automatic brake control and the detection means does not detect the driver's braking request, at least one wheel of the brake hydraulic system is The effect of the automatic brake control is not completely lost by connecting the cylinder and the master cylinder. According to the second aspect of the present invention,
At least one brake hydraulic system
And the master cylinder are gradually connected to each other.
In the situation where the detection means does not detect the driver's braking request
A predetermined time has elapsed since the start of the automatic brake control.
The brake pedal suddenly depresses
Stroke is reliably prevented, which allows the pedal
Feeling can be improved.

Claims (1)

[Claims] 1. A plurality of brake hydraulic systems capable of supplying hydraulic pressure of a master cylinder or a high pressure source to a wheel cylinder of each wheel via a control valve, detection means for detecting a driver's braking request, and automatic brake At the time of control, the communication between the wheel cylinder of at least one of the non-control target wheels and the master cylinder is cut off by the control valve, and when a driver's braking request is detected, the high pressure source is used as a hydraulic pressure source and the at least one wheel is controlled. Control means for controlling the braking pressure of the vehicle in response to the driver's braking request, wherein the control means has passed a predetermined time from the start time of the automatic brake control, and When the braking request of the driver is not detected by the detecting means, the wheel cylinder of at least one brake hydraulic system is connected to the master cylinder. Braking force control apparatus for a vehicle, characterized by.