JP2000233730A - Vehicle braking device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To finely control braking according to a gradually changing vehicle traveling state at decelerating operation time of a vehicle by an accelerator pedal by controlling braking force generated in a braking system on the basis of a vehicle traveling state when the accelerator pedal is returned in a prescribed range for cutting off combustion. SOLUTION: At vehicle traveling time, a braking control unit 100 decides a factor S for adjusting braking force to be added according to the transmission ratio corresponding to a gear shift position by a shift sensor 48 by referring to a table stored in a memory unit 120, and also decides engine brake torque Te on the basis of output of an engine speed sensor 46. Engine brake assist deceleration is determined by subtracting Te from deceleration determined by considering the factor S to be generated when releasing stepping-down of an accelerator pedal, and a wheel cylinder is controlled in driving to operate braking force corresponding to the deceleration on a vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle braking control device for performing braking control of a running vehicle, and more particularly, to vehicle braking control for performing vehicle braking control when decelerating a vehicle by an accelerator pedal. Related to the device.

[0002]

2. Description of the Related Art Conventionally, there has been proposed a braking device for a vehicle in which a brake pedal is driven before a driver releases a depression of an accelerator pedal and actually depresses a brake pedal (Japanese Patent Laid-Open No. 5-42861). ). Specifically, when the depression of the accelerator pedal is released, a brake operation amount (BT) is calculated based on the return speed of the accelerator pedal, the vehicle speed, and the accelerator opening at that time, and the brake operation amount is applied to the vehicle. Thus, an actuator for driving the brake pedal is controlled.

According to such a braking device, braking is applied while the driver steps on the accelerator pedal to the brake pedal, so that the idling distance can be reduced, and the braking distance can be reduced. In addition, since the vehicle is braked immediately after the accelerator pedal is released, the braking force by the braking system is added to the engine brake, and in particular, the release of the accelerator pedal of a vehicle equipped with an automatic transmission The deceleration performance at the time can be improved.

[0004]

In the above-described vehicle braking device, when the accelerator pedal is released, the braking determined by the return speed of the accelerator pedal and the vehicle speed and accelerator opening at that time. The braking force determined based on the urgency of the vehicle does not change for a predetermined time or until a brake operation is performed, and acts on the vehicle. For this reason, fine braking control cannot be performed according to the running state of the vehicle that gradually changes when the accelerator pedal is released.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle brake control device capable of performing fine braking control according to a gradually changing vehicle running state when the vehicle is decelerated by an accelerator pedal. is there.

[0006]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides a vehicle braking system which controls a braking system of a vehicle when the vehicle is decelerated by an accelerator pedal. In the control device, a running state detecting means for detecting a running state of the vehicle, and braking based on the running state of the vehicle detected by the running state detecting means when the accelerator pedal is returned within a predetermined range of fuel cutoff. And braking system control means for controlling the braking force generated in the system.

In such a vehicle braking control device, the engine brake operates when the accelerator pedal is returned to within a predetermined range of fuel cutoff during the deceleration operation of the vehicle by the accelerator pedal. In this state, the braking force generated by the braking system is further controlled based on the detected traveling state of the vehicle. Even if the traveling control changes, a braking force corresponding to the changing traveling state can be generated.

The running condition detecting means may be any device that detects information depending on the running condition of the vehicle. For example, the running condition detecting means may output information such as operating speed such as vehicle speed, acceleration / deceleration, engine speed, and output torque. This is detected as the running state of the vehicle. The predetermined range of the fuel cut-off can be arbitrarily determined between an accelerator pedal position at which the fuel is cut off and a release position of the accelerator pedal at which the accelerator operation is fully closed.

From the viewpoint that desired deceleration characteristics can be obtained in a state where the engine brake is applied, the present invention provides a vehicle braking control device, wherein the braking system control means comprises: A target braking force calculating means for calculating a target braking force so as to obtain a predetermined deceleration characteristic based on a vehicle running state; and controlling a braking system such that the vehicle is braked by the calculated target braking force. Can be configured.

According to such a vehicle braking control device, the braking system can be controlled so that the vehicle is braked with a target braking force that supplements the engine braking force so as to have a predetermined deceleration characteristic. become. In addition, from the viewpoint that even if the engine braking force changes, the engine braking force can be accurately compensated, the present invention provides, in each of the vehicle braking control devices, In addition to having an engine state detecting means for detecting an operating state of the engine as a running state of the vehicle, the braking system control means detects the operating state of the engine based on the operating state of the engine when the accelerator pedal is returned within a predetermined range of fuel cutoff. Thus, the braking force generated by the braking system can be controlled.

[0011] The engine braking force depends on the operating state of the engine. Therefore, when the operating state of the engine changes, the engine braking force changes. Based on the changing operating state of the engine, it is possible to control the braking force so as to compensate the engine braking force accurately.
The operating state of the engine corresponds to the state of rotation of the engine, and can be determined based on the number of rotations, output torque, and the like.

In view of the fact that the braking force can be controlled by the driver's intention, the present invention provides the above-mentioned brake control device in which In addition to having an accelerator pedal position detecting means for detecting the position of the accelerator pedal, the braking system control means controls the braking system so that the braking force changes according to the accelerator pedal position detected by the accelerator pedal position detecting means. Can be configured.

In such a vehicle braking control device, when the driver operates the accelerator pedal within a predetermined range for shutting off fuel, the braking system generates a braking force corresponding to the pedal position. From the viewpoint that a rapid change in the deceleration speed due to the operation of returning the accelerator pedal can be mitigated, the present invention provides a brake control device according to the present invention, wherein the return of the accelerator pedal within a predetermined range of fuel cutoff is provided. It is possible to have a means for controlling the response characteristic of the braking force to the accelerator pedal position detected by the accelerator pedal position detecting means according to the speed.

In such a braking control device, the response characteristic of the braking force to the accelerator pedal position is controlled in accordance with the return speed of the accelerator pedal within the predetermined range, so that the sudden return operation of the accelerator pedal causes a sudden return operation. The change in deceleration speed can be reduced. In view of the fact that traveling in a state where only normal engine braking force is applied can be made possible, the present invention provides, as described in claim 6, a configuration in which the accelerator pedal position within a predetermined range of fuel cutoff is determined. In the vehicle braking control device that generates the braking force in the braking system, the predetermined range of the fuel cut-off is from a position where the accelerator pedal is returned by a predetermined amount from the fuel cut-off position to a position where the accelerator is further fully closed. It can be configured to be in between.

In such a vehicle braking control device, the braking force according to the position of the accelerator pedal is provided between the position where the accelerator pedal is returned from the fuel cut-off position by a predetermined amount and the position where the accelerator pedal is fully closed. Is generated in the braking system. Then, in the range from the position where the accelerator pedal is returned from the fuel cutoff position by a predetermined amount to the position where the accelerator pedal is returned by a predetermined amount, the control of the braking system according to the accelerator pedal position can be prevented. as a result,
In the range from the position where the accelerator pedal is returned by the predetermined amount from the fuel cutoff position, it is possible to make a state where only the normal engine brake operates.

The engine braking force changes according to the gear ratio selected by the vehicle transmission. From the viewpoint that it is possible to generate a braking force that exactly compensates for the engine braking force that changes in this way, the present invention provides a vehicle transmission in each of the braking control devices described above. And a gear ratio information detecting means for detecting information corresponding to the gear ratio selected in the step (b), and the braking system control means changes the braking force in accordance with the information detected by the gear ratio information detecting means. Can be configured to control the braking system.

In a vehicle having an automatic transmission, when the engine speed and the vehicle speed decrease, the vehicle enters a creep state in which the vehicle moves even if the accelerator pedal is released. From the viewpoint of preventing such a creep state, the present invention provides a vehicle braking control device mounted on a vehicle having an automatic transmission according to the present invention. When the control means detects a running state of the vehicle corresponding to the creep state, the control means may include means for prohibiting braking based on control by the braking system control means.

Further, in order to solve the above-mentioned problems of the present invention,
According to another aspect of the present invention, there is provided a vehicle braking control device for controlling a braking system of a vehicle when the vehicle is decelerated by an accelerator pedal, wherein an accelerator pedal position detecting means for detecting a position of the accelerator pedal. And controlling the braking force generated by the braking system based on the position of the accelerator pedal detected by the accelerator pedal position detecting means in a state where the accelerator pedal is returned within a predetermined range of fuel cutoff. And a braking system control means.

In such a vehicle braking control device, in a state where the driver returns the accelerator pedal to within a predetermined range for shutting off the fuel, the braking force derived by the braking system is controlled in accordance with the position of the accelerator pedal. You. Therefore, the driver who feels the running state of the vehicle can perform vehicle braking with desired deceleration characteristics by operating the accelerator pedal. Furthermore, in order to solve the above-mentioned problem of the present invention, the present invention provides a vehicle braking control device that controls a braking system of a vehicle at the time of deceleration operation of the vehicle by an accelerator pedal, as described in claim 13. A vehicle load detecting means for detecting a load acting on the vehicle, and a control system which is generated by the braking system based on the load detected by the load detecting means when the accelerator pedal is returned within a predetermined range of fuel cutoff. And braking system control means for controlling the power.

The running state when the accelerator pedal is returned to within a predetermined range of the fuel cutoff differs depending on the state of the load acting on the vehicle. In the vehicle braking control device as described above, the braking force generated in the braking system according to the load acting on the vehicle, which determines the running state when the accelerator pedal is returned to within the predetermined range of the fuel cutoff. Is controlled. The load acting on the vehicle depends on the occupants of the vehicle, the weight of the load, the road gradient, the wind, and the like. In the case of a downhill or a tailwind, a negative load acts on the vehicle. The vehicle load detecting means only needs to detect at least one of the load factors.

From the viewpoint that the braking force can be easily controlled based on the load due to the comprehensive action of each of the above factors, the present invention provides the above-described braking control device, The detection means includes acceleration / deceleration detection means for detecting acceleration / deceleration of the vehicle when a predetermined force is applied as information representing a load acting on the vehicle in a state where the accelerator pedal is returned within a predetermined range of fuel cutoff. And the braking system control means controls the braking force generated by the braking system based on the acceleration / deceleration detected by the acceleration / deceleration detection means.

In such a vehicle braking control device, when a predetermined force is applied, the acceleration / deceleration of the vehicle changes in accordance with the load acting on the vehicle. The braking force generated in the braking system is controlled based on the speed. The force applied to the vehicle may be either a braking force or a propulsion force. In each of the above brake control devices, the present invention is described in claim 15 from the viewpoint of maintaining the stability of the vehicle when the vehicle turns while the accelerator pedal is returned within a predetermined range of fuel cutoff. As described above, in each of the above-described vehicle braking control devices, the vehicle braking control device includes a turning determination unit that determines whether the vehicle is turning.
When the turning determining means determines that the vehicle is turning, the braking system control means controls the braking force generated by the braking system based on the vehicle running state detected by the running state detecting means. Can be configured to be distributed to the left and right wheels at a predetermined ratio.

The distribution ratio of the braking force to the left and right wheels can be predetermined according to the steering angle so as to maintain the stability of the vehicle. Similarly, from the viewpoint of maintaining the stability of the vehicle, according to the present invention, in the vehicle braking control device, the turning determination unit determines that the vehicle is not turning. At this time, the braking control means may be configured to include means for distributing the braking force generated by the braking system to the front and rear wheels at a predetermined ratio.

The ratio of the distribution of the braking force to the front and rear wheels is generated at the driving wheels (for example, rear wheels) when the accelerator pedal is located within a predetermined range of fuel cutoff so as to maintain the safety of the vehicle. It can be determined in consideration of the engine braking force to be applied.

[0025]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. The following example is for a vehicle equipped with an automatic transmission. The braking system of the vehicle, for example,
It is configured as shown in FIG. In FIG. 1, wheel cylinders 25 and 26 for wheel braking are provided on front wheels (FR and FL) of a vehicle, respectively, and rear wheels (RR and FL) of the vehicle are provided.
RL) also have wheel cylinders 2 for wheel braking, respectively.
7, 28 are provided. The brake pedal 10 is connected to the piston shaft of the master cylinder 11, and when the brake pedal 10 is depressed, a hydraulic pressure (master pressure) is generated from the master cylinder 11 according to the depressed operation amount.

The hydraulic pressure from the master cylinder 11 is applied via the solenoid valve 12 to the wheel cylinder 25 of the right front wheel (FR).
The hydraulic pressure from the master cylinder 11 is transmitted to the wheel cylinder 26 of the left front wheel (FL) via the solenoid valve 13. Master pressure sensors 38 and 39 are provided in a liquid path from the master cylinder 11 to the solenoid valve 12 and a liquid path from the master cylinder 11 to the solenoid valve 13, respectively. Each of the above solenoid valves 1
2 and 13 are normally kept in the shut-off state,
The hydraulic pressure from the master cylinder 11 is not transmitted to the wheel cylinders 25 and 26 of both front wheels. on the other hand,
Each of the solenoid valves 12 and 13 is switched to the conductive state when the system is abnormal (failure), and the master cylinder 11
Is transmitted to the wheel cylinders 25 and 26 of both front wheels. With the above configuration, both front wheels FR and FL are controlled by the hydraulic pressure from master cylinder 11 corresponding to the operation amount of brake pedal 10 when the system fails.
Braking is performed.

The hydraulic pressure from the reservoir tank 16 is
The pressure is increased by the pump 17 and the accumulator 19 operating at 8 and the increased hydraulic pressure is applied to the FR linear valve 21.
a to the wheel cylinder 25 of the right front wheel FR via the FL linear valve 22a.
And the left rear wheel RL via the FL linear valve 24a to the wheel cylinder 27 of the right rear wheel RR via the RR linear valve 23a.
Are supplied in parallel to the respective wheel cylinders 28. In addition, pressure reducing valves 21b, 22b, 23b, 24 are connected to the wheel cylinders 25, 26, 27, 28, respectively, and the pressures of the wheel cylinders 25, 26, 27, 28 correspond to the pressure reducing valves 21b, 22b, 23b. , 24b to the reservoir tank 16.

A brake pressure sensor 31 for detecting the fluid pressure from the pump 17 is provided in the fluid passage downstream of the pump 17, and a wheel cylinder pressure sensor for detecting the fluid pressure of each of the wheel cylinders 25, 26, 27 and 28. 32, 33, 34, 3
5 is provided upstream of the corresponding wheel cylinder. Further, a stroke sensor 40 for detecting an operation stroke of the brake pedal 10 is provided so as to be linked to the brake pedal 10.

In the above braking system, the FR linear valve 2
1a, FL linear valve 22a, RR linear valve 23a and R
By independently controlling the L linear valve 24a, the hydraulic pressure (wheel cylinder pressure) of each wheel cylinder 25, 26, 27, 28 is controlled. That is, the braking force of each of the left and right front wheels and the left and right rear wheels is independently controlled. In FIG. 1,
The stroke simulator 15 generates an appropriate repulsive force with respect to the operation of the brake pedal 10 by the driver, and improves the operation feeling such as a feeling of rigidity.

A braking control system for controlling the above-described braking system is configured, for example, as shown in FIG. In FIG. 2, the stroke sensor 40 outputs
A stroke signal corresponding to the operation amount of the accelerator pedal is supplied to the brake control unit 100 from the accelerator opening sensor 42, and an accelerator opening signal corresponding to the operation amount of the accelerator pedal. Further, a vehicle speed signal corresponding to the vehicle speed from the vehicle speed sensor 44, a rotation speed signal corresponding to the engine speed from the engine speed sensor 46, and a shift range signal corresponding to the gear shift lever position selected from the shift sensor 48 are obtained. A yaw rate signal corresponding to the turning fluctuation of the vehicle body is supplied from the yaw rate sensor 50 to the braking control unit 100.

The braking control unit 100 further includes the wheel cylinder pressure sensors 32, 33, 3
Each of the detection signals from the sensors 4 and 35 and the brake pressure sensor 31 is input, and the hydraulic pressure of each corresponding part is monitored. Further, the memory unit 120 stores in advance tables, constants, and the like, which will be described later, used in the braking control. The brake control unit 100 includes the wheel cylinder pressure sensors 32, 33,
While monitoring the detection signals from the cylinders 34 and 35, each wheel cylinder is controlled so as to generate a braking force according to the operation amount of the brake pedal detected by the stroke sensor 40 and the pressure detected by the master pressure sensors 38 and 39. 25, 26, 27, 2
8 connected to the FR linear valve 21a and the FL linear valve 22
a, opening control of the RR linear valve 23a and the RL linear valve 24a and other actuators (pressure reducing valves 21b, 22b,
3b, 24b). With such a function of the brake control unit 100, when the driver steps on the brake pedal 10, the vehicle is braked with a braking force corresponding to the amount of depression.

The brake control unit 100 further performs braking control (hereinafter referred to as engine brake assist control) when an accelerator pedal deceleration operation (return operation of the depressed accelerator pedal) is performed. That is, when the depressed accelerator pedal is returned within the range from the fuel cutoff position (fuel cut position) to the accelerator opening fully closed position, a detection signal from the accelerator opening sensor 42;
The detection signal from the engine speed sensor 46, the shift range signal from the shift sensor 48, the yaw rate sensor 50
The braking pressure of each wheel is determined based on the yaw rate signal from the vehicle. Then, so that the determined braking pressure,
The FR linear valve 21a, FL linear valve 22a, RR linear valve 23a, RL linear valve 24a, and other actuators 21b, 22b, 23b, 24b are controlled.

The braking control unit 100 is, for example, shown in FIG.
The engine brake assist control described above is executed according to the procedure shown in FIG. In FIG. 3, during traveling of the vehicle, the braking control unit 100 determines whether or not the accelerator pedal is returned from the fuel cutoff position to the accelerator opening fully closed position based on the detection signal from the accelerator opening sensor 42. Is determined (S1). When the accelerator pedal which has been depressed during traveling is returned between the fuel cutoff position and the accelerator opening fully closed position, the fuel supply to the engine is cut off, the engine braking force acts on the vehicle, and the vehicle is decelerated. In this state, the braking control unit 100 calculates a target deceleration (hereinafter, referred to as engine brake assist deceleration Gx *) to be added to the deceleration due to the engine braking force (S2). This engine brake assist deceleration Gx *
Is calculated as follows, for example.

Gx * = γ × (θ0−θ) × (α × β) × S-Te Here, γ is a cooperative term with creep, and is shown in FIG. 4 with respect to the engine speed Ne, for example. To change.
That is, γ is the creep rotation speed N corresponding to the creep state.
It increases linearly from ec and becomes a constant value at a predetermined rotational speed or more. At a rotation speed smaller than the creep rotation speed Ne, γ becomes zero. The characteristic table corresponding to FIG. 4 is stored in the memory unit 120, and the braking control unit 10
0 represents γ corresponding to the engine speed represented by the detection signal from the engine speed sensor 46 in the memory unit 1
20 is determined with reference to the characteristic table.

By the term of γ, a deceleration (braking force) depending on the engine speed can be generated, and when a creep condition occurs, the braking force based on the engine brake assist deceleration Gx * is obtained. Control is prohibited. (Θ0−θ) is, as shown in FIG. 5, a fuel cutoff position (fuel cut position) of the accelerator pedal θ0 (deg).
) And the actual accelerator pedal position θ (deg), and represents the amount of return of the accelerator pedal from the fuel cutoff position θ0 in the fully closed direction. In FIG. 5, WOT represents the fully opened position of the accelerator opening.

The fuel cutoff position θ0 of the accelerator pedal is a constant value at an engine speed exceeding the creep speed Nec, and the braking control unit 100 controls the accelerator pedal position θ represented by a detection signal from the accelerator opening sensor 42.
Then, the difference (θ0−θ) is calculated based on the fuel cutoff position θ0 and the constant value. According to the term (θ0−θ), for example, as shown in FIG. 6, as the accelerator pedal position moves from the fuel cutoff position θ0 to the fully closed position,
A gradually increasing deceleration (braking force) can be generated.

Α is a predetermined constant value. The constant α is determined experimentally, for example, in order to obtain desired characteristics. β is referred to as a build-up term, and the characteristics of the change vary depending on the return speed when the brake pedal is returned within the range from the fuel cutoff position θ0 to the fully closed position.
For example, as shown in FIG. 7, when the brake pedal is slowly returned, β changes so as to rapidly reach “1”, and when the brake pedal is returned quickly, β Gradually reaches “1”. That is, as the return speed of the brake pedal increases, the change characteristic is such that β gradually reaches “1”.

A characteristic table of β as shown in FIG. 7 is stored in the memory unit 120 in advance, and the braking control unit 100 calculates the return speed of the accelerator pedal based on the detection signal from the accelerator opening sensor 42. The change characteristic of β corresponding to the calculated return speed is determined with reference to the characteristic table stored in the memory unit 120. Then, the value of β corresponding to the time from when the accelerator pedal reaches the fuel cutoff position θ0 is determined based on the return speed of the accelerator pedal.

According to the term β, for example, as shown in FIG. 8, when the accelerator pedal is returned earlier, the deceleration relative to the accelerator pedal position between the fuel cutoff position θ0 and the fully open position (0) ( The deceleration can be generated with characteristics that further reduce the response sensitivity of the braking force). When the accelerator pedal is at the accelerator opening fully closed position (0), a desired deceleration (for example, 0.2 G) can be obtained.

With such a characteristic based on the term β,
It is possible to reduce the deceleration shock when the accelerator pedal is suddenly returned. S in the above equation is a weight according to the gear shift position. The number of revolutions of the engine and the output torque of the engine differ according to the speed ratio of the transmission corresponding to the gear shift position. Therefore, S is a factor for adjusting the braking force to be added according to the speed ratio. The value of S for the gear shift position is, for example, experimentally determined, and the relationship between the gear shift position and S is stored in the memory unit 120 in advance as a table.

The braking control unit 100 determines the value of S corresponding to the gear shift position represented by the detection signal from the shift sensor 48 with reference to the table stored in the memory unit 120. The term S allows the control of the braking system such that the deceleration (braking force) changes according to the gear ratio. Further, Te is the engine brake torque. Since the engine brake torque Te depends on the engine speed, the relationship between the engine speed and the engine brake torque is stored in the memory unit 120 in advance as a table. The braking control unit 100 refers to the table in the memory unit 120 and determines the engine brake torque Te corresponding to the engine speed detected by the engine speed sensor 46.

The engine brake assist deceleration Gx *
Is calculated according to γ × (θ0−θ) × (α × β) × S, and the deceleration to be generated as a whole when the accelerator pedal is released is calculated. Deceleration generated by the engine brake (engine brake torque Te
), The value of the engine brake assist deceleration Gx * is calculated.

That is, for example, as shown in FIG. 9, the engine brake torque Te corresponds to the gradually decreasing engine speed Ne (see the characteristic Q2) in the fuel cutoff state.
(Deceleration) decreases (see characteristic Q3). In such a situation, the deceleration to be generated as a whole (characteristic Q3
), A braking force corresponding to the engine brake assist deceleration Gx * (Tb) is applied to the vehicle so as to compensate for the engine braking force (Te).

For example, at a predetermined accelerator pedal position (for example, a fully closed position), the deceleration to be generated as a whole that changes like the characteristic Q1 is determined by the factors γ,
It can be determined by α, β and S. When the transmission is shifted down, for example, as shown in FIG. 10, the engine speed Ne rapidly changes (characteristic Q12).
reference). The engine brake torque Te also changes with such a change in the engine speed (see the characteristic Q13), but by appropriately determining S for each gear shift position, such a deceleration characteristic that alleviates such a shift shock. It is also possible to obtain the engine brake assist deceleration Gx * such that the braking control with (characteristic Q11) is performed.

Returning to FIG. 3, when the engine brake assist deceleration Gx * is calculated as described above, the brake control unit 100 determines whether or not the brake operation is performed based on the detection signal from the stroke sensor 40. Is determined (S3). If the brake pedal is not operated after the accelerator pedal is further returned from the fuel cutoff position θ0, the engine brake assist deceleration G
A target hydraulic pressure P for obtaining a braking force such that x * is obtained is calculated (S5).

Then, the braking control unit 100 further determines whether or not the vehicle is turning based on the yaw rate signal from the yaw rate sensor 50 (S6). Here, when it is determined that the vehicle is not turning (straight running), the front-rear distribution amount of the target hydraulic pressure P calculated as described above is calculated (S7). The distribution amount of the target hydraulic pressure P before and after is calculated, for example, as follows.

As shown in FIG. 11, the ideal distribution characteristic Q0 of the braking force (rear wheel braking force) applied to the rear wheels as driving wheels and the braking force (front wheel braking force) applied to the front wheels as driven wheels is determined. Stipulated. In the region above the ideal distribution characteristic Q0, the distribution to the rear wheel braking force increases, so that the rear wheel approaches the locked state, and the vehicle becomes relatively unstable.
Therefore, it is preferable to determine the distribution of the rear wheel braking force and the front wheel braking force in a region below the ideal distribution characteristic Q0.

Each gear shift position (1st), (2n
In (d), (3rd), and (OD), when the accelerator pedal is returned to the fuel cutoff position θ0, the engine braking forces fR1, fR2, fR3, and fROD act on the rear wheels that are the driving wheels.
At this time, the front wheel braking force fF1, fF2, fF3, fFOD corresponding to the engine braking force of each rear wheel is determined according to the characteristic Q1 which is lower than the ideal distribution characteristic Q0. Thus, the accelerator pedal is moved to the fuel cutoff position θ0
When the front wheel braking force is determined in this way when returning to
Thereafter, an amount of distribution between the rear wheel braking force and the front wheel braking force is calculated so as to obtain a predetermined deceleration.

In FIG. 11, the distribution of the rear wheel braking force and the front wheel braking force for obtaining a constant deceleration G at each gear shift position is represented by a characteristic A1 (1st) A2 (2nd) A3
(3rd) Indicated by A (OD). When the distribution amount of the target hydraulic pressure P is calculated in this manner, the braking control unit 100
The wheel cylinder 25 is provided with a hydraulic cylinder obtained by distributing the target hydraulic pressure P through the FR linear valve 21a and the FL linear valve 21b corresponding to the front wheel and the RR linear valve 23a and the RL linear valve 24a corresponding to the rear wheel. , 26, 27, and 28 (S8). And whether the accelerator pedal position θ has exceeded the fuel cutoff position θ0 (θ> θ0),
That is, it is determined whether the accelerator pedal is depressed for acceleration (S9).

The position θ of the accelerator pedal is the fuel cutoff position θ
0 in the direction of full opening (WOT) (when engine braking force is applied), the wheel cylinders 25, 26 are processed by the same processing as described above (S2, S3, S5, S7, S8). , 27, 28 are calculated, and each of the linear valves 21a, 2
2a, 23a and 24a are controlled. This process is repeated until the accelerator pedal is depressed.

In the process of controlling the braking system as described above, the brake control unit 100
When it is determined that the brake pedal has been operated based on the detection signal from 0 (YES in S3), the braking operation is performed based on the operation amount of the brake pedal detected based on the detection signal from the stroke sensor 40. Is calculated as the foot brake target deceleration (G) corresponding to. And
The braking control unit 100 adds the engine brake assist deceleration Gx * calculated as described above and the foot brake target deceleration (G) to obtain a final target deceleration (S4).

Thereafter, the above-described braking control is executed based on the final target deceleration (S5 to S8). As a result, the braking control based on the operation of the brake pedal and the engine brake assist control are performed in an overlapping manner.
Further, the braking control unit 100 includes the yaw rate sensor 5
If it is determined based on the detection signal from 0 that the vehicle is turning (YES in S6), the braking force distribution ratio of the left and right wheels is calculated according to a predetermined algorithm in order to prevent slip during turning ( S10). Then, the FR linear valve 21a, the FL linear valve 22a, and the RR linear valve 23 are so arranged that the hydraulic pressure obtained by distributing the target hydraulic pressure P calculated as described above in accordance with the distribution ratio is generated in each wheel cylinder.
a, RL linear valve 24a and other actuators 2
1b, 22b, 23b and 24b are controlled.

In the state where the engine brake assist control is executed as described above, when the driver depresses the brake pedal to accelerate, and the brake pedal position θ exceeds the fuel cutoff position θ0 (θ > Θ0
), The engine brake assist control is terminated. According to the engine brake assist control executed according to the above-described procedure, when the accelerator pedal is released and the engine braking force is acting on the vehicle, the vehicle is further moved from the fuel cutoff position θ0 to the fully open position (0 )), The braking force determined according to the operation position of the brake pedal, the position of the shift gear, and the engine speed returned to the range up to the range described above is applied to the vehicle. As a result, the engine braking force is supplemented, good deceleration characteristics can be obtained, and the braking force more suitable for the running state of the vehicle can be more finely controlled. Thus, in the low acceleration / deceleration range, fine acceleration / deceleration control of the vehicle can be performed only by operating the accelerator pedal.

Conventionally, for example, as shown by a broken line in FIG. 12, a time lag occurs between a shift operation and an actual gear shift in order to prevent over-rev. However, as described above, in a state where the engine braking force is applied to the vehicle, the braking force is further applied to improve the deceleration characteristics. Therefore, the time lag is reduced as shown by the solid line in FIG. 12 ( T1R T2) Further, since the gearshift is performed at a relatively low vehicle speed by the applied braking force, the shift shock is also reduced.

As described above, in the above example, the braking force is controlled based on the return amount (θ0−θ) between the fuel cut-off position θ0 of the accelerator pedal and the fully closed position (0). Therefore, in order to improve the operability of the accelerator pedal in the engine brake assist control, it is preferable to reduce the originally small operation range Sn as shown in FIG. 6 to a wider operation range Sw as shown in FIG. Such a change of the operation range can be easily performed by rewriting the table showing the correspondence between the accelerator opening and the throttle opening so that the fuel cutoff (fuel cut) position θ0 is shifted.

As shown in FIG. 14, in order to allow the vehicle to travel without adjusting the accelerator pedal by applying a braking force (assisting force) added to the engine braking force, as shown in FIG.
The above-described engine brake assist control is performed at the fuel cutoff position θ0.
And a predetermined position θx between the position and the fully closed position (0). According to such control, as shown in FIG. 15, when the position θ of the accelerator pedal is in the range of (θx>θ> 0), the return amount from the predetermined position θx is determined in the same manner as described above. When the braking force corresponding to (θx−θ) is generated, while the accelerator pedal position θ is in the range of (θ0>θ> θx), no braking force for assisting the engine brake is generated.

By controlling the accelerator pedal within the range between the fuel cutoff position value θ0 and the predetermined position θx by such control, no braking force other than the engine brake acts. Therefore, it is possible to perform the same inertial running as the conventional one by utilizing the delay of the operation of the engine brake assist force. A second example of the engine brake assist control will be described.

In the second example, the engine brake assist control is executed according to the procedure shown in FIG. In this example, the braking force related to the engine brake assist control is determined based on the vehicle speed. In FIG.
Based on the detection signal from the accelerator opening sensor 42, the braking control unit 100 determines that the accelerator pedal is between the fuel cutoff position θ0 and the fully open position (0), that is, the fuel is in the fuel cutoff state. If it is determined (YES in S11),
The braking force P (spd) corresponding to the vehicle speed spd calculated based on the detection signal from the vehicle speed sensor 44 is calculated with reference to a table stored in the memory unit 120 in advance (S12). And the braking force P calculated as such
(Spd) is generated in each wheel cylinder,
The braking control unit 100 controls various actuators (see FIG. 2) of the braking system (S13). On the other hand, when it is determined that the fuel is not being cut off (accelerating), the vehicle speed s is determined.
The braking force P (spd) corresponding to pd is forcibly set to zero (P =
0), and the engine brake assist control is prohibited (S14).

The relationship between the braking force P and the vehicle speed spd is, for example, as shown in FIG. Until the vehicle speed reaches a predetermined vehicle speed, the braking force P increases as the vehicle speed spd decreases. This is because in order to keep the deceleration of the vehicle substantially constant, the engine braking force decreases as the vehicle speed decreases, so in order to keep the deceleration of the vehicle speed substantially constant,
Thus, the braking system is controlled such that the braking force P increases as the vehicle speed decreases (see FIG. 9).

When the vehicle speed is equal to or lower than the predetermined vehicle speed, the braking force P is reduced as the vehicle speed decreases. The braking force P is set to zero (P = 0) when the vehicle speed further decreases and becomes lower than the maximum vehicle speed indicating the creep condition.
With such characteristics, the vehicle can be decelerated while maintaining a substantially constant deceleration, and the vehicle can be smoothly shifted to the creep state.

A third example of the engine brake assist control will be described. In the third example, the engine brake assist control is executed according to the procedure shown in FIG. In this example, the braking force related to the engine brake assist control is determined based on the maximum accelerator opening immediately before the fuel cutoff. In FIG. 18, the braking control unit 1
00 indicates that the current time (Now Time) is a predetermined holding time (Khan) from the previous detection of the accelerator opening peak value (Max Time).
ntei) is determined (S21). If the specified retention time (Khanntei) has not elapsed,
Peak value determination is performed. That is, the accelerator opening Aa (i) detected this time is the accelerator opening Aa (i-1) detected last time.
It is determined whether it is smaller than (S22). When the accelerator opening Aa (i) detected this time is smaller than the accelerator opening Aa (i-1) detected last time, the accelerator opening Aa (i) detected this time is further set as a peak value at the present time. It is determined whether it is larger than the obtained maximum value Aamax (S23). When the accelerator opening Aa (i) detected this time is larger than the maximum value Aamax, the accelerator opening Aa (i-1) detected last time is set as a new maximum value Aamax (S24). Then, the current time (Now Time) is set as the time (Max Time) at which the peak value is detected (S2).
5).

In each of the above determination processes, the accelerator opening Aa (i) detected this time is replaced by the accelerator opening Aa detected last time.
a (i-1) (NO in S22), or the accelerator opening Aa (i) detected this time is smaller than the maximum value Aamax obtained as a peak value at this time (S22).
In NO at 23), the maximum value (peak value) Aamax and its detection time (Max Time) are not updated. The current time (Now Time) is set to the previous peak value detection time (Max Ti
If a predetermined holding time (Khanntei) or more has elapsed from (me) (NO in S21), it is determined that a timeout has occurred and the maximum value Aamax is set to the previous detected accelerator opening Aa (i-1) and the peak value detection time (Max). Time) is reset to the current time.

When the vehicle is controlled by operating the accelerator pedal, the peak value of the accelerator opening is sampled every predetermined time (holding time Khanntei) as described above. Then, if the accelerator pedal is not returned from the fuel cut-off position (N in S26)
O), in particular, there is no control of the wheel cylinder pressure to apply additional braking pressure (S29).

In such a state, when the driver releases the depression of the accelerator pedal and returns the accelerator pedal to the position where the fuel is cut off, the braking control unit 100
Determines the braking pressure P corresponding to the peak value (maximum value Aamax) of the accelerator opening sampled as described above with reference to a predetermined table (S27). Then, the braking control unit 100 controls each actuator (2) of the braking system so that the braking is performed at the determined braking pressure P.
1a, 22a, 23a, 24a, 21b, 22b, 23
b, 24b) are controlled (S28).

The braking control unit 100 repeatedly executes the processing according to the above procedure while the vehicle is running. The relationship between the accelerator opening and the braking pressure P is, for example, a constant braking pressure until the peak value of the accelerator opening reaches a predetermined value as shown in FIG. When the value is equal to or more than the value, the braking pressure P increases as the peak value increases. Due to such a relationship between the peak value of the accelerator opening and the braking pressure P, when the accelerator pedal is returned while the accelerator pedal is being accelerated with a larger accelerator opening, a larger braking force is applied to the vehicle. To work. Therefore,
Immediately after sudden acceleration, a larger braking force can be applied.

Next, a fourth example of the engine brake assist control will be described. In the fourth example, the engine brake assist control is executed according to the procedure shown in FIG. In this example, the braking force related to the engine brake assist control is determined based on the magnitude of the acceleration / deceleration obtained when the vehicle is braked on a trial basis. This acceleration / deceleration depends on the load acting on the vehicle. That is,
If the load acting on the vehicle is large (uphill, when the load of occupants and luggage is large, etc.), a large deceleration is obtained, and if the load acting on the vehicle is low (downhill, the load of occupants and luggage is low). , Etc.), the obtained deceleration becomes smaller (acceleration becomes larger).

In FIG. 20, the braking control unit 100
Determines that the accelerator pedal has been returned from the fuel cut-off position based on the detection signal from the accelerator opening sensor 42 (YES in S31), a determination end flag Fgrade indicating whether or not the determination processing has ended. Is determined (S32), and it is further determined whether or not a determination flag Ftimer indicating whether or not the determination process is being performed is set (S33).

Here, when both the determination end flag Fgrade and the determination flag Ttimer are not set (Fgr
ade = 0, Ftimer = 0), the braking control unit 1
00 executes a test braking process. That is, the current time (Now Time) is set as the determination start time (stime) (S34), and the current vehicle speed spd calculated by the detection signal from the vehicle speed sensor 44 is set as the determination start vehicle speed sspd ( S35). After that, the determination flag Ftimer
Is set (Ftimer = 1) (S36).

In the next processing cycle, when the braking control unit 100 detects that the determination flag Ftimer is set (Ftimer = 1) (NO in S33), a predetermined time Kt (for example, 0) .About 1 second)
Is determined (S37). If the predetermined time Kt has not yet elapsed, a slight deceleration (for example, 0.
A braking control with a target deceleration of about 05 G) is executed on a trial basis (S38). Then, in the subsequent processing cycles, similar processing (S31, S32, S33, S37, S37) is performed.
38) is repeatedly executed.

In the course of the test braking control, when a predetermined time Kt has elapsed from the start of the determination, the vehicle speed ss at the start of the determination is determined.
Acceleration / deceleration (acceleration is a positive value, deceleration is a negative value) dspd is calculated from the difference between pd and the current vehicle speed spd (S3).
9). Then, the determination end flag Fgrade is set (Fgrade = 1) (S40). In the next processing cycle, the braking control unit 100 sets the determination end flag Fgr.
When it is detected that ade is set (Y in S32)
ES), the braking pressure P corresponding to the calculated acceleration / deceleration dspd is determined with reference to a table showing the relationship between the predetermined acceleration / deceleration and the braking pressure P (S41). Then, the braking control unit 100 controls each of the actuators (21a, 22a, 23a, 34a, 21b, 22b, 22b,
23b and 24b) are controlled (S42).

The relationship between the acceleration / deceleration dspd and the braking pressure P is determined, for example, as shown in FIG. That is, the greater the acceleration / deceleration (positive acceleration), the smaller the braking force P to be generated. Due to such a relationship, when the loading amount of uphills, occupants, luggage, and the like is large and the acceleration / deceleration obtained by the test braking control is small, the braking force P to be applied becomes small, while When the amount of loading of a slope, occupants, luggage, and the like is small and the acceleration / deceleration obtained by the test braking control is large, the braking force P to be applied becomes large. Therefore, when the accelerator pedal is depressed, the engine braking force is supplemented by a smaller braking force if the load acting on the vehicle is large, and by a larger braking force if the load acting on the vehicle is small. become. As a result, regardless of the load on the vehicle,
As a whole, a more stabilized braking force can be applied to the vehicle.

When the depression of the accelerator pedal is started, the control of the braking pressure is prohibited (S43), and the flags Fgrade and Ftimer are reset (S4).
4, S45), register dsp in which acceleration / deceleration is set
d is reset (S46). In each of the above examples, the vehicle speed sensor 44 and the engine speed sensor 46 correspond to the running state detecting means, and the braking control unit 100 of the braking control unit 100 corresponding to the processing in accordance with the procedures in FIGS. 3, 16, 18, and 20. Each function corresponds to the braking system control means.

The processing in steps S2 to S5 shown in FIG. 3 corresponds to the target braking force calculation means. The engine speed sensor 46 particularly corresponds to the engine state detecting means, and the function corresponding to the term γ and the term Te when calculating the engine brake deceleration Gx * in step S2 shown in FIG. It corresponds to the function of controlling the braking force generated in the braking system based on the operating state of the engine in the control means.

The accelerator opening sensor 42 corresponds to the accelerator pedal position detecting means, and is used when calculating the engine brake assist deceleration Gx * in step S2 shown in FIG.
The function corresponding to the term (θ0−θ) corresponds to the function of controlling the braking system so that the braking force changes according to the accelerator pedal position of the braking system control means. Step S shown in FIG.
The function corresponding to the term β when calculating the engine brake assist deceleration Gx * in 2 corresponds to means for controlling the response characteristic of the braking force to the accelerator pedal position.
The shift sensor 48 corresponds to the speed ratio information detecting means, and the function corresponding to the term S when calculating the engine brake assist deceleration Gx * in step S2 shown in FIG.
It corresponds to the function of controlling the braking system so that the braking force changes in accordance with the information detected by the gear ratio information detecting means in the braking system control means.

In step S2 shown in FIG. 3, the function corresponding to the term γ when calculating the engine brake assist deceleration Gx * is determined, and in step S12 in FIG. 16, the braking force is determined according to the characteristic shown in FIG. The function corresponds to a unit that prohibits braking based on control by the braking system control unit when a running state corresponding to the creep state is detected.

The processing in steps S32 to S40 shown in FIG. 20 corresponds to the vehicle load detecting means, and the processing in steps S41 and S42 controls the braking force generated in the braking system based on the detected load. Corresponds to braking system control means. Further, the processing in step S6 shown in FIG. 3 corresponds to turning determination means, and when the processing in step S10 determines that the vehicle is turning, the traveling state detection means in the braking system control means performs the processing. This corresponds to a function of controlling the braking force generated in the braking system based on the detected vehicle traveling state to be distributed to the left and right wheels at a predetermined ratio.

[0077]

As described above, each of the claims 1
According to the present invention described in any one of the above-described embodiments 10, 15, and 16, in a state where the accelerator pedal is returned within the predetermined range of the fuel cut-off, the engine brake is applied to the vehicle and the braking force according to the traveling state is generated. Therefore, when the vehicle is decelerated by the accelerator pedal, it is possible to perform fine braking control according to the gradually changing traveling state of the vehicle.

Further, according to the present invention, since the braking control can be performed based on the operation of the accelerator pedal by the driver, it is possible to perform the braking control according to the driving state felt by the driver. Fine braking control becomes possible. Furthermore, according to the present invention as set forth in claims 13, 14, 15 and 16, it is possible to generate a braking force according to the state of the load acting on the vehicle. Fine braking control becomes possible.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating an example of a braking system to be controlled by a braking control device according to an embodiment of the present invention.

FIG. 2 is a block diagram illustrating a configuration example of a braking control device according to an embodiment of the present invention.

FIG. 3 is a flowchart illustrating a first example of engine brake assist control executed by the brake control device.

FIG. 4 is a diagram illustrating characteristics of γ used for calculating an engine brake assist deceleration Gx * with respect to an engine speed.

FIG. 5 is a diagram showing a positional relationship of an accelerator pedal.

FIG. 6 is a diagram showing a relationship between (θ0−θ) used for calculating an engine brake assist deceleration Gx * and a braking force.

FIG. 7 is a diagram showing a change characteristic of β used for calculating engine brake assist deceleration Gx *.

8 is a diagram showing a relationship between an accelerator pedal return amount (θ0−θ) and deceleration based on a change characteristic of β shown in FIG. 7;

FIG. 9 is a diagram illustrating an example of changes in braking force and engine characteristics in engine brake assist control.

FIG. 10 is a diagram illustrating another example of a change in braking force and engine characteristics in engine brake assist control.

FIG. 11 is a diagram illustrating a characteristic example of distribution of braking force between front and rear wheels.

FIG. 12 is a diagram showing a state of a shift shock when a gear ratio is changed.

FIG. 13 is a diagram showing another example of the relationship between the amount of return of the accelerator pedal (θ0−θ) and the braking force.

FIG. 14 is a diagram showing another positional relationship of the accelerator pedal.

FIG. 15 is a diagram showing still another example of the relationship between the accelerator pedal return amount (θ0−θ) and the braking force.

FIG. 16 is a flowchart illustrating a second example of the engine brake assist control.

FIG. 17 is a diagram showing a relationship between a vehicle speed and a braking force used for the engine brake assist control shown in FIG.

FIG. 18 is a flowchart illustrating a third example of the engine brake assist control.

19 is a diagram showing a relationship between an accelerator opening and a braking force used in the engine brake assist control shown in FIG.

FIG. 20 is a flowchart illustrating a fourth example of the engine brake assist control.

21 is a diagram showing a relationship between acceleration / deceleration and braking pressure used for the engine brake assist control shown in FIG.

[Explanation of symbols]

 Reference Signs List 10 brake pedal 11 master cylinder 16 reservoir tank 17 pump 19 accumulator 21a FR linear valve 22a FL linear valve 23a RR linear valve 24a RL linear valve 21b, 22b, 23b, 24b Pressure reducing valve 25, 26, 27, 28 Wheel cylinder 31 Brake pressure Sensors 32, 33, 34, 35 Wheel cylinder pressure sensor 40 Brake stroke sensor 42 Accelerator opening sensor 44 Vehicle speed sensor 46 Engine speed sensor 48 Shift sensor 50 Yaw rate sensor 100 Braking control unit 120 Memory unit

 ──────────────────────────────────────────────────続 き Continued on front page F term (reference) DA01 DA06 DB05 DB07 DB11 DB15 DB18 DB21 DB23 EA05 EB03 EB04 EC01 FA08 FA10 FB01 FB02

Claims (16)

[Claims] 1. A vehicle braking control device for controlling a braking system of a vehicle at the time of deceleration operation of the vehicle by an accelerator pedal, a traveling state detecting means for detecting a traveling state of the vehicle, and a predetermined range in which the accelerator pedal is in a fuel cutoff state. And a braking system control means for controlling a braking force generated by a braking system based on the vehicle traveling state detected by the traveling state detection means in a state returned to the inside of the vehicle. 2. The vehicle braking control device according to claim 1, wherein said braking system control means includes a target braking force calculating means for calculating a target braking force based on a running state of the vehicle so as to obtain a predetermined deceleration characteristic. A vehicle braking control device that controls a braking system so as to perform vehicle braking with the calculated target braking force. 3. The vehicle braking control device according to claim 1, wherein the running state detecting means includes engine state detecting means for detecting an operating state of the engine as a running state of the vehicle, and the braking system control means includes: A vehicle braking control device that controls a braking force generated in a braking system based on an operation state of the engine when the accelerator pedal is returned within a predetermined range of fuel cutoff. 4. The vehicle braking control device according to claim 1, further comprising: accelerator pedal position detecting means for detecting a position of the accelerator pedal in a state where the fuel is returned within a predetermined range of fuel cutoff. The braking system control unit is a vehicle braking control device that controls the braking system such that the braking force changes according to the accelerator pedal position detected by the accelerator pedal position detection unit. 5. The vehicle braking control device according to claim 4, wherein the braking system control means detects an accelerator pedal position detected by the accelerator pedal position detecting means in accordance with a return speed of the accelerator pedal within a predetermined range of fuel cutoff. A vehicle braking control device having means for controlling a response characteristic of a braking force to a pedal position. 6. The vehicle braking control device according to claim 4, wherein the predetermined range of the fuel cutoff is a position where the accelerator pedal is fully closed from a position where the accelerator pedal is returned by a predetermined amount from the fuel cutoff position. Up to the vehicle braking control device. 7. The vehicle braking control device according to claim 1, further comprising a speed ratio information detecting means for detecting information corresponding to a speed ratio selected by the vehicle transmission, and controlling the braking system. The vehicle braking control device controls the braking system such that the braking force changes in accordance with the information detected by the speed ratio information detecting device. 8. The vehicle braking control device according to claim 1, which is mounted on a vehicle having an automatic transmission, wherein the traveling state control means detects a traveling state of the vehicle corresponding to the creep state. And a vehicle braking control device including means for prohibiting braking based on control by the braking system control means. 9. The vehicle braking control device according to claim 1, wherein the traveling state detection means includes vehicle speed detection means for detecting a traveling speed of the vehicle as a traveling state, and the braking system control means includes an accelerator pedal. A vehicle braking control device that controls a braking force generated by a braking system based on a traveling speed detected by the vehicle speed detecting means when the vehicle is returned within a predetermined range of fuel cutoff. 10. A vehicle braking control device according to claim 9, which is mounted on a vehicle having an automatic transmission, wherein when the vehicle speed detecting means detects a running speed of the vehicle corresponding to the creep state, a braking system control means. A vehicle braking control device comprising means for prohibiting braking based on control by a vehicle. 11. A vehicle braking control device which controls a braking system of a vehicle when the vehicle is decelerated by an accelerator pedal. An accelerator pedal position detecting means for detecting a position of an accelerator pedal; Braking system control means for controlling a braking force generated by a braking system based on the position of the accelerator pedal detected by the accelerator pedal position detection means in a state returned to the range. Vehicle braking control device. 12. The vehicle braking control device according to claim 11, wherein the predetermined range of the fuel cutoff is from a position where the accelerator pedal is returned by a predetermined amount from the fuel cutoff position to a position where the accelerator opening is further fully closed. Vehicle braking control device between the two. 13. A vehicle braking control device for controlling a braking system of a vehicle at the time of deceleration operation of the vehicle by an accelerator pedal, wherein a vehicle load detecting means for detecting a load acting on the vehicle; A vehicle braking control device comprising: a braking system control unit that controls a braking force generated by a braking system based on a load detected by the load detection unit in a state returned to the range. 14. The vehicle braking control device according to claim 13, wherein the vehicle load detecting means is configured to apply a predetermined force to the vehicle when the accelerator pedal is returned within a predetermined range of fuel cutoff. Acceleration / deceleration detection means for detecting the acceleration / deceleration of the vehicle as information representing a load acting on the vehicle, wherein the braking system control means is generated by a braking system based on the acceleration / deceleration detected by the acceleration / deceleration detection means. A vehicle braking control device that controls a braking force. 15. The vehicle braking control device according to claim 1, further comprising: a turning judgment means for judging whether or not the vehicle is turning, and wherein the turning judgment means determines that the vehicle is turning. A vehicle braking control device having means for distributing the braking force generated by the braking system to the left and right wheels at a predetermined ratio when the determination is made; 16. The vehicle braking control device according to claim 15, wherein when the turning determination means determines that the vehicle is not turning, the braking control means changes the braking force generated by the braking system. A vehicle braking control device having means for distributing wheels at a predetermined ratio.