JP2003276587A - Deceleration control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress deceleration variation due to inappropriate integral value. <P>SOLUTION: Deceleration is controlled based on an output value Iout(0) of an integral element of a difference Δα between a deceleration αv of a vehicle and a reference deceleration αref at a normal time, and at an anti-skid control, the above deceleration control is stopped and the output value Iout(0) is initialized by '0'. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention feeds back the deceleration of a vehicle to suppress changes in the braking effect due to an increase or decrease in the load, and the vehicle behavior is controlled by the feedback. The present invention relates to a deceleration control device that is sometimes interrupted.

[0002]

2. Description of the Related Art Conventionally, as such a technique, for example, the difference between the deceleration request value by the driver and the actual deceleration is normally integrated and fed back, and the feedback is performed by anti-skid control. Techniques for interrupting when known are known. According to this conventional example,
When the antiskid control is being performed, the integral operation of the difference between the deceleration request value and the actual deceleration is interrupted, so that the integral value is prevented from becoming large during the antiskid control.

[0003]

However, in the above-mentioned conventional technique, the feedback is interrupted when the anti-skid control is being performed, so that the slip amount of the wheel starts to increase. ,
The integral operation until the anti-skid control is started increases the integral value, which may cause the vehicle to decelerate significantly when the feedback is restarted, and the deceleration of the vehicle may fluctuate significantly.

Therefore, the present invention has been made by paying attention to the unsolved problems of the above-mentioned conventional techniques, and provides a deceleration control device capable of suppressing deceleration fluctuation due to an inappropriate integral value. Is an issue.

[0005]

In order to solve the above problems, in the deceleration control device according to the invention of claim 1, the deceleration detecting means for detecting the deceleration of the vehicle and the target deceleration are provided. Target deceleration calculating means for calculating, and deceleration for performing deceleration control based on an integral value of a difference between the deceleration detected by the deceleration detecting means and the target deceleration calculated by the target deceleration calculating means. And a deceleration control stopping unit that suspends the deceleration control in the deceleration control unit and initializes the integral value when the vehicle behavior control by the braking force is being performed. To do. Examples of the vehicle behavior control based on the braking force include EBD that controls the front-rear distribution of the braking force, VDC that controls the yaw rate of the vehicle, ABS that prevents the locking of the tires, and other controls that are performed prior to deceleration control. .

According to a second aspect of the present invention, in the deceleration control device according to the first aspect, the control stopping means is
As the initialization, the integrated value is set to zero. Furthermore, in the invention according to claim 3, in the deceleration control device according to claim 1 or 2, the control stop means sets the integrated value as the initialization at a predetermined time point before the start of the vehicle behavior control. It is characterized in that it is the integrated value in.

Further, the invention according to claim 4 is the deceleration control device according to any one of claims 1 to 3, wherein the control stopping means is:
The integral value is initialized when the difference between the deceleration detected by the deceleration detecting means and the target deceleration calculated by the target deceleration calculating means is equal to or less than a predetermined value.

[0008]

Therefore, in the deceleration control device according to the first aspect of the present invention, the deceleration control is performed on the basis of the integral value of the difference between the deceleration of the vehicle and the target deceleration during normal operation.
When the vehicle behavior control by the braking force is being performed, in order to interrupt the deceleration control and initialize the integral value,
When the vehicle behavior control ends and the deceleration control is restarted, it is possible to suppress deceleration fluctuation due to an inappropriate integral value.

Further, in the deceleration control device according to the second aspect of the present invention, since the integral value is set to zero as the initialization, the vehicle behavior control is started after the slip amount of the wheels starts to increase. Even if the difference between the target deceleration and the actual deceleration becomes large, the deceleration fluctuation due to the integral value can be suppressed when the vehicle behavior control ends and the deceleration control is restarted. it can. Further, in the deceleration control device of the invention according to claim 3, since the integrated value is set to the integrated value at a predetermined time point before the start of the vehicle behavior control, the slip amount of the wheel is reduced. Even if the difference between the target deceleration and the actual deceleration becomes large from the time when the vehicle behavior control is started until the vehicle behavior control is started, when the vehicle behavior control is finished and the deceleration control is restarted, the brake is applied. It is possible to correct the influence of the pad temperature rise and the vehicle weight increase, and to suppress the deceleration fluctuation due to the integral value.

Further, in the deceleration control device according to a fourth aspect of the present invention, when the difference between the actual deceleration and the target deceleration is equal to or less than a predetermined value at the end of the vehicle behavior control,
Since the integrated value is initialized, a large deceleration can be generated without initializing the integrated value when the difference is large, and the convergence to the target deceleration can be enhanced.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the deceleration control device of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic vehicle configuration diagram showing an example of a deceleration control device of the present embodiment. For convenience of drawing, only one wheel is shown in the drawing, but the other wheels are also configured in the same manner. In the figure, reference numeral 1 is a brake pedal, 2 is a hydraulic booster, 3 is a master cylinder, 4 is a reservoir, and normally, the master cylinder 3 depends on the amount of depression of the brake pedal 1 by an occupant.
The braking fluid pressure increased by is supplied to each wheel cylinder 6 of each wheel 5. A braking fluid pressure control circuit 7 is provided between the master cylinder 3 and each wheel cylinder 6, and the braking fluid pressure of each wheel cylinder 6 is individually controlled in the braking fluid pressure control circuit 7. It is also possible to control.

The braking fluid pressure control circuit 7 uses a braking fluid pressure control circuit used for anti-skid control. The braking fluid pressure control circuit 7 controls the braking fluid pressure of each wheel cylinder 6 according to a braking fluid pressure command value from a braking force control unit 8 described later. Further, in this vehicle, a master cylinder pressure sensor 9 for detecting the output pressure of the master cylinder 3, that is, a so-called master cylinder pressure Pm, a wheel cylinder pressure sensor 10 for detecting a braking fluid pressure of each wheel cylinder 6, and each wheel 5 are provided. A wheel speed sensor 11 for detecting the rotation speed, so-called wheel speed Vwi (i = FL to RR), and an acceleration sensor 12 for detecting the deceleration αv of the vehicle are provided, and their detection signals are the braking force control unit 8 described above. Is output to.

The braking force control unit 8 includes a microcomputer and its peripheral equipment, and constitutes a control block shown in FIG. 2 by a software form of the microcomputer. This control block includes a target deceleration calculation unit 101 and a braking torque request value calculation unit 102.
A braking torque correction value calculation unit 103, a braking torque distribution unit 104, a hydraulic pressure command value calculation unit 105, a braking fluid pressure command value calculation unit 106, an ABS control calculation unit 107, and an integral initialization calculation unit 108. It has and.

First, the target deceleration calculation unit 101 uses the master cylinder pressure Pm detected by the master cylinder pressure sensor 9 as a vehicle parameter constant K stored in advance in the ROM.
The target deceleration αdem is calculated by multiplying by 1. When the data has acceleration / deceleration directionality, the acceleration direction is a positive value in all cases. That is, the target deceleration αdem and the like have a positive value during acceleration and a negative value during deceleration. Further, the braking torque request value calculation unit 102 and the braking torque correction value calculation unit 103 constitute a deceleration controller 109 that performs feedforward control and feedback control, and the target deceleration calculation unit 10
The target braking torque command value Td_com is calculated based on the target deceleration αdem calculated in 1 and the deceleration αv detected by the acceleration sensor 12. Specifically, the deceleration controller 109 is composed of a "two-degree-of-freedom control system" as shown in FIG. 3, and has a feedforward compensator A that is the braking torque required value calculation unit 102 and the braking torque correction. Value calculator 1
The reference model block B and the feedback compensator C that form the reference numeral 03. The closed loop performance such as stability and disturbance resistance is adjusted by the feedback compensator C, and the response to the target deceleration αdem is adjusted by the feedforward compensator A.

More specifically, the feedforward compensator A first calculates the braking torque command value Td_FF required to achieve the target deceleration αdem. Specifically, first, the target deceleration αdem is multiplied by the vehicle specification constant K2 to be converted into a braking torque, and the converted value is subjected to feedforward compensation represented by the following formula (1) to obtain a feedforward compensation value Td_FF. To calculate. CFF (s) = Fref (s) / P (s) = (TP · s + 1) / (Tr · s + 1) (1) Next, in the reference model block B, the target deceleration αdem
The reference deceleration αref is calculated by applying the reference model Fref (s) represented by the following equation (2) to

Fref (s) = 1 / (Tr · s + 1) (2) Further, in the feedback compensator C, the deceleration αv detected by the acceleration sensor 12 is subtracted from the reference deceleration αref to perform feedback. The deviation Δα is calculated, and P represented by the following equation (3) is calculated based on the feedback deviation Δα.
The feedback compensation value of Td_FB is calculated by performing I-type feedback compensation. CFB (s) = (Kp · s + Ki) / s (3) The control constants Kp and Ki are determined in consideration of the gain margin and the phase margin. Further, as will be described in a feedback calculation process described later, these expressions are discretized and executed in the braking force control unit 8.

The feedforward compensation value Td_FF calculated by the feedforward compensator A and the feedback compensation value Td_FF calculated by the feedback compensator C are calculated.
The braking torque command value T_com is calculated by adding FB and FB. Further, the braking torque distribution unit 104, as shown in FIG. 4, performs the deceleration control based on map data in which the relationship between the front wheel braking torque command value Td_com_F and the rear wheel braking torque command value Td_com_R is stored in advance. The braking torque command value Td_com calculated by the device 109 is normally distributed to the front and rear wheels.
The map data used for this normal front-rear distribution is set in consideration of front-rear load movement during vehicle braking, stability of vehicle behavior, shortening of braking distance, and the like.

In the hydraulic pressure command value calculation unit 105, the braking torque command value Td_com_F, R of each wheel distributed by the braking torque distribution unit 104 and the vehicle parameter constants Kf, Kr previously stored in the ROM are stored. Based on the equation (4), the wheel cylinder pressure command value BRKcom for each wheel is calculated. However, during the anti-skid control, the ABS control calculation unit 1
The wheel cylinder pressure ABScom calculated in 07 is set as the wheel cylinder pressure command value BRKcom.

[0019] In the braking fluid pressure command value calculation unit 106, the wheel cylinder pressure Pwc detected by the wheel cylinder pressure sensor 10 is detected.
Outputs to the braking fluid pressure control circuit 7 a braking fluid pressure command value that matches the wheel cylinder pressure command value BRKcom calculated by the hydraulic pressure command value calculation unit 105.

On the other hand, the ABS control calculation unit 107 calculates the wheel speed deviation slip, the wheel deceleration Vwd, etc. based on the wheel speed Vwi detected by the wheel speed sensor 11, and the wheel speed deviation slip is 10 km / h. Or more, or wheel deceleration Vwd
There is judged whether a -10 m / s ² or less, when 10 km / h or more or at -10 m / s ² or less, the ABS flag is set to the set state of "1", and the slip amount of the wheel Calculate the wheel cylinder pressure ABScomi to control
Performs anti-skid control.

Further, in the integral initialization calculation section 108,
When the ABS flag set by the ABS control calculation unit 107 is in the set state of "1", the integral element of the feedback compensator C is initialized as described in the feedback calculation process described later. Next, the feedback compensator C of the braking torque correction value calculation unit 103,
The feedback calculation process executed by the integral initialization calculator 108 will be described in detail with reference to the flowchart of FIG. First, when this process is executed, the process proceeds to step S1. In step S1, as shown in FIG. 3, from the standard deceleration αref calculated in the standard model block B, the acceleration The deceleration αv detected by the sensor 12 is subtracted to calculate the feedback deviation Δα (0), and the process proceeds to step S2. Here, "0" is a subscript indicating that it is a value calculated in the current calculation cycle.

In step S2, the PI-type feedback compensation expressed by the equation (3) is discretized by Tustin approximation, and the recurrence formula of the output value Pout (0) of the proportional element Kp and the integral element Ki / s are calculated. And the recurrence formula of the output value Iout (0) of
Control goes to step S3. However, T is the sampling period, and Iout (-1) is the output value of the integral element calculated in the previous (one sample before) calculation period. Pout (0) = Kp · Δα (0) Iout (0) = Iout (-1) + T · Ki (Δα (0) + Δα (-1)) / 2 (5) In the step S3, the ABS is used. It is determined whether the ABS flag set by the control calculation unit 107 is in the set state of "1". If it is in the set state (Yes), the process proceeds to step S4, and if not (No), the process proceeds to step S5. To do.

In step S4, the output value Iout (0) of the integrating element is set to "0", and then the process proceeds to step S5. In step S5, the output value P of the proportional element is
Out (0) is added to the output value Iout (0) of the integral element to calculate the feedback control output Td_FB. Step S6
Then, the output value Iout (0) of the integration element this time is set to Iout (-1), and the calculation process ends.

Next, the operation of the deceleration control device will be described based on a specific situation. First, as shown in FIG. 6A, it is assumed that the driver depresses the brake pedal 1 at time t1. Then, the braking torque correction value calculation unit 103 of the braking force control unit 8 calculates the standard deceleration αref according to the master cylinder pressure Pm. Further, a wheel cylinder pressure command value BRKcom for realizing the standard deceleration αref is calculated by the hydraulic pressure command value calculation unit 105,
A braking fluid pressure command value corresponding to the wheel cylinder pressure command value BRKcom is calculated by the braking fluid pressure command value calculation unit 106 and output to the braking fluid pressure control circuit 7.

Next, it is assumed that the driver further depresses the brake pedal at time t2. Then, the slip amount of the wheel increases, and the difference Δα between the vehicle deceleration αv and the reference deceleration αref increases, and the braking torque correction value calculation unit 103 eliminates the difference Δα. Iout (0) is greatly calculated, and the wheel cylinder pressure command value BRKcom is largely calculated by the hydraulic pressure command value calculation unit 105. Here, if the friction coefficient μ of the road surface is small, the deceleration αv does not increase even if the wheel cylinder pressure increases, and only the slip amount of the wheel becomes larger, and the wheel speed deviation slip becomes larger than 10 km / h. Time t
3, the ABS control calculation unit 107 starts anti-skid control. Then, the wheel cylinder pressure is controlled by the wheel cylinder pressure ABScom calculated by the ABS control calculator 107, and the braking torque correction value calculator 10
At 3, the integral element is initialized to "0".

Here, it is assumed that the driver who notices that the anti-skid control is being performed releases the brake pedal 1 by depressing it. Then, the reference deceleration αref becomes smaller and the difference Δα from the vehicle deceleration αv becomes smaller, and
The slip amount of the wheel becomes small, and the anti-skid control ends. Here, again, the hydraulic pressure command value calculation unit 105
Although the wheel cylinder pressure command value BRKcom for realizing the standard deceleration αref is output at, the integral element of the braking torque correction value calculation unit 103 is initialized to “0” during the anti-skid control. Immediately after the end of the anti-skid control, the wheel cylinder pressure command value BRKcom is calculated based on only the proportional element.

As described above, in the present embodiment, when the anti-skid control is being performed, the deceleration control is interrupted and the output value of the integrating element is set to "0". Therefore, the anti-skid control is performed. When the deceleration control is restarted after the end of the period, the deceleration fluctuation due to an inappropriate integral value can be suppressed, and the standard deceleration αre from the time when the slip amount of the wheel starts to increase until the antiskid control starts
It is not affected by the difference Δα between f and the actual deceleration αv.

By the way, as shown in FIG. 6B, if the output value of the integral term element at the start of the anti-skid control is held by the braking torque correction value calculating section 103 during the anti-skid control, Immediately after the end of the anti-skid control at t4, the wheel cylinder pressure is increased to cause deceleration fluctuation. In the above embodiment, the example in which the output value of the integral element is initialized when the anti-skid control is performed is shown. However, for example, at the end of the anti-skid control, the actual deceleration αv and the reference deceleration are set. The output value of the integral element of the braking torque correction value calculation unit 103 may be initialized when the difference Δα from αref is less than or equal to a predetermined value. When the difference Δα is large, the integral value is not initialized, a large deceleration αv is generated, and the reference deceleration αr
Convergence to ef can be improved.

Next, a second embodiment of the deceleration control device of the present invention will be described. In this embodiment, the calculation processing performed by the braking force control unit 8 of the first embodiment is changed from that of FIG. 5 of the first embodiment to that of FIG. 7. The arithmetic processing of FIG. 7 includes many steps equivalent to those of the arithmetic processing of FIG. 5 of the first embodiment, and the same steps are denoted by the same reference numerals and detailed description thereof will be omitted. In the arithmetic processing of FIG. 7, steps S7 to S16 are provided instead of steps S3 and S4 of the arithmetic processing of FIG.

Of these, first, in step S7, the ABS flag indicating that the anti-skid control is in progress is "1".
If it is in the set state (Yes), the process proceeds to step S16, and if not (No), the process proceeds to step S8. In the step S8, it is determined whether or not the ABSEND flag indicating that the anti-skid control is finished is "1", and if it is the set state (Yes), the process proceeds to step S15, and otherwise. (No) moves to step S9. Here, the ABSEND flag is a flag that is set to "1" only for one sample after the end of the anti-skid control and then immediately becomes a reset state of "0".

In step S9, the wheel speed deviation slip calculated by the ABS control calculator 107 is the threshold value S1.
It is determined whether or not it is larger, and if it is larger (Yes)
Move to step S11, and if not (No)
Control goes to step S10. Here, the threshold value S1 may be a value smaller than the threshold value for judging the start of the anti-skid control. For example, when the anti-skid control is started with a wheel speed deviation of 10 km / h, the threshold value is The value S1 may be set to 5 km / h.

In step S10, the wheel deceleration Vwd calculated by the ABS control calculator 107 is the threshold value S.
It is determined whether it is greater than 2, and if it is greater than (Ye
s) Go to step S11, otherwise (N
o) Go to step S14. Where threshold S2
May be smaller than the threshold value for starting the anti-skid control. For example, when the anti-skid control is started at a deceleration of -10 m / s ² , the threshold value S2 is 5 km. You can set it to / h.

In step S11, it is determined whether or not the stored flag fmem indicating that the output value Iout (0) of the integral element of the braking torque correction value calculation unit 103 is stored is set. If it is set (Ye
s) Go to step S5, otherwise (N
o) Go to step S12. In step S12, the output value Iout (0) of the integral element of the braking torque correction value calculation unit 103 is stored as memIout, and in step S13
Move to.

In step S13, the stored flag fmem is set to "1", and then the process proceeds to step S5. On the other hand, in step S14, the stored flag fmem is cleared to "0", and then the process proceeds to step S5. On the other hand, in step S15, the stored flag fmem is cleared to "0", and then the process proceeds to step S16.

In step S16, the output value Iout (0) of the integrating element is set to memIout stored in step S12, and then the process proceeds to step S5. Next, an operation when the above deceleration control device is applied to a vehicle in which it becomes difficult to decelerate due to changes in vehicle specifications due to a temperature increase of a brake pad or an increase in vehicle weight will be described. First, as shown in FIG. 8A, it is assumed that the driver depresses the brake pedal at time t1. Then, a difference Δα is generated between the vehicle deceleration αv and the standard deceleration αref, and the braking torque correction value calculator calculates the output value Iout (0) of the integrator element so as to eliminate the difference Δα. The wheel cylinder pressure command value BRKcom is largely calculated by the pressure command value calculation unit 105. This reduces the vehicle deceleration αv and the reference deceleration αref.

Next, it is assumed that the driver further depresses the brake pedal at time t2. Then, the slip amount of the wheel becomes larger, the difference Δα between the vehicle deceleration αv and the reference deceleration αref becomes larger, and the braking torque correction value calculation unit 103 outputs the integral element so as to eliminate the difference Δα. The value Iout (0) is calculated to be larger, and the hydraulic pressure command value calculation unit 105 also calculates the wheel cylinder pressure command value BRKcom to be larger. Where the friction coefficient of the road surface μ
Is small, the deceleration αv does not increase even when the wheel cylinder pressure increases, and only the slip amount of the wheel increases, and at time tm when the wheel speed deviation slip becomes greater than 5 km / h, the integral element The output value is stored in the braking torque correction value calculation unit 103, and the wheel speed deviation slip is 10 km.
At time t3 when it becomes larger than / h, the ABS control calculation unit 10
At 7, anti-skid control is started. Then, the wheel cylinder pressure is controlled by the wheel cylinder pressure ABScom calculated by the ABS control calculation unit 107, and the braking torque correction value calculation unit 103 initializes the integral element with the integral value at the time tm.

Here, it is assumed that the driver, who notices that the anti-skid control is being performed, releases the depression of the brake pedal 1. Then, the reference deceleration αref becomes smaller and the difference Δα from the vehicle deceleration αv becomes smaller, and
The slip amount of the wheel becomes small, and the anti-skid control ends. Here, again, the hydraulic pressure command value calculation unit 105
The wheel cylinder pressure command value BRKcom for realizing the standard deceleration αref is output at, but the integral element of the braking torque correction value calculation unit 103 is initialized to the integral value at time tm during the anti-skid control. Therefore, it is possible to continuously obtain the effects of the feedback control that has been obtained from the end of the anti-skid control before the start of the anti-skid control, such as the correction of the influence of the temperature increase of the brake pad and the increase of the vehicle weight.

By the way, as shown in FIG. 8B, the braking torque correction value calculation unit 103 is operated during the anti-skid control.
If the integral element of is initialized to "0", the calculation of the integral element starts from "0" at the end of the anti-skid control, and as described above, the effect of feedback control due to the influence of the temperature increase of the brake pad and the increase of the vehicle weight is The difference Δα between the vehicle deceleration αv and the reference deceleration αref is slightly larger than the case where the integral element is initialized by the integral value at the time tm, but compared with the case where the initialization is not performed. , It is possible to suppress the deceleration fluctuation due to an inappropriate integral value.

In the above embodiment, the wheel speed sensor 11 corresponds to the deceleration detecting means, the block B corresponds to the target deceleration calculating means, and the step S5 corresponds to the deceleration controlling means. Steps S3 to S4, S7 to S16
Corresponds to deceleration control stopping means. Further, the above-described embodiment shows an example of the deceleration control device of the present invention, and does not limit the configuration or the like of the device.

For example, in the above embodiment, the example in which the deceleration feedback control is interrupted when the antiskid control is being performed has been shown, but the invention is not limited to the antiskid control, and the deceleration feedback control is prioritized. The present invention can be similarly applied to a system (EBD, VDC, etc.) that controls the braking state by means of the above.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing an example of a vehicle equipped with a deceleration control device of the present invention.

FIG. 2 is a configuration diagram showing a control block of the braking force control unit of FIG.

FIG. 3 is a configuration diagram showing a configuration of a deceleration controller of FIG.

FIG. 4 is a control map showing a relationship between a front wheel braking torque command value and a rear wheel braking torque command value.

5 is a flowchart showing a feedback calculation process executed in the braking torque control unit of FIG.

FIG. 6 is a time chart for explaining the operation of the vehicle equipped with the deceleration control device of the present invention.

FIG. 7 is a flowchart showing a feedback calculation process executed in the braking torque control unit of FIG. 1 in the second embodiment.

FIG. 8 is a time chart for explaining the operation of the vehicle equipped with the deceleration control device of the present invention in the second embodiment.

[Explanation of symbols]

1 is the brake pedal 2 is a hydraulic booster 3 is the master cylinder 4 is a reservoir 5 is a wheel 6 is each wheel cylinder 7 is a braking fluid pressure control circuit 8 is a braking force control unit 9 is a master cylinder pressure sensor 10 is a wheel cylinder pressure sensor 11 is a wheel speed sensor 12 Accelerometer

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Kazuhiko Tazoe             Nissan, Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan             Inside the automobile corporation (72) Inventor Hiroki Sasaki             Nissan, Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan             Inside the automobile corporation F term (reference) 3D046 BB21 BB28 BB31 HH02 HH15                       HH25 HH29 HH36 HH39 JJ04                       JJ06 KK08

Claims (4)

[Claims] 1. A deceleration detecting means for detecting a deceleration of a vehicle, a target deceleration calculating means for calculating a target deceleration, a deceleration detected by the deceleration detecting means and the target deceleration calculating means. When deceleration control means for performing deceleration control based on the integrated value of the calculated difference from the target deceleration and vehicle behavior control by braking force are being performed, the deceleration control in the deceleration control means is interrupted. And a deceleration control stopping means for initializing the integrated value. 2. The deceleration control device according to claim 1, wherein the control stop means sets the integrated value to zero as the initialization. 3. The control stop means sets the integrated value as the integrated value at a predetermined time point before the start of the vehicle behavior control as the initialization. Deceleration control device. 4. The control stop means, when the vehicle behavior control ends, a difference between a deceleration detected by the deceleration detection means and a target deceleration calculated by the target deceleration calculation means is equal to or less than a predetermined value. The deceleration control device according to any one of claims 1 to 3, wherein the integral value is initialized when it is.