JP2005280596A - Brake device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To decrease an influence on a vehicular traveling state of dragging torque, in a brake device. <P>SOLUTION: In a fore-and-aft braking force distributing control, a target value of front wheel braking force and a target value of a rear wheel braking force are decided on the basis of a ratio decided by request braking force and a ideal distribution line. In that case, when dragging torque is detected in right and left wheels, a value obtained by subtracting braking force corresponding to the dragging torque from the target value of the rear wheel braking force decided by the request braking force is made to be a final target value of rear wheel braking force. A target value of liquid pressure of a brake cylinder is decided according to the final target value of the rear wheel braking force, and the actual liquid pressure of the brake cylinder is controlled to come close to the target value. Therefore, the influence of dragging torque on the fore-and-aft braking force distribution control can be decreased. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a brake device including a brake operation force control device that controls a brake operation force.

Patent Document 1 describes an example of a brake device including a brake operating force control device. In this brake device, in the front-rear braking force distribution control for controlling the brake operating force of the rear wheels so that the ratio of the front wheel braking force and the rear wheel braking force is based on the ideal distribution line, It is described that the braking torque applied to the drive wheels is taken into account.
Japanese Patent Laid-Open No. 10-230829

  An object of the present invention is to control the brake operating force in consideration of brake drag.

Means, actions and effects to solve the problem

  The brake device according to the invention of claim 1 detects (a) at least one brake provided on each of a plurality of wheels of the vehicle, and (b) detects at least one drag torque of the plurality of brakes. It is obtained by including a drag torque detecting device, and (c) a brake operating force control device that controls at least one operating force of the plurality of brakes based on a detection result of the drag torque detecting device.

In the brake device, at least one brake is provided for each of the plurality of wheels. The number of brakes provided on each of the plurality of wheels may be the same or different. When a plurality of brakes are provided on one wheel, different types of brakes are usually provided.
For example, a hydraulic brake as a service brake may be provided on each of the front and rear, left and right wheels, and a parking brake that may be operated by a tensile force applied to a cable may be provided on the left and right rear wheels. In this case, there are cases where the hydraulic brake is a disc brake and the parking brake is a drum brake, or both the hydraulic brake and the parking brake are drum brakes. For parking brakes, when a tensile force is applied to the cable due to the operation force applied to the parking brake operation member by the driver (manual parking brake), a tension applying device including an electric motor is connected to the cable, and the driver There is a case where a tensile force is applied to the cable by the operation of the tension applying device according to the parking brake operation instruction (electric parking brake). In addition, each of the front, rear, left and right wheels is provided with an electric brake as a service brake (a brake in which the friction engagement member is pressed against the brake rotating body by the pressing force of the electric motor), and parking brakes are provided on the left and right rear wheels. It may be provided. In any case, the left and right rear wheels are provided with two brakes, a service brake and a parking brake. When the two brakes are a disc brake and a drum brake, a hydraulic brake and a parking brake are used. There are cases where there are electric brakes and parking brakes, and the types are different from each other.

The drag torque detection device detects at least one brake of at least one of a plurality of wheels, that is, at least one drag torque of a plurality of brakes provided in the entire vehicle. It may be one that detects the drag torque of all of the plurality of brakes, or one that detects the drag torque for one or more brakes. Further, the drag torque of two or more brakes may be detected in common, or may be detected individually.
For example, when a hydraulic brake as a service brake is provided on the left and right front wheels and a parking brake is provided on the left and right rear wheels, the drag torque detecting device detects the drag torque of the parking brake and detects the drag torque of the service brake. Can not. In addition, when detecting the drag torque of the parking brake, by detecting the force applied to the anchor pin, the drag torque of the parking brake is individually detected, or by detecting the tensile force applied to the cable, The drag torque of the two parking brakes can be detected in common.
The drag torque is a braking torque (rotational resistance) applied to the wheels when the brake is in an inoperative state during traveling of the vehicle. In the case of a hydraulic brake, the drag torque may be generated when the friction engagement member slides without being completely separated from the brake rotating body even when the hydraulic pressure of the brake cylinder reaches atmospheric pressure. In the case of an electric brake, the friction engagement member may slide on the brake rotating body even when the supply current becomes zero due to an unlocking abnormality of the electric motor or the like. In addition, in the case of a manual parking brake, the parking brake operation member may not be reliably returned to the release position, which may be caused by a tensile force remaining on the cable.

The brake operation force control device controls the operation force of at least one of the plurality of brakes of the entire vehicle based on the detection result by the drag torque detection device. The brakes to be controlled by the brake operating force control device may be all of the plurality of brakes or part of the plurality of brakes. For example, when hydraulic brakes as service brakes are provided on the left and right front and rear wheels and manual parking brakes are provided on the left and right rear wheels, the operating force of the hydraulic brake is controlled, and the manual parking brake The actuation force is usually not controlled. Further, when the brake operating force control device includes a spin suppression control unit, the operating force of the left and right front wheels can be controlled, and the operating force of the left and right rear wheels can be prevented from being controlled.
Further, the brake operating force control device may be controlled during a brake operation by the driver or may be controlled during a non-operation. For example, the brake actuation force may be controlled according to the required braking force determined based on the driver's brake operation state, or may be controlled based on the vehicle running state (for example, slip state). it can.
Although the specific mode of control of the brake operating force will be described later, the brake operating force is controlled based on the magnitude of the drag torque detected by the drag torque detecting device, the position of the wheel where the drag torque is generated, and the like. The influence of the drag torque on the running state of the vehicle is reduced.
Note that the braking torque and the drag torque may be expressed by torque or force. For example, the braking torque and the braking force are in a one-to-one correspondence, and in the present specification, they are not distinguished from each other. use.

  In this way, if at least one operating force of the plurality of brakes is controlled based on the drag torque, the influence of the drag torque on the vehicle running state can be reduced, and the brake control accuracy can be improved. Can do.

Patentable invention

  In the following, the invention that is claimed to be claimable in the present application (hereinafter referred to as “claimable invention”. The claimable invention is at least the “present invention” to the invention described in the claims. Some aspects of the present invention, including subordinate concept inventions of the present invention, superordinate concepts of the present invention, or inventions of different concepts) will be illustrated and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating the understanding of the claimable invention, and is not intended to limit the combinations of the constituent elements constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

  Of the following items, items (1), (2), and (3) correspond to claims 1 to 3, and items (5), (7), and (8) correspond to claims 4 to 6. , (9) to (11) correspond to claims 7 to 9.

(1) at least one brake provided on each of a plurality of wheels of the vehicle;
A drag torque detecting device for detecting a drag torque of at least one of the plurality of brakes;
A brake device comprising: a brake operation force control device that controls an operation force of at least one of the plurality of brakes based on a detection result by the drag torque detection device.
(2) The brake operating force control device is configured to output at least one operating force of at least one brake provided on a wheel different from a wheel provided with a brake whose drag torque is detected by the drag torque detecting device. The brake device according to (1), further including an other wheel drag torque corresponding operating force control unit that controls based on the detected drag torque.
In the brake device described in this section, the braking force of a wheel different from the wheel provided with the brake whose drag torque is detected is controlled.
For example, when spin suppression control that suppresses spin by applying braking force to the turning outer wheel of the left and right front wheels when the spin tendency is strong is performed by the brake operating force control device, dragging is performed during a right turn. When it is assumed that the target braking force of the left front wheel is FFL when it is assumed that no torque is generated, drag torque Trld is applied to the hydraulic brake of the left rear wheel (the braking force corresponding to the drag torque is Frld). When the target braking force of the left front wheel is (FFL−Frld) and drag torque Trrd (brake force corresponding to the drag torque is Frrd) is generated on the right rear wheel. The target braking force for the left front wheel is set to (FFL + Frrd). In this way, the influence of drag torque can be reduced in spin suppression control, and spin can be suppressed more reliably.
(3) A wheel provided with a plurality of the brakes on each of at least some of the plurality of wheels, and the brake operating force control device provided with a brake whose drag torque is detected by the drag torque detecting device. An other brake drag torque corresponding actuation force control unit that controls an actuation force of a brake different from the brake in which the drag torque is detected among a plurality of brakes of the same wheel as The brake device according to item 1) or (2).
In the brake device described in this section, the operating force of a different brake on the same wheel as the brake provided with the brake in which the drag torque is detected is controlled.
For example, when hydraulic brakes are provided for the left and right front and rear wheels, respectively, and when parking brakes are provided for the left and right rear wheels, drag torque Trrd (braking force corresponding to the drag torque is Frrd). ) Is detected. When the front / rear braking force distribution control is performed by the brake operating force control device, the target braking force by the hydraulic brake on the left and right front wheels is set to FF, and the target braking force by the hydraulic brake on the left and right rear wheels is set to FR, respectively. In this case, the target braking force by the hydraulic brake of the right rear wheel is (FR−Frrd). In this way, it is possible to control the braking force applied to the front and rear wheels to a magnitude along the ideal braking force distribution line even when drag torque is generated.
(4) The brake operation force control device includes a self-brake drag torque corresponding operation force control unit that controls an operation force of the brake itself in which the drag torque is detected by the drag torque detection device based on the drag torque. The brake device according to any one of items 1) to (3).
In the brake device of this section, the same brake operating force as that of the brake in which the drag torque is detected is controlled. For example, when the brake is an electric brake, the frictional engagement member slides on the brake rotating body even though the supply current to the electric brake is 0 due to a deviation of 0 point or an unlocking abnormality. In some cases, braking torque is applied. In this case, it is desirable to correct the supply current to the electric motor according to the drag torque.
Note that the zero point itself can be corrected according to the drag torque.

(5) The drag torque detection device includes a non-braking traveling braking torque detection unit that detects a braking torque of the at least one brake while the entire vehicle is traveling without braking. The brake device as described in any one.
When the vehicle is running without braking, the braking torque of the brake should be zero or smaller than the expected set value (it can also be said to be substantially zero). Therefore, if the braking torque is detected during non-braking traveling, the drag torque can be detected. As will be described later, when the vehicle is not operated and is not controlled, the vehicle as a whole can be considered to be traveling without braking.
(6) The drag torque detecting device includes a non-braking / non-driving running braking torque detecting unit that detects a braking torque of the at least one brake when the entire vehicle is running non-braking and non-driving ( The brake device according to any one of items 1) to (5).
(7) The brake operating force control device generates a control command value that represents a target value of at least one of the plurality of brakes, and an actual operation of the at least one brake. An operation force control unit that controls an operation force of the at least one brake so that the power becomes a target value represented by the control command value created by the control command value creation unit, and the drag torque detecting device includes: The non-control-time braking torque detection unit that detects a braking torque of a brake having a control command value of 0 among the at least one brake is described in any one of the items (1) to (6). Brake device.
For the brake to be controlled by the brake operating force control device, a control command value corresponding to the target value of the brake operating force is created and controlled so that the actual operating force becomes the target value corresponding to the control command value. In the brake to be controlled, if the control command value is 0, the operating force should be 0 and the braking torque should be substantially 0 (0 or less than the expected set value). Therefore, if it is detected when the control command value is 0, the drag torque can be detected.
The control command value may be determined based on the operation state of the service brake operation member or the parking brake operation member by the driver, or may be determined based on the traveling state of the vehicle, for example, the slip state.
Further, when the control command value changes from 0 to 0, the braking torque may not be detected immediately, but may be detected after a set time has elapsed.
(8) The brake device includes a manual brake operation device that operates at least one of the plurality of brakes according to an operation of a brake operation member by a driver, and the drag torque detection device includes the brake operation device. The brake device according to any one of (1) to (7), further including a non-operation braking torque detection unit that detects a braking torque of the at least one brake when the member is not operated.
In a brake that is actuated in response to a manual operation by the driver, the braking torque should be zero or less than an expected set value when the brake operating member is not operated by the driver. Therefore, drag torque can be detected if detected while the brake operating member is not being operated.
Further, it is desirable that the braking torque is not detected immediately when the brake operation is released, but is detected after the set time has elapsed.
It should be noted that a plurality of brakes of the vehicle can be manually operated (that is, an operation force having a magnitude corresponding to the operation force is applied due to the operation of the brake operation member by the driver). And a brake that can be automatically braked (actuated by power and operable even if the brake operation member is not operated), (b) a brake that is not manually operable and capable of automatic braking, ( c) Includes at least one type of brake that can be operated manually and cannot be automatically braked.

(9) At least one brake is provided on each of the front and rear wheels of the vehicle, and the drag torque detecting device is provided on at least one of the brakes provided on the front and rear wheels. A front wheel / rear wheel drag torque detecting unit for detecting drag torque, wherein the brake operating force control device determines whether the front wheel brake operating force and the rear wheel are based on a detection result by the front wheel / rear wheel drag torque detecting unit. Including a front / rear braking force distribution control unit that controls the braking force of the vehicle so that the ratio of the braking force applied to the front wheels and the braking force applied to the rear wheels is determined based on the ideal distribution line. The brake device according to any one of (8).
In the front / rear braking force distribution control, the ratio between the braking force of the front wheels (the sum of the braking forces of the left and right front wheels) and the braking force of the rear wheels (the sum of the braking forces of the left and right rear wheels) is determined based on the ideal distribution line. As described above, the operating force of the front wheel brake and the operating force of the rear wheel brake are controlled. In this case, if the braking force of the front wheels and the braking force of the rear wheels are controlled based on the drag torque, the ratio of the actual front wheel braking force to the rear wheel braking force is made more ideal. It can approach the size determined based on it.
In “control performed so that the ratio between the front wheel braking force and the rear wheel braking force is determined based on the ideal distribution line”, control performed so that these ratios are on the ideal distribution line (target Control in which the ratio is determined to be a value on the ideal distribution line), and control that is a ratio substantially along the ideal distribution line. For example, the target ratio may be determined such that the rear wheel braking force is smaller than the ratio on the ideal distribution line. In this way, it is possible to avoid a situation in which the rear wheel braking force increases due to a disturbance and deviates from the ideal distribution line, and the rear wheel slip immediately becomes excessive. Also, when these ratios are controlled so that the ratio is based on the ideal distribution line from the start of braking, or when the brake operating force exceeds a set value, the ratio is controlled so that the ratio is based on the ideal distribution line. There is.
As described above, when the rear wheel braking force is controlled to be smaller than the ideal distribution line, in other words, when the front wheel braking force is controlled to increase, a parking brake is provided on the rear wheel. In such a case, the ratio of the braking force of the front wheels to the braking force of the rear wheels may be further increased in consideration of the possibility that the parking brake drag torque is applied. On the other hand, if the front / rear braking force distribution control is performed based on the drag torque, the necessity of increasing the braking force ratio of the front wheels in advance is reduced, and the ideal distribution line can be made closer. .
(10) At least one brake is provided for each of the right wheel and the left wheel of the vehicle, and the drag torque detecting device is provided for at least one brake provided for the right wheel and the left wheel. A right wheel / left wheel drag torque detecting unit for detecting at least one drag torque, wherein the brake operating force control device is configured to brake the right wheel based on a detection result by the right wheel / left wheel drag torque detecting unit. Left and right braking force distribution control for controlling the operating force and the brake operating force of the left wheel so that the ratio of the braking force applied to the right wheel and the braking force applied to the left wheel becomes a magnitude corresponding to the turning state of the vehicle The brake device according to any one of (1) to (9), including a section.
In the brake device described in this section, the ratio between the braking force of the right wheel (the sum of the braking forces of the right and left front wheels) and the braking force of the left wheel (the sum of the braking forces of the left and right wheels) is The braking force of the right wheel brake and the braking force of the left wheel brake are controlled so as to have a magnitude corresponding to the turning state.
For example, during turning, the load applied to the turning outer wheel is larger than the load applied to the turning inner ring. As long as the slip of the wheel does not become excessive, the operating force of the brake of the outer turning wheel can be made larger than the operating force of the brake of the inner turning wheel, and the braking force applied to the outer turning wheel can be increased. The braking force acting on the can be increased.
If the left / right braking force distribution control is performed based on the drag torque, the ratio between the braking force of the right wheel and the braking force of the left wheel can be made closer to a magnitude determined according to the turning state.
(11) At least one brake is provided for each of the front, rear, left and right wheels of the vehicle, and the drag torque detecting device detects at least one drag torque of at least one brake of the front, rear, left and right wheels. And the brake operating force control device controls at least one operating force of at least one brake of the front, rear, left and right wheels based on a detection result by the drag torque detecting device. The brake device according to any one of items (1) to (10), including a turning control unit that controls a yaw moment during turning.
The turning control may be performed during braking or during non-braking, but is often performed during non-braking. The turning control is a control for stabilizing the behavior during turning, and refers to control for suppressing the turning state when the turning limit is exceeded, and can also be referred to as turning behavior stabilization control. For turning control, for example, (a) when the absolute value of the difference between the actual yaw rate and the target yaw rate is greater than or equal to the set value, the actual yaw rate is brought closer to the target yaw rate, and (b) the spin state and the drift-out state This corresponds to spin suppression control, drift-out suppression control, and the like in the case of reaching (when spin tendency and drift-out tendency are strong).
For example, the turning state can be analyzed based on the position of the wheel provided with the brake in which the drag torque is detected, the magnitude of the drag torque, and the like. Based on whether or not the yaw moment is caused by the drag torque and whether the yaw moment is in the same or opposite direction as the yaw moment caused by the turn, the influence of the drag torque on the turning state and no drag torque is generated. The turning state of the case can be acquired.
Further, in the turning control, when determining the target value of the operating force of one or more brakes, the position of the wheel provided with the brake in which the drag torque is detected, the magnitude of the drag torque, etc. may be taken into consideration. it can. In turning control, when a target value (control command value) of the operating force of the brake of the outer turning wheel is created based on the rotational speed of the inner turning wheel (reference wheel), a brake with a drag torque detected is provided. A wheel can be prevented from being selected as a reference wheel. For example, when drag torque is detected on the left front wheel during a left turn, the left rear wheel is selected as the reference wheel instead of the left front wheel. Further, it is possible to change the model in consideration of the position and size of the brake wheel where the drag torque is detected, and to create a control command value based on the changed model. In this way, based on the actual turning state and the changed model, a control command value based on the drag torque can be created. Furthermore, the target value of the brake operating force of the outer turning wheel can be acquired based on the turning state when no drag torque is generated, and then corrected based on the drag torque.
If the turning control is performed based on the drag torque, the behavior during the turn can be further stabilized as compared with the case where the control is not performed based on the drag torque.
(12) The brake operating force control device includes a model changing unit that changes a model used when the turning control unit controls the brake operating force based on a detection result by the drag torque detecting device. The brake device according to item 11).
In the brake device described in this section, the model is changed based on the drag torque when the control by the turning control unit is not actually performed. If the model is changed, it is possible to perform the turning control based on the changed model when the start condition of the turning control is satisfied.

(13) The brake actuation force control device controls the actuation force of the at least one brake based on the detected drag torque when the drag torque detected by the drag torque detection device is greater than or equal to a set value. When the detected drag torque is smaller than a set value, the brake device according to any one of the items (1) to (12) is not controlled based on the detected drag torque.
(14) The brake operating force control device includes a drag effect acquisition unit that acquires an effect of the drag torque on the running state of the vehicle based on a detection result by the drag torque detection device, and the drag torque effect acquisition unit When the obtained influence on the running state of the vehicle is larger than a set level, the operating force of the at least one brake is controlled based on the detected drag torque, and the influence on the running state of the vehicle is set. The brake device according to any one of the items (1) to (13), in which the brake operating force is not controlled based on the drag torque when the degree is less than or equal to the degree.
In controlling the brake operating force, it is not always necessary to consider drag torque. This may be taken into account when there is a high need to consider drag torque. When the necessity of considering the drag torque is high, for example, the case where the drag torque is large, the case where the influence on the traveling state of the vehicle is large, and the like are applicable. For example, in the spin suppression control, even if drag torque of the same magnitude is detected in the parking brakes for the left and right rear wheels, the influence on the running state is small, and the necessity for performing the spin suppression control based on the drag torque is low.
(15) The brake operating force control device includes a notification device for notifying that when the drag torque detected by the drag torque detection device is larger than a set value, any of the items (1) to (14) The brake device as described in any one.
If the drag torque is larger than the set value, this is notified. Therefore, the driver can drive while considering that the drag torque is generated. In addition, when a manual parking brake is provided, an operation of returning the parking lever to the release position can be performed.
Note that the notification device may be an alarm device.
(16) The brake operating force control device determines a target value of the at least one brake operating force based on a required braking force, and drags the target value determined by the target value determining unit. The brake device according to any one of items (1) to (15), further including a target value correction unit that corrects the drag torque detected by the torque detection device.
(17) A composite target value determining unit that determines a target value of the operating force of the at least one brake based on the required braking force and the drag torque detected by the drag torque detecting device. The brake device according to any one of items (1) to (16).
When the drag torque is detected, the target value of the operating force of the brake to be controlled is the target value when the drag torque is not applied. Even if the target value is corrected with the drag torque, the required braking force and drag torque are corrected. The target value may be determined based on both.

A brake device according to an embodiment of the present invention will be described in detail with reference to the drawings.
The brake device shown in FIG. 1 includes a brake pedal 10 as a brake operation member of a service brake, a master cylinder 12 including two pressurizing chambers, a pump device 14 as a power hydraulic pressure source operated by power, and left and right front wheels FL. , Hydraulic brakes 16 and 17 provided corresponding to FR, hydraulic brakes 18 and 19 provided corresponding to left and right rear wheels RL and RR, respectively. As shown in FIG. 2, these hydraulic brakes 16 to 19 include brake cylinders 20 to 23, respectively, and a pair of brake pads 30 and 32 can be rotated together with wheels by a hydraulic pressure. 34 is a disc brake that is pressed against and operated.
The pair of brake pads 30 and 32 are held by a mounting bracket 36 as a non-rotating body so as to be movable in the rotational axis direction of the rotary disk 34, and the brake cylinders 20 to 23 are relatively movable in the rotational axis direction and are rotated. It is held by a caliper 38 provided so as not to be relatively movable in the direction. An arrow X in FIG. 2 indicates the direction in which the rotary disk 34 rotates during forward movement.
The receiving portions 40 and 41 of the mounting bracket 36 are portions that receive a frictional force applied to the brake pads 30 and 32. When the pair of brake pads 30 and 32 come into contact with the rotary disk 34 and rotate around, the end portions on the traveling direction side abut against the receiving portions 40 and 41 of the mounting bracket 36 to prevent the accompanying rotation. Torque received by the receiving portions 40 and 41 (the receiving portion 40 in this embodiment) is detected by drag torque sensors 42 to 45, respectively.

The master cylinder 12 is of a tandem type including two pressure pistons, and a fluid pressure chamber in front of each of the two pressure pistons is fluidized according to the operation force by operating the brake pedal 10 by the driver. Pressure is generated. The left and right front brake cylinders 20 and 21 are connected to the two pressurizing chambers of the master cylinder 12 via master passages 46 and 47, respectively. Master shut-off valves 49 and 50 are provided in the middle of the master passages 46 and 47, respectively. The master shut-off valves 49 and 50 are normally open electromagnetic on-off valves.
In addition, four brake cylinders 20 to 23 are connected to the pump device 14 via a pump passage 52. The brake cylinders 20 to 23 are supplied with hydraulic pressure from the pump device 14 while being disconnected from the master cylinder 12, and the hydraulic brakes 16 to 19 are operated. The hydraulic pressure of the brake cylinders 20 to 23 is controlled by a hydraulic pressure control valve device 54.

The pump device 14 includes a pump 56 and a pump motor 58 that drives the pump 56. The suction side of the pump 56 is connected to the reservoir 62 via the suction passage 60, and the accumulator 64 is connected to the discharge side. The hydraulic fluid in the reservoir 62 is pumped up by the pump 56, supplied to the accumulator 64, and stored in a pressurized state.
Further, the downstream side (brake cylinder side) of the discharge side accumulator 64 of the pump 56 and the suction side of the pump 56 are connected by a relief passage 66 as a return passage. A relief valve 68 is provided in the relief passage 66. The relief valve 68 is switched from the closed state to the open state when the hydraulic pressure on the accumulator side, which is the high pressure side, exceeds the set pressure.

The hydraulic pressure control valve device 54 includes pressure-increasing linear valves 100 to 103 provided in the pump passage 52, and pressure-reducing linear valves 110 to 113 provided in the pressure-reducing passage 104 connecting the brake cylinders 20 to 23 and the reservoir 62. including. By controlling the pressure increasing linear valves 100 to 103 and the pressure reducing linear valves 110 to 113, the hydraulic pressures of the brake cylinders 20 to 23 can be individually controlled independently.
The pressure-increasing linear valves 100 to 103 and the pressure reducing linear valves 110 and 111 on the front wheel side are normally closed electromagnetic control valves, and the pressure reducing linear valves 112 and 113 on the rear wheel side are normally open electromagnetic control valves.

  A stroke simulator device 130 is provided in the master passage 46. The stroke simulator device 130 includes a stroke simulator 132 and a simulator opening / closing valve 134. The simulator open / close valve 134 is a normally closed electromagnetic open / close valve, which is opened and closed by turning on and off the supply current, and is switched between a communication state in which the stroke simulator 132 is communicated with the master cylinder 12 and a cutoff state in which the stroke simulator 132 is blocked.

On the other hand, electric barking brakes 140 and 142 are provided on the left and right rear wheels. The electric parking brakes 140 and 142 are operated by the tension applied by the tension applying device 147 including the electric motor 146 by the operation of the barking switch 144 as a parking brake operating member, and the cable 148 is pulled.
The electric parking brakes 140 and 142 are shown in FIG. Reference numeral 150 denotes a backing plate as a non-rotating body attached to the vehicle body side member so as not to be relatively rotatable, and reference numeral 152 denotes a drum that rotates together with the wheels. The drum 152 has a friction surface 154. An anchor pin 156 is provided on the backing plate 150. In addition, a pair of brake shoes 160a and 160b are movably attached along the surface of the backing plate 150 by shoe hold-down devices 162a and 162b.
The pair of brake shoes 160a and 160b are engaged with the anchor pin 156 at one end, and are urged toward the anchor pin 156 by the return springs 163a and 163b. Further, at the other end, they are connected by an adjuster 164 and are urged toward each other by a spring 165.
Each of the brake shoes 160a and 160b includes a web and a rim, and brake linings 166a and 166b as friction materials are held on the outer peripheral surface of the rim. When the brake linings 166a and 166b are pressed against the friction surface 154 of the drum 152, they are slid to generate a frictional force.
One end of a lever 180 is rotatably attached to the web of the brake shoe 160a by a pin 182. One end of a cable 148 is connected to a free end that is the other end of the lever 180. The brake shoe 160b is connected by a strut 186.

Further, a tension applying device 147 is connected to the cable 148 as shown in FIG. The electric motor 146 of the tension applying device 147 is rotatable in both forward and reverse directions, and the driving force of the electric motor is transmitted to the cable 148 via the transmission device 188. The transmission device 188 includes a plurality of gears, and converts the rotation of the electric motor 146 into the tension of the cable 148 for transmission.
When the electric motor 146 is stopped, the cable 148 is also maintained in that state. Even if no electric current is supplied to the electric motor 146, the acting force is maintained in the electric parking brakes 140 and 142.
In the present embodiment, drag torque sensors 190 and 192 for detecting the force applied to the anchor pin 156 are provided. Since force is applied to the anchor pin 156 by sliding the brake shoes 160a and 160b on the friction surface 154 of the brake drum 152, the force is detected.

The brake device is controlled based on a command from the brake ECU 200 (see FIG. 1). The brake ECU 200 mainly includes a computer, and includes an execution unit 202, a storage unit 204, an input / output unit 206, and the like. The input / output unit 206 includes drag torque sensors 42 to 45, a parking switch 144, drag torque sensors 190 and 192, a brake switch 210 that detects an operation state of the brake pedal 10, and a stroke sensor 212 that detects an operation stroke of the brake pedal 10. , A master pressure sensor 214, a brake fluid pressure sensor 216, a wheel speed sensor 218, a fluid pressure source fluid pressure sensor 220, a turning state detection device 228, and the like are connected. Further, the pressure-increasing linear valves 100 to 103, the pressure-decreasing linear valves 110 to 113, the master shut-off valves 49 and 50, and the simulator control valve 134 are connected through a drive circuit (not shown), and the pump motor 58 and the electric motor 146 for applying tension. Are connected via a drive circuit (not shown) and an alarm device 230 is connected.
The turning state detection device 228 detects the turning state of the vehicle, and includes a steering angle sensor that detects a steering angle of a steering wheel (not shown), a yaw rate sensor that detects the yaw rate of the vehicle, and a lateral acceleration that detects lateral acceleration applied to the vehicle. It includes at least one such as an acceleration sensor.
When the detected drag torque is equal to or greater than the set value, the alarm device 230 notifies that fact. The alarm device 230 includes a display provided around the driver's seat, includes a sound generation device, flashes light, includes a light emitting device that can be changed from an unlit state to a lit state, and the like. Can do.
The storage unit 204 stores the drag torque detection program represented by the flowchart of FIG. 4, the brake fluid pressure control program represented by the flowchart of FIG. 5, the spin suppression control program represented by the flowchart of FIG. 6, and the ideal of FIG. A table or the like representing the distribution ratio is stored.

When the brake pedal 10 is operated by the driver, the master cylinders 12 are shut off from the master cylinder 12 by closing the master shut-off valves 49 and 50. The brake cylinders 20 to 23 are supplied with the hydraulic pressure of the pump device 14 to operate the hydraulic brakes 16 to 19. The brake cylinders 20 to 23 are obtained so that the driver's required braking force is obtained based on the brake operation state such as the stroke detected by the stroke sensor 212, the master pressure detected by the master pressure sensor 214, and the like. Each target hydraulic pressure is determined. In this case, the target hydraulic pressure of each of the brake cylinders 20 to 23 is determined such that the ratio between the braking force of the front wheels and the braking force of the rear wheels is determined based on the ideal distribution line shown in FIG. . Then, supply to the coils of the pressure-increasing linear valves 100 to 103 and the pressure-reducing linear valves 110 to 113 so that the actual hydraulic pressure of the brake cylinders 20 to 23 becomes the same as the target hydraulic pressure determined for each wheel. The amount of current is determined.
For example, based on the calculated required braking force and a table represented by the ideal distribution line in FIG. 7 (a table representing the relationship between the braking force of the front wheels and the rear wheels and the distribution ratio), the required braking force of the front wheels, The required braking force of the rear wheels is determined, and the target hydraulic pressures of the left and right front wheel brake cylinders 20 and 21 and the target hydraulic pressures of the left and right rear wheel brake cylinders 22 and 23 are determined.

  Further, when the slip state of each wheel determined based on the wheel speed detected by the wheel speed sensor 218 is excessive, antilock control is performed. Although the anti-lock control is omitted in the flowchart, the anti-lock control is performed in accordance with the execution of the anti-lock control program, and the hydraulic pressure of the brake cylinders 20 to 23 has an appropriate magnitude that determines the slip state of each wheel by the friction coefficient of the road surface. Are controlled individually.

  On the other hand, when the parking switch 144 is operated by the driver, the electric motor 146 is activated and a predetermined tensile force is applied to the cable 148. The electric parking brakes 140 and 142 are operated by the tensile force applied to the cable 148.

  The brake pedal 10 and the parking lever 144 are not operated by the driver, the target hydraulic pressure of the brake cylinders 20 to 23 is 0, the pressure increasing linear valves 100 to 103, and the pressure reducing linear valves 110 to 113. The drag torque is detected in the non-control state where the command value of the supply current to is 0. The braking torque of the hydraulic brakes 16 to 19 is detected by the drag torque sensors 42 to 45, and the braking torque of the parking brakes 140 and 142 is detected by the drag torque sensors 190 and 192.

When the brake pedal 10 is operated by the driver, the brake cylinders 20 to 23 are based on the brake operation state, the ratio determined based on the ideal distribution line, and the detection results by the drag torque sensors 190 and 192. The target hydraulic pressure is determined. In this embodiment, the hydraulic brakes 16 to 19 are controlled based on the drag torque of the electric parking brakes 140 and 141.
For example, as described above, the target braking force FF for the front wheels and the target braking force FR for the rear wheels are determined based on the required braking force determined based on the brake operation state and the ratio determined based on the ideal distribution line. However, as shown in FIG. 8, when a drag torque Trd is detected in each of the electric parking brakes 140 and 142 (braking force corresponding to the drag torque is Frd), the hydraulic brakes 16 and 17 for the front wheels are detected. The target actuation force (corresponding to the target hydraulic pressure of the brake cylinders 20 and 21) is set to a magnitude corresponding to the operation-corresponding target braking force FF determined based on the brake operation state, and the rear wheel hydraulic brakes 18 and 19 The target operating force (corresponding to the target hydraulic pressure of the brake cylinders 22 and 23) has a magnitude (FR-Frd) obtained by subtracting the braking force Frd corresponding to the drag torque from the rear wheel operation-corresponding target braking force FR. According to the size.
Further, when a drag torque is detected in the electric parking brake 142 of the right rear wheel RR, the target hydraulic pressure of the brake cylinder 23 of the hydraulic brake 19 of the right rear wheel RR is dragged from the operation-corresponding target braking force FR. The magnitude is set in accordance with a value (FR−Frrd) obtained by subtracting the braking force Frrd corresponding to Trrd. The target hydraulic pressure of the brake cylinder 22 of the hydraulic brake 18 for the left rear wheel RL is set to a magnitude corresponding to the operation-corresponding target braking force FR.
As described above, in this embodiment, the operation-corresponding target braking force for each wheel obtained based on the required braking force is corrected with the drag torque, and the target value (brake cylinder 20 to 23 target hydraulic pressure) is determined.

Further, when the turning state reaches the spin state, spin suppression control is performed.
In the spin suppression control, in principle, the turning inner wheel on the front wheel side is set as the reference wheel, and the target rotation speed of the turning outer wheel on the front wheel side is determined based on the rotation speed of the reference wheel. The target rotational speed is made smaller when the spin tendency is strong than when it is weak. Then, the target value of the brake operating force is determined based on the difference between the target rotational speed of the turning outer wheel that is the control target wheel and the actual rotational speed. The strength of the spin tendency is acquired based on the lateral acceleration, the yaw rate, and the like. When the value indicating the strength of the spin tendency is equal to or greater than the set value, the spin state is determined.
The drag torque is taken into consideration when determining the target value of the hydraulic pressure of the brake cylinder of the wheel to be controlled. In this case, the case where the drag torque is generated in the hydraulic brakes 16 to 19 and the case where the drag torque is generated in the electric parking brakes 140 and 142 are considered.
In this embodiment, a coefficient table for determining a target value (control command value) of the brake cylinder hydraulic pressure of the wheel to be controlled based on the position of the wheel to which the drag torque is applied, the magnitude of the drag torque, etc. One aspect of the model is changed. Then, a control command value is created based on the coefficient table and the actual turning state (for example, spin tendency). This coefficient table is stored in the storage unit 204.

As shown in FIG. 9, when drag torque is applied to the turning inner wheel on the rear wheel side, the yaw moment resulting from the drag torque acts in the same direction as the turning direction, and is applied to the turning outer wheel on the rear wheel side. In this case, it can be seen that the yaw moment caused by the drag torque acts in the direction opposite to the turning direction. Further, the magnitude of the yaw moment is a magnitude corresponding to the magnitude of the drag torque.
For example, when the brake for which the drag torque is detected is a rear turning outer wheel, the drag torque is determined from the spin-corresponding target braking force Fθ determined based on the turning state when it is assumed that no drag torque is applied. The value corresponding to the magnitude (Fθ−Frrd) obtained by subtracting the braking force Frrd corresponding to the wheel is the target value of the hydraulic pressure of the brake cylinder of the turning outer wheel on the front wheel side that is the wheel to be controlled, and the wheel on which the drag torque is detected Is a turning inner wheel on the rear wheel side, a value corresponding to a value (Fθ + Frrd) obtained by adding a braking force Frrd corresponding to the drag torque to the spin-corresponding target value Fθ is set as the target value of the brake operating force.
In consideration of these, the coefficient table is changed so that the control command value can be determined based on the actual turning state. Further, when the brake for which the drag torque is detected is the turning inner wheel on the front wheel side, the wheel can be prevented from being selected as the reference wheel. This is because the rotational speed is reduced by applying the drag torque.

The drag torque detection program represented by the flowchart of FIG. 4 is executed at predetermined time intervals. In step 1 (hereinafter abbreviated as S1. The same applies to other steps), it is determined whether or not both the brake pedal 10 and the parking switch 144 are in an operating state. In S2, the brake cylinder 20 is determined. It is determined whether all the fluid pressures of ˜23 are in the controlled state, and it is determined in S3 whether the vehicle is running.
Both the brake pedal 10 and the parking switch 144 are not operated, the control is not performed on all the brake cylinders 20 to 23 (for example, when the target hydraulic pressure is 0), and the vehicle is running (For example, when the traveling speed is equal to or higher than the set speed), the braking torque is detected by the drag torque sensors 42 to 45 and the drag torque sensors 190 and 192 in S4. When neither the brake operation nor the brake control is being performed, the braking torque should be essentially 0 (0 or less than the expected set braking torque).
When the detected braking torque is 0, no drag torque is generated. However, when the brake torque is greater than 0, the drag torque is generated. In S5, it is determined whether or not the drag torque is larger than a set value. If it is greater than or equal to the set value, the table in the spin suppression control is changed (corrected) in S6, and an alarm is issued in S7. If it is smaller than the set value, S6 and S7 are not executed.

The brake fluid pressure control program represented by the flowchart of FIG. 5 is executed at predetermined time intervals. In S11, it is determined whether or not the brake pedal 10 is being operated. In S12, it is determined whether or not the antilock control is being performed. Antilock control is performed according to the execution of the antilock control program.
When the service brake operation member is being operated and the anti-lock control is not being performed, the required braking force is determined based on the brake operation state in S13 as described above, and the required braking force is determined in S14 as shown in FIG. The target values of the brake cylinder hydraulic pressures for the left and right front wheels and the left and right rear wheels are determined based on the ratio determined based on the ideal distribution line represented by, and when drag torque is detected in S15, The target pressure value is corrected. In S16, the amount of current supplied to the pressure-increasing linear valves 100 to 103 and the pressure-decreasing linear valves 110 to 113 is determined based on the corrected fluid pressure target value. The pressure is controlled.

The spin suppression control is performed according to the execution of the program represented by the flowchart of FIG. In S21, it is determined whether or not spin suppression control is being performed. If the spin suppression control is not being performed, it is determined in S22 whether the start condition is satisfied. The start condition may be satisfied when, for example, a value indicating the strength of the spin tendency is equal to or greater than a set value (start threshold). If the start condition is satisfied, the target hydraulic pressure of the wheel to be controlled is determined based on the table in S23. When the detected drag torque is greater than or equal to the set value, the table is changed based on the drag torque, and the target hydraulic pressure is determined according to the changed table. In S24, the supply current to the pressure-increasing linear valves 100 to 103 and the pressure-reducing linear valves 110 to 113 is determined so as to obtain the target hydraulic pressure, and the hydraulic pressure of the brake cylinder is controlled.
On the other hand, when the spin control is being performed, the determination in S21 is YES, and in S25, it is determined whether or not the end condition is satisfied. For example, it can be assumed that the end condition is satisfied, for example, when the value indicating the strength of the spin tendency falls below a set value different from the start condition. When the end condition is not satisfied, the spin suppression control is continuously performed in S23 and S24, but when the end condition is satisfied, the end process is performed in S26.
In this embodiment, when the drag torque is applied and the start condition of the spin suppression control is satisfied, the control is performed based on the table changed according to the drag torque. If the condition is not satisfied, control is not performed based on the changed table.

As described above, in this embodiment, since the brake operating force is controlled based on the drag torque, the influence of the drag torque on the running state of the vehicle can be reduced. Further, in the front / rear braking force distribution control, the ratio of the front wheel braking force and the rear wheel braking force can be set to a magnitude along the ideal distribution line.
In this embodiment, the brake control unit 54 and the brake ECU 200 store the program represented by the flowcharts of FIGS. 4, 5 and 6, execute the program, and store the table of FIG. 7. A power control device is configured. The brake operating force control device is also a brake torque corresponding brake operating force control unit. Further, the front / rear braking force distribution control unit includes a hydraulic pressure control valve device 54 and a brake ECU 200 that stores a brake hydraulic pressure control program represented by the flowchart of FIG. 5, a part that executes the program, a part that stores the table of FIG. 6 is configured, and the turning time control unit is configured by a part for storing the spin suppression control program represented by the flowchart of FIG. 6 of the hydraulic pressure control device 54 and the brake ECU 200, a part for executing the program, a part for storing the coefficient table, and the like. .
The front / rear braking force distribution control unit is also an operating force control unit corresponding to other brake drag torque, and the spin suppression control unit is also an operation force control unit corresponding to other wheel drag torque.

In addition, a control command value generating unit is configured by a part that stores S14 and 15 of the brake hydraulic pressure control program of the brake ECU 200, a part that executes S14, a part that stores S23 of the spin suppression control program, and a part that executes S23. Then, the drag torque detecting device is configured by the drag torque sensor 42 to 45, 190, 192, the part that stores the drag torque detection program of FIG. Of the drag torque detecting device, the non-control braking torque detecting unit is configured by the drag torque sensors 42 to 45, 190, 192 and the portions storing and executing S2, 4 of the drag torque detection program of the brake ECU 200. , Drag torque sensors 42 to 45, 190, 192, a brake switch 210, a parking switch 144, a part for storing S1, 4 of the brake ECU 200, a part for execution, and the like constitute a non-operation braking torque detection unit. The drag torque detecting device is also a non-braking running state braking torque detecting unit.
Further, the hydraulic brakes 16 and 17 are components of a manual operating device that is operated by supplying the hydraulic pressure of the master cylinder 12 generated according to the operation of the brake pedal 10 to the brake cylinders 20 and 21. It is.

  In the front / rear braking force distribution control, the target value of the brake operating force of the front wheels (the target value of the hydraulic pressure of the brake cylinders 20 and 21) and the target value of the brake operating force of the rear wheels (the hydraulic pressures of the brake cylinders 22 and 23) Target value) is determined based on the required braking force and a ratio determined based on the ideal distribution line, but the required braking force may be determined based on the sum of the operating state of the brake pedal 10 and the drag torque. . When the drag torque is large, the driver may operate the brake pedal 10 in consideration of the drag torque. In this case, the sum of the braking force corresponding to the drag torque and the operation-corresponding required braking force determined based on the operation state of the brake pedal 10 can be considered as the final required braking force. On the other hand, when the drag torque is small, the driver usually operates the brake pedal 10 without noticing that the drag torque is generated, and an operation response request determined based on the service brake operation state. The braking force can be considered as the final required braking force. If the detected drag torque is greater than or equal to the set value, the final required braking force is the sum of the braking force corresponding to the drag torque and the operation-corresponding required braking force. It can be set as an operation-response required braking force.

  In the above embodiment, the front / rear braking force distribution control is performed on the hydraulic pressures of the brake cylinders 20 to 23 during normal braking. However, the left / right braking force distribution control can be performed. Since the load on the outer turning wheel is larger than that on the inner turning wheel, the brake operating force can be increased and the braking force can be increased for the outer turning wheel within a range where the slip of the wheel does not become excessive. Therefore, in the left / right braking force distribution control, the hydraulic pressure of the brake cylinder on the turning outer wheel side and the turning inner wheel side are set so that the ratio between the braking force of the turning outer wheel and the braking force of the turning inner wheel is determined according to the turning state. The hydraulic pressure of the brake cylinder is controlled. As shown in FIG. 8, when the drag torque is detected, the magnitude obtained by subtracting the brake force corresponding to the drag torque from the target brake force determined by the turning state is the target brake force, as in the above-described embodiment. Thus, the target value of the hydraulic pressure of the brake cylinder is determined according to the target braking force.

The brake fluid pressure control program represented by the flowchart of FIG. 10 is executed at every set time as in the case of the above embodiment. When the brake switch 210 is in the ON state and the antilock control is not being performed, the required braking force is acquired based on the brake operation state, and in S34, the target of the turning outer wheel is determined based on the required braking force and the turning state. The brake cylinder hydraulic pressure and the target brake cylinder hydraulic pressure of the turning inner wheel are determined and corrected based on the drag torque in S15. Thereafter, the hydraulic pressure control valve device 54 is controlled based on the corrected target brake cylinder hydraulic pressure.
In the present embodiment, the left / right braking force distribution control unit is configured by the hydraulic pressure control valve device 54, the brake ECU 200 storing the brake hydraulic pressure control program represented by the flowchart of FIG.

Further, in the left / right braking force distribution control, a target ratio that is a ratio between the braking force of the right wheel and the braking force of the left wheel is determined so that the actual yaw rate approaches the target yaw rate, and the actual ratio approaches the target ratio. As described above, the hydraulic pressure of the brake cylinder for the right wheel and the hydraulic pressure of the brake cylinder for the left wheel can be controlled. In the present embodiment, the left / right braking force distribution control refers to control performed when the strength representing the spin tendency is smaller than a set value (the above-described spin suppression control start threshold).
In the left / right braking force distribution control, when the brake pedal 10 is operated in a state where the steering amount of the steering member (steering angle of the steering wheel) by the driver is 0, the target of the brake cylinders 20 to 23 of each wheel is set. When the drag torque is larger than the brake torque corresponding to the hydraulic pressure, for the wheel where the drag torque is detected, the target value of the hydraulic brake torque is set to 0 and the wheel is different from the wheel where the drag torque is detected. Includes the control to increase the hydraulic braking torque based on the drag torque by dragging the target value. According to this control, the yaw moment caused by the drag torque can be reduced.
Further, both the left / right braking force distribution control and the front / rear braking force distribution control can be performed in parallel.

Further, it is not indispensable that front-rear braking force distribution control, left-right braking force distribution control, and the like are performed. The present invention can also be applied to required braking force response control in which the hydraulic pressure of each brake cylinder is controlled (without being distributed) so as to obtain the required braking force determined based on the brake operation state.
Also in the antilock control, the traction control, etc., the hydraulic pressure of the brake cylinder can be controlled based on the drag torque. For example, for a wheel in which drag torque is detected, the hydraulic pressure of the brake cylinder is controlled so that the braking force is reduced. For example, the pressure reduction amount is increased or the pressure increase amount is decreased. Can be.

Furthermore, the drag torque of the electric parking brakes 140 and 142 can be detected by a tension sensor that detects the tension of the cable 148. If the tension of the cable 148 is detected when the parking switch 144 is not operated, the drag torque of the parking brakes 140 and 142 can be detected in common.
Further, a temperature sensor that detects the temperature of the electric motor 146 of the tension applying device 147 is provided, and when the temperature of the electric motor 146 is high, it can be assumed that drag torque is generated in the electric parking brakes 140 and 142.
Furthermore, a torsion sensor can be provided on the propeller shaft or the like so that the engine brake can be detected. When braking torque is applied to the drive wheels by engine braking, the front / rear braking force distribution control, the left / right braking force distribution control, and the like can be performed in consideration thereof.

Further, the mode of the spin suppression control is not limited to that in the above embodiment. For example, it can be started when the absolute value of the difference between the actual yaw rate and the target yaw rate is greater than or equal to a set value, and control to bring the actual yaw rate closer to the target yaw rate can be performed. In this case, a yaw moment corresponding to the difference between the actual yaw rate and the target yaw rate is applied, and a braking force is applied to the turning outer wheel so as to obtain the yaw moment.
Furthermore, in addition to spin suppression control, drift-out suppression control can be performed. The same applies to the drift-out suppression control, and the target hydraulic pressure of the brake cylinder for each wheel can be determined based on the target braking force and drag torque for each wheel determined by the drift-out tendency. .
It is not indispensable to perform turning control such as spin suppression control and drift-out suppression control.

Further, an electric brake can be used instead of the hydraulic brakes 16 to 19, and the electric parking brakes 140 and 142 can be a manual parking brake. Furthermore, the hydraulic brakes 16 to 19 can be drum brakes instead of disc brakes. Further, a drum brake may be provided on the rear wheel, and the drum brake may have a function as an electric service brake and a function as a parking brake.
Further, the operating force of the electric parking brakes 140 and 141 can be controlled based on the drag torque of the hydraulic brakes 16 to 19.
In addition to the above-described embodiments, the present invention can be carried out in various modifications and improvements based on the knowledge of those skilled in the art.

1 is a circuit diagram of a brake device according to an embodiment of the present invention. It is sectional drawing of the disc brake contained in the said brake fluid pressure control apparatus. It is a front view of a parking brake included in the brake fluid pressure control device. It is a flowchart showing the drag torque detection program memorize | stored in the memory | storage part of brake ECU of the said brake hydraulic pressure control apparatus. It is a flowchart showing the brake fluid pressure control program memorize | stored in the memory | storage part of the said brake ECU. It is a flowchart showing the spin suppression control program memorize | stored in the memory | storage part of the said brake ECU. It is a figure which shows notionally the table used in the front-and-back braking force distribution control memorize | stored in the memory | storage part of the said brake ECU. It is a figure which shows notionally an example of the braking force distribution control performed in the said brake device. It is a figure which shows notionally an example of the spin suppression control performed in the said brake device. It is a flowchart showing another brake fluid pressure control program memorize | stored in the memory | storage part of brake ECU of the said brake fluid pressure control apparatus.

Explanation of symbols

16-19: Hydraulic brake 42-45: Drag torque sensor 140, 142: Electric parking brake 144: Brake switch 148: Cable 190, 192: Drag torque sensor 210: Brake switch

Claims (9)

At least one brake provided on each of a plurality of wheels of the vehicle;
A drag torque detecting device for detecting a drag torque of at least one of the plurality of brakes;
A brake device comprising: a brake operation force control device that controls an operation force of at least one of the plurality of brakes based on a detection result by the drag torque detection device.   The brake operating force control device detects at least one operating force of at least one brake provided on a wheel different from a wheel provided with a brake whose drag torque is detected by the drag torque detecting device. The brake device according to claim 1, further comprising an operating force control unit corresponding to the other-wheel drag torque that is controlled based on the drag torque.   A plurality of the brakes are provided on each of at least some of the plurality of wheels, and the brake operating force control device is the same wheel as a wheel provided with a brake whose drag torque is detected by the drag torque detection device. The other brake drag torque corresponding operating force control part which controls the operating force of the brake different from the brake from which the drag torque was detected among the plurality of brakes according to claim 1 or 2 2. The brake device according to 2.   4. The non-braking traveling braking torque detection unit that detects the braking torque of the at least one brake while the drag torque detecting device is traveling while the entire vehicle is not braked. 5. Brake device.   The brake operating force control device generates a control command value that represents a target value of at least one of the plurality of brakes, and an actual operating force of the at least one brake includes: An actuation force control unit that controls an actuation force of the at least one brake so that the control command value created by the control command value creation unit represents a target value, and the drag torque detection device includes the at least one drag torque detection device. The brake device according to any one of claims 1 to 4, further comprising a non-control braking torque detection unit that detects a braking torque of a brake having a control command value of 0 in one brake.   The brake device includes a manual brake operation device that operates at least one of the brakes of the plurality of wheels according to an operation of a brake operation member by a driver, and the drag torque detection device includes the brake operation member. The brake device according to any one of claims 1 to 5, further comprising a non-operation braking torque detection unit that detects a braking torque of the at least one brake in the non-operation state.   At least one brake is provided on each of the front wheels and the rear wheels of the vehicle, and the drag torque detecting device detects at least one drag torque of at least one brake provided on the front wheels and the rear wheels. A front wheel / rear wheel drag torque detecting unit that detects the front wheel / rear wheel drag torque detecting unit based on a detection result of the front wheel / rear wheel drag torque detecting unit. 8. A front / rear braking force distribution control unit that controls the power so that a ratio between a braking force applied to the front wheels and a braking force applied to the rear wheels is determined based on an ideal distribution line. The brake device according to one.   At least one brake is provided on each of the right and left wheels of the vehicle, and the drag torque detecting device is provided with at least one drag of at least one brake provided on the right and left wheels. Including a right wheel / left wheel drag torque detecting unit for detecting torque, and the brake operating force control device detects the right wheel brake operating force and the right wheel based on a detection result by the right wheel / left wheel drag torque detecting unit. A left-right braking force distribution control unit that controls the braking operation force of the left wheel so that the ratio of the braking force applied to the right wheel and the braking force applied to the left wheel becomes a magnitude corresponding to the turning state of the vehicle. Item 8. The brake device according to any one of Items 1 to 7. At least one brake is provided for each of the front, rear, left and right wheels of the vehicle, and the drag torque detecting device detects at least one drag torque of at least one brake of the front, rear, left and right wheels. And the brake operating force control device controls at least one operating force of at least one brake of each of the front, rear, left and right wheels based on a detection result by the drag torque detecting device. The brake device according to any one of claims 1 to 8, further comprising a turning control unit that controls the yaw moment.

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