JP2006232098A - Brake control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake control device for a vehicle capable of restricting adverse effect of production variations on control to realize stable behavior of the vehicle when braking. <P>SOLUTION: This brake control device for a vehicle is provided with a braking force detecting means for detecting braking force of each of wheels, and a braking force control means for controlling braking force of each of the wheels on the basis of a detection value detected by the braking force detecting means. This brake control device also has a means for detecting a difference of braking force between a right and a left wheels, and a braking force correcting means for performing corrective control so that braking force of one wheels reaches braking force of the other wheel when a value, which is detected by the device for detecting a difference of braking force between the right and the left wheels, is the predetermined value or more. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a braking control device for a vehicle that generates a hydraulic pressure by driving a pump and provides a braking force to wheels.

Conventionally, for example, a technique disclosed in Patent Document 1 is disclosed as a braking control device for a vehicle. The vehicle braking control apparatus described in this publication includes a hydraulic pressure control means and a hydraulic pressure sensor for each wheel, and controls the wheel cylinder pressure independently for each wheel, thereby enabling precise control of the vehicle. It is carried out.
Japanese Patent Laid-Open No. 2002-2111374

  However, in the above-mentioned prior art, the flow characteristics of each wheel differ due to manufacturing variations, etc., so that when there is a maximum control requirement, a hydraulic pressure difference occurs for each wheel, and the vehicle behavior is not stable during braking. there were.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a vehicle braking control device that suppresses the influence of manufacturing variations on control and realizes stable vehicle behavior during braking. There is.

  In order to achieve the above object, in the present invention, braking force detection means for detecting the braking force of each wheel, and braking force control means for controlling the braking force of each wheel based on at least a detection value of the braking force detection means, A braking control device for a vehicle having a right and left wheel braking force difference for detecting a difference in braking force between the left and right wheels when the required braking force required for the left and right wheels by the braking force control means is the same. Detecting means, and braking force correcting means for performing correction control so that the braking force of one wheel approaches the braking force of the other wheel when the value detected by the left and right wheel braking force difference detecting means is equal to or greater than a predetermined value; It was decided to have.

  Therefore, it is possible to provide a vehicle braking control device that suppresses the influence of manufacturing variations on control and realizes stable vehicle behavior during braking.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for realizing a vehicle braking control apparatus according to the present invention will be described below based on an embodiment shown in the drawings.

[System Configuration]
Example 1 will be described with reference to FIGS. FIG. 1 is a system configuration diagram of a vehicle braking control apparatus. The braking control device of the vehicle of the present application is a so-called brake-by-wire system, and the front wheel is provided with a hydraulic brake device, while the rear side employs a system that electrically controls the brake without using hydraulic pressure. In this embodiment, the braking control of the hydraulic brake device will be described. Braking control that takes into account variations in individual solenoid valves is applied only to the front.

  The master cylinder 1 is provided with a stroke sensor 2 and a stroke simulator 3. As the brake pedal 4 is depressed, hydraulic pressure is generated in the master cylinder 1 and a stroke signal of the brake pedal 4 is output to the main ECU 10. The generated master cylinder pressure is supplied to the hydraulic pressure unit 200 through the oil passages 31 and 32, and is supplied to the front wheel side wheel cylinder 5 through the rear oil passages 33 and 34 subjected to hydraulic pressure control.

  The main ECU 10 calculates the required hydraulic pressure of the front wheels in consideration of the vehicle state quantity such as the vehicle speed and the yaw rate based on the stroke signal, and outputs a command signal to the hydraulic unit 200 via the brake ECU 100 to output the hydraulic pressure of the wheel cylinder 5. And the front wheels are braked by the regenerative braking device 9 during braking. The rear wheel side brake actuator 6 controls the braking force of the electric caliper 7 based on a command signal from the main ECU 10.

  The hydraulic unit 200 shuts off the communication between the master cylinder pressure and the wheel cylinder 5 by the shut-off valves 21 and 22 during normal braking in the brake-by-wire system. On the other hand, hydraulic pressure is supplied to the wheel cylinder 5 by the pumps P1 and P2, and a braking force is generated. Further, when the wheel tends to be locked due to the driver's sudden braking operation, the pressure increasing valve is driven to release the lock, and the supply of hydraulic pressure from the master cylinder 1 side to the front wheel side wheel cylinder 5 is shut off.

  Then, by appropriately driving the pressure reducing valve, the hydraulic pressure in the front wheel side wheel cylinder 5 is reduced, and a braking force is obtained while avoiding the locking of the wheels. Further, when the brake-by-wire function fails, the master cylinder pressure is supplied to the front wheel cylinder 5 to obtain the braking force.

  In this embodiment, the oil passage configuration for supplying the master cylinder pressure to the rear-wheel brake actuator 6 is not provided. In other words, the rear wheel has a smaller braking force than the front wheel (generally, the braking force ratio between the front wheel and the rear wheel is about 7: 3), and even if a failure occurs, a sufficient braking force can be secured only with the front wheel. is there.

[Hydraulic circuit diagram of hydraulic unit]
FIG. 2 is a hydraulic circuit diagram of the hydraulic unit 200. The hydraulic unit 200 is a tandem type unit composed of an S system connected to the left front wheel and a P system connected to the right front wheel. The wheel cylinder pressure is raised by pumps P1 and P2 (driven by motors M1 and M2, respectively) provided independently on the left and right to obtain a desired braking force.

  The master cylinder 1 is connected to the wheel cylinders 5 and 5 through oil passages 31 and 32, shut-off valves 21 and 22 that are normally open (that is, opened when de-energized), and oil passages 33 and 34. One of the pumps P1 and P2 is connected to the master cylinder 1 via the oil passages 41 and 42, and the other is connected to the oil passages 43 and 44.

  The oil passages 43 and 44 are provided with normally open in-valves 23 and 24, which are connected to the oil passages 45 and 46 and the oil passages 47 and 48, respectively. The oil passages 45 and 46 are provided with out valves 25 and 26 which are normally closed proportional valves, and are connected to the oil passages 41 and 42. The oil passages 47 and 48 are connected to the oil passages 33 and 34. Furthermore, check valves 27 and 28 that allow only the flow from the pumps P1 and P2 to the in-valves 23 and 24 are provided in the oil passages 43 and 44, respectively.

  Hydraulic pressure sensors 51 and 52 for detecting the master cylinder pressure are provided between the master cylinder 1 and the shut-off valves 21 and 22 in the oil passages 31 and 32. Further, hydraulic pressure sensors 53 and 54 for detecting the wheel cylinder pressure are also provided between the oil passages 33 and 34 and between the connection points of the wheel cylinders 5 and 5 and the oil passages 47 and 48. The detected hydraulic pressure is output to the main ECU 10.

(When pressure is increased)
When the pressure is increased, hydraulic oil is pumped from the reservoir 8 via the oil passages 41 and 42 by the pumps P1 and P2, and the wheel cylinders 5 and 5 are increased via the normally open in valves 23 and 24. At this time, the normally open shut-off valves 21 and 22 are closed, and the master cylinder pressure is not introduced into the wheel cylinders 5 and 5. Further, the out valves 25 and 26 are also closed to shut off the wheel cylinder pressure and the reservoir 8.

(At reduced pressure)
During decompression, the pumps P1 and P2 are stopped, and the out valves 25 and 26 are opened. Thus, the wheel cylinders 5 and 5 communicate with the reservoir 8 through the oil passages 47 and 48, and the wheel cylinder pressure is reduced.

(When holding)
At the time of holding, the pumps P1 and P2 are stopped, and the out valves 25 and 26 and the shut-off valves 21 and 22 are closed. As a result, the wheel cylinders 5 and 5 are disconnected from the master cylinder 1 and the reservoir 8, and the hydraulic pressure is maintained.

(During fail)
At the time of failure, the solenoid valves 21 to 26 are not energized, the normally open shutoff valves 21 and 22 and the in valves 23 and 24 are automatically opened, and the normally closed out valves 25 and 26 are closed. As a result, the master cylinder 1 and the wheel cylinders 5 and 5 are communicated with each other, the wheel cylinders 5 and 5 and the reservoir 8 are shut off, and a manual brake is secured.

[Details of brake ECU]
FIG. 3 is a control block diagram of the brake ECU 100. The brake ECU 100 includes a mode switching unit 110, a feed forward (FF) control unit 120, a feedback (FB) control unit 130, a motor voltage correction unit 140, and a solenoid valve current correction unit 150.

  The mode switching unit 110 determines whether to reduce, increase, or hold the current hydraulic pressure based on a command signal from the main ECU 10, and outputs the determination result to the FF control unit 120 and the FB control unit 130. .

  The FF control unit 120 performs feedforward control of the motor control voltage Vm and the electromagnetic valve control current Iv based on a command signal from the main ECU 10, and outputs feedforward components Vm (FF) and Iv (FF) of Vm and Iv. .

  The FB control unit 130 performs feedback control based on the actual hydraulic pressure of the wheel cylinders 5 and 5 in response to a command signal from the main ECU 10. By this actual hydraulic pressure feedback, feedback components Vm (FB) and Iv (FB) of Vm and Iv are output so that the left and right wheels generate the same hydraulic pressure.

  The motor voltage correction unit 140 corrects the motor control voltage Vm based on the power supply voltage and outputs it as a voltage correction value Vmγ to the motors M1 and M2. Similarly, the solenoid valve current correction unit 150 also corrects the current value Iv based on the power supply voltage, and outputs the solenoid valve current correction value Ivγ to each of the solenoid valves 21 to 26.

[Hydraulic pressure correction control]
In a vehicle that performs four-wheel independent brake control, each wheel is provided with a hydraulic pressure control means and a hydraulic pressure sensor, and the wheel cylinder pressure is controlled independently, thereby precisely controlling the vehicle. However, this control does not take into account manufacturing variations of solenoid valves that control the hydraulic pressure of each wheel, so when the same command value is output to the left and right wheels, the left and right wheels There is a possibility that the actual fluid pressure of the is different.

  The difference in flow rate in the intermediate region other than the fully open or fully closed state can be suppressed to some extent because the valve stroke has not ended. On the other hand, since the valve in the fully open state does not make any further stroke, it is impossible to eliminate the difference in the flow rate in the fully open state only by correction at the time of shipment. In particular, when the viscosity resistance of the hydraulic oil is large, such as at low temperatures, the hydraulic pressure difference due to the difference in flow characteristics becomes significant.

  Therefore, in the embodiment of the present application, when the required braking force in the front left and right wheels is the same in the FB control unit 130 and the full open command of the in valves 23 and 24 or the full open command of the out valves 25 and 26 is output, the hydraulic pressure sensor 53 and 54 detect the difference in hydraulic pressure between the left and right wheels. When the hydraulic pressure difference is equal to or greater than the predetermined value Pth, actual hydraulic pressure correction feedback control is performed so that the hydraulic pressure difference is within the range of the predetermined value Pth. In addition, fuel efficiency is improved by using in combination with a regenerative brake that regenerates the rotational energy of the wheels.

[Hydraulic pressure correction control processing]
(Implementation judgment flow)
FIG. 4 is a flowchart showing a flow of control processing for determining whether to perform hydraulic pressure correction.

  In step S100, it is determined whether the brake control is in the normal mode and the required hydraulic pressures for the FL and FR wheels are equal. If YES, the process proceeds to step S200, and if NO, the process proceeds to step S300.

  In step S200, hydraulic pressure correction is executed, and the process proceeds to step S300.

  In step S300, normal brake control is executed and the control is terminated.

(Hydraulic pressure correction control execution flow)
FIG. 5 is a flowchart of the hydraulic pressure correction control in step S200 of FIG.

  In step S201, it is determined whether the hydraulic pressure command is in the pressure increasing mode. If YES, the process proceeds to step S210. If NO, the process proceeds to step S202.

  In step S202, it is determined whether or not the hydraulic pressure command is in the pressure reduction mode. If YES, the process proceeds to step S220. If NO, the holding control is neither pressure increase nor pressure reduction. Execute control.

  In step S210, the required hydraulic pressure correction control during pressure increase is executed, and the process proceeds to step S300.

  In step S220, the required hydraulic pressure correction control during pressure reduction is executed, and the process proceeds to step S300.

(Required hydraulic pressure correction flow when increasing pressure)
FIG. 6 is a flowchart of the pressure increase required hydraulic pressure correction control in step S210 of FIG.

  In step S211, it is determined whether or not the normally open in-valves 23, 24 are fully opened in the previous control cycle, that is, whether the duty value is 0%. If YES, the process proceeds to step S212. If NO, the process proceeds to step S300. Transition.

  In step S212, it is determined whether or not the actual hydraulic pressure difference ΔPr of the FR wheel with respect to the FL wheel is within the predetermined range Pth. If YES, the process proceeds to step S213, and if NO, the process proceeds to step S216.

  In step S213, a predetermined value Pth is added to the required hydraulic pressure Pr * of the FR wheel to set the required hydraulic pressure of the FL wheel to Pl * = Pr * + Pth, and the process proceeds to step S214.

  In step S214, it is determined whether the required hydraulic pressure Pl * n for the FL wheel in the current control cycle is lower than the required hydraulic pressure Pl * n-1 for the FL wheel in the previous control cycle. If YES, the flow proceeds to step S215. If NO, the process proceeds to step S300.

  In step S215, the required hydraulic pressure Pl * of the FL wheel is set to the required hydraulic pressure Pl * n-1 in the previous control cycle, and the process proceeds to step S300.

  In step S216, it is determined whether the actual hydraulic pressure difference ΔPr of the FL wheel with respect to the FR wheel is within the predetermined range Pth. If YES, the process proceeds to step S217, and if NO, the process proceeds to step S300.

  In step S217, a predetermined value Pth is added to the required hydraulic pressure Pr * of the FL wheel to set the required hydraulic pressure of the FR wheel to Pr * = Pl * + Pth, and the process proceeds to step S218.

  In step S218, it is determined whether the required hydraulic pressure Pr * n of the FR wheel in the current control cycle is lower than the required hydraulic pressure Pr * n-1 in the previous control cycle. If YES, the flow proceeds to step S219. If NO, the process proceeds to step S300.

  In step S219, the required hydraulic pressure Pr * of the FR wheel is set to the required hydraulic pressure Pr * n-1 in the previous control cycle, and the process proceeds to step S300.

(Required hydraulic pressure correction flow during decompression)
FIG. 7 is a flowchart of the required hydraulic pressure correction control during pressure reduction in step S220 of FIG.

  In step S221, it is determined whether or not the normally closed out valves 25, 26 were fully closed in the previous control cycle, that is, whether the duty value was 0%. If YES, the process proceeds to step S222, and if NO, step S221 is performed. The process proceeds to S300.

  In step S222, it is determined whether the actual hydraulic pressure difference ΔPr of the FL wheel with respect to the FR wheel is within the predetermined range Pth. If YES, the process proceeds to step S223, and if NO, the process proceeds to step S226.

  In step S223, a predetermined value Pth is added to the required hydraulic pressure Pr * of the FR wheel to set the required hydraulic pressure of the FL wheel to Pl * = Pr * + Pth, and the process proceeds to step S224.

  In step S224, it is determined whether the required hydraulic pressure Pl * n for the FL wheel in the current control cycle is lower than the required hydraulic pressure Pl * n-1 for the FL wheel in the previous control cycle. If YES, the flow proceeds to step S225. If NO, the process proceeds to step S300.

  In step S225, the required hydraulic pressure Pl * of the FL wheel is set to the required hydraulic pressure Pl * n-1 in the previous control cycle, and the process proceeds to step S300.

  In step S226, it is determined whether the actual hydraulic pressure difference ΔPr of the FR wheel with respect to the FL wheel is within the predetermined range Pth. If YES, the process proceeds to step S227, and if NO, the process proceeds to step S300.

  In step S227, a predetermined value Pth is added to the required hydraulic pressure Pr * of the FL wheel to set the required hydraulic pressure of the FR wheel to Pr * = Pl * + Pth, and the process proceeds to step S218.

  In step S228, it is determined whether the required hydraulic pressure Pr * n of the FR wheel in the current control cycle is lower than the required hydraulic pressure Pr * n-1 in the previous control cycle. If YES, the process proceeds to step S229. If NO, the process proceeds to step S300.

  In step S229, the required hydraulic pressure Pr * of the FR wheel is set to the required hydraulic pressure Pr * n-1 in the previous control cycle, and the process proceeds to step S300.

[Change in hydraulic pressure correction control over time]
FIG. 8 is a time chart showing a change with time of the hydraulic pressure correction control. The FL wheel actual hydraulic pressure Pl is indicated by a thin broken line, the FR wheel actual hydraulic pressure Pr is indicated by a thin solid line, the corrected FL wheel required hydraulic pressure Pl * γ is indicated by a thick broken line, and the FL wheel required hydraulic pressure in the conventional example is indicated by a one-dot chain line. Although FIG. 8 shows a time chart when the fluid pressure of the FL wheel is corrected, even when the FR wheel is corrected, only the FL and FR are reversed, and the change with time is the same.

(Time t1)
At time t1, a pressure increase command is output, and the FL and FR wheels start pressure increase. Due to manufacturing variations, the flow rates of the FL-side and FR-side in valves 23 and 24 for the same control amount are different, so that the FL-side in-valve 23 has a faster control command response. Therefore, the hydraulic pressure on the FL side is higher than the FR side.

(Time t2)
At time t2, the difference Pl-Pr between the actual fluid pressures on the FL side and the FR side reaches the predetermined value Pth, and the fluid pressure correction at the time of increasing pressure is started. In step S213 (see FIG. 6), the FL wheel required hydraulic pressure Pl * = Pr + Pth is set, but the value of Pl * n in the current control cycle falls below the FL wheel required hydraulic pressure Pl * n−1 in the previous control cycle. Therefore, the previous value is output until the current value becomes the same as the previous value (FIG. 6: step S215). Since the hydraulic pressure is not corrected in the conventional example, the hydraulic pressure difference between the FL wheel and the FR wheel is greatly deviated.

(Time t3)
At time t3, the value of the FL wheel required hydraulic pressure Pl * n in the current control cycle becomes the same value as the required hydraulic pressure Pl * n-1 in the previous control cycle, and the required hydraulic pressure is set to Pl * = Pr + Pth (step S213). .

(Time t4)
At time t4, the required hydraulic pressure of the FL wheel has already reached a desired value in the conventional example. On the other hand, in the embodiment of the present application, the fluid pressure Pl of the FL wheel is controlled so as to follow the increase of the fluid pressure of the FR wheel by correction, and the difference in fluid pressure between the FL wheel and the FR wheel is suppressed within a predetermined value Pth.

(Time t5)
At time t5, the FL wheel actual hydraulic pressure Pl of the present embodiment reaches a desired value.

(Time t6)
At time t6, the FR wheel actual hydraulic pressure Pr reaches a desired value, and the FL and FR wheels exert the same braking force.

(Time t7)
At time t7, a pressure reduction command is output, and the hydraulic pressure of each wheel starts to decrease. Due to manufacturing variations, the flow rate of the FL-side and FR-side in valves 23 and 24 for the same control amount is different, so that the FL-side in-valve 23 has a faster control command response. Therefore, during decompression, the fluid pressure on the FL side is lower than the FR side.

(Time t8)
At time t8, the difference Pr-Pl between the actual hydraulic pressures on the FR side and the FL side reaches the predetermined value Pth, and the hydraulic pressure correction at the time of pressure reduction is started. In step S223 (see FIG. 7), the FL wheel required hydraulic pressure Pl * = Pr−Pth is set, and the value of Pl * n in the current control cycle is set to the FL wheel required hydraulic pressure Pl * n−1 in the previous control cycle. Since the current value exceeds the previous value, the previous value is output until the current value becomes the same as the previous value (FIG. 7: Step S225). Since the hydraulic pressure is not corrected in the conventional example, the hydraulic pressure difference between the FL wheel and the FR wheel is greatly deviated.

(Time t9)
At time t9, the value of the FL wheel required hydraulic pressure Pl * n in the current control cycle becomes the same value as the required hydraulic pressure Pl * n-1 in the previous control cycle, and the required hydraulic pressure is set to Pl * = Pr + Pth (step S223). .

(Time t10)
At time t10, the required hydraulic pressure of the FL wheel has already reached a desired value in the conventional example. On the other hand, in the embodiment of the present application, the fluid pressure Pl of the FL wheel is controlled so as to follow the increase of the fluid pressure of the FR wheel by correction, and the difference in fluid pressure between the FL wheel and the FR wheel is suppressed within a predetermined value Pth.

(Time t11)
At time t11, the FL wheel actual hydraulic pressure Pl of the present embodiment reaches a desired value.

(Time t12)
At time t12, the FR wheel actual hydraulic pressure Pr reaches a desired value, and the FL and FR wheels have the same braking force.

[Effect of the embodiment of the present application]
In the embodiment of the present application, the FB control unit 130 has the same required braking force on the front left and right wheels to suppress the influence of manufacturing variation on the control, and the full opening command of the in valves 23, 24 or the out valves 25, 26 When the full open command is output, the hydraulic pressure sensors 53 and 54 detect the difference in hydraulic pressure between the left and right wheels. When the hydraulic pressure difference is equal to or greater than the predetermined value Pth, the actual hydraulic pressure correction feedback control is performed so as to keep the hydraulic pressure difference within the range of the predetermined value Pth.

  As a result, it is possible to avoid the difference in hydraulic pressure between the left and right wheels from exceeding a predetermined value Pth, and to provide a vehicle braking control device that suppresses the influence of manufacturing variations on control and realizes stable vehicle behavior during braking. it can.

  In particular, since the valve in the fully open or fully closed state does not make any further stroke, the flow rate difference in the fully open / fully closed state cannot be eliminated only by correction at the time of shipment. The difference in braking force between the left and right wheels can be suppressed even when the open valves 23 and 24 or the out valves 25 and 26 are fully opened.

  Furthermore, the vehicle behavior stabilization effect by the control device of the present application is effective in a situation where the viscous resistance of the hydraulic oil is large and the influence of the variation in the flow rate of the solenoid valve appears remarkably at low temperatures.

(Other examples)
The best mode for carrying out the present invention has been described based on the embodiments. However, the specific configuration of the present invention is not limited to each embodiment, and the scope of the invention is not deviated. Design changes and the like are included in the present invention.

  For example, in the present embodiment, the front wheel is a hydraulic brake mechanism and the rear wheel is an electric brake mechanism, but all four wheels may be a hydraulic brake mechanism or an electric brake mechanism.

  Further, technical ideas other than the claims that can be grasped from the above embodiments will be described below together with the effects thereof.

(A) In the vehicle braking control device according to claim 1,
The braking control device for a vehicle, wherein the braking force correction means performs control amount correction control when the brake pressure is increased and the upstream solenoid valve of each wheel is fully open.

  When the flow path area is full, that is, when the valve is fully open, the influence of manufacturing variations of the solenoid valve is significant.Therefore, the vehicle behavior is stabilized by increasing the pressure and equalizing the braking force of the left and right wheels accurately when the upstream solenoid valve is fully opened. And can.

(B) In the vehicle braking control device according to claim 1,
The braking control device for a vehicle, wherein the braking force correction means performs control amount correction control when the brake is depressurized and the downstream solenoid valve of each wheel is fully open.

  As in the case of (a) above, the influence of manufacturing variation of the solenoid valve is noticeable when it is fully opened, so that the vehicle behavior can be stabilized by reducing pressure and equalizing the braking force of the left and right wheels accurately when the downstream solenoid valve is fully open. And can.

1 is a system configuration diagram of a braking control device for a vehicle of the present application. It is a hydraulic circuit diagram of a hydraulic unit. It is a control block diagram of a brake ECU. It is a flowchart which shows the flow of the control processing which performs implementation determination of hydraulic pressure correction. 5 is a flowchart of hydraulic pressure correction control in step S200 of FIG. FIG. 6 is a flowchart of pressure increase required hydraulic pressure correction control in step S210 of FIG. It is a flowchart of the required hydraulic pressure correction control at the time of pressure reduction in step S220 of FIG. It is a time chart which shows a time-dependent change of hydraulic pressure correction control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Master cylinder 2 Stroke sensor 3 Stroke simulator 4 Brake pedal 5 Front wheel side wheel cylinder 6 Rear wheel side brake actuator 7 Electric caliper 8 Reservoir 21, 22 Shutoff valve 23, 24 In valve 25, 26 Out valve 27, 28 Check valve 31- 34 Oil passages 41 to 48 Oil passages 51 and 52 Master cylinder hydraulic pressure sensors 53 and 54 Wheel cylinder hydraulic pressure sensor 100 Brake ECU
110 mode switching unit 120 feedforward control unit 130 feedback control unit 140 motor voltage correction unit 150 solenoid valve current correction unit 200 hydraulic unit

Claims (1)

Braking force detection means for detecting the braking force of each wheel;
A braking control device for a vehicle, comprising: braking force control means for controlling braking force of each wheel based on at least a detection value of the braking force detection means;
Left and right wheel braking force difference detection means for detecting a difference in braking force between the left and right wheels when the required braking force required for the left and right wheels by the braking force control means is the same;
Braking force correcting means for performing correction control so that the braking force of one wheel approaches the braking force of the other wheel when the difference between the braking forces detected by the left and right wheel braking force difference detecting means is greater than or equal to a predetermined value; A braking control device for a vehicle, comprising:

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