JP2007038794A - Brake control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake control device for a vehicle capable of relaxing a shock when stopping a vehicle by performing control to reduce braking force to be applied to wheels without giving a sense of incongruity to a driver even in the case of quickly decelerating to stop the vehicle and even in the case of slowly decelerating to stop the vehicle. <P>SOLUTION: This brake control device for a vehicle has speed detecting means 21FL-21RR for detecting speed of the vehicle and a control section 14 for controlling braking force to be applied to the wheels to reduce in response to the speed of the vehicle when the speed detected by the speed detecting means 21FL-21RR becomes smaller than the reference speed. The reference speed is changed in response to deceleration of the vehicle. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicular brake control device that automatically reduces a braking force applied to a wheel to alleviate a shock when the vehicle is stopped.

  As a vehicle brake control device that automatically reduces the braking force applied to the wheels to mitigate shock when the vehicle stops, shock mitigation control when the vehicle decelerates and the vehicle speed becomes lower than a certain reference speed Is known, and a vehicle brake device that decelerates the vehicle at a deceleration proportional to the vehicle speed is known (Patent Document 1).

However, since the reference speed at which the shock relaxation control is started is constant in this brake control device, when the vehicle is rapidly decelerated and stopped, the time until the vehicle stops after the vehicle speed reaches the reference speed is short. . For this reason, the braking force is rapidly reduced by the shock mitigation control, and the shock when the vehicle is stopped cannot be sufficiently mitigated. On the other hand, when the vehicle is slowly decelerated and stopped, the time from when the vehicle speed reaches the reference speed until the vehicle stops increases, so the braking force begins to decrease at an earlier time than necessary, Give a sense of incongruity.
JP 2000-6783 A

  The problem to be solved by the present invention is to reduce the braking force applied to the wheels to alleviate the shock when the vehicle is stopped, when the vehicle is rapidly decelerated or stopped, or the vehicle is slowly decelerated and stopped. Even in this case, it is possible to carry out without giving the driver a sense of incongruity.

  In order to solve the above problems, a speed detecting means for detecting the speed of the vehicle, and when the speed detected by the speed detecting means is smaller than a reference speed in a state in which a braking force is applied to the wheel, In the vehicle brake control device having a control unit that performs control to reduce the braking force applied to the vehicle according to the speed of the vehicle, a signal output means for outputting a signal corresponding to the deceleration of the vehicle, and a signal output means from the signal output means Reference speed changing means for changing the reference speed according to the signal is provided.

  In this vehicle brake control device, when the vehicle is rapidly decelerated and stopped, the reference speed changing means changes the reference speed according to the signal from the signal output means, so that the vehicle speed reaches the reference speed. It is possible to secure the time from the start to the stop and to gradually reduce the braking force so as to surely reduce the shock when the vehicle stops. Also, when the vehicle is slowly decelerated and stopped, the reference speed changing means changes the reference speed according to the signal from the signal output means, so that the timing for reducing the braking force becomes earlier than necessary. It is possible to alleviate a shock when the vehicle stops without feeling uncomfortable.

  Preferably, the reference speed changing means changes the reference speed in proportion to the deceleration corresponding to the signal from the signal output means.

The signal output means is more preferably configured as follows.
1) The vehicle deceleration is calculated based on the speed detected by the speed detection means, and a signal corresponding to the calculated deceleration is output.
2) A hydraulic pressure sensor for detecting the pressure in the master cylinder or a hydraulic pressure sensor for detecting the pressure in the wheel cylinder.
3) It is composed of a stroke sensor for detecting the depression amount of the brake pedal or a depression force sensor for detecting the depression force of the brake pedal.

In addition, the vehicle brake control device is more preferable when the following configuration is added.
1) The control for reducing the braking force by the control unit is performed with the braking force necessary for preventing creeping of the vehicle as a lower limit.
2) A deceleration calculation means for calculating the deceleration of the vehicle based on the speed detected by the speed detection means, and a front / rear G sensor for detecting the deceleration in the front / rear direction of the vehicle are provided, and detected by the front / rear G sensor. The road surface gradient is calculated based on the deceleration calculated by the deceleration calculating means and the deceleration calculated by the deceleration calculation means, and the control is performed with a braking force required to prevent traveling by the gradient (traveling by its own weight) as a lower limit. Control for reducing the braking force by the unit is performed.

  Since the brake control device of the present invention changes the reference speed according to the signal corresponding to the deceleration of the vehicle, when the vehicle is rapidly decelerated and stopped, the vehicle speed reaches the reference speed and then stops. Thus, the braking force can be gradually reduced to secure the shock of the vehicle when stopped. Further, even when the vehicle is slowly decelerated and stopped, the timing at which the braking force is reduced can be prevented from being earlier than necessary, and the shock when the vehicle stops can be alleviated without a sense of incongruity.

  Further, the reference speed changing means configured to change the reference speed in proportion to the deceleration corresponding to the signal from the signal output means can be used even when the vehicle is rapidly decelerated and stopped. Even when the vehicle is slowly decelerated and stopped, the vehicle stops approximately the same time after the start of the control to reduce the braking force. Excellent ring.

  Further, the signal output means configured to calculate the vehicle deceleration based on the speed detected by the speed detection means and to output a signal corresponding to the calculated deceleration is the signal output means. However, since the deceleration is calculated based on the speed of the vehicle that is stable and easy to detect, malfunction is difficult and reliability is high.

  Further, in the case where the signal output means is constituted by a hydraulic pressure sensor for detecting the pressure in the master cylinder or a hydraulic pressure sensor for detecting the pressure in the wheel cylinder, the hydraulic pressure sensor causes deceleration in the vehicle. Detect the pressure in the cylinder that causes it. Therefore, the responsiveness of the signal output means when the vehicle is decelerated by applying a braking force to the wheels is good, and stable control is possible even when the vehicle is rapidly decelerated and stopped.

  Further, in the case where the signal output means is constituted by a stroke sensor for detecting the depression amount of the brake pedal or a depression force sensor for detecting the depression force of the brake pedal, the stroke sensor or the depression force sensor causes deceleration in the vehicle. Detects the driver's braking operation that causes it. Therefore, the responsiveness of the signal output means is good when the driver performs a braking operation to decelerate the vehicle, and stable control is possible even when the vehicle is rapidly decelerated and stopped.

  Further, in the case where the control for reducing the braking force by the control unit is performed with the braking force necessary for preventing creeping of the vehicle as a lower limit, the control unit performs control to reduce the braking force. Thus, it is possible to prevent the vehicle from creeping without being stopped.

  In addition, the road surface gradient is calculated based on the deceleration detected by the front-rear G sensor and the deceleration calculated by the deceleration calculation means, and the braking force required to prevent traveling by the gradient is set as a lower limit. In the case where the control unit controls the brake force to be reduced, the control unit controls the brake force to be reduced, thereby preventing the vehicle from traveling on a sloped road surface without stopping. Can do.

  FIG. 1 shows a piping system diagram of a brake system employing a vehicle brake control device according to an embodiment of the present invention, and FIG. 2 shows a block diagram of the vehicle brake control device according to an embodiment of the present invention. This brake system is a so-called brake-by-wire type brake system that converts an input from the brake pedal 1 into an electric signal and applies a braking force corresponding to an operation amount of the brake pedal 1 to the wheel using the electric signal.

  As shown in FIG. 1, the brake system includes a master cylinder 2 that converts the depression force of the brake pedal 1 into hydraulic pressure. The hydraulic pressure generated in the pressure chamber 2A of the master cylinder 2 is detected by the hydraulic pressure sensor 4A of the input line 3A connected to the pressure chamber 2A, and the hydraulic pressure generated in the other pressure chamber 2B is the pressure chamber. It is detected by the hydraulic pressure sensor 4B of the input line 3B connected to 2B.

  A stroke simulator 5 is attached to the input line 3A, and therefore a stroke corresponding to the hydraulic pressure in the pressure chamber 2A is applied to the brake pedal 1. A simulator cut valve 6 is provided between the stroke simulator 5 and the input pipeline 3A.

  A wheel cylinder 7FL that generates a braking force is attached to the left front wheel FL. An output pipe line 8FL is connected to the wheel cylinder 7FL, and the wheel cylinder 7FL is operated by a hydraulic pressure supplied from the output pipe line 8FL. The hydraulic pressure in the wheel cylinder 7FL is detected by a hydraulic pressure sensor 9FL attached to the output line 8FL.

  A pressure increasing line 10 and a pressure reducing line 11 are connected to the output line 8FL via a pressure increasing control valve 12FL and a pressure reducing control valve 13FL, respectively. The pressure-increasing control valve 12FL and the pressure-reducing control valve 13FL are proportional control valves capable of adjusting the opening degree of the valve. The opening degree adjustment is performed from an electronic control unit (hereinafter referred to as “ECU”) 14 shown in FIG. This is done by a control signal.

  Similarly, wheel cylinders 7FR, 7RL, and 7RR are attached to the right front wheel FR, the left rear wheel RL, and the right rear wheel RR, respectively, and the hydraulic pressure in the wheel cylinders 7FR, 7RL, and 7RR is connected to the wheel cylinder. Detected by hydraulic pressure sensors 9FR, 9RL, 9RR of the output lines 8FR, 8RL, 8RR, respectively. The output lines 8FR, 8RL, and 8RR are connected to the pressure increasing line 10 and the pressure reducing line 11 via the pressure increasing control valves 12FR, 12RL, and 12RR and the pressure reducing control valves 13FR, 13RL, and 13RR.

  The pressure increasing line 10 and the pressure reducing line 11 are connected to each other via a pump 15, and the pump 15 boosts the brake fluid in the pressure reducing line 11 and sends it out to the pressure increasing line 10. The pressure increasing line 10 is connected to the pressure reducing line 11 via the relief valve 16. When the hydraulic pressure in the pressure increasing line 10 exceeds the reference, the brake fluid in the pressure increasing line 10 passes through the relief valve 16 and the pressure reducing line 11. Return to 11. The pressure reducing line 11 is connected to a reservoir tank 17 that stores excess brake fluid.

  On the other hand, a hydraulic pressure sensor 18 that detects the pressure in the pressure increasing line 10 and an accumulator 19 that stores the increased brake fluid and holds the pressure in the pressure increasing line 10 are attached to the pressure increasing line 10. A detection signal from the hydraulic pressure sensor 18 is sent to the ECU 14, and the pump 15 is driven by a control signal from the ECU 14 when the pressure in the pressure increasing conduit 10 becomes smaller than a predetermined value.

  The input pipeline 3A and the output pipeline 8FL are connected via a master cut valve 20A. Similarly, the input line 3B and the output line 8FR are also connected via the master cut valve 20B.

  Wheel speed sensors 21FL, 21FR, 21RL, and 21RR that detect the rotational speed of the wheels are attached to the wheels FL, FR, RL, and RR, respectively. Further, a front / rear G sensor 22 for detecting a deceleration in the front / rear direction of the vehicle is attached to the vehicle.

  As shown in FIG. 2, the ECU 14 includes a signal indicating the hydraulic pressure of the master cylinder 2 from the hydraulic pressure sensors 4A and 4B, a signal indicating the hydraulic pressure of the wheel cylinders 7FL to 7RR from the hydraulic pressure sensors 9FL to 9RR, and a hydraulic pressure sensor. A signal indicating the hydraulic pressure of the pressure increasing pipeline 10 is input from 18, a signal indicating the rotational speed of each wheel is input from the wheel speed sensors 21 FL to 21 RR, and a signal indicating the deceleration in the front-rear direction of the vehicle is input from the front-rear G sensor 22. Further, the ECU 14 outputs control signals to the simulator cut valve 6, the master cut valves 20A and 20B, the pressure increase control valves 12FL to 12RR, the pressure reduction control valves 13FL to 13RR, and the motor 23 for driving the pump 15.

  The control of the brake control device configured as described above will be described with reference to FIGS.

FIG. 3 shows the main routine of this control. First, the initialization of various variables (step S _1), takes in the input signals from the sensors (step S _2). Subsequently, the current vehicle speed is calculated based on the rotational speeds of the wheels FL to RR (step S ₃ ), and the current vehicle deceleration is calculated from the time variation of the calculated vehicle speed (step S _4). ).

Then, it calculates the amount of braking operation based on the fluid pressure in the master cylinder 2 (Step S _5). The amount of braking operation is a braking force requested by the driver through the braking operation. The subroutine for calculating the braking operation amount will be described with reference to FIG. When the master cylinder 2 is normal (step S ₁₀ ), the current hydraulic pressure of the master cylinder 2 is set based on the preset correspondence between the hydraulic pressure of the master cylinder 2 and the braking operation amount as shown in FIG. It calculates the amount of braking operation corresponding (step _S 11).

On the other hand, when there is an abnormality in the master cylinder 2 (step S ₁₀ ), zero is set as the braking operation amount (step S ₁₂ ). At this time, as shown in FIG. 1, the master cut valves 20A and 20B are opened, the simulator cut valve 6, the pressure increase control valves 12FL to 12RR, and the pressure reduction control valves 13FL to 13RR are closed to directly adjust the hydraulic pressure of the master cylinder 2. wheel cylinders 7FL, supplies the 7FR (step _S 13).

Next, based on the subroutine shown in FIG. 6, it is determined whether to start / end the control for reducing the shock when the vehicle is stopped (step S ₆ ). First, it is determined based on whether the driver is performing a braking operation, such as the hydraulic pressure of the master cylinder (step S _20), when the driver is performing a braking operation, shock absorber control is already initiated It is determined whether or not (step S ₂₁ ).

If the shock relaxation control has not yet been started, it is determined whether or not the current vehicle speed is lower than a specified speed (for example, 10 km / h) (step S ₂₂ ), and the current vehicle speed is higher than 10 km / h. If it is smaller, it is considered that the braking operation is intended to stop, so a constant multiple (for example, 1) of the deceleration of the current vehicle is set as the reference speed (step S ₂₃ ), and the current vehicle It is determined whether or not the speed is lower than the reference speed (step S ₂₄ ). When the current vehicle speed is smaller than the reference speed, the current vehicle speed is set as the control start speed (step S ₂₅ ), and the shock relaxation control is started (step S ₂₆ ).

On the other hand, when the shock relaxation control has already been started (step S ₂₁ ), it is determined whether or not the state in which the vehicle speed is zero continues for a certain time (for example, 2 seconds) (step S ₂₇ ). If it continues for 2 seconds, it is considered that the vehicle is completely stopped, so the shock relaxation control is terminated (step S ₂₈ ). Further, even when the driver who discontinued braking operation, such as when you release the foot from the brake pedal (step S _20), and ends the shock absorber control (step S _29).

Further, the lower limit of the braking force to be reduced by the shock relaxation control is calculated based on the subroutine shown in FIG. 7 (step S ₇ ). First, the vehicle deceleration calculated based on the vehicle speed is subtracted from the vehicle deceleration detected by the front-rear G sensor 22 to obtain the vehicle acceleration due to the road gradient (step S ₃₀ ). When the acceleration due to the road surface gradient is positive (step S ₃₁ ), the vehicle is considered to be on the downhill, so the sum of the torque and creep torque required to prevent the vehicle from traveling due to the gradient is used as the lower limit of the braking force. Setting is made (step S ₃₂ ). Here, the creep torque is a predetermined braking force necessary to prevent the vehicle from creeping.

On the other hand, when the acceleration due to the road surface gradient is negative (step S ₃₁ ), it is considered that the vehicle is on an uphill, and therefore, the control obtained by subtracting the torque necessary to prevent the traveling due to the gradient from the creep torque. The power is set as the lower limit of the braking force (step S ₃₃ ).

Finally, based on the amount of braking operation speed of the present vehicle, actually calculating the braking force to be generated in each wheel FL to RR (Step S _8). The subroutine for calculating the braking force will be described with reference to FIG. When the shock relaxation control is being performed (step S ₄₀ ), the braking force is set as a braking force obtained by multiplying the braking operation amount by the ratio of the current vehicle speed to the control start speed (step S ₄₁ ). When the braking force is smaller than the lower limit of the braking force, the lower limit of the braking force is set as the braking force (step _S42 ). On the other hand, when the shock relaxation control is not being performed (step S ₄₀ ), the braking operation amount is set as the braking force (step S ₄₃ ).

  The ECU 14 outputs control signals to the pressure increase control valves 12FL to 12RR and the pressure reduction control valves 13FL to 13RR so that the braking force obtained in this way is applied to each wheel. That is, when it is necessary to increase the hydraulic pressure of the wheel cylinders 7FL to 7RR by comparing the braking force calculated by the ECU 14 with the detection signals of the hydraulic pressure sensors 9FL to 9RR, the pressure increase control valve corresponding to the wheel cylinder is used. 12FL to 12RR are opened and the pressure reducing control valves 13FL to 13RR are closed. When it is necessary to lower the hydraulic pressure of the wheel cylinders 7FL to 7RR, the pressure reduction control valves 13FL to 13RR corresponding to the wheel cylinder are opened and the pressure increase control valves 12FL to 12RR are closed. When it is not necessary to change the hydraulic pressures of the wheel cylinders 7FL to 7RR, both the pressure increase control valves 12FL to 12RR and the pressure reduction control valves 13FL to 13RR are closed, and the hydraulic pressures of the wheel cylinders 7FL to 7RR are maintained.

  When this brake control device is used, as shown in FIGS. 9 (a) and 9 (b), when the vehicle is rapidly decelerated and stopped, the deceleration of the vehicle is large, so the reference speed is also large. Therefore, the time from when the vehicle speed reaches the reference speed until the vehicle stops is ensured, the braking force is gently reduced, and the shock when the vehicle is stopped is reliably mitigated.

  Further, as shown in FIGS. 9C and 9D, when the vehicle is slowly decelerated and stopped, the deceleration of the vehicle is small, so the reference speed is also small. Therefore, it is prevented that the timing for starting the shock mitigation control is earlier than necessary, and the shock when the vehicle is stopped is mitigated without a sense of incongruity.

  Furthermore, since the braking force decreases in proportion to the current vehicle speed, the braking force is smoothly reduced. Therefore, the braking feeling is good.

  In addition, since the vehicle speed that has been multiplied by 1 is set as the reference speed, when the vehicle is rapidly decelerated and stopped as shown in FIGS. 9A and 9B, the shock mitigation control is started. 9 seconds after the vehicle stops, and when the vehicle is slowly decelerated and stopped as shown in FIGS. 9C and 9D, the vehicle stops after about 1 second after the start of the shock relaxation control. To do. As described above, since the constant speed multiplied by the deceleration is set as the reference speed, the time T from the start of the shock relaxation control to the stop of the vehicle is approximately the same regardless of whether the deceleration is slow or steep. Therefore, the start timing of the shock mitigation control is in line with the driver's feeling, and the braking feeling is good.

  Further, the ECU 14 calculates the vehicle deceleration based on the wheel speed that is easy to detect stably, and changes the reference speed according to the calculated deceleration, so that the value of the reference speed is likely to be stable. Therefore, there are few malfunctions and reliability is high.

  In addition, shock relaxation control is performed with the braking force required to prevent creeping of the vehicle as the lower limit of braking force, so that the vehicle can not be stopped and creeped without stopping because the braking force is reduced by shock relaxation control. Is done. Therefore, safety is high.

  In addition, shock relaxation control is performed using the braking force necessary to prevent the vehicle from traveling due to road gradient as the lower limit of the braking force, so even if the vehicle is on an uphill or downhill, the braking force is reduced by the shock relaxation control. This prevents the vehicle from traveling without being stopped. Therefore, safety is high.

  In the above embodiment, the reference speed is changed according to the deceleration of the vehicle. However, the reference speed may be changed according to the hydraulic pressure of the master cylinder 2 that is interlocked with the deceleration of the vehicle. That is, the reference speed may be set by multiplying the detection signals of the hydraulic pressure sensors 4A and 4B by a constant. In this way, since the hydraulic pressure sensors 4A and 4B detect the pressure in the master cylinder 2 that causes the vehicle to decelerate, the response of the change in the reference speed when the vehicle deceleration changes is good. Therefore, even when the vehicle is rapidly decelerated and stopped, the shock at the time of stopping is more reliably mitigated. Similarly, the reference speed obtained by multiplying the detection signals of the hydraulic pressure sensors 9FL to 9RR by a constant may be set as the reference speed, and the reference speed may be changed according to the hydraulic pressure of the wheel cylinders 7FL to 7RR.

  Further, the reference speed may be changed according to the amount of depression of the brake pedal that is interlocked with the deceleration of the vehicle. That is, the reference speed may be set by multiplying the detection signal of the stroke sensor that detects the depression amount of the brake pedal by a constant. In this way, the stroke sensor detects the driver's braking operation that causes the vehicle to decelerate, so the response of the change in the reference speed when the driver performs the braking operation and the vehicle deceleration changes. Good sex. Therefore, even when the vehicle is rapidly decelerated and stopped, the shock at the time of stopping is more reliably mitigated. Similarly, a reference speed may be set by multiplying a detection signal of a pedal force sensor for detecting the depression force of the brake pedal by a constant, and the reference speed may be changed according to the depression force of the brake pedal.

  In the above embodiment, the shock relaxation control is performed on the braking force when the driver performs the braking operation. However, the automatic braking control device automatically generates the braking force according to the traveling environment (such as the inter-vehicle distance) of the vehicle. The same shock mitigation control can be performed for the braking force when performing automatic braking.

Piping system diagram of brake system adopting vehicle brake control device of embodiment of this invention Block diagram of the vehicle brake control device The flowchart which shows the main routine of the control which ECU of the brake control apparatus for vehicles of FIG. 2 performs Flow diagram showing the process of step S ₅ in FIG. 3 The figure which shows an example of the correspondence of a master cylinder and braking operation amount Flow diagram showing the process of step S ₆ in FIG. 3 Flow diagram showing the process of step S ₇ of FIG. 3 Flow diagram showing the process of step S ₈ of FIG. 3 (A) is a figure which shows the time change of the speed of a vehicle when the vehicle which employ | adopted the vehicle brake control apparatus same as the above is decelerated and stopped, (b) employ | adopted the vehicle brake control apparatus same as the above. The figure which shows the time change of the braking force when a vehicle is decelerated rapidly and stops, (c) is the speed of a vehicle when the vehicle which employ | adopted the vehicle brake control apparatus same as the above is decelerated and stopped. The figure which shows the time change of this, (d) is a figure which shows the time change of the braking force when the vehicle which employ | adopted the vehicle brake control apparatus same as the above is decelerated slowly and stopped.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Brake pedal 2 Master cylinder 4A, 4B Hydraulic pressure sensor 7FL, 7FR, 7RL, 7RR Wheel cylinder 9FL, 9FR, 9RL, 9RR Hydraulic pressure sensor 14 ECU
21FL, 21FR, 21RL, 21RR Wheel speed sensor 22 Front / rear G sensor

Claims (7)

When the speed detected by the speed detector (21FL to 21RR) for detecting the speed of the vehicle and the speed detected by the speed detector (21FL to 21RR) with a braking force applied to the wheels is smaller than the reference speed, the vehicle brake control apparatus having a control unit performs control to reduce the braking force applied to the wheels according to the speed of the vehicle and (14), signal output means for outputting a signal corresponding to deceleration of the vehicle (S ₄₎ And a reference speed changing means (S ₂₃ ) for changing the reference speed in response to a signal from the signal output means (S ₄ ). The reference speed changing means (S ₂₃₎ is, the signal output means (S ₄₎ for a vehicle brake control device according to claim 1, in proportion to the deceleration corresponding to vary the reference speed signal from.   The said signal output means calculates the deceleration of a vehicle based on the speed detected by the said speed detection means (21FL-21RR), and outputs the signal corresponding to the calculated deceleration. Vehicle brake control device.   The signal output means is a hydraulic pressure sensor (4A, 4B) for detecting the pressure in the master cylinder (2) or a hydraulic pressure sensor (9FL to 9RR) for detecting the pressure in the wheel cylinder (7FL to 7RR). Item 3. The vehicle brake control device according to Item 1 or 2.   The vehicle brake control device according to claim 1 or 2, wherein the signal output means is a stroke sensor that detects a depression amount of the brake pedal (1) or a depression force sensor that detects a depression force of the brake pedal.   The vehicle brake control device according to any one of claims 1 to 5, wherein the control for reducing the braking force by the control unit (14) is performed with a braking force necessary for preventing creeping of the vehicle as a lower limit. A deceleration calculation means (S ₄ ) for calculating the deceleration of the vehicle based on the speed detected by the speed detection means (21FL to 21RR), and a front / rear G sensor (22) for detecting the deceleration in the longitudinal direction of the vehicle; the provided, calculates a gradient of a road surface based on the deceleration calculated by the deceleration calculating means and the deceleration detected by the before and after G sensor ₍₂₂₎ (S 4), to prevent the travel due to the gradient The vehicle brake control device according to any one of claims 1 to 6, wherein a control for reducing the braking force by the control unit (14) is performed with a braking force necessary for the control as a lower limit.

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