JP2007083814A - Brake master cylinder pressure estimating method and anti-lock brake control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To acquire pressure of a brake master cylinder without using an expensive pressure sensor. <P>SOLUTION: Trailing to a logical value Low from a logical value High of a driving signal impressed on a driving motor 32 of a pump 31a is detected (S200), and a change in a predetermined parameter being an index of a change in generating pressure of the brake master cylinder 1 from its trailing is detected (S202 to S206), and its detecting result is substituted in an operation expression expressing a correlation of the generating pressure in the brake master cylinder to a change in the predetermined parameter, and an estimate of the generating pressure in the brake master cylinder 1 is calculated (S208), and is provided for anti-lock brake control. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an anti-lock brake control device for a vehicle, and more particularly, to an apparatus for reducing the number of parts and simplifying the configuration.

Conventionally, as one of the braking devices of a vehicle, an anti-lock brake control device that controls a braking force so that a tire is not locked when a braking operation is performed during traveling such as a slippery road surface of a vehicle ( ABS), what is called an anti-skid control device (hereinafter referred to as “anti-lock brake control device”) is known.
As such an anti-lock brake control device, for example, the brake fluid (brake oil) of the wheel cylinder is diverted to the reservoir via the electromagnetic valve, and the hydraulic pressure acting on the wheel cylinder is lowered to avoid the lock of the wheel. A recirculation type is known that is configured to reduce the braking force of the brake while returning the brake fluid introduced into the reservoir using the pump means to the brake master cylinder (for example, Patent Document 1). Etc.).

  Also, in recent years, not only the brake control as described above, but also the vehicle understeering tendency and oversteering tendency are detected, and when judged necessary, the engine output is reduced to stabilize the steering characteristic. At the same time, when the reduction in engine output is insufficient, driving control for forcibly applying a brake to stabilize the vehicle has been proposed and put into practical use.

JP 2001-253383 A (page 4-6, FIG. 1)

By the way, in the anti-lock brake control device and the travel control device as described above, the oil pressure at the master cylinder outlet is detected by a sensor, and the detected pressure is used for calculation of an operation model in the anti-lock brake control and the travel control. There is something. However, the pressure sensor is generally expensive, so that there is a problem that the cost of the apparatus is increased.
Moreover, in a vehicle apparatus that requires high reliability with few component failures, an apparatus that can perform an equivalent function without using such an expensive sensor is desired.

The present invention has been made in view of the above circumstances, and provides a brake master cylinder pressure estimation method and apparatus that can control a brake without using an expensive pressure sensor.
Another object of the present invention is to perform an alternative function of a pressure sensor in a device equipped with a pressure sensor when pressure detection becomes impossible due to a sensor failure or the like without causing any trouble in brake control. A brake master cylinder pressure estimating method and apparatus are provided.

In order to achieve the above object of the present invention, a brake master cylinder pressure estimating method according to the present invention includes:
Provided in a brake control device configured to be able to transmit the hydraulic pressure generated in the brake master cylinder to the wheel cylinder via the hydraulic system in response to the operation of the brake operator, and to supply the brake fluid of the wheel cylinder according to the state of the wheel The pressure generated in the master cylinder in the anti-lock brake control device is configured to be guided to the reservoir and to suppress the brake force and to return the brake fluid in the reservoir to the brake master cylinder by a motor-driven pump. A brake master cylinder pressure estimating method for obtaining an estimated value,
A change in a predetermined parameter serving as an index of a change in the generated pressure of the brake master cylinder from the falling is detected by detecting a falling from a logical value High to a logical value Low of the drive signal applied to the pump drive motor. And an estimated value of the generated pressure of the brake master cylinder is determined based on the detection result.
In order to achieve the above object of the present invention, an antilock brake control device according to the present invention includes:
Provided in a brake control device configured to be able to transmit the hydraulic pressure generated in the brake master cylinder to the wheel cylinder via the hydraulic system in response to the operation of the brake operator, and to supply the brake fluid of the wheel cylinder according to the state of the wheel An anti-lock brake control device configured to be guided to a reservoir and to suppress braking force, and to return the brake fluid in the reservoir to the brake master cylinder by a motor-driven pump;
The anti-lock brake control device
A change in a predetermined parameter serving as an index of a change in the generated pressure of the brake master cylinder from the falling is detected by detecting a falling from a logical value High to a logical value Low of the drive signal applied to the pump drive motor. Is detected, an estimated value of the generated pressure of the brake master cylinder is obtained based on the detection result, and the estimated value is used for antilock brake control.

According to the present invention, the configuration is such that a change in a predetermined parameter having a relative relationship with the pressure of the brake master cylinder is acquired, and an estimated value of the generated pressure of the brake master cylinder can be obtained based on the change. This eliminates the need for an expensive dedicated pressure sensor for detecting the pressure of the brake master cylinder, thereby simplifying the configuration and reducing the cost of the device.
Moreover, even if the device is already provided with a pressure sensor, by applying the present invention, it is possible to provide an alternative function when pressure cannot be detected due to failure of the pressure sensor or disconnection of the wiring. Thus, the reliability of the apparatus can be further improved.

Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 4.
The members and arrangements described below do not limit the present invention and can be variously modified within the scope of the gist of the present invention.
First, referring to FIG. 1, a configuration example of a brake control device for an automobile with a reflux type antilock brake control device in which the brake master cylinder pressure estimation method according to the embodiment of the present invention is executed will be described. I will explain.
Here, FIG. 1 shows a brake control system related to the right wheel 36a of the front wheel and the left wheel 36b of the rear wheel from the viewpoint of facilitating understanding.

  The brake control device S shown in FIG. 1 converts the depression of the brake pedal 35 as a brake operator into a hydraulic pressure corresponding to the depression amount, and the hydraulic pressure from the brake master cylinder 1 These are broadly divided into wheel cylinders 2a and 2b that apply braking force to the wheels 36a and 36b, respectively, and an antilock brake control device 101 provided between the brake master cylinder 1 and the wheel cylinders 2a and 2b. The brake control system related to the left wheel of the vehicle front wheel and the right wheel of the rear wheel (not shown) is basically the same as the brake control system related to the right wheel 36a of the vehicle front wheel and the left wheel 36b of the rear wheel shown in FIG. Brake control related to the left wheel of the vehicle front wheel and the right wheel of the rear wheel, which is configured in the same manner, and is not illustrated by the description of the brake control system related to the right wheel 36a of the vehicle front wheel and the left wheel 36b of the rear wheel described below. The description will be replaced with the system description.

Between the brake master cylinder 1 and the brake pedal 35, a booster 5 for increasing the depression force of the brake pedal 35 is provided.
The brake master cylinder 1 and the wheel cylinder 2a are connected to each other by the main hydraulic pipe 3a, and the brake master cylinder 1 and the wheel cylinder 2b are connected to each other by the main hydraulic pipe 3b. Are provided with first electromagnetic valves 4a and 4b which are normally opened.

Further, a reservoir connecting hydraulic pipe 11a is connected to an appropriate position of the main hydraulic pipe 3a between the first electromagnetic valve 4a and the wheel cylinder 2a, and is normally closed in the middle of the piping. A second solenoid valve 12a is provided, and the other end of the reservoir connecting hydraulic pipe 11a is connected to the reservoir 13a.
Similarly, a reservoir connecting hydraulic pipe 11b is connected to an appropriate position of the main hydraulic pipe 3b between the first electromagnetic valve 4b and the wheel cylinder 2b. And the other end of the reservoir connecting hydraulic pipe 11b is connected to the reservoir connecting hydraulic pipe 11a at an appropriate position located on the outlet side of the first electromagnetic valve 4b. Thus, the reservoir 13a communicates with the reservoir connecting hydraulic pipe 11a.

  The reservoir connecting hydraulic pipe 11a is connected to a return hydraulic pipe 14 communicating with the brake master cylinder 1 at an appropriate position between the second electromagnetic valves 12a, 12b and the reservoir 13a. The return hydraulic pipe 14 has a first return path check valve 15, a plunger 31 a of the hydraulic pump device 31, and a second return path check valve 16 in order from the brake master cylinder 1 side at appropriate positions. It is arranged.

  The hydraulic pump device 31 is for sucking the brake fluid in the reservoir 13a and returning it to the brake master cylinder 1. The hydraulic pump device 31 is a drive motor 32 and a fixed cam (not shown) fixed to an output shaft (not shown) of the motor 32. This is a plunger-type pump that is roughly composed of two plungers 31a and 31b that are reciprocated by. The other plunger 31b is similarly used in a brake control system related to the left wheel of the front wheel and the right wheel of the rear wheel (not shown).

The first and second electromagnetic valves 4a, 4b, 12a, 12b and the drive motor 32 described above are controlled by an electronic control unit (indicated as “ECU” in FIG. 1) 51, respectively. ing.
The electronic control unit 51 includes a storage element (not shown) such as a RAM or a ROM, with a microcomputer (not shown) having a known and well-known configuration as a center. .

  The electronic control unit 51 executes various control programs for controlling the traveling of the vehicle stored in a storage element (not shown), and performs various operation controls necessary for driving and traveling the vehicle. . Such vehicle operation control includes, for example, engine control, ABS control (Antilock Brake System), and wheel speed monitoring processing for determining whether or not a wheel speed sensor is abnormal. Furthermore, in the embodiment of the present invention, a brake master cylinder pressure estimation process, which will be described later, is executed.

The electronic control unit 51 includes an on / off signal of a pedal operation switch 45 provided in the vicinity of the brake pedal 35 and a wheel rotation detected by a wheel speed detection sensor (not shown) to detect whether the brake pedal 35 is operated. The speed is entered.
Further, in the configuration example shown in FIG. 1, the pressure sensor 46 for detecting the hydraulic pressure of the brake master cylinder 1 is located at an appropriate position of the pipe between the output end of the brake master cylinder 1 and the first electromagnetic valve 4a. However, the pressure sensor 46 is not always essential. That is, if the configuration using the brake master cylinder pressure estimation method described later is used, the pressure sensor 46 is essentially unnecessary, but from the viewpoint of further safety of the system, fail safety, etc., Even when the pressure sensor 46 cannot detect the pressure due to the breakage of the wiring or the like, the estimated value of the cylinder pressure obtained by the brake master cylinder pressure estimating method described later is used instead of the pressure sensor 46. In such a case, the pressure sensor 46 may be provided as in the conventional case.

In addition, a drive circuit 41 that generates and outputs a drive signal for the previous drive motor 32 in accordance with a control signal from the electronic control unit 51 is provided, and a back electromotive force of the drive motor 32 is detected, and the electronic control unit A conversion circuit 42 for inputting digital data to 51 is provided (details will be described later).
The basic operation of the brake control device S in the above-described configuration is the same as that of this kind of known and well-known brake control device, and therefore detailed description thereof is omitted here, but the overall operation is outlined. I will explain it.

  For example, when the brake pedal 35 is operated to apply the brake, a detection signal corresponding to the operation is input to the electronic control unit 51 by the pedal operation switch 45. At the same time, hydraulic brake fluid corresponding to the operation of the brake pedal 35 is supplied from the brake master cylinder 1 to the wheel cylinders 2a and 2b, and braking force is generated in the wheel cylinders 2a and 2b, and the brakes are applied to the wheels 36a and 36b. It comes to work.

When the electronic control unit 51 determines that the anti-lock brake control is necessary, the first solenoid valves 4a and 4b are excited, and the main hydraulic pipes 3a and 3b are brought into a non-communication state. The hydraulic pressures 2a and 2b are kept constant. When the electronic control unit 51 further determines that the brake should be released, the second electromagnetic valves 12a and 12b are excited. As a result, the brake fluid in the wheel cylinders 2a and 2b is discharged to the reservoir 13a via the second electromagnetic valves 12a and 12b, and the brake is released.
At the same time, the drive motor 32 is driven by the electronic control unit 51 via the drive circuit 41, and the brake fluid stored in the reservoir 13 a is sucked up by the hydraulic pump device 31 and returned to the brake master cylinder 1.

Next, referring to the flowchart shown in FIG. 2 and the waveform diagrams shown in FIGS. 3 and 4 for the procedure of the brake master cylinder pressure estimation process executed by the electronic control unit 51 described above in this configuration. I will explain.
First, as a premise, in the embodiment of the present invention, it is assumed that the drive motor 32 is driven by so-called on / off control. That is, the drive circuit 41 that controls energization to the drive motor 32 outputs a rectangular-wave serial pulse signal as shown in FIG. 3 as a drive signal based on the control signal from the electronic control unit 51, and the drive motor The power is applied to 32 power application terminals (not shown). Thus, the drive motor 32 is so-called on / off driven in accordance with the on / off of the drive signal.
In the embodiment of the present invention, the on / off control of the drive motor 32 is performed in order to obtain a stable rotation speed so that the rotation speed of the drive motor 32 does not easily rise more than necessary. It is.

  Under such a premise, the brake master cylinder pressure estimation process described below is started. This series of processes is one of various subroutines executed by the electronic control unit 51. Returning to the main routine (not shown), the routine is executed again after predetermined other processing.

When the brake master cylinder pressure estimation process is started, first, the drive signal to the drive motor 32 by the drive circuit 41 changes from on (ON) to off (OFF), in other words, it corresponds to the logical value High. It is determined whether or not the level has changed to a level corresponding to the logical value Low (see step S200 in FIG. 2). Here, in the electronic control unit 51, not only the brake master cylinder pressure estimation process in the embodiment of the present invention but also the on / off drive of the drive motor 32 via the drive circuit 41 as described above. These control processes (programs) are executed in a time-sharing manner. Therefore, as one method for determining whether or not the drive signal has changed from on (ON) to off (OFF) in step S200, the control process for driving the drive motor 32 on / off drives the drive signal on. A method for identifying whether or not a signal necessary to turn off is being output can be considered. Specifically, for example, a flag that is set to “1” or “0” is provided according to ON / OFF of the drive signal, and the change of the flag is determined, so that the drive signal is turned ON. A change to off can be determined.
Further, a change in the applied voltage from the drive circuit 41 to the drive motor 32 may be detected via the conversion circuit 42, and the determination may be made accordingly.

  In step S200, when it is determined that the drive signal of the drive motor 32 has been turned off from on, the voltage change between the power supply terminals (not shown) of the drive motor 32 via the conversion circuit 42 is changed to the electronic control unit. 51 (see step S202 in FIG. 2). The voltage change is read until the drive signal from the drive circuit 41 is turned on again from off (see step S204 in FIG. 2).

  Here, the drive signal output when the drive circuit 41 is unloaded, that is, the drive motor 32 is not connected, is a rectangular serial pulse as shown by the solid line in FIG. As shown, the rise of the drive signal between power supply terminals (not shown) to which the drive signal of the drive motor 32 is applied becomes a slow rise as shown by the dotted line in FIG. On the other hand, when the drive signal of the drive circuit 41 is turned from on to off, a counter electromotive force is generated, so that the voltage gradually decreases as shown by the dotted line in FIG.

  As a result of earnest research, the inventor of the present application has found that the slope of the voltage drop between the power supply terminals of the drive motor 32 when this drive signal is turned off from on changes according to the generated pressure of the brake master cylinder 1. Similarly, the descending gradient of the rotation speed of the drive motor 32 when the drive signal is turned from on to off, that is, the inclination of the decrease in the rotation speed, in other words, is the pressure generated in the brake master cylinder 1. It came to clarify that it changes according to.

The brake master cylinder pressure estimation process in the embodiment of the present invention is based on this viewpoint, and reading the voltage change between the power application terminals of the drive motor 32 when the drive signal is turned off from on is This is to obtain the slope of the voltage drop.
As described above, the relative relationship between the descending gradient of the rotational speed of the drive motor 32 and the generated pressure of the brake master cylinder 1 is also the relationship between the slope of the voltage change between the power supply terminals of the drive motor 32 and the generated pressure of the brake master cylinder 1. Since it is the same as the relative relationship, the rotation speed of the drive motor 32 may be read instead of reading the voltage change between the power supply terminals of the drive motor 32. In this case, the rotational speed of the drive motor 32 may be detected by a known / known rotation sensor (not shown).

  In step S206, the slope is obtained by calculation based on the voltage drop data read as described above. Here, the slope of the voltage drop, for example, in the enlarged view of the voltage drop portion shown in FIG. 4, taking a typical characteristic line indicating the voltage drop marked with the symbols a and b as an example, When the time between the time t1 and the time t2 is Δt, and the respective voltage changes between them are Δv1 and Δv2, the slope of the voltage drop with the symbol a can be expressed as (−Δv1 / Δt). In addition, the slope of the voltage drop marked with the symbol b can be expressed as (−Δv2 / Δt), and in this example, the negative slope of the voltage drop marked with the symbol b is the voltage marked with the symbol a. It can be said that it is greater than the slope of the decline. In order to simplify the data processing, even if the minus sign is omitted and it is handled as a positive number, there is no problem because it does not change in magnitude as a result.

  According to the research by the present inventor, it can be said that the generated pressure of the brake master cylinder 1 is larger as the slope of the voltage drop is larger, in other words, the brake master cylinder 1 is in a high load state. Similarly, it can be said that the generated pressure of the brake master cylinder 1 increases as the descending gradient increases.

After the inclination is obtained in step S206, the process proceeds to step S208, and the estimated value of the generated pressure of the brake master cylinder 1 is calculated based on the inclination obtained in step S206.
As a method for calculating the estimated value of the generated pressure, a generally well-known method such as a method using an arithmetic expression or a method using a so-called map can be used.

More specifically, for example, the relative relationship between the slope of the voltage drop described above and the pressure generated in the brake master cylinder 1 is obtained in advance by experiment or simulation, and based on the result, the slope of the brake master cylinder 1 is determined from the slope of the voltage drop. It is preferable that an arithmetic expression for obtaining an estimated value of the generated pressure is set and used in step S208.
In addition, when using a change in the rotational speed of the drive motor 32 instead of a change in voltage between the power supply terminals of the drive motor 32, an arithmetic expression is basically set in the same manner as described above, and the brake master cylinder The estimated value of the generated pressure of 1 can be calculated and calculated.

Further, based on the previously obtained relative relationship between the slope of the voltage drop and the generated pressure of the brake master cylinder 1 through experiments and simulations, the estimated values of the generated pressure for various inclinations are mapped, and the electronic control unit 51 is mapped. It is also preferable to store in the storage area and use it for calculating the estimated value of the generated pressure in step S208.
In addition, when using the change in the rotation speed of the drive motor 32 instead of the change in the voltage between the power supply terminals of the drive motor 32, a map is set in advance basically in the same manner as described above, and the brake master cylinder 1 is used using the map. An estimated value of the generated pressure can be determined.

  After the estimated value of the generated pressure of the brake master cylinder 1 is obtained as described above, the process returns to the main routine (not shown), and the control process that requires the value of the generated pressure of the brake master cylinder 1 is omitted. For example, it will be used for model calculation in anti-lock control.

  As described above, in the anti-lock brake control device according to the above-described embodiment of the present invention, since the estimated value of the generated pressure of the brake master cylinder 1 is obtained, the pressure sensor 46 for detecting the generated pressure of the brake master cylinder 1 is inherently In the above-described embodiment, the description has been made on the assumption that the pressure sensor 46 is not provided, but it is needless to say that the present invention is not limited to such a configuration.

That is, the pressure sensor 46 may be provided in the same manner as in the past, and the above-described brake master cylinder pressure estimation process may be executed by the electronic control unit 51. In this case, the detection value by the pressure sensor 46 is preferentially used, and the electronic control unit 51 determines whether or not there is an abnormality in the signal input from the pressure sensor 46. It is preferable to execute the brake master cylinder pressure estimation process described above and use the obtained estimated value.
By adopting such a configuration, a device having a fail-safe function with respect to the pressure generated in the brake master cylinder 1 is realized.

  In the case where the electronic control unit 51 can determine that the input signal from the pressure sensor 46 is abnormal, a state in which the level of the input signal remains at a predetermined level corresponding to the logical value High or the logical value Low is detected. Or an irregular change that does not correspond to the rotation of the wheel at all. These factors may be a failure of the pressure sensor 46 itself or an abnormality such as a cut in the wiring. . It should be noted that such determination processing for the presence or absence of sensor abnormality is conventionally performed by software processing, and is a function that can be sufficiently realized by using such determination processing.

BRIEF DESCRIPTION OF THE DRAWINGS It is a structural example of the brake control apparatus for four-wheeled vehicles provided with the anti-lock brake control apparatus in embodiment of this invention, Comprising: It is a block diagram which shows the structure part which concerns on two wheels. It is a subroutine flowchart which shows the procedure of the brake master cylinder pressure estimation process performed by the electronic control unit of the brake control apparatus for automobiles. It is a wave form diagram showing a waveform of a drive signal outputted from a drive circuit to a drive motor used for an anti lock brake control device, and a waveform in a power supply terminal of a drive motor. FIG. 4 is an enlarged waveform diagram in which a part of the waveform shown in FIG. 3 is enlarged.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Brake master cylinder 2a, 2b ... Wheel cylinder 32 ... Drive motor 41 ... Drive circuit 42 ... Conversion circuit 51 ... Electronic control unit

Claims (16)

It is provided in a brake control device configured to be able to transmit the hydraulic pressure generated in the brake master cylinder according to the operation of the brake operator to the wheel cylinder via the hydraulic system, and the brake fluid of the wheel cylinder is supplied according to the state of the wheel. The pressure generated in the master cylinder in the anti-lock brake control device is configured to be guided to the reservoir and to suppress the brake force and to return the brake fluid in the reservoir to the brake master cylinder by a motor-driven pump. A brake master cylinder pressure estimating method for obtaining an estimated value,
A change in a predetermined parameter serving as an index of a change in the generated pressure of the brake master cylinder from the falling is detected by detecting a falling from a logical value High to a logical value Low of the drive signal applied to the pump drive motor. And determining an estimated value of the generated pressure of the brake master cylinder based on the detection result.   The estimated value of the generated pressure of the brake master cylinder based on the detected change in the predetermined parameter is detected by an arithmetic expression representing the relative relationship of the generated pressure in the brake master cylinder with respect to the change in the predetermined parameter obtained in advance. 2. The brake master cylinder pressure estimating method according to claim 1, wherein a change value of the predetermined parameter is substituted to calculate an estimated value of the generated pressure in the brake master cylinder.   Determination of the estimated value of the generated pressure of the brake master cylinder based on the detected change in the predetermined parameter is detected using a map representing a relative relationship of the generated pressure in the brake master cylinder with respect to the predetermined change in the predetermined parameter. 2. The brake master cylinder pressure estimation method according to claim 1, wherein an estimated value of the generated pressure in the brake master cylinder with respect to a predetermined parameter change value is obtained.   The brake master cylinder pressure estimation method according to claim 2 or 3, wherein the predetermined parameter is a voltage between power supply terminals of the drive motor.   4. The brake master cylinder pressure estimation method according to claim 2, wherein the predetermined parameter is a rotational speed of the drive motor. It is provided in a brake control device configured to be able to transmit the hydraulic pressure generated in the brake master cylinder according to the operation of the brake operator to the wheel cylinder via the hydraulic system, and the brake fluid of the wheel cylinder is supplied according to the state of the wheel. The brake master cylinder executed in the anti-lock brake control device configured to be guided to the reservoir and to suppress the braking force and to return the brake fluid in the reservoir to the brake master cylinder by a motor-driven pump A brake master cylinder pressure estimation program for obtaining an estimated value of the generated pressure of
A first step of detecting a fall of a drive signal applied to the drive motor of the pump from a logic value High to a logic value Low;
A second parameter that detects a change in a predetermined parameter that serves as an indicator of a change in the pressure generated in the brake master cylinder from the time when the falling of the drive signal from the logic value High to the logic value Low is detected in the first step; Steps,
The estimated value of the generated pressure in the brake master cylinder with respect to the change in the predetermined parameter detected in the second step is calculated based on the relative relationship between the predetermined parameter change obtained in advance and the generated pressure in the brake master cylinder. A third step to find,
A brake master cylinder pressure estimation program comprising:   The determination of the estimated value of the generated pressure in the brake master cylinder based on the relative relationship between the change in the predetermined parameter in the third step and the generated pressure in the brake master cylinder is generated in the brake master cylinder with respect to the change in the predetermined parameter obtained in advance. Substituting the change value of the predetermined parameter detected in the second step into an arithmetic expression representing the relative relationship of pressure, and calculating an estimated value of the generated pressure in the brake master cylinder with respect to the change value of the predetermined parameter. The brake master cylinder pressure estimation program according to claim 6, wherein:   The determination of the estimated value of the generated pressure in the brake master cylinder based on the relative relationship between the change in the predetermined parameter in the third step and the generated pressure in the brake master cylinder is generated in the brake master cylinder with respect to the change in the predetermined parameter obtained in advance. 7. A brake master cylinder pressure according to claim 6, wherein an estimated value of the generated pressure in the brake master cylinder with respect to the change value of the predetermined parameter detected in the second step is obtained using a map representing a relative relation of pressure. Estimation program.   9. The brake master cylinder pressure estimation program according to claim 7, wherein the predetermined parameter is a voltage between power supply terminals of the drive motor.   9. The brake master cylinder pressure estimation program according to claim 7 or 8, wherein the predetermined parameter is a rotational speed of the drive motor. It is provided in a brake control device configured to be able to transmit the hydraulic pressure generated in the brake master cylinder according to the operation of the brake operator to the wheel cylinder via the hydraulic system, and the brake fluid of the wheel cylinder is supplied according to the state of the wheel. An anti-lock brake control device configured to be guided to a reservoir and to suppress braking force, and to return the brake fluid in the reservoir to the brake master cylinder by a motor-driven pump;
The anti-lock brake control device
A change in a predetermined parameter serving as an index of a change in the generated pressure of the brake master cylinder from the falling is detected by detecting a falling from a logical value High to a logical value Low of the drive signal applied to the pump drive motor. The anti-lock brake control device is configured to detect an estimated value of the generated pressure of the brake master cylinder based on the detection result and to use the estimated value for the anti-lock brake control.   The estimated value of the generated pressure of the brake master cylinder based on the detected change in the predetermined parameter is detected by an arithmetic expression representing the relative relationship of the generated pressure in the brake master cylinder with respect to the change in the predetermined parameter obtained in advance. The anti-lock brake control device according to claim 11, wherein the estimated value of the generated pressure in the brake master cylinder is calculated by substituting the change value of the predetermined parameter.   Determination of the estimated value of the generated pressure of the brake master cylinder based on the detected change in the predetermined parameter is detected using a map representing a relative relationship of the generated pressure in the brake master cylinder with respect to the predetermined change in the predetermined parameter. 12. The antilock brake control device according to claim 11, wherein an estimated value of the generated pressure in the brake master cylinder with respect to a predetermined parameter change value is obtained.   The antilock brake control device according to claim 12 or 13, wherein the predetermined parameter is a voltage between power supply terminals of the drive motor.   The antilock brake control device according to claim 12 or 13, wherein the predetermined parameter is a rotational speed of the drive motor. It is provided in a brake control device configured to be able to transmit the hydraulic pressure generated in the brake master cylinder according to the operation of the brake operator to the wheel cylinder via the hydraulic system, and the brake fluid of the wheel cylinder is supplied according to the state of the wheel. An anti-lock brake control device configured to be guided to a reservoir and to suppress braking force, and to return the brake fluid in the reservoir to the brake master cylinder by a motor-driven pump;
The anti-lock brake control device
A pressure sensor for detecting the pressure of the brake master cylinder, and the detection signal of the pressure sensor is used for control processing, while the presence or absence of abnormality of the detection signal of the pressure sensor is enabled; When it is determined that the detection signal is abnormal, the estimated value of the brake master cylinder pressure obtained by a predetermined procedure is used instead of the detection signal of the pressure sensor,
The predetermined procedure detects a fall of the drive signal applied to the drive motor of the pump from a logical value High to a logical value Low, and indicates an index of a change in the generated pressure of the brake master cylinder from the fall. An anti-lock brake control device that detects a change in a predetermined parameter and determines an estimated value of a generated pressure of the brake master cylinder based on the detection result.

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