JP2013056588A - Control device of vehicular brake device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a braking force more than a braking force that can be generated by a booster braking device while miniaturizing the brake booster.SOLUTION: The drive of a pump is started when a required braking force exceeds a pump-up permitting braking force by-wheel brake means, which generates a braking hydraulic pressure by the pump when the required braking force that increases a brake operation amount is increased. A pump-up control is performed that supplies the braking hydraulic pressure obtained by increasing a master pressure by the pump to a wheel cylinder when the required braking force reaches a value set approximately to an upper limit value of the braking hydraulic pressure (master pressure) generated by the booster braking device (S3, S4, S6, S7, S8).

Description

  The present invention relates to a booster braking device that applies to a wheel a braking force that is a boost of a brake operation force, and a wheel that performs vehicle behavior stabilization control by independently applying a braking force generated by a pump to each wheel. The present invention relates to a control device for a vehicle brake device including another braking device.

  Patent Document 1 discloses an electric booster that generates a braking force obtained by boosting a braking operation force with electric power.

JP 2009-274585 A

  In this type of electric booster, the electric capacity of the drive unit is designed so as to satisfy high braking force and responsiveness required in an emergency or the like alone. As a result, the drive motor becomes larger, the current capacity of the drive stage increases, the volume of the heat dissipation mechanism and the entire system increases, which hinders vehicle layout and increases manufacturing costs.

Similarly, in a vacuum booster using boost negative pressure, in order to satisfy a high braking force alone, an increase in size is inevitable.
As a service brake function at the time of traveling, the frequency of requiring a large braking force as in the case of an emergency is low, and the configuration is unreasonable.

  The present invention has been made in view of the above-described conventional problems. By using a separate brake device for each wheel, the booster brake device is secured while ensuring a high braking force required in an emergency or the like. It aims at miniaturization.

In order to solve the above problems, the present invention is configured as follows.
The brake hydraulic pressure generated by boosting the brake operation force is supplied to the wheel cylinder of the wheel, and the boost brake means for applying the braking force to at least a predetermined wheel, and the brake hydraulic pressure generated by the pump A control device applied to a vehicle brake device including a wheel-specific braking unit that supplies a wheel cylinder to a wheel and applies a braking force independently for each wheel, and includes the following units: It was included.

  The brake hydraulic pressure generated by the wheel-specific brake means is added to the brake hydraulic pressure from the booster brake means to the wheel cylinder of at least the predetermined wheel under a predetermined brake condition according to the brake operation. Brake control means for supplying the hydraulic pressure for braking increased

  At least a predetermined wheel can be braked by adding the braking force generated by the wheel-specific braking unit to the braking force applied by the boosting braking unit, so that the necessary braking force of the booster braking unit alone is urgently It can be made less than the high braking force required at times. For this reason, the booster braking means and the mechanism associated therewith can be reduced in size, the layout of the vehicle can be improved, and the manufacturing cost can be reduced.

It is a figure which shows the whole structure of embodiment of this invention. It is a flowchart which shows the brake control at the time of brake pedal operation of embodiment same as the above. It is a time chart which shows the change of each part state in braking control at the time of brake pedal operation same as the above. It is a time chart which shows the relationship between the control period of a master pressure control mechanism and a wheel pressure control mechanism, and brake fluid pressure in braking control at the time of brake pedal operation same as the above.

Embodiments of a control device for a vehicle brake device according to the present invention will be described below with reference to the drawings.
In FIG. 1 showing the overall configuration of the embodiment, the brake control system 1 includes a master pressure control device 3, a master pressure control mechanism 4, a wheel pressure control device 5, a wheel pressure control mechanism 6, an input rod 7, a brake pedal sensor 8, It comprises a master cylinder 9, a reservoir tank 10, and wheel cylinders 11a to 11d.

The first pressure increasing / decreasing unit includes the brake pedal 100 and the input rod 7, and the second pressure increasing / decreasing unit includes the master pressure control device 3, the master pressure control mechanism 4, and the primary piston 40.
The master pressure control device 3 and the wheel pressure control device 5 perform two-way communication, and control commands, vehicle state quantities (yaw rate, longitudinal acceleration, lateral acceleration, steering angle, wheel speed, vehicle speed, failure information, Share operating conditions).

The master pressure control device 3 controls the drive motor 20 based on a signal from the brake pedal sensor 8, a control command from the wheel pressure control device 5, and the like.
The master pressure control mechanism 4 presses the primary piston 40 in accordance with the control command of the master pressure control device 3, and includes a drive motor 20 that generates rotational torque, a speed reducer 21 that amplifies the rotational torque of the drive motor, It comprises a rotation-translation converter 25 that converts rotational power into translation power.

  The wheel pressure control device 5 calculates a target brake force to be generated in each wheel based on the inter-vehicle distance from the preceding vehicle, road information, and the vehicle state quantity, and controls the wheel pressure control mechanism 6 based on the result.

The wheel pressure control mechanism controls the supply of the hydraulic fluid pressurized by the master cylinder 9 to the wheel cylinders 11 a to 11 d in accordance with the control command of the wheel pressure control device 5.
Here, in this embodiment, since the brake fluid pressure can be increased by using the master pressure control mechanism 4 and the wheel pressure control mechanism 6 together, the master pressure control mechanism is reduced in size and weight with a smaller amount of brake generation. 4 is used.

The input rod 7 is connected to the brake pedal 100, and one end thereof is inserted into the primary liquid chamber 42.
The brake pedal sensor 8 is a sensor that detects a required braking force from a driver's pedal operation amount, and detects a displacement amount (brake operation amount) of the input rod 7.

  The master cylinder 9 is a tandem type having two pressure chambers, a primary liquid chamber 42 pressurized by the primary piston 40 and a secondary liquid chamber 43 pressurized by the secondary piston 41.

  The hydraulic fluid pressurized in each pressurizing chamber by the propulsion of the primary piston 40 is supplied to the wheel pressure control mechanism 6 via the master pipes 102a and 102b. The reservoir tank 10 has at least two liquid chambers partitioned by a partition wall (not shown), and each liquid chamber is connected to each pressurizing chamber of the master cylinder 9 so as to communicate with each other.

  The wheel cylinders 11a to 11d are composed of cylinders, pistons, pads, and the like (not shown). The pistons are propelled by the hydraulic fluid supplied from the wheel pressure control mechanism 6, and the pads connected to the pistons are disk rotors 101a to 101d. Pressed. Since the disc rotor rotates integrally with the wheel, the brake torque that acts on the disc rotor becomes a braking force that acts between the wheel and the road surface. The FL wheel shown in the figure means the left front wheel, the FR wheel means the right front wheel, the RL wheel means the left rear wheel, and the RR wheel means the right rear wheel.

  Next, the configuration and operation of the master pressure control mechanism 4 will be described. The drive motor 20 operates with electric power supplied based on the control command of the master pressure control device 3 and generates a desired rotational torque. The drive motor is provided with a position sensor (not shown), and this signal is input to the master pressure control device 3. Thus, the master pressure control device 3 can calculate the rotation angle of the drive motor 20 based on the signal of the position sensor, and based on this, the propulsion amount of the rotation-translation conversion device 25, that is, the displacement of the primary piston 40 The amount can be calculated.

The reduction gear 21 amplifies the rotational torque of the drive motor 20 by the reduction ratio.
The rotation-translation converter 25 converts the rotational power of the drive motor 20 into translation power and presses the primary piston 40. As the conversion mechanism, it is appropriate to use a rack and pinion, a ball screw or the like, but in the illustrated example, a system using a ball screw is adopted.

  The driven pulley 23 is fitted to the outside of the ball screw nut 26, and the ball screw shaft 27 is translated by the rotation of the ball screw nut 26 by the rotation, and the primary piston 40 is pressed through the movable member 28 by this thrust. Is done.

  One end of a return spring 29 whose one end is connected to the fixed portion is engaged with the movable member 28 so that a force in the direction opposite to the thrust of the ball screw shaft 27 acts on the ball screw shaft 27 via the movable member. It is configured.

  Next, amplification of the thrust of the input rod 7 will be described. By displacing the primary piston 40 in accordance with the amount of displacement of the input rod 7 caused by the driver's braking operation, the primary liquid chamber 42 is pressurized in such a way that the thrust of the input rod 7 is amplified. The amplification ratio (hereinafter referred to as “boost ratio”) is determined to an arbitrary value by the ratio of the displacement amount of the input rod 7 and the primary piston 40, the ratio of the cross-sectional area of the input rod 7 and the primary piston 40, and the like.

  In particular, when the primary piston is displaced by the same amount as the displacement of the input rod, assuming that the cross-sectional area of the input rod is “AIR” and the cross-sectional area of the primary piston is “APP”, the boost ratio is (AIR + APP) / It is uniquely determined as AIR. That is, AIR and APP are set based on the required boost ratio, and the primary piston 40 is controlled so that the displacement amount becomes equal to the displacement amount of the input rod, so that a constant boost ratio is always obtained. Can do. The displacement amount of the primary piston is calculated by the master pressure control device 3 based on a signal from a position sensor (not shown).

  As described above, since the braking hydraulic pressure (master pressure) is increased or decreased according to the displacement amount of the input rod 7 according to the driver's brake request, the braking force as required by the driver can be generated.

Next, the configuration and operation of the wheel pressure control mechanism 6 will be described.
The gate OUT valves 50a and 50b are provided between the master cylinder 9 and the IN valves 52a to 52d, and are opened when supplying hydraulic fluid pressurized by the master cylinder to the wheel cylinders 11a to 11d.

  The IN valves 52a to 52d are provided upstream of the wheel cylinders 11a to 11d, and are opened when supplying hydraulic fluid pressurized by the master cylinder 9 or pumps 54a and 54b described later to the wheel cylinders 11a to 11d. .

  The OUT valves 53a to 53d are provided downstream of the wheel cylinder, and are opened when the wheel pressure is reduced, and the hydraulic fluid in the wheel cylinders 11a to 11d is relieved to the auxiliary reservoirs 60a and 60b, which are low pressure sources.

  The pumps 54a and 54b are connected to the motor 55 and driven based on a control command from the wheel pressure control device 5, and usually increase the pressure of the hydraulic fluid in order to perform, for example, vehicle behavior stabilization control (VDC).

The master pressure sensors 56 and 57 detect the operating pressure (braking fluid pressure, master pressure) immediately after the outlets of the primary fluid chamber 42 and the secondary fluid chamber 43.
Note that each of the gate OUT valve, the gate IN valve, the IN valve, and the OUT valve is an electromagnetic type in which the valves are opened and closed by energizing a solenoid (not shown), and each of them is controlled by current control performed by the wheel pressure control device 5. The valve opening and closing amount can be adjusted independently.

In the present embodiment, the gate OUT valves 50a and 50b and the IN valves 52a to 52d are normally open (open when not energized), and the OUT valves 53a to 53d are normally closed (closed when not energized).
Next, the brake operation in the basic system configuration will be described.

  When the driver depresses the brake pedal 100, the master pressure that is boosted by the brake operation force by the master pressure control device 3 and the master pressure control mechanism 4 is generated as described above. At this time, the wheel pressure control device 5 and the wheel pressure control mechanism 6 open the gate OUT valves 50a and 50b and the IN valves 52a to 52d, and close the OUT valves 53a to 53d. Thus, the master pressure is supplied to the wheel cylinders 11a to 11d via the gate OUT valves 50a and 50b and the IN valves 52a to 52d without reducing the master pressure, and a braking force corresponding to the brake operation amount is generated.

Thus, the master pressure control device 3 and the master pressure control mechanism 4, and the wheel pressure control device 5 and the wheel pressure control mechanism 6 (excluding the pump drive system) constitute a boost braking means.
On the other hand, on the basis of the above-described vehicle state quantities (yaw rate, longitudinal acceleration, lateral acceleration, steering angle, wheel speed, vehicle speed, failure information, operating state, etc.), for example, skid suppression is performed by a control command from the wheel pressure control device 5. In order to perform vehicle behavior stabilization control (VDC) such as the above, the wheel pressure control mechanism 6 independently controls the wheel pressure for each of the wheel cylinders 11a to 11d.

That is, while the pumps 54a and 54b are driven, the opening of the IN valves 52a to 52d and the closing of the OUT valves 53a to 53d are controlled.
For example, the IN valves 52a to 52d are opened and the OUT valves 53a to 53d are closed until the required wheel pressure (required braking force) for each wheel is reached. When maintaining the wheel pressure, the IN valves 52a to 52d are closed.

  When the required wheel pressure further increases, the IN valves 52a to 52d are opened until the required wheel pressure increases. When the required wheel pressure decreases, the IN valves 52a to 52d are closed and the required wheel pressure is set. Control is performed such that the pressure is reduced by opening the OUT valves 53a to 53d until the pressure decreases.

As described above, the wheel pressure control device 5 and the wheel pressure control mechanism 6 constitute wheel-specific braking means.
In addition to this basic system configuration, when the amount of brake operation is large and the required braking force is insufficient with the braking force at the master pressure, the pump up pressure obtained by driving the pumps 54a and 54b is insufficient. The operating pressure added to the master pressure as a minute is supplied to the wheel cylinders 11a to 11d.

Therefore, normally closed gate IN valves 51a and 51b are disposed between the master cylinder 9 and the suction ports of the pumps 54a and 54b.
When performing pump-up control in which the hydraulic fluid pressurized by the master cylinder is pressurized by the pump and supplied to the wheel cylinders 11a to 11d, the normally closed gate IN valves 51a and 51b are opened.

Next, the braking control at the time of operating the brake pedal performed in combination with the added configuration will be described with reference to the flowchart shown in FIG. 2 and the time charts of FIGS. 3 and 4.
In step S1, it is determined whether the previous value and the latest value of the detection signal of the brake pedal sensor 8 are the same. Here, when the values are within the previous value ± predetermined value range (error range), they are set to be the same.

  When it is determined that the previous value and the latest value of the detection signal of the brake pedal sensor 8 are the same, that is, it is determined that the amount of brake operation has not changed, the process proceeds to step S2 to perform control to hold the wheel pressure. That is, the IN valves 52a to 52d and the OUT valves 53a to 53d are kept closed. Thereby, the supply and discharge of the wheel pressure with respect to the wheel cylinders 11a to 11d is stopped, and the wheel pressure, that is, the braking force of the wheel is maintained.

  In addition, a sensor that detects wheel pressure is provided, and wheel pressure increase / decrease control described later is continued until the detected wheel pressure matches the required wheel pressure corresponding to the brake operation amount, and the actual wheel pressure matches the required wheel pressure. Then, the wheel pressure holding control may be performed.

  When it is determined in step S1 that the previous value and the latest value of the detection signal of the brake pedal sensor 8 are not the same, that is, the amount of brake operation has changed, the process proceeds to step S3, where the detection signal of the brake pedal sensor 8 is detected. It is determined whether the latest value is larger than the previous value.

  When it is determined that the latest value of the detection signal of the brake pedal sensor 8 is greater than the previous value, that is, the amount of brake operation has increased and the required braking force has increased, control is performed to increase the wheel pressure. .

  In step S4, it is determined whether the driver's required braking force is greater than the pump-up permission braking force. The required braking force is obtained by, for example, a brake pedal operation amount detected by the brake pedal sensor 8, and it is determined whether the operation amount is smaller than a threshold set corresponding to a pump-up permission braking force. Here, the threshold corresponding to the pump-up permission braking force is set to the upper limit of the hydraulic pressure that can be output by the master pressure control mechanism 4 (for example, brake hydraulic pressure 8 Mpa to 12 Mpa), and the pump-up control of the wheel pressure control mechanism 4 is performed. In order to suppress frequent operation, a dead zone may be provided in the threshold value. By providing a dead zone, switching between the master pressure control mechanism 4 and the wheel pressure control mechanism 6 does not occur frequently, and it is possible to suppress fluctuations in the switching of the brake fluid pressure and uncomfortable feelings (cracking feeling) as much as possible. The feeling is improved. Further, the reliability of the wheel pressure control mechanism 6 (reduction of adverse effects on the wheel pressure control device 5 due to motor heat) can be enhanced.

When it is determined that the required braking force is equal to or less than the pump-up permission braking force, the process proceeds to step S5, where control is performed to increase the wheel pressure with the master pressure.
That is, as described above, the gate OUT valves 50a and 50b and the IN valves 52a to 52d are opened, the OUT valves 53a to 53d are closed, the master pressure is supplied to the wheel cylinders 11a to 11d, and the brake operation amount. The brake force is generated with the wheel pressure according to. The gate IN valves 51a and 51b are closed.

  On the other hand, when it is determined in step S4 that the required braking force is larger than the pump-up permission braking force, the process proceeds to step S6, and control for increasing the wheel pressure with the operating pressure obtained by adding the pump-up pressure to the master pressure is started. . That is, the gate IN valve 51a is energized to open, and the motor 55 is energized to start driving the pumps 54a and 54b.

  Thus, the master pressure is guided to the suction ports of the pumps 54a and 54b, and the master pressure is increased by the pumps 54a and 54b. However, there is a delay in boosting with the increase in pump rotation speed (motor 55 rotation speed).

  On the other hand, the master pressure control mechanism 4 drives the drive motor 20 based on the driver's brake control to displace the primary piston 40 to generate an operating pressure (brake pressure). In comparison, the rise (pressure increase) of the brake fluid pressure is quick (the response of the brake fluid pressure is high). However, as described above, since the master pressure control mechanism 4 that is small and light in weight is generated in the present embodiment in the present embodiment, the brake fluid pressure of only the master pressure control mechanism 4 is required for sudden braking or the like. Insufficient for brake fluid pressure.

  Therefore, as will be described later, in the initial stage of the brake operation, when the master pressure control mechanism 4 quickly generates the brake fluid pressure and the master pressure control mechanism 4 is predicted to be insufficient or insufficient, the wheel fluid The pressure mechanism 6 is operated to increase the brake fluid pressure additionally.

  In step S7, it is determined whether the required braking force has reached a set value. Here, the set value is set to an upper limit value of the master pressure that can be generated by the master pressure control mechanism 4 or a value slightly lower than the upper limit value.

  Then, when the driver depresses the brake pedal 100, the amount of brake operation increases, and the required braking force reaches the set value from the pump-up permission braking force (the rotation of the motor 55). Number) can be increased and a sufficient boosting function can be secured.

  In other words, the boosting function of the pumps 54a and 54b is ensured until the required braking force reaches the set value from the pump-up permission braking force based on the change speed of the brake operation amount predicted at the time of sudden braking operation. The pump-up permission braking force is set in advance.

If it is determined in step S7 that the required braking force has reached the set value, the process proceeds to step S8 to close the gate OUT valves 50a and 50b.
As a result, the operating pressure obtained by increasing the master pressure by the pumps 54a and 54b is supplied to the wheel cylinders 11a to 11d via the IN valves 52a to 52d, and the pump-up control is started.

As described above, the wheel pressure is increased beyond the upper limit value of the master pressure, and a large braking force corresponding to the required braking force during a sudden braking operation can be obtained.
Here, in consideration of the pressure increase delay after the start of the pump drive as described above, the drive of the pump is started before reaching the upper limit value of the brake fluid pressure that can be generated by the master pressure control mechanism 4. By securing the boosting function, when the master pressure reaches the upper limit as shown in FIGS. 3 and 4, the boosted pump pressure is added to the master pressure held at the upper limit. As a result, when the required braking force passes through the value corresponding to the master pressure, the actual braking force can be increased smoothly without a step, and a good braking feeling can be ensured.

  On the other hand, since the gate OUT valves 50a and 50b are closed, the operating pressure obtained by increasing the master pressure is not applied as a reaction force to the master pressure control mechanism 4, and the reaction force of the brake operation force is increased. Can be suppressed. However, for simplicity, steps S8 and S9 may be omitted.

  Returning to FIG. 2, when the determination in step S3 is NO, that is, when it is determined that the latest value of the detection signal of the brake pedal sensor 8 is smaller than the previous value and the brake operation amount is decreasing. Control to reduce the wheel pressure.

In step S9, it is determined whether the required braking force is greater than or equal to the set value.
When the required braking force is greater than or equal to the set value, pump-up control is performed and the wheel pressure is controlled to be higher than the master pressure.

  In this state, in step S10, the IN valves 52a to 52d are closed by energization, and the OUT valves 53a to 53d are similarly opened by energization. As a result, the hydraulic fluid in the wheel cylinders 11a to 11d is relieved to the low pressure source, the wheel pressure is reduced, and the braking force is reduced.

  When it is determined in step S9 that the required braking force is smaller than the set value, the process proceeds to step S11 and the pump-up control is stopped. That is, the gate IN valves 51a and 51b are closed and the gate OUT valves 50a and 50b are opened. The operation in step S10 is continued and the wheel pressure is continuously reduced.

  In step S12, it is determined whether the required braking force has decreased below the pump-up permission braking force. When it is determined that the required braking force has decreased, the driving of the pump is stopped in step S13. Although the pump-up control has already been stopped, the brake pedal 100 is depressed again by stopping the driving of the pumps 54a and 54b until the required braking force falls below the pump-up permission braking force. When this happens, it is possible to quickly switch to the pump-up control to ensure a large braking force.

  As described above, according to this embodiment, when a large braking force is required, such as during a sudden braking operation, the master pressure control mechanism is configured to perform braking with the operating pressure obtained by adding the pump-up pressure to the master pressure. 4 can be reduced in size. Specifically, the drive motor 20 can be reduced in size, the electric capacity of the drive stage, the heat dissipation mechanism and the entire system volume can be reduced, and the layout of the vehicle can be improved and the manufacturing cost can be reduced.

  In particular, when the master pressure control mechanism is designed so that a high pressure can be satisfied by outputting a master pressure exceeding a predetermined pressure, for example, 8 MPa, the size of the master pressure control mechanism including the drive motor tends to increase. is there.

  For this reason, the set value of the required braking force in the steps S8 and S10 is set to be less than the predetermined value (for example, 8 MPa), and the pump-up control is performed when the required braking force is higher than the set value. do it. As a result, the master pressure control mechanism outputs a master pressure less than the value corresponding to the high braking force, and it is sufficient to promote downsizing.

  In this embodiment, the displacement (stroke) of the brake pedal 100 detected by the brake pedal sensor 8 is used as the brake operation amount for setting the required driving force. However, the speed or acceleration of the displacement is calculated and replaced with the displacement. Alternatively, the brake operation amount may be used based on displacement and speed or acceleration.

  Further, in the present embodiment, the master pressure control mechanism 4 is applied with an electric booster. However, the master pressure control mechanism 4 can be applied to a vacuum booster using a boost negative pressure. It is possible to reduce the size of the device, improve the layout of the vehicle, and reduce the manufacturing cost.

  Further, in the present embodiment, the present invention is applied to one in which all the wheels (front wheels and rear wheels) are brake-controlled by the master pressure control mechanism (boost braking means), but a wheel that requires a relatively large braking force (for example, The present invention can also be applied to a system in which only the front wheels are braked by a master pressure control mechanism (boost braking means) and other wheels (for example, rear wheels) are braked by wheel-specific braking means (pump-up pressure). In this case, control is performed by adding the braking force of the brake means for each wheel (pump up pressure) to the wheels (for example, front wheels) braked by the master pressure control mechanism (boost braking means).

  DESCRIPTION OF SYMBOLS 1 ... Brake control system, 3 ... Master pressure control apparatus, 4 ... Master pressure control mechanism, 5 ... Wheel pressure control apparatus, 6 ... Wheel pressure control mechanism, 8 ... Brake pedal sensor, 9 ... Master cylinder, 11a-11d ... Wheel Cylinder, 25 ... Rotation-translation converter, 42 ... Primary fluid chamber, 43 ... Secondary fluid chamber, 50a-50b ... Gate OUT valve, 51a-51b ... Gate IN valve, 52a-52d ... IN valve, 53a-53d ... OUT Valve, 54a, 54b ... Pump, 55 ... Motor, 56, 57 ... Master pressure sensor, 60a, 60b ... Auxiliary reservoir, 100 ... Brake pedal

Claims (4)

A boost braking means for supplying a braking hydraulic pressure generated by boosting a brake operation force to a wheel cylinder of the wheel to apply a braking force to at least a predetermined wheel;
Control applied to a vehicle brake device comprising: wheel-specific braking means for supplying a braking hydraulic pressure generated by a pump to a wheel cylinder of a wheel and independently applying a braking force to each wheel. A device,
The braking hydraulic pressure generated by the wheel-specific braking mechanism is added to the braking hydraulic pressure from the boost braking means to the wheel cylinder of at least the predetermined wheel under a predetermined braking condition according to the brake operation. A control device for a brake device for a vehicle, characterized in that it comprises braking control means for supplying a hydraulic pressure for braking increased in pressure.   2. The control device for a vehicle brake device according to claim 1, wherein the predetermined braking condition is a request for a high braking force with a required braking force equal to or greater than a set value.   The braking control means starts driving the pump before the required braking force corresponding to the brake operation amount reaches a braking force equivalent to the upper limit value of the braking hydraulic pressure generated by the boost braking means. The control device for a vehicle brake device according to claim 1 or 2 to be controlled.   The braking control means guides the braking hydraulic pressure generated by the boost braking mechanism to the suction port of the pump and boosts it by the pump, whereby the boosted pressure is used as the braking hydraulic pressure of the wheel-specific braking mechanism. The control device for a vehicle brake device according to any one of claims 1 to 3, which is added.