JP2017165172A - Vehicle brake device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce discomfort imparted to a driver by inhibiting slip-down of a vehicle even when the vehicle is on a sloping road.SOLUTION: A vehicle brake device 11 comprises: a friction brake mechanism 37 that causes a vehicle 12 to generate brake force; an accelerator pedal 21 that is operated when the vehicle 12 is accelerated/decelerated and in which an acceleration region and a deceleration region are set to an operation range relating to acceleration/deceleration; a target acceleration/deceleration speed setting part 71 that, when the accelerator pedal 21 is operated for deceleration, sets a target deceleration speed based on the deceleration operation; an acceleration/deceleration control part 73 that exerts brake control for the vehicle 12 so that actual brake force follows the target brake force of the magnitude based on the target deceleration speed; an arithmetic part 63 that alters the magnitude of the target deceleration speed set by the target acceleration/deceleration speed setting part 71. When the vehicle 12 is on a sloping road, the acceleration/deceleration control part 73 limits alteration of the target deceleration speed by the arithmetic part 63.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle braking device that generates a driving force and an engine braking force using, for example, an internal combustion engine.

  For example, in a vehicle that uses an internal combustion engine to generate a driving force and a braking force, the internal combustion engine generates a driving force (driving torque) corresponding to the amount of operation of the accelerator pedal, and the fuel supply is shut off when the accelerator is off. As a result, engine braking force (generally referred to as “engine brake”) due to the linkage between the internal combustion engine and the power transmission mechanism (including the transmission), and friction braking force generated by the friction braking member including the brake pad and the disk rotor are generated. To reduce the vehicle speed.

Patent Document 1 discloses an invention of a travel control device that executes one-pedal mode control for controlling both driving force and braking force of a vehicle according to an operation amount of a brake pedal. In the travel control device according to Patent Literature 1, when the vehicle stops, the braking force that is retained when the vehicle is stopped is set to be larger as the road gradient is larger, and the operation amount is reduced by stepping back the brake pedal according to the one-pedal mode control. Even if it decreases, it describes that the braking force set large until the start is maintained.
According to the travel control device according to Patent Document 1, it is possible to prevent the vehicle from sliding down during the one-pedal mode control in which both the driving force and the braking force are controlled according to the depression operation of the brake pedal.

JP 2001-071794 A

By the way, for example, one-pedal mode control that controls both the driving force and the braking force according to the amount of depression of the accelerator pedal so that the deceleration decreases and the acceleration increases as the amount of depression of the accelerator pedal increases. In general, the maximum deceleration occurs during the release operation when the foot is released from the accelerator pedal.
For this reason, when the braking force of the magnitude required to hold the vehicle in the stopped state is obtained by the deceleration (braking force) based on the release operation of the accelerator pedal when stopping on the slope road, Even if a separate braking force is not generated, such as a stepping operation, the vehicle can be held in a stopped state only by releasing the accelerator pedal.

Here, it is convenient if the magnitude of the actual braking force generated according to the accelerator pedal depressing operation based on the one-pedal mode control can be changed according to the driver's preference.
However, when the vehicle is stopped due to the actual braking force generated in response to the accelerator pedal depressing operation based on the one-pedal mode control when the vehicle stops on a slope, the magnitude of the actual braking force is temporarily reduced. If such a change is made, the actual braking force will be less than the braking force required to hold the vehicle in a stopped state, causing the vehicle to slide down, possibly causing the driver to feel uncomfortable. there were.

  The present invention has been made in order to solve the above-described problem, and is a vehicle braking device that can reduce the uncomfortable feeling given to the driver by suppressing the vehicle from sliding down even when the vehicle is on a sloping road. The purpose is to provide.

  In order to achieve the above object, the invention according to (1) includes a braking unit that generates a braking force on a vehicle, and an acceleration region and a deceleration that are operated when the vehicle is accelerated / decelerated. An acceleration / deceleration operator having an area set, a target deceleration setting unit for setting a target deceleration based on the deceleration operation when the acceleration / deceleration operator is decelerated, and a gradient relating to a road surface on which the vehicle exists A gradient information acquisition unit that acquires information and a magnitude based on a target deceleration set by the target deceleration setting unit when an actual braking force that acts on the vehicle when the acceleration / deceleration operator is decelerated. A braking control unit that performs braking control of the vehicle using an actual braking force related to the braking unit and a target deceleration set by the target deceleration setting unit so as to follow the target braking force of A change unit for changing, and the braking Control unit, when the vehicle resides in slope road, the most important features to limit the change of the target deceleration by the changing unit.

If the vehicle is on a slope road, if the change of the target deceleration is permitted without any restriction, the vehicle may slip down, which may cause the driver to feel uncomfortable.
Therefore, in the invention according to (1), the braking control unit adopts a configuration that restricts the change of the target deceleration by the changing unit when the vehicle is on a slope road. Here, restricting the change of the target deceleration is a concept including both reducing the change amount of the target deceleration and rejecting the change of the target deceleration.

  According to the invention according to (1), when the vehicle is on a gradient road, the braking control unit restricts the change of the target deceleration by the changing unit, and therefore, the driver feels a sense of discomfort given to the driver by suppressing the vehicle from falling down. Can be reduced.

  The invention according to (2) is the vehicular braking apparatus according to (1), in which the braking control unit is in the middle of climbing the vehicle, and the change by the changing unit is the target deceleration. In the case of a change that reduces the change, the change is rejected.

In the invention according to (2), the case where the vehicle is in the middle of climbing means a case in which the vehicle whose front side or rear side is directed in the uphill direction is in the middle of traveling. In addition, when the vehicle is on the way uphill and the change by the changing unit is a change that reduces the target deceleration, the vehicle on the way uphill is an action of the actual braking force based on the deceleration operation of the acceleration / deceleration operator. In this case, a scene is assumed in which the vehicle may slide down against the driver's intention.
In such a scene, the braking control unit rejects the change to avoid the vehicle slipping against the driver's intention. Incidentally, when the change by the change unit is a change that increases the target deceleration, the vehicle brake control unit permits the change because the vehicle does not slide down against the driver's intention.

  According to the invention according to (2), when the vehicle is on the way uphill and the change by the change unit is a change that decreases the target deceleration, the braking control unit It is possible to eliminate the situation that causes the driver to feel uncomfortable by avoiding the descent.

  The invention according to (3) is the vehicle braking device according to (1) or (2), in which the acceleration / deceleration operation element increases as a deceleration operation amount of the acceleration / deceleration operation element increases. It is set to the characteristic which transfers to the said acceleration area | region from the deceleration area | region, The said braking control part permits the change of the said target deceleration by the said change part, when the said vehicle is in the middle of a downhill.

In the invention which concerns on (3), the case where the vehicle is in the middle of a downhill assumes the scene where the vehicle which the front side or the rear side pointed in the downhill direction is in the middle of a run.
Here, when the vehicle on the downhill is in a stationary state by the action of the actual braking force based on the deceleration operation of the acceleration / deceleration operator, the vehicle slips due to the change of the target deceleration by the changing unit. Assume that a fall has occurred. However, since the sliding is directed in the traveling direction of the vehicle, the driver not only can easily recognize the movement but also has a high probability of being a movement in accordance with the driver's intention.
Therefore, in the invention according to (3), the braking control unit adopts a configuration that permits the change of the target deceleration by the changing unit when the vehicle is on the downhill.

  According to the invention according to (3), the braking control unit permits the change of the target deceleration by the changing unit when the vehicle is on the way downhill, thereby contributing to a smooth start. This is because even if the vehicle slips due to the change of the target deceleration by the changing unit, this slip is nothing but a smooth start that does not require acceleration operation of the acceleration / deceleration operator. Because it can be considered.

  Moreover, the invention which concerns on (4) is a vehicle braking device as described in any one of (1)-(3), Comprising: The shift position information which concerns on the shift position of the transmission mounted in the said vehicle is acquired. A shift position information acquisition unit configured to change the target deceleration set based on a deceleration operation of the acceleration / deceleration operator to zero when the shift position of the transmission is a parking position. It is characterized by that.

  Generally, when the shift position of the transmission is the parking position, the movement of the reduction gear in a state where the reduction gears of the transmission are engaged with each other (a state where the power transmission mechanism is connected between the drive source and the drive wheels). Is regulated so that the wheel movement is mechanically locked. As a result, the start of movement of the vehicle is restricted without applying braking force to the vehicle.

Therefore, in the invention according to (4), the braking control unit adopts a configuration in which the target deceleration set based on the deceleration operation of the acceleration / deceleration operator is changed to zero when the shift position of the transmission is the parking position. It was decided to.
By the way, changing the target deceleration set based on the deceleration operation of the acceleration / deceleration operator to zero means that the target deceleration is temporarily changed to zero when the shift position of the transmission is set to the parking position. It means that the pedal mode is temporarily stopped). Therefore, when the shift position of the transmission is changed from the parking position to the driving (D) position or the reverse (R) position, the normal target deceleration set based on the deceleration operation of the acceleration / deceleration operator is used. The actual braking force applied (returning to the one-pedal mode) will be resumed.

  According to the invention according to (4), the braking control unit changes the target deceleration set based on the deceleration operation of the acceleration / deceleration operator to zero when the shift position of the transmission is the parking position. In addition to the function and effect of the invention according to 1), it is possible to eliminate the situation where an unnecessary braking force acts on the vehicle and contribute to power saving.

  Moreover, the invention which concerns on (5) is a vehicle braking device as described in any one of (1)-(3), Comprising: The shift position information which concerns on the shift position of the transmission mounted in the said vehicle is acquired. A shift position information acquisition unit configured to change the target deceleration set based on a deceleration operation of the acceleration / deceleration operator to zero when the shift position of the transmission is a neutral position. It is characterized by that.

In general, when the shift position of the transmission is a neutral position, the power transmission mechanism between the drive source and the drive wheels is disconnected, and in this state, no braking force is applied. Thus, the vehicle can be pushed and moved manually. Pushing and moving the vehicle manually as described above can be an effective measure when it is necessary to move the vehicle quickly when the drive source of the vehicle does not operate due to some abnormality.
Therefore, in the invention according to (5), the braking control unit adopts a configuration in which the target deceleration set based on the deceleration operation of the acceleration / deceleration operation element is changed to zero when the shift position of the transmission is the neutral position. It was decided to.

  According to the invention according to (5), when the shift position of the transmission is the neutral position, the braking control unit changes the target deceleration set based on the deceleration operation of the acceleration / deceleration operator to zero. In addition to the function and effect of the invention according to 1), when the drive source of the vehicle does not operate due to some abnormality, an effective means of manually moving the vehicle when it is necessary to move the vehicle quickly is provided. be able to.

  In the invention according to (6), a braking unit that generates braking force on the vehicle, and an acceleration region and a deceleration region that are operated when accelerating and decelerating the vehicle, and an acceleration region and a deceleration region are set in the operation range related to the acceleration and deceleration. A deceleration operator, a target deceleration setting unit that sets a target deceleration based on the deceleration operation when the acceleration / deceleration operator is decelerated, and gradient information that acquires gradient information related to a road surface on which the vehicle exists When the acquisition unit and the acceleration / deceleration operator are decelerated, the actual braking force acting on the vehicle follows the target braking force having a magnitude based on the target deceleration set by the target deceleration setting unit. As described above, a braking control unit that performs braking control of the vehicle using an actual braking force related to the braking unit, a changing unit that changes the magnitude of the target deceleration set by the target deceleration setting unit, The braking control unit includes the vehicle When the vehicle is in a route and the vehicle is substantially stationary due to the action of the actual braking force based on the deceleration operation of the acceleration / deceleration operation element, the change of the target deceleration by the changing unit is performed. Limiting is the main feature.

If the vehicle is on a sloping road and the vehicle is kept in a substantially stationary state by the action of the actual braking force based on the deceleration operation of the acceleration / deceleration operator, no restriction is provided. If the change of the target deceleration is allowed to the vehicle, the vehicle may slip down, which may cause the driver to feel uncomfortable.
Therefore, in the invention according to (6), the braking control unit maintains the vehicle in a substantially stationary state by the action of the actual braking force based on the deceleration operation of the acceleration / deceleration operation element while the vehicle is on the slope road. In this case, a configuration is adopted in which the change of the target deceleration by the changing unit is restricted. Here, the case where the vehicle is maintained in a substantially stationary state includes the case where the vehicle is moving slightly. Limiting the change in the target deceleration is a concept that includes both reducing the amount of change in the target deceleration and rejecting the change in the target deceleration.

  According to the invention according to (6), the braking control unit maintains the vehicle in a substantially stationary state by the action of the actual braking force based on the deceleration operation of the acceleration / deceleration operation element, while the vehicle is on the slope road. In this case, since the change of the target deceleration by the changing unit is restricted, it is possible to reduce the uncomfortable feeling given to the driver by suppressing the vehicle from falling down.

  According to the vehicle brake device of the present invention, even when the vehicle is on a slope, it is possible to suppress the vehicle from falling down and to reduce the uncomfortable feeling given to the driver.

It is a block block diagram showing the outline | summary of the vehicle braking device which concerns on embodiment of this invention. It is a flowchart figure showing the flow of the braking force range reduction | decrease change process which the brake device for vehicles performs when the reduction | decrease change of a braking force range arises. It is a flowchart figure showing the flow of the interruption process which makes it a trigger that the shift position was put into the parking position or the neutral position. It is a time chart figure used for operation | movement description of the braking device for vehicles mounted in the vehicle which exists on an uphill road. It is a time chart figure used for operation | movement description of the braking device for vehicles mounted in the vehicle which exists in a downhill road. For vehicles that are kept stationary by the action of the actual braking force based on the deceleration operation of the accelerator pedal while traveling on a gradient road, the braking force is determined based on whether the actual braking force is less than the braking force required to hold the vehicle stopped. It is explanatory drawing showing the aspect which permits / rejects the change of a range.

Hereinafter, a vehicle braking device according to an embodiment of the present invention will be described in detail with reference to the drawings.
Note that, in the drawings shown below, in principle, common reference numerals are assigned between members having a common function or between members having functions corresponding to each other. Further, for convenience of explanation, the size and shape of the member may be schematically represented by being deformed or exaggerated.

[Vehicle Braking Device 11 According to an Embodiment of the Present Invention]
A vehicle braking device 11 according to an embodiment of the present invention will be described with reference to FIG. 1 exemplifying a vehicle 12 on which an internal combustion engine 41 is mounted. FIG. 1 is a block diagram showing an outline of the vehicle braking device 11.

As shown in FIG. 1, the vehicle braking device 11 includes an acceleration / deceleration ECU (Electronic Control Unit) 13, an ABS-ECU 15, and a VSA-ECU 17 via a communication medium 19 such as a CAN (Control Area Network). Are connected to each other so that data can be exchanged between them.
Each of the acceleration / deceleration ECU 13, the ABS-ECU 15, and the VSA-ECU 17 is configured by a microcomputer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. The microcomputer reads and executes programs and data stored in the ROM, and operates so as to perform execution control of various functions of the acceleration / deceleration ECU 13, the ABS-ECU 15, and the VSA-ECU 17.

  The acceleration / deceleration ECU (Electronic Control Unit) 13 has a function of performing acceleration / deceleration control of the vehicle 12. The internal configuration of the acceleration / deceleration ECU 13 will be described later in detail. The ABS-ECU 15 has a function of preventing the wheels (not shown) from being locked during the braking operation of the vehicle 12. The VSA (“VSA” is a registered trademark) -ECU 17 has a function of supporting behavior stabilization related to the vehicle 12. The ABS-ECU 15 and the VSA-ECU 17 correspond to a part of the “braking part” of the present invention.

  As shown in FIG. 1, the communication medium 19 includes an accelerator pedal sensor 23 for detecting a stepping operation amount from an initial position of the accelerator pedal 21 (a state in which the operation by the driver is released), and a stepping operation amount of the brake pedal 25. A brake pedal sensor 27 that detects the vehicle speed, a vehicle speed sensor 29 that detects the speed (vehicle speed) of the vehicle 12, a front-rear G sensor 30 that detects a longitudinal acceleration / deceleration generated in the vehicle 12, and a gradient of the road surface on which the vehicle 12 exists. A gradient sensor 31, a shift position sensor 32 for detecting a shift position of a continuously variable transmission 43 mounted on the vehicle 12, an AP operation mode switch 33, a braking force range switch 34, a driving mechanism 35, and friction braking. A mechanism 37 is connected. The AP operation mode switch 33 and the braking force range switch 34 will be described later in detail.

Acceleration pedal sensor 23, brake pedal sensor 27, vehicle speed sensor 29, front / rear G sensor 30, gradient sensor 31, various data detected by shift position sensor 32, AP operation mode switch 33, switching related to braking force range switch 34 The data is sent to the acceleration / deceleration ECU 13, ABS-ECU 15, and VSA-ECU 17 via the communication medium 19.
The accelerator pedal 21 operated when the vehicle 12 is accelerated / decelerated corresponds to the “acceleration / deceleration operator” of the present invention.

The AP operation mode switching switch 33 is a switch operated when switching the operation mode of the accelerator pedal 21 (hereinafter referred to as “AP operation mode”). The AP operation mode changeover switch 33 is provided on an instrument panel (not shown) in the vehicle cabin. As the AP operation mode, a normal mode in which only acceleration control corresponding to the depression operation amount of the accelerator pedal 21 is performed, and a one-pedal mode in which acceleration / deceleration control is performed according to the depression / retraction operation amount of the accelerator pedal 21 are set. ing. Details of the one-pedal mode will be described later.
The AP operation mode changeover switch 33 may adopt a configuration that omits the driver's operation by setting the one-pedal mode by default.

  When the AP operation mode is set to the one-pedal mode, the braking force range changeover switch 34 sets the deceleration control amount (braking force range) based on the return operation amount of the accelerator pedal 21 in, for example, four steps (0/1). / 2/3/4; see Fig. 3A (c)), for example, seesaw type (increase in operation in one direction, decrease in operation in other direction) is there. The braking force range changeover switch 34 is provided on an instrument panel or the like in the passenger compartment.

  As shown in FIG. 1, the driving / braking mechanism 35 includes an internal combustion engine 41 that is a drive source of the vehicle 12 and a continuously variable transmission (CVT) 43. However, the continuously variable transmission 43 may be a normal (stepped) transmission. The driving / braking mechanism 35 has a function of driving the vehicle 12 based on a control command of the acceleration / deceleration ECU 13 and generating an engine braking force as necessary.

  The friction braking mechanism 37 includes components related to friction braking, such as a friction braking member 45 including a brake pad and a disk rotor, and a hydraulic system 47. The friction braking mechanism 37 has a function of generating a friction braking force on the wheels of the vehicle 12 based on a control command of the acceleration / deceleration ECU 13. The friction braking mechanism 37 corresponds to a part of the “braking part” of the present invention.

[Internal configuration of acceleration / deceleration ECU 13]
Next, the internal configuration of the acceleration / deceleration ECU 13 will be described with reference to FIG.
As shown in FIG. 1, the acceleration / deceleration ECU 13 includes an input / output unit 61, a calculation unit 63, and a storage unit 65.

  The input / output unit 61 includes, as input data, acceleration / deceleration operation amount data (AP acceleration / deceleration operation amount data) related to the accelerator pedal sensor 23, braking operation amount data (BP braking operation amount data) related to the brake pedal sensor 27, and vehicle speed sensor. 29, vehicle speed data, front / rear G data related to the front / rear G sensor 30, gradient data related to the gradient sensor 31, shift position data related to the shift position sensor 32, switching related to the AP operation mode switch 33 and the braking force range switch 34. While inputting data and the like, it has a function of outputting drive braking control data related to the internal combustion engine 41 and friction braking control data related to the friction braking member 45 as output data. The input / output unit 61 corresponds to a “gradient information acquisition unit” and a “shift position information acquisition unit” of the present invention.

  The calculation unit 63 is based on AP acceleration / deceleration operation amount data, BP braking operation amount data, vehicle speed data V, longitudinal G data, gradient data SL, shift position data SP, switching data related to the AP operation mode and braking force range, and the like. And a function of calculating driving braking control data related to the internal combustion engine 41, friction braking control data related to the friction braking member 45, and the like. More specifically, the calculation unit 63 includes a target acceleration / deceleration setting unit 71 and an acceleration / deceleration control unit 73. The calculation unit 63 corresponds to the “change unit” of the present invention.

  The target acceleration / deceleration setting unit 71 is a target value related to acceleration / deceleration of the vehicle 12 based on input data such as AP acceleration / deceleration operation amount data and BP braking operation amount data (sometimes referred to as “target acceleration / deceleration”). Has the function of setting.

  Specifically, in the normal mode, the target acceleration / deceleration setting unit 71 sets the target acceleration based on the BP braking operation amount data, and sets the target acceleration based on the AP acceleration / deceleration operation amount data. That is, in the normal mode, only the acceleration of the vehicle 12 is controlled according to the AP acceleration / deceleration operation amount data. As a result, the entire depression / step-back operation range of the accelerator pedal 21 (the range in which the AP acceleration / deceleration operation amount data can be obtained) is used in principle for accelerating the vehicle 12. However, in the normal mode, the engine braking force generated when the accelerator pedal 21 is stepped back to the vicinity of the initial position acts normally.

  On the other hand, in the one pedal mode, the target acceleration / deceleration setting unit 71 is the same as the normal mode in that the target deceleration is set based on the BP braking operation amount data, but based on the AP acceleration / deceleration operation amount data. The point which sets both the target acceleration and deceleration (target acceleration / deceleration) is different from the case in the normal mode.

  In order to set both acceleration and deceleration by operating a single pedal (accelerator pedal 21), the relationship of the target acceleration / deceleration corresponding to the depression operation amount (AP acceleration / deceleration operation amount data) related to the accelerator pedal 21 is determined by driving. The maximum target deceleration is associated with the initial position when the accelerator pedal 21 is released by the user, while the target deceleration is set to decrease as the degree of depression increases in the deceleration region starting from the initial position. Has been. As a result, in the one-pedal mode, both acceleration and deceleration of the vehicle 12 are controlled according to the AP acceleration / deceleration operation amount data.

  Of the target deceleration corresponding to the operation range related to the depression / return of the accelerator pedal 21 (the range in which the AP acceleration / deceleration operation amount data can be obtained), the initial value corresponding to the initial position of the accelerator pedal 23 (target deceleration: zero) ) As a starting point and a boundary threshold value as an ending point is referred to as a “deceleration region”. An area for acceleration where the accelerator pedal 23 is depressed by exceeding the boundary threshold is called an “acceleration area”. Note that the range of the deceleration region and the acceleration region (the size of the boundary threshold value P1) is variable according to the increase or decrease of the vehicle speed.

  The acceleration / deceleration control unit 73 is input data such as AP acceleration / deceleration operation amount data, vehicle speed data V, front / rear G data, target acceleration / deceleration set by the target acceleration / deceleration setting unit 71, and switching data related to the braking force range switch 34. The function of performing acceleration / deceleration control of the vehicle 12 based on the above. In order to realize such acceleration / deceleration control, the acceleration / deceleration control unit 73 includes an engine control unit 75 and a brake control unit 77. The acceleration / deceleration control unit 73 corresponds to the “braking control unit” of the present invention.

  Based on the target acceleration / deceleration set by the target acceleration / deceleration setting unit 71, the engine control unit 75 controls the driving / braking mechanism 35 that exhibits the driving force and the engine braking force related to the internal combustion engine 41. Based on the target acceleration / deceleration set by the target acceleration / deceleration setting unit 71, the brake control unit 77 controls the ABS-ECU 15, the VSA-ECU 17, and the friction braking mechanism 37 that exerts the friction braking force.

  The storage unit 65 includes a nonvolatile memory and a volatile memory (not shown). The nonvolatile memory is, for example, a flash memory or an EEPROM (Electrically Erasable Programmable Read Only Memory), and stores a program for executing various processes in the arithmetic unit 63. The volatile memory is, for example, a DRAM (Dynamic Random Access Memory), and input / output data and calculation results are temporarily stored when various processes in the calculation unit 63 are executed.

Further, the storage unit 65 stores a vehicle speed threshold value Vth (for example, a vehicle speed value such as 5 km / h that can be considered that the vehicle 13 is substantially stopped) with respect to the vehicle speed value V detected by the vehicle speed sensor 31. Yes. The vehicle speed threshold value Vth is referred to when the acceleration / deceleration ECU 13 determines whether or not the vehicle 12 is stopped.
Further, the storage unit 65 stores a gradient threshold SLth for the gradient value SL detected by the gradient sensor 31. The gradient threshold SLth is referred to when the acceleration / deceleration ECU 13 determines whether or not the vehicle 12 is on a gradient road (uphill / downhill).

[Operation of Vehicle Braking Device 11 According to Embodiment of the Present Invention]
First, the flow of the braking force range reduction changing process performed by the vehicle braking device 11 according to the embodiment of the present invention when a braking force range reduction change occurs will be described with reference to FIG. 2A. FIG. 2A is a flowchart showing a flow of a braking force range decrease changing process performed by the vehicle braking device 11.
However, it is assumed that the AP operation mode is set to the one pedal mode. Further, it is assumed that the accelerator pedal 21 is operated to be stepped back (decelerated), and the braking force range switch 34 is operated in the decreasing direction (the braking force range is requested to be changed).

  In step S <b> 11 shown in FIG. 2A, the acceleration / deceleration ECU 13 inputs various data including AP acceleration / deceleration operation amount data, vehicle speed data V, gradient value data SL, and shift position data SP via the communication medium 19.

  In step S <b> 12, the acceleration / deceleration ECU 13 determines whether the vehicle 12 is stopped based on the vehicle speed data V.

  As a result of the determination in step S12, if it is determined that the vehicle 12 is stopped (“Yes” in step S12), the acceleration / deceleration ECU 13 advances the process flow to the next step S13. On the other hand, as a result of the determination in step S12, when it is determined that the vehicle 12 is not stopped (“No” in step S12), the acceleration / deceleration ECU 13 causes the process flow to jump to step S16.

  In step S13, the acceleration / deceleration ECU 13 determines whether or not the vehicle 12 is on a flat road based on the gradient value data SL.

  As a result of the determination in step S13, when it is determined that the vehicle 12 is on a slope road ("Yes" in step S13), the acceleration / deceleration ECU 13 advances the process flow to the next step S14. On the other hand, as a result of the determination in step S13, if it is determined that the vehicle 12 is on a flat road ("No" in step S13), the acceleration / deceleration ECU 13 causes the process flow to jump to step S16.

  In step S14, the acceleration / deceleration ECU 13 determines whether or not the vehicle 12 is on an uphill road (uphill) based on the gradient value data SL and the shift position data SP.

  As a result of the determination in step S14, when it is determined that the vehicle 12 is on the uphill road and is climbing (“Yes” in step S14), the acceleration / deceleration ECU 13 proceeds to the next step S15. Proceed to. On the other hand, as a result of the determination in step S14, when it is determined that the vehicle 12 is on the downhill road and is descending ("No" in step S14), the acceleration / deceleration ECU 13 steps the process flow. Jump to S16.

  In step S15, the acceleration / deceleration ECU 13 is based on the actual braking force, creep torque, and the like acting on the vehicle 12 based on the gradient value data SL, the shift position data SP, and the step-back operation (deceleration operation) of the accelerator pedal 21. It is determined whether or not the vehicle 12 can maintain the stopped state.

  As a result of the determination in step S15, when it is determined that the vehicle 12 can maintain the stopped state (“Yes” in step S15), the acceleration / deceleration ECU 13 advances the processing flow to the next step S16. Make it. On the other hand, as a result of the determination in step S15, when it is determined that the vehicle 12 cannot maintain the stopped state (“No” in step S15), the acceleration / deceleration ECU 13 jumps the process flow to step S17. Let

  In step S <b> 16, the acceleration / deceleration ECU 13 permits a change in reduction of the braking force range. Thereby, the target acceleration / deceleration setting unit 71 of the acceleration / deceleration ECU 13 decreases the target deceleration set based on the AP acceleration / deceleration operation amount data. Thereafter, the acceleration / deceleration ECU 13 ends the flow of a series of processes.

  In step S17, the acceleration / deceleration ECU 13 rejects the change in reduction of the braking force range. Thereby, the target acceleration / deceleration setting unit 71 of the acceleration / deceleration ECU 13 maintains the target deceleration set based on the AP acceleration / deceleration operation amount data. Thereafter, the acceleration / deceleration ECU 13 ends the flow of a series of processes.

Next, the flow of interrupt processing triggered by the shift position being set at the parking position (P) or the neutral position (N) will be described with reference to FIG. 2B. FIG. 2B is a flowchart showing a flow of interrupt processing triggered by the shift position being put in the parking position (P) or the neutral position (N).
However, it is assumed that the AP operation mode is set to the one pedal mode.

  When the acceleration / deceleration ECU 13 acquires that the shift position is in the parking position (P) or the neutral position (N), in step S21 shown in FIG. 2B, the target acceleration / deceleration setting unit 71 of the acceleration / deceleration ECU 13 performs AP acceleration / deceleration. The target deceleration set based on the manipulated variable data is changed to zero. As a result, the actual braking force acting on the vehicle 12 based on the step-back operation (deceleration operation) of the accelerator pedal 21 is released. Thereafter, the acceleration / deceleration ECU 13 ends the interrupt process and returns the process flow to the main routine (braking force range decrease change process).

[Description of Operation of Vehicle Braking Device 11 Based on Time Chart]
First, the operation of the vehicle braking device 11 mounted on the vehicle 12 traveling on the uphill road will be described with reference to FIGS. 3A and 4. FIG. 3A is a time chart for explaining the operation of the vehicle braking device 11 mounted on the vehicle 12 traveling on the uphill road, in which (a) shows the time transition of the vehicle speed V and (b) shows the braking force range. (C) represents the time transition of the braking force range and (c) represents the time transition of the braking force. FIG. 4 shows whether or not the actual braking force is lower than the braking force required to hold the vehicle stopped with respect to the vehicle 12 that is kept stationary by the action of the actual braking force based on the deceleration operation of the accelerator pedal 21 while traveling on the slope road. It is explanatory drawing showing the aspect which permits / rejects the change of a braking force range based on this.
However, as a premise, it is assumed that the AP operation mode is set to the one-pedal mode, and the accelerator pedal 21 is depressed (decelerated). In addition, the shift position is assumed to be in the driving position (D).

At times t0 to t1 shown in FIG. 3A, a deceleration operation for returning the accelerator pedal 21 to the initial position is performed. With this deceleration operation, the vehicle speed V gradually decreases (see FIG. 3A (a)).
At the same time t0 to t1, the braking force range changeover switch 34 is not operated (see FIG. 3A (b)). The braking force range is set to “3” indicating the maximum braking force among the four stages “0 to 3” (see FIG. 3A (c)). An actual braking force having a magnitude corresponding to the target deceleration based on the step-back operation (deceleration operation) of the accelerator pedal 21 is applied to the vehicle 12 (see FIG. 3A (d)).

At the time t1 to t2 shown in FIG. 3A, the vehicle 12 is maintained in the stopped state with the maintenance of the deceleration operation for depressing the accelerator pedal 21 to the initial position (the vehicle speed V is zero; see FIG. 3A (a)). .
At time t2, the braking force range changeover switch 34 is operated to decrease (see FIG. 3A (b)). At the same time t2, the braking force range is decreased and changed from “3” to “2” in accordance with the decreasing operation of the braking force range changeover switch 34 (see FIG. 3A (c)). After the same time t2, an actual braking force having a magnitude that is reduced (according to the braking force range “2”) is applied to the vehicle 12 in accordance with a reduction change in the braking force range (a reduction change in the target deceleration). (See FIG. 3A (d)).

At time t2 to t3 shown in FIG. 3A, the vehicle 12 is maintained in a stopped state with the maintenance of the decelerating operation for depressing the accelerator pedal 21 to the initial position (the vehicle speed V is zero; see FIG. 3A (a)). .
At time t3, the braking force range changeover switch 34 is operated to decrease (see FIG. 3A (b)). At the same time t3, regardless of the decreasing operation of the braking force range changeover switch 34 (decreasing change of the braking force range is rejected), the braking force range is maintained at “2” (see FIG. 3A (c)). . After the same time t3, an actual braking force having a magnitude corresponding to the braking force range “2” is applied to the vehicle 12 (see FIG. 3A (d)). The holding of the actual braking force secures the braking force required for holding the vehicle 12 to stop, thereby preventing the vehicle 12 from sliding down.

At times t3 to t4 shown in FIG. 3A, the vehicle 12 is maintained in a stopped state in accordance with the maintenance of the deceleration operation for depressing the accelerator pedal 21 to the initial position (the vehicle speed V is zero; see FIG. 3A (a)). .
At time t4, the braking force range switch 34 is increased (see FIG. 3A (b)). At the same time t4, the braking force range is increased and changed from “2” to “3” in accordance with the increasing operation of the braking force range changeover switch 34 (see FIG. 3A (c)). After the same time t4, the vehicle 12 is applied with an actual braking force having a magnitude increased in accordance with an increase change in the braking force range (an increase change in the target deceleration) (see FIG. 3A (d)). .

At time t4 to t5 shown in FIG. 3A, the vehicle 12 is maintained in a stopped state in accordance with the maintenance of the decelerating operation for depressing the accelerator pedal 21 to the initial position (the vehicle speed V is zero; see FIG. 3A (a)). .
At time t5, the shift position is changed from the driving position (D) to the parking position (P) (see FIG. 3A (d)).

At times t5 to t6 shown in FIG. 3A, the acceleration / deceleration ECU 13 is set based on the AP acceleration / deceleration operation amount data as the shift position is changed from the driving position (D) to the parking position (P). Change the target deceleration to zero. As a result, the actual braking force acting on the vehicle 12 is gradually reduced to zero (see FIG. 3A (d)).
At time t6, the actual braking force acting on the vehicle 12 is zero. However, the vehicle 12 is subjected to a frictional force generated by the reduction gears of the continuously variable transmission 43 meshing when the shift position is set to the parking position (P). Therefore, the vehicle 12 does not slide down.

  As described above, the acceleration / deceleration ECU 13 of the vehicle braking device 11 is shown in FIG. 4 with respect to the vehicle 12 that is maintained stationary by the action of the actual braking force based on the deceleration operation of the accelerator pedal 21 while traveling on the uphill road. Thus, based on whether or not the actual braking force is less than the braking force required to hold the vehicle stopped, the change of the braking force range is permitted or rejected (see the change related to the arrow marked with X in FIG. 4). It works to switch between. As a result, it is possible to suppress unintentional slipping of the vehicle 12 traveling on the uphill road.

Next, the operation of the vehicle braking device 11 mounted on the vehicle 12 traveling on the downhill road will be described with reference to FIG. 3B. FIG. 3B is a time chart for explaining the operation of the vehicle braking device 11 mounted on the vehicle 12 traveling on the downhill road, in which (a) shows the time transition of the vehicle speed V and (b) shows the braking force range. (C) represents the time transition of the braking force range and (c) represents the time transition of the braking force.
However, as a premise, it is assumed that the AP operation mode is set to the one-pedal mode, and the accelerator pedal 21 is depressed (decelerated). In addition, the shift position is assumed to be in the driving position (D).

At times t0 to t11 shown in FIG. 3B, a deceleration operation for returning the accelerator pedal 21 to the initial position is performed. With this deceleration operation, the vehicle speed V gradually decreases (see FIG. 3B (a)).
At the same time t0 to t11, the braking force range changeover switch 34 is not operated (see FIG. 3B (b)). The braking force range is set to “3” indicating the maximum braking force among the four stages “0 to 3” (see FIG. 3B (c)). An actual braking force having a magnitude corresponding to the target deceleration based on the step-back operation (deceleration operation) of the accelerator pedal 21 is applied to the vehicle 12 (see FIG. 3B (d)).

At time t11 to t12 shown in FIG. 3B, the vehicle 12 is maintained in a stopped state with the maintenance of the decelerating operation for depressing the accelerator pedal 21 to the initial position (the vehicle speed V is zero; see FIG. 3B (a)). .
At time t12, the braking force range switch 34 is operated to decrease (see FIG. 3B (b)). At the same time t12, the braking force range is changed from “3” to “2” in accordance with the decreasing operation of the braking force range changeover switch 34 (see FIG. 3B (c)). After the same time t12, the vehicle 12 is subjected to an actual braking force having a magnitude (according to the braking force range “2”) that has been reduced in accordance with a reduction change in the braking force range (a reduction change in the target deceleration). (See FIG. 3B (d)).

From time t12 to time t13 shown in FIG. 3B, the vehicle 12 is maintained in a stopped state in accordance with the maintenance of the decelerating operation for depressing the accelerator pedal 21 to the initial position (the vehicle speed V is zero; see FIG. 3B (a)). .
At time t13, the braking force range switch 34 is operated to decrease (see FIG. 3B (b)). At the same time t13, the braking force range is decreased and changed from “2” to “1” in accordance with the decreasing operation of the braking force range switch 34 (the braking force range is allowed to be decreased) (FIG. 3B). (See (c)).

  From time t13 to time t14 shown in FIG. 3B, the vehicle 12 has an actual size that is decreased (according to the braking force range “1”) in accordance with a decrease change in the braking force range (a decrease change in the target deceleration). A braking force is acting (see FIG. 3B (d)). After time t13, the vehicle 12 starts to move (see FIG. 3B (a)). Therefore, it is possible to contribute to a smooth start for the vehicle 12 traveling downhill. This is because even if the vehicle 12 slips due to a change in the braking force range, the driver can be regarded as a smooth start that does not require acceleration operation of the accelerator pedal 21. Because.

  At time t14 shown in FIG. 3B, the braking force range changeover switch 34 is operated to increase (see FIG. 3B (b)). At the same time t14, the braking force range is increased and changed from “1” to “2” in accordance with the increasing operation of the braking force range changeover switch 34 (see FIG. 3B (c)). As a result, from time t14 to t15, the vehicle 12 has an actual control with a size that is increased (according to the braking force range “2”) in accordance with an increase in the braking force range (an increase in the target deceleration). Power is acting (see FIG. 3B (d)). Thereby, after the time t14, the movement start of the vehicle 12 is suppressed, and the stop state is maintained again (the vehicle speed V is zero; refer to FIG. 3B (a)).

  At time t15 shown in FIG. 3B, the shift position is changed from the operating position (D) to the neutral position (N) (see FIG. 3B (d)).

At times t15 to t16 shown in FIG. 3B, the acceleration / deceleration ECU 13 is set based on the AP acceleration / deceleration operation amount data as the shift position is changed from the driving position (D) to the neutral position (N). Change the target deceleration to zero. As a result, the actual braking force acting on the vehicle 12 is gradually reduced to zero (see FIG. 3B (d)).
At time t16, the actual braking force acting on the vehicle 12 is zero. Thereby, after time t15, the vehicle 12 starts to move (see FIG. 3B (a)). Thus, when the shift position is in the neutral position (N), the power transmission mechanism between the drive source and the drive wheels is disconnected, and in this state, no braking force is applied. The vehicle 12 can be pushed and moved by hand (provided that the start of movement is not hindered on downhill roads) on the premise that no provision is made. Thus, pushing the vehicle 12 manually (does not hinder the start of movement on a downhill road), for example, when the vehicle 12 needs to be moved quickly when the drive source of the vehicle 12 does not operate due to some abnormality. Can be an effective means.

  As described above, the acceleration / deceleration ECU 13 of the vehicle brake device 11 is shown in FIG. 4 with respect to the vehicle 12 that is maintained stationary by the action of the actual braking force based on the deceleration operation of the accelerator pedal 21 while traveling on the downhill road. As described above, the operation is performed so as to permit the change of the braking force range regardless of whether or not the actual braking force is lower than the braking force required for holding the vehicle stopped. Thereby, it is possible to contribute to a smooth start with respect to the vehicle 12 traveling downhill.

[Effects of the vehicle braking device 11 according to the embodiment of the present invention]
Next, the effect of the vehicle braking device 11 according to the embodiment of the present invention will be described.
The vehicle braking device 11 based on the first aspect is operated when the vehicle 12 is accelerated or decelerated, and the ABS-ECU 15, the VSA-ECU 17, the friction braking mechanism 37 (braking unit) that generates a braking force on the vehicle 12, An accelerator pedal (acceleration / deceleration operation element) 21 in which an acceleration region and a deceleration region are set in the operation range related to the acceleration / deceleration, and a target deceleration based on the deceleration operation are set when the accelerator pedal 21 is decelerated. When a target acceleration / deceleration setting unit (target deceleration setting unit) 71, an input / output unit (gradient information acquisition unit) 61 that acquires gradient information related to the road surface on which the vehicle 12 exists, and the accelerator pedal 21 are decelerated. The actual braking force applied to the braking units 15, 17, and 37 so that the actual braking force acting on the vehicle follows the target braking force having a magnitude based on the target deceleration set by the target acceleration / deceleration setting unit 71. An acceleration / deceleration control unit (brake control unit) 73 that performs braking control of the vehicle 12 using, and a calculation unit (change unit) 63 that changes the magnitude of the target deceleration set by the target acceleration / deceleration setting unit 71. The acceleration / deceleration control unit 73 employs a configuration that restricts the change of the target deceleration by the calculation unit (change unit) 63 when the vehicle 12 is on a slope.

If the vehicle 12 is on a sloping road and the change of the target deceleration is permitted without providing any regulation, the vehicle 12 may slide down, which may cause the driver to feel uncomfortable.
Therefore, in the vehicle braking device 11 based on the first aspect, the acceleration / deceleration control unit 73 adopts a configuration that restricts the change of the target deceleration by the calculation unit (change unit) 63 when the vehicle 12 is on a slope road. It was decided to.
According to the vehicle brake device 11 based on the first aspect, the acceleration / deceleration control unit 73 causes the vehicle 12 to slide down in order to limit the change of the target deceleration by the calculation unit 63 when the vehicle 12 is on a slope road. The discomfort given to a driver | operator by suppressing can be reduced.

  The vehicular braking device 11 based on the second aspect is the vehicular braking device 11 based on the first aspect, and the acceleration / deceleration control unit 73 is changed by the calculation unit 63 when the vehicle 12 is on the way uphill. If the change is a change that decreases the target deceleration, a configuration in which the change is rejected may be adopted. Incidentally, since the change by the calculation unit 63 is a change that increases the target deceleration, since the vehicle does not slide down against the driver's intention, the acceleration / deceleration control unit 73 permits the change.

  According to the vehicle braking device 11 based on the second aspect, the acceleration / deceleration control unit 73 is in the case where the vehicle 12 is in the middle of climbing and the change by the calculation unit 63 is a change that decreases the target deceleration. Since the change is rejected, it is possible to avoid a situation in which the driver 12 feels uncomfortable by avoiding the vehicle 12 from sliding down.

  The vehicle braking device 11 based on the third aspect is the vehicle braking device 11 based on the first or second aspect, and the accelerator pedal 21 decelerates as the amount of deceleration operation of the accelerator pedal 21 increases. The acceleration / deceleration control unit 73 may be configured to permit the change of the target deceleration rate by the calculation unit 63 when the vehicle 12 is on the downhill.

  According to the vehicle braking device 11 based on the third aspect, the acceleration / deceleration control unit 73 permits a smooth start when the vehicle 12 is in the middle of a downhill to allow the calculation unit 63 to change the target deceleration. Can contribute. This is because, even if the vehicle 12 slips due to the change in the target deceleration by the calculation unit 63, this slipping is a smooth start that does not require acceleration operation of the accelerator pedal 21 for the driver. This is because it can be regarded as not.

  The vehicle braking device 11 based on the fourth aspect is the vehicle braking device 11 based on any one of the first to third aspects, and includes a continuously variable transmission (transmission) 43 mounted on the vehicle 12. When the shift position of the continuously variable transmission 43 is the parking position, the acceleration / deceleration control unit 73 further includes an input / output unit (shift position information acquisition unit) 61 that acquires shift position information related to the shift position. A configuration may be adopted in which the target deceleration set based on the deceleration operation is changed to zero.

  Incidentally, changing the target deceleration set based on the deceleration operation of the accelerator pedal 21 to zero means that the target deceleration is temporarily changed to zero when the shift position of the continuously variable transmission 43 is set to the parking position. (Temporary pause in one pedal mode) Therefore, when the shift position of the continuously variable transmission 43 is changed from the parking position (P) to the driving position (D) or the reverse position (R), the normal setting that is set based on the deceleration operation of the accelerator pedal 21 is performed. Application of the actual braking force using the target deceleration (return to the one pedal mode) is resumed.

  The vehicle braking device 11 based on the fourth aspect is the vehicle braking device 11 based on any one of the first to third aspects, and includes a continuously variable transmission (transmission) 43 mounted on the vehicle 12. When the shift position of the continuously variable transmission 43 is the parking position (P), the input / output unit (shift position information acquisition unit) 61 that acquires shift position information related to the shift position is further provided. You may employ | adopt the structure which changes the target deceleration set based on the deceleration operation of the accelerator pedal 21 to zero.

  According to the vehicle braking device 11 based on the fourth aspect, the acceleration / deceleration control unit 73 is set based on the deceleration operation of the accelerator pedal 21 when the shift position of the continuously variable transmission 43 is the parking position (P). In order to change the target deceleration to zero, in addition to the operational effects of the vehicle braking device 11 based on the first aspect, the situation where unnecessary braking force acts on the vehicle 12 is eliminated, thereby contributing to power saving. Can do.

  The vehicle braking device 11 based on the fifth aspect is the vehicle braking device 11 based on any one of the first to third aspects, and includes a continuously variable transmission (transmission) 43 mounted on the vehicle 12. When the shift position of the continuously variable transmission 43 is the neutral position (N), the input / output unit (shift position information acquisition unit) 61 that acquires shift position information related to the shift position is further provided. You may employ | adopt the structure which changes the target deceleration set based on the deceleration operation of the accelerator pedal 21 to zero.

  According to the vehicle braking device 11 based on the fifth aspect, the acceleration / deceleration control unit 73 is set based on the deceleration operation of the accelerator pedal 21 when the shift position of the continuously variable transmission 43 is the neutral position (N). In order to change the target deceleration to zero, it is necessary to move the vehicle 12 quickly when the drive source of the vehicle 12 does not operate due to some abnormality in addition to the effect of the vehicle braking device 11 based on the first aspect When this occurs, it is possible to provide an effective means of pushing the vehicle 12 manually.

  The vehicle braking device 11 based on the sixth aspect is operated when the vehicle 12 is accelerated or decelerated, and the ABS-ECU 15, the VSA-ECU 17, the friction braking mechanism 37 (braking unit) that generates a braking force on the vehicle 12, An accelerator pedal (acceleration / deceleration operation element) 21 in which an acceleration region and a deceleration region are set in the operation range related to the acceleration / deceleration, and a target deceleration based on the deceleration operation are set when the accelerator pedal 21 is decelerated. When a target acceleration / deceleration setting unit (target deceleration setting unit) 71, an input / output unit (gradient information acquisition unit) 61 that acquires gradient information related to the road surface on which the vehicle 12 exists, and the accelerator pedal 21 are decelerated. The actual braking force applied to the braking units 15, 17, and 37 so that the actual braking force acting on the vehicle follows the target braking force having a magnitude based on the target deceleration set by the target acceleration / deceleration setting unit 71. An acceleration / deceleration control unit (brake control unit) 73 that performs braking control of the vehicle 12 using, and a calculation unit (change unit) 63 that changes the magnitude of the target deceleration set by the target acceleration / deceleration setting unit 71. The acceleration / deceleration control unit 73 calculates when the vehicle 12 is on a slope road and the vehicle 12 is kept in a substantially stationary state by the action of the actual braking force based on the deceleration operation of the accelerator pedal 21. The configuration for limiting the change of the target deceleration by the unit (change unit) 63 is adopted.

  According to the vehicle braking device 11 based on the sixth aspect, the acceleration / deceleration control unit 73 causes the vehicle 12 to be moved by the action of the actual braking force based on the deceleration operation of the accelerator pedal 21 when the vehicle 12 is on the gradient road. When the substantial stationary state is maintained, the change of the target deceleration by the calculation unit (change unit) 63 is limited, so that the vehicle 12 can be prevented from sliding down and the uncomfortable feeling given to the driver can be reduced. .

[Other Embodiments]
The plurality of embodiments described above show examples of realization of the present invention. Therefore, the technical scope of the present invention should not be limitedly interpreted by these. This is because the present invention can be implemented in various forms without departing from the gist or main features thereof.

  For example, in the embodiment according to the present invention, the electric vehicle braking device 11 according to the embodiment of the present invention is applied to the vehicle 12 equipped with the internal combustion engine 41 as a power source. The present invention is not limited to this example. The present invention may be applied to a hybrid vehicle in which the internal combustion engine 41 and the motor generator are mounted as a power source, and an electric vehicle in which only the motor generator is mounted as a power source (without the internal combustion engine). Of course.

11 Vehicle braking device 12 Vehicle 15 ABS-ECU (braking part)
17 VSA-ECU (braking part)
21 Accelerator pedal (acceleration / deceleration operator)
37 Friction braking mechanism (braking part)
43 Unauthorized transmission (transmission)
61 Input / output unit (gradient information acquisition unit, shift position information acquisition unit)
71 Target acceleration / deceleration setting part (Target deceleration setting part)
73 Acceleration / deceleration control unit (braking control unit)
SLth slope threshold Vth vehicle speed threshold

Claims (6)

A braking unit for generating braking force on the vehicle;
An acceleration / deceleration operator that is operated when accelerating / decelerating the vehicle and in which an acceleration region and a deceleration region are set in an operation range related to the acceleration / deceleration;
A target deceleration setting unit that sets a target deceleration based on the deceleration operation when the acceleration / deceleration operator is decelerated;
A gradient information acquisition unit for acquiring gradient information relating to a road surface on which the vehicle exists;
When the acceleration / deceleration operator is decelerated, the actual braking force acting on the vehicle follows the target braking force having a magnitude based on the target deceleration set by the target deceleration setting unit. A braking control unit that performs braking control of the vehicle using an actual braking force related to the braking unit;
A changing unit that changes the magnitude of the target deceleration set by the target deceleration setting unit,
The braking control unit restricts change of the target deceleration by the changing unit when the vehicle is on a slope road. The vehicle braking device according to claim 1,
The vehicle braking apparatus according to claim 1, wherein the braking control unit rejects the change when the vehicle is going uphill and the change by the change unit is a change that reduces the target deceleration. The vehicle braking device according to claim 1 or 2,
The acceleration / deceleration operator is set to a characteristic that shifts from the deceleration region to the acceleration region as the deceleration operation amount of the acceleration / deceleration operator increases.
The braking control unit permits the change of the target deceleration rate by the changing unit when the vehicle is in the middle of a downhill. The vehicle braking device according to any one of claims 1 to 3,
A shift position information acquisition unit that acquires shift position information related to a shift position of a transmission mounted on the vehicle;
When the shift position of the transmission is a parking position, the braking control unit changes a target deceleration set based on a deceleration operation of the acceleration / deceleration operator to zero. The vehicle braking device according to any one of claims 1 to 3,
A shift position information acquisition unit that acquires shift position information related to a shift position of a transmission mounted on the vehicle;
The vehicle braking device, wherein the braking control unit changes a target deceleration set based on a deceleration operation of the acceleration / deceleration operator to zero when a shift position of the transmission is a neutral position. A braking unit for generating braking force on the vehicle;
An acceleration / deceleration operator that is operated when accelerating / decelerating the vehicle and in which an acceleration region and a deceleration region are set in an operation range related to the acceleration / deceleration;
A target deceleration setting unit that sets a target deceleration based on the deceleration operation when the acceleration / deceleration operator is decelerated;
A gradient information acquisition unit for acquiring gradient information relating to a road surface on which the vehicle exists;
When the acceleration / deceleration operator is decelerated, the actual braking force acting on the vehicle follows the target braking force having a magnitude based on the target deceleration set by the target deceleration setting unit. A braking control unit that performs braking control of the vehicle using an actual braking force related to the braking unit;
A changing unit that changes the magnitude of the target deceleration set by the target deceleration setting unit,
The brake control unit changes the change when the vehicle is on a gradient road and the vehicle is maintained in a substantially stationary state by the action of an actual braking force based on a deceleration operation of the acceleration / deceleration operator. The vehicle braking device, wherein the change of the target deceleration by the unit is limited.