JP3451875B2 - Braking force control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking force control device, and more particularly to a braking force control device that generates a greater braking force than a normal time when an emergency braking operation is performed in a vehicle.

[0002]

2. Description of the Related Art Conventionally, for example, JP-A-4-12126
As disclosed in No. 0, there is known a braking force control device for increasing a boosting ratio of a brake booster when a brake pedal is depressed at a speed exceeding a predetermined speed. The driver of the vehicle operates the brake pedal at high speed in order to quickly raise the braking force. According to the conventional braking force control device described above, when such a braking operation is performed, a large boosting ratio is generated as compared with the normal time, thereby forming an advantageous state for promptly raising the braking force. be able to.
Therefore, according to the above-described conventional braking force control device, when the driver requests a quick rise of the braking force, the request can be properly met.

[0003]

However, during driving of the vehicle, the brake pedal may be momentarily depressed at a high speed due to, for example, vibration of the vehicle. As mentioned above
The conventional braking force control device changes the boosting ratio of the brake booster only based on whether or not the brake pedal is operated at an operation speed exceeding a predetermined speed. Therefore, according to the conventional braking force control device, the boost ratio of the brake booster may be unnecessarily increased when the brake pedal is instantaneously operated at high speed as described above.

The present invention has been made in view of the above points, and accurately detects a state in which the driver requests a quick rise of the braking force, and when the state is detected, it is normally timed. An object of the present invention is to provide a braking force control device that generates a relatively large braking force.

[0005]

The above-mentioned object is defined in claim 1.
As described, in the brake force control apparatus for generating a braking hydraulic pressure corresponding to the brake operation amount, an operation speed detecting means for detecting a brake operation speed, the brake operation speed becomes the first predetermined speed or more second A high-speed operation time counting means for counting the high-speed operation time until the speed becomes equal to or lower than a predetermined speed
This is achieved by a braking force control device including a braking hydraulic pressure increasing means for generating a large braking hydraulic pressure as compared with a normal time when the high speed operation time is equal to or longer than a first predetermined time.

In the present invention, the braking hydraulic pressure is the elapsed time from when the brake operating speed becomes equal to or higher than the first predetermined speed to become equal to or lower than the second predetermined speed, that is, the high speed operation in which the high speed brake operating speed continues. Only when the time exceeds the first predetermined time, the value is increased as compared with the normal time.
When the driver demands a quick rise of the braking force, the high-speed operation time continues for a relatively long period. The braking hydraulic pressure increasing means reliably generates a large braking hydraulic pressure in such a case. On the other hand, when the brake operation is instantaneously performed due to the vibration of the vehicle or the like, the high speed operation time does not continue for a long time. The braking oil pressure increasing means does not unnecessarily increase the braking oil pressure in such a case.

The above object is as described in claim 2.
The braking force control device according to claim 1, further comprising an operation amount detection means for detecting a brake operation amount, wherein the high speed operation time counting means has a brake operation speed exceeding a first predetermined speed and a brake operation. It is also achieved by a braking force control device that starts counting the high-speed operation time after the quantity exceeds the first operation quantity.

In the present invention, the high speed operation time counting means counts the high speed operation time after the brake operation is performed with a high operation speed and a large operation amount. Both of the above two conditions for starting the counting of the high speed operation time are conditions that are satisfied when the driver requests a quick rise of the braking force. Therefore, when these two conditions are set, the driver's request can be detected more accurately.

The above object is as described in claim 3.
The braking force control device according to claim 1, wherein when the braking hydraulic pressure increasing means is in a state where the high speed operation time is equal to or longer than a first predetermined time and is equal to or shorter than a second predetermined time, compared to a normal time. This is achieved by a braking force control device that generates a large braking hydraulic pressure.

In the present invention, the braking hydraulic pressure increases to a large value as compared with the normal time only when a decrease in the brake operation speed is detected after an appropriate time after the brake operation with a high operation speed is detected. To be done. If the driver operates the brakes properly, the high operation speed will not continue unreasonably for a long period of time. On the other hand, when the detection of the high speed brake operation is an erroneous detection, the decrease in the operation speed may not be detected for an unreasonably long period after the high speed brake operation is detected. According to the invention,
Under such circumstances, the braking hydraulic pressure will not be unnecessarily increased.

The above object is as described in claim 4.
The braking force control device according to claim 1, wherein the second
It is also achieved by the braking force control device in which the predetermined speed is smaller than the first predetermined speed. In the present invention, the brake operation speed increases immediately after the brake operation is started, and then decreases after the appropriate brake operation amount is secured. When the second predetermined speed is set to a value smaller than the first predetermined speed as in the present invention, the driver's intention is accurately reflected in the high speed operation time.

Further, as described in claim 5, the above object is to provide a condition changing means for changing the first predetermined speed according to a driving state of the vehicle in the braking force control device according to claim 1. This is also achieved by the braking force control device provided. In the present invention, the condition for starting the counting of the high speed operation time, that is, the condition for generating a larger braking hydraulic pressure than in the normal time, is changed according to the operating state of the vehicle. For example, when the vehicle is traveling at low speed, it is less necessary to generate a large braking force than when the vehicle is traveling at high speed, and deceleration due to an increase in braking force is easily felt. Therefore, when the vehicle is traveling at a low speed, it is desirable that the braking hydraulic pressure is less likely to be increased than when the vehicle is traveling at a high speed.

Further, when the driver of the vehicle requests a quick rise of the braking force when a certain amount of time has passed after the brake operation is started, that is, a state in which a certain amount of brake operation is secured. In the case of requiring a quick rise of the braking force, it is difficult for the brake operation speed to be higher than in the case of requiring a quick rise of the braking force from the time when the brake operation is started. Therefore, it is desirable that the counting of the braking operation time be easily started after a certain amount of time has elapsed from the start of the braking operation. The condition changing means changes the first predetermined speed according to the driving state of the vehicle so that these requests are reflected.

[0014]

1 is a system configuration diagram of a hydro-booster type braking force control device (hereinafter, simply referred to as a braking force control device) corresponding to an embodiment of the present invention. The braking force control device of the present embodiment includes an electronic control unit 10 (hereinafter,
It is controlled by the ECU 10).

The braking force control device includes a brake pedal 12. A brake switch 14 is arranged near the brake pedal 12. Brake switch 14
Outputs an ON signal when the brake pedal 12 is depressed. The output signal of the brake switch 14 is E
Supplied to CU10. The ECU 10 determines whether or not the brake pedal 12 is depressed based on the output signal of the brake switch 14.

The brake pedal 12 is the master cylinder 1
It is connected to 6. A reservoir tank 18 is arranged above the master cylinder 16. Reservoir tank 1
A return passage 20 for communicating the brake fluid to the reservoir tank 18 communicates with the valve 8. A supply passage 22 also communicates with the reservoir tank 18. The supply passage 22 communicates with the suction side of the pump 24. On the discharge side of the pump 24, the accumulator passage 26
Are in communication. Accurate passage 26 and supply passage 22
A constant pressure release valve 27 that opens when an excessive pressure is generated in the accumulator passage 26 is provided between and.

A pump 24 is provided in the accumulator passage 26.
Accumulator 28 for storing the hydraulic pressure discharged from the
Are in communication. In the accumulator passage 26,
Upper limit pressure switch 30 and lower limit pressure switch 32
Are connected. The upper limit pressure switch 30 is
Pressure in the muller passage 26 (hereinafter, accumulator pressure P
_ACCOutput) exceeds the specified upper limit, the on output is turned on.
Occur. On the other hand, the lower limit side pressure switch 32 is
Generator pressure P_ACCON output when exceeds the specified lower limit
To occur.

The pump 24 has an upper limit value after the lower limit pressure switch 32 outputs an ON output until the upper limit pressure switch 30 outputs an ON output, that is, after the accumulator pressure P _ACC falls below the lower limit value. It is turned on until it reaches. Therefore, the accumulator pressure P _ACC is always maintained between the upper limit value and the lower limit value. A regulator 34 is integrally incorporated in the master cylinder 16. The accumulator passage 26 communicates with the regulator 34. Hereinafter, the master cylinder 16 and the regulator 34 are collectively referred to as a hide booster 36.

FIG. 2 shows a cross-sectional view of the hydrobooster 36. The hydro booster 36 includes a housing 38. A first piston 40 is arranged inside the housing 38. The first piston 40 includes a large diameter portion 42 and a small diameter portion 44. Inside the housing 38, an assist hydraulic pressure chamber 46 is formed on the brake pedal 12 side of the first piston 40, and an atmospheric pressure chamber 48 is formed around the small diameter portion 44. The atmospheric pressure chamber 48 is
It is in constant communication with the reservoir tank 18.

A second piston 50 is arranged inside the housing 38. The second piston 50 has a large diameter portion 5
2 and the spool portion 54. Inside the housing 38, a first hydraulic chamber 56 is formed between the first piston 40 and the second piston 50, and a second hydraulic chamber 58 is formed so as to surround the spool portion 54. The first hydraulic chamber 56 includes a first piston 40 and a second piston 40.
A spring 60 for urging the piston 50 in the separating direction is provided. The second hydraulic chamber 58 communicates with the assist hydraulic chamber 46 via the hydraulic passage 62.

Inside the housing 38, a high pressure passage 64 is formed, one end of which communicates with the accumulator passage 26 and the other end of which opens to the outer peripheral surface of the spool portion 54. The spool portion 54 is displaced leftward in FIG. 1 to bring the high-pressure passage 64 and the second hydraulic chamber 58 into a conductive state, and is displaced rightward in FIG. The hydraulic chamber 58 is shut off.

A valve mechanism 66 is disposed inside the housing 38. The valve mechanism 66 includes a valve seat 68, a valve body 70,
Also, a spring 72 is provided. An atmospheric pressure chamber 74 communicating with the reservoir tank 18 is formed around the valve seat 68. Further, a pressure adjusting passage 76 communicating with the second hydraulic chamber 58 is opened at the end surface of the valve seat 68. Valve seat 68
An oil passage that connects the atmospheric pressure chamber 74 and the pressure adjusting passage 76 is formed inside the. The valve body 70 includes the second piston 50.
1 is the right displacement end in FIG. 1, that is, the oil passage is in a conductive state when it is in the original position, and the second piston 50 is displaced from the original position to the left in FIG. Then, the oil passage is shut off.

Inside the housing 38, the reaction disc 7 is located at a position slightly separated from the end face of the valve mechanism 66.
8 are provided. The reaction disk 78 defines a reaction force chamber 80 inside the housing 38, which communicates with the pressure adjusting passage 76. The reaction disk 78 is composed of a member having elasticity, and when high pressure hydraulic pressure is introduced into the reaction force chamber 80, the reaction disk 78 elastically deforms and abuts the valve mechanism 66.

When the brake pedal force F is not applied to the brake pedal 12, both the first piston 40 and the second piston 50 are held at the original position, that is, at the right displacement end in FIG. In this case, since the pressure regulating passage 76 and the reservoir tank 18 are brought into conduction via the valve mechanism 66, the second hydraulic chamber 58 is regulated to the atmospheric pressure. When the second hydraulic chamber 58 is regulated to the atmospheric pressure, it is formed between the assist hydraulic chamber 46 communicating with the second hydraulic chamber via the hydraulic passage 62 and between the first piston 40 and the second piston 50. Similarly, the pressure of the first hydraulic chamber 56 is adjusted to the atmospheric pressure.

When the brake pedal force F is applied to the brake pedal 12, the first piston 40 and the second piston 50
Displace from their original position to the left in FIG. When the second piston 50 is displaced leftward, the valve mechanism 66 is first closed, and the pressure adjusting passage 76 and the reservoir tank 18 are shut off. When the second piston 50 is further displaced leftward, the high pressure passage 64 and the second hydraulic chamber 58 are brought into conduction via the spool portion 54.

When the high pressure passage 64 and the second hydraulic chamber 58 are brought into conduction, the accumulator pressure P _{AC C} is changed to the second hydraulic chamber 58.
The internal pressure of the second hydraulic chamber 58 (hereinafter, this pressure is referred to as regulator pressure P _RE ) is increased by being guided to. The regulator pressure P _RE is guided to the assist hydraulic chamber 46. Therefore, when the regulator pressure P _RE is increased, the assist force Fa corresponding to the regulator pressure P _RE is applied to the first piston 40 in addition to the brake pedal force F.

Assuming that the area where the regulator pressure P _RE introduced into the assist hydraulic chamber 46 acts on the first piston 40 is S ₁ , the assist force Fa can be expressed by the following equation. Fa = S ₁ × P _RE (1) In this case, the hydraulic pressure corresponding to the brake pedal force F and the regulator pressure P _RE is stored in the first hydraulic chamber 56 (hereinafter, this pressure is referred to as the master cylinder pressure P _{M / C).} Is called) occurs. When the cross-sectional area of the small diameter portion 44 of the first piston 40 is S ₂ , the master cylinder pressure P _{M / C} can be expressed by the following equation using the brake pedal force F and the regulator pressure P _RE .

P _{M / C} = (F + S ₁ × P _RE ) / S ₂ (2) At this time, the force F _{M / C} by which the brake fluid in the first hydraulic chamber 56 presses the second piston 58 is , And the area of the large diameter portion 52 of the second piston 50 is S ₂ , it can be expressed by the following equation. _{F M / C = P M /} C × S 2 = F + S 1 × P RE ··· (3) Furthermore, when the regulator pressure P _RE to the second hydraulic pressure chamber 58 is generated, the brake in the second hydraulic chamber 58 The force F _RE that presses the second piston 58 by the fluid can be expressed by the following equation, where S ₃ is the area where the regulator pressure P _RE in the second hydraulic chamber 58 acts on the second piston 58.

F _RE = P _RE × S ₃ (4) The regulator pressure P _RE generated in the second hydraulic chamber 58 is also guided to the reaction force chamber 80. The second piston 50 has a valve mechanism 66.
2 is displaced to the right in FIG. 2 until the reaction disk 78 comes into contact with the reaction disk 78, the reaction force Fr corresponding to the regulator pressure P _RE is transmitted to the second piston 50 via the reaction disk 78. The reaction force Fr can be expressed by the following equation using a predetermined value K.

Fr = K × P _RE (5) After the brake pedal force F is applied to the brake pedal 12,
F _{M / C} , F _RE , and F shown in the above formulas (3) to (5)
The second piston 50 is displaced from the original position to the left in FIG. 2 while the relationship of the following equation is established for r. F _{M / C} > F _RE + Fr (6) In this case, since the second hydraulic chamber 58 is maintained in the conductive state with the high pressure passage 64, the regulator pressure P _RE gradually increases.

After the brake pedal force F is applied to the brake pedal 12, FM _{/ C} shown in the above equations (3) to (5),
When the state where the relation of the following expression is established is formed in F _RE and Fr, the second piston 50 is pushed back toward the original position. F _{M / C} <F _RE + Fr (7) When the second piston 50 is pushed back toward the original position, the second hydraulic chamber 58 is shut off from the high pressure passage 64, so that the regulator pressure P _RE is increased. Be stopped. Therefore, according to the hydro booster 36, after the brake pedal force is applied to the brake pedal 12, the regulator pressure P _RE is adjusted so that the relationship of the following equation is satisfied.

F _{M / C} = F _RE + Fr (8) The relationship of the expression (8) can be rewritten as the following expression using the relationships of the expressions (3) to (5). In _{P RE = F / (S 3} + K-S 1) ··· (9) the embodiment, the hydro-booster 36, (9) where _{"1 / (S 3 + K} -S 1)" is given It is designed so as to have a booster ratio and the regulator pressure P _RE and the master cylinder pressure P _{M / C} are substantially equal. Therefore, according to the hydro booster 36, when the brake pedal force F is applied to the brake pedal 12, the brake pedal force F is applied to the first hydraulic chamber 56 and the second hydraulic chamber 58.
A hydraulic pressure (master cylinder pressure P _{M / C} and regulator pressure P _RE ) having a predetermined boosting ratio can be generated.

In the following description, the hydraulic pressure generated by the hydrobooster 36, that is, the master cylinder pressure P _{M / C} generated in the first hydraulic chamber 56, and
The regulator pressure P _RE generated in the second hydraulic chamber 58 is generically referred to as the master cylinder pressure P _{M / C.} As shown in FIG. 1, the first hydraulic chamber 56 of the hydro booster 36, and
A first hydraulic pressure passage 82 and a second hydraulic pressure passage 84 communicate with the second hydraulic chamber 58, respectively. First hydraulic passage 8
2 includes a first assist solenoid 86 (hereinafter, SA _-18
6) and the second assist solenoid 88 (hereinafter,
SA- ₂ 88) is in communication. On the other hand, in the second hydraulic pressure passage 84, the third assist solenoid 90 (hereinafter, SA
_-3 90 hereinafter) is communicated with.

SA _-1 86 and SA _-2 88 also include
The control pressure passage 92 communicates. The control pressure passage 92 includes a regulator switching solenoid 94 (hereinafter, referred to as STR94).
(Referred to as “)” and communicates with the accumulator passage 26. The STR 94 is a two-position solenoid valve that is turned off to shut off the accumulator passage 26 and the control pressure passage 92, and turned on to bring the accumulator passage 26 and the control pressure passage 92 into conduction. is there.

A hydraulic pressure passage 96 provided corresponding to the right front wheel FR communicates with the SA _-1 86. Similarly, SA _-2
88 is a hydraulic passage 9 provided corresponding to the left front wheel FL.
8 are in communication. When the SA _-1 86 is turned off, the first hydraulic fluid passage 96 is electrically connected to the first hydraulic fluid passage 82.
It is a two-position solenoid valve that realizes the above state and realizes a second state in which the hydraulic pressure passage 96 is brought into conduction with the control pressure passage 92 by being turned on. In addition, the SA- ₂ 88 realizes a first state in which the hydraulic pressure passage 98 is electrically connected to the first hydraulic pressure passage 82 by being turned off, and is turned on, and the hydraulic pressure passage 98 is turned on. Is a two-position solenoid valve that realizes a second state in which the control valve is connected to the control pressure passage 92.

The SA- ₃ 90 communicates with a hydraulic passage 100 provided corresponding to the left and right rear wheels RL and RR. SA
_-3 90 connects the second hydraulic passage 84 and the hydraulic passage 100 to each other by being turned off, and is turned on to connect the second hydraulic passage 84 and the hydraulic passage 100 to each other. Is a two-position solenoid valve that shuts off. A check valve 102 is provided between the second hydraulic pressure passage 84 and the hydraulic pressure passage 100 to allow only the flow of fluid from the second hydraulic pressure passage 84 side toward the hydraulic pressure passage 100 side.

In the hydraulic passage 96 corresponding to the right front wheel FR,
A front right wheel holding solenoid 104 (hereinafter referred to as SFRH 104) is in communication. Similarly, in the hydraulic passage 96 corresponding to the left front wheel FL, the left front wheel holding solenoid 106 (hereinafter,
SFLH106), but the right rear wheel holding solenoid 108 is provided in the hydraulic passage 100 corresponding to the left and right rear wheels RL, RR.
(Hereinafter, referred to as SRRH 108) and left rear wheel holding solenoid 110 (hereinafter, referred to as SRLH 110) are in communication with each other. Hereinafter, these solenoids are collectively referred to as "holding solenoid S ** H".

A right front wheel depressurizing solenoid 112 (hereinafter referred to as SFRR 112) communicates with the SFRH 104. Similarly, SFLH 106, SRRH 108 and S
The left front wheel decompression solenoid 11 is provided in each of the RLHs 110.
4 (hereinafter, referred to as SFLR 114), the right rear wheel decompression solenoid 116 (hereinafter, referred to as SRRR 116) and the left rear wheel decompression solenoid 118 (hereinafter, referred to as SRLR 118) are in communication with each other. Hereinafter, these solenoids will be collectively referred to as "pressure reducing solenoid S ** R".

The wheel cylinder 120 for the right front wheel FR is also in communication with the SFRH 104. Similarly, SFL
In H106, the wheel cylinder 122 of the left front wheel FL is
The RRH 108 has a wheel cylinder 124 for the right rear wheel RR.
However, the wheel cylinders 126 of the left rear wheel RL communicate with the SRLH 110, respectively. Furthermore, the hydraulic passage 9
6 between the wheel cylinder 120 and the SFRH 104.
Bypass the wheel cylinder 120 side to the hydraulic passage 9
A check valve 128 is provided which allows the flow of fluid towards the valve 6. Similarly, between the hydraulic passage 98 and the wheel cylinder 122, between the hydraulic passage 100 and the wheel cylinder 124.
Between the hydraulic pressure passage 100 and the wheel cylinder 12
6 and SFLH106 and SRRH10, respectively.
8 and SRLH 110 are provided with check valves 130, 132, 134 which allow the flow of fluid.

When the SFRH 104 is turned off, the hydraulic pressure passage 96 and the wheel cylinder 120 are brought into conduction, and when turned on, the hydraulic pressure passage 9 is turned on.
This is a two-position solenoid valve that disconnects 6 and the wheel cylinder 120. Similarly, SFLH106, SRRH10
8 and the SRLH 110 are respectively turned on to connect the hydraulic passage 98 and the foil cinder 122, connect the hydraulic passage 100 and the foil cinder 124, and connect the hydraulic passage 100 and the foil cinder 126. This is a 2-position solenoid valve that shuts off the valve.

SFRR112, SFLR114, SRR
A return passage 20 communicates with R116 and SRLR118. The SFRR 112 is a two-position solenoid valve that is turned off to disconnect the wheel cylinder 120 from the return passage 20 and turned on to bring the wheel cylinder 120 and the return passage 20 into conduction. Is. Similarly, SFLR114, S
The RRR 116 and the SRLR 118 are turned on to respectively connect the wheel cylinder 122 and the return passage 20, the path connecting the wheel cylinder 124 and the return passage 20, and the wheel cylinder 12.
This is a two-position solenoid valve that connects the path connecting 6 and the return passage 20 to each other.

A wheel speed sensor 13 is provided near the right front wheel FR.
6 are provided. The wheel speed sensor 136 is the right front wheel F.
A pulse signal is output at a cycle corresponding to the rotation speed of R. Similarly, in the vicinity of the left front wheel FL, in the vicinity of the right rear wheel RR, and
Near the left rear wheel RL, a wheel speed sensor 1 that outputs a pulse signal at a cycle corresponding to the rotation speed of the corresponding wheel.
38, 140, 142 are arranged. Output signals of the wheel speed sensors 136 to 142 are supplied to the ECU 10. ECU10 detects the rotational speed V _W of each wheel based on the output signal of the wheel speed sensors 136-142.

A hydraulic pressure sensor 144 is provided in the second hydraulic pressure passage 84 communicating with the second hydraulic chamber 58 of the hydrobooster 36. The hydraulic pressure sensor 144 controls the hydraulic pressure generated inside the second hydraulic chamber 58, that is, the hydro booster 36.
An electric signal corresponding to the master cylinder pressure P _{M / C} generated by is output. The output signal of the fluid pressure sensor 144 is EC
Supplied to U10. The ECU 10 uses the hydraulic pressure sensor 1
The master cylinder pressure P _{M / C} is detected based on the output signal of 44.

Next, the operation of the braking force control system of this embodiment will be described. The braking force control device of the present embodiment switches the states of various electromagnetic valves arranged in the hydraulic circuit to function as a normal braking device, a function as an antilock braking system, and a braking force. A function (brake assist function) for generating a larger braking force than in a normal case when a quick start is required is realized.

FIG. 1 shows a state of a braking force control device for realizing a function as a normal brake device (hereinafter referred to as a normal brake function). That is, the normal braking function is realized by turning off all the electromagnetic valves included in the braking force control device, as shown in FIG. Hereinafter, the state shown in FIG. 1 is referred to as a normal braking state. Also,
The control for realizing the normal braking function in the braking force control device is called normal braking control.

In FIG. 1, the wheel cylinders 120 and 122 of the left and right front wheels FL and FR communicate with the first hydraulic chamber 56 of the hydrobooster 34 via the first hydraulic pressure passage 82. In addition, the wheel cylinders 12 for the left and right rear wheels RL, RR
4, 126 communicate with the second hydraulic chamber 58 of the hydro booster 36 via the second hydraulic pressure passage 84. in this case,
Wheel cylinder pressure P of wheel cylinders 120-126
_{W / C} is always controlled to be equal to the master cylinder pressure P _{M / C.} Therefore, according to the state shown in FIG. 1, the normal braking function is realized.

FIG. 3 shows the state of the braking force control device for realizing the function as an antilock brake system (hereinafter referred to as ABS function). That is, ABS
As shown in FIG. 3, the functions are SA _-1 86 and SA _-2 88.
Is turned on and the holding solenoid S ** H and the pressure reducing solenoid S ** R are appropriately driven in response to the ABS request. Hereinafter, the state shown in FIG. 3 is referred to as an ABS operating state. Further, the control for realizing the ABS function in the braking force control device is referred to as ABS control.

The ECU 10 starts the ABS control when the vehicle is in a braking state and an excessive slip ratio is detected for any of the wheels. During the ABS control, the hydraulic pressure passages 96 and 98 provided corresponding to the front wheels communicate with the second hydraulic chamber 58 of the hydro booster 36, similarly to the hydraulic pressure passages 100 provided corresponding to the rear wheels. Therefore, ABS
During control, the wheel cylinder pressures P _{W / C of} all wheels become the second
The pressure is increased by using the hydraulic chamber 58 as a hydraulic pressure source.

During execution of the ABS control, the holding solenoid S
* H is opened, and pressure reducing solenoid S ** R
Is closed, the wheel cylinder pressure P _{W / C of} each wheel is
Can be increased. Hereinafter, this state is referred to as (i) pressure increasing mode. Also, hold solenoid S * during ABS control.
When both * H and the pressure reducing solenoid S ** R are closed, the wheel cylinder pressure P _{W / C} of each wheel can be maintained. Hereinafter, this state is referred to as (ii) holding mode.
Further, when the holding solenoid S ** H is closed and the pressure reducing solenoid S ** R is opened during the ABS control, the wheel cylinder pressure P _{W / C} of each wheel can be reduced. Hereinafter, this state is referred to as (iii) depressurization mode.

During the ABS control, the ECU 10 realizes the above (i) pressure increasing mode, (ii) holding mode, and (iii) depressurizing mode for each wheel in accordance with the slip state of each wheel. Control the holding solenoid S ** H and the pressure reducing solenoid S ** R. Holding solenoid S **
When the H and the pressure reducing solenoid S ** R are controlled as described above, the wheel cylinder pressure P _{W / C} of all the wheels is controlled to a pressure that does not cause an excessive slip ratio in the corresponding wheels. Therefore, according to the above control, the ABS function can be realized in the braking force control device.

During the ABS control, the brake fluid in the wheel cylinders 120 to 126 is discharged to the return passage 20 every time the pressure reducing mode is performed on each wheel. Then, every time the pressure increasing mode is performed on each wheel, the hydro booster 36
Brake fluid is supplied from the wheel cylinders 120 to 126. Therefore, during the ABS control, a larger amount of brake fluid flows out from the hydro booster 36 than during normal braking.

A hydraulic pressure source such as the accumulator 28 does not communicate with the first hydraulic chamber 56 of the hi-rod booster 36. Therefore, if the first hydraulic chamber 56 is used as a hydraulic pressure source during execution of the ABS control, a large amount of brake fluid in the first hydraulic chamber 56 flows out, and as a result, an excessive stroke is applied to the brake pedal 12. A situation occurs. On the other hand, in the system of the present embodiment, the second hydraulic chamber 58 that communicates with the accumulator 28 via the spool portion 54 is used as a hydraulic pressure source during ABS control. Therefore, according to the system of this embodiment, the brake pedal 12 does not have an excessive stroke during the execution of the ABS control.

FIG. 4 shows a brake assist function (hereinafter,
The state of the braking force control device for realizing the BA function)
State. That is, the BA function is, as shown in FIG.
SA _-186 and SA_-288 is turned on, and S
A_-3Realized by turning on 90 and STR94
To be done. Hereinafter, the state shown in FIG. 4 is referred to as the BA operating state.
In order to realize the BA function in the braking force control device
This control is called BA control.

The ECU 10 realizes the BA operation state shown in FIG. 4 when the driver performs a brake operation (hereinafter, this brake operation is called an emergency brake operation) which requires a quick rise of the braking force. . In the BA operating state, the hydraulic pressure passages 96 and 9 provided corresponding to the front wheels are provided.
8 and the hydraulic passage 100 provided corresponding to the rear wheels
Communicate with the accumulator passage 26 via the STR 94. Therefore, when the BA operating state is realized, after that,
The wheel cylinder pressure P _{W / C} of all the wheels is increased by using the accumulator 28 as a hydraulic pressure source.

A high-pressure accumulator pressure P _ACC is stored in the accumulator 28. Therefore, when the wheel cylinder pressure P _{W / C} is increased by using the accumulator 28 as the hydraulic pressure source, the wheel cylinder pressure P _{W / C} can be quickly raised. As described above, according to the state shown in FIG. 4, the function of quickly raising the braking force, that is, B
A function can be realized.

By the way, in the BA operating state shown in FIG. 4, the hydraulic passages 96, 98, 100 communicate with the accumulator passage 26 as described above, and the check valve 102 also operates.
Through the second hydraulic passage 84. For this reason,
When the master cylinder pressure P _{M / C} guided to the second hydraulic pressure passage 84 is higher than the wheel cylinder pressure P _{W / C} of each wheel, the wheel cylinder is used with the hydro booster 36 as a hydraulic pressure source even in the BA operating state. The pressure P _{W / C} can be increased.

When BA control is started in the braking force control device, the wheel cylinder pressure P _{W / C of} each wheel is rapidly increased thereafter, which may cause an excessive slip ratio for any of the wheels. is there. In such a case, the ECU 10 executes ABS control in addition to BA control. Hereinafter, this control is referred to as BA + ABS control. BA
+ ABS control, as shown in FIG. 4, SA _-1 86, SA _-2
88, SA _-3 90 and STR 94 are turned on, and each of the above-mentioned (i) pressure increasing mode, (ii) holding mode, and (iii) pressure reducing mode is appropriately realized for each wheel. Hold solenoid S * depending on the slip state of the wheel
It is realized by controlling * H and pressure reducing solenoid S ** R. According to the BA + ABS control described above, the wheel cylinder pressure P _{W / C} of all wheels is set to the accumulator 28.
Can be used as a hydraulic pressure source to control to an appropriate pressure that does not cause an excessive slip ratio in the corresponding wheel.

Next, referring to FIGS. 5 and 6, the ECU
A method in which 10 detects an emergency braking operation and a method in which BA control is started when an emergency braking operation is detected will be described. FIG. 5 shows a change that occurs in the master cylinder pressure P _{M / C} when an emergency braking operation is performed by the driver, and a wheel that occurs in the wheel cylinders 120 to 126 included in the braking force control device of this embodiment at that time. The change in cylinder pressure P _{W / C} is shown. Further, FIG. 6 shows a change occurring in the change amount ΔP _{M / C} (hereinafter, referred to as a change speed ΔP _{M / C} ) of the master cylinder pressure P _{M / C} per unit time under the same situation.

As shown in FIG. 5, when the driver performs an emergency braking operation, the master cylinder pressure P _{M / C} is
After the brake operation is started, the pressure is quickly raised to an appropriate pressure. At this time, the changing speed ΔP _{M / C} is, as shown in FIG. 6, the master cylinder pressure P after the brake operation is started.
It increases toward the maximum value ΔP _MAX in synchronization with the time when _{M / C} rapidly increases, and decreases to a value near “0” in synchronization with the time when the master cylinder pressure P _{M / C} converges to an appropriate pressure. To do.

[0060] When the emergency braking operation is performed, a large change rate [Delta] P M _{/ C} is generated in comparison with the change rate [Delta] P M _{/ C} generated in accordance with the normal braking operation. Therefore, when the change speed ΔP _{M / C} exceeding the predetermined value occurs, it can be determined that the emergency braking operation may have been executed. However, a large change rate [Delta] P M _{/ C} as compared with the change rate [Delta] P M _{/ C} generated in accordance with the normal braking operation, for example, the brake pedal 12 with the vibration of the vehicle is momentarily depressed at high speed It may also occur in such cases. For this reason, it is not possible to accurately determine the presence or absence of the emergency braking operation by using only the determination criterion whether or not the changing speed ΔP _{M / C} exceeding the predetermined value has occurred.

As shown in FIG. 5, when an emergency braking operation is performed by the driver, the master cylinder pressure P _{M / C} is rapidly increased, that is, the brake pedal 12 is operated.
Is operated at high speed for a relatively long period. On the other hand, when the brake pedal 12 is momentarily depressed due to vibration of the vehicle or the like, the master cylinder pressure P _{M / C} is rapidly increased during a period in which the brake pedal 12 is operated at a high speed. The period does not continue for a long time. Therefore, by using the judgment criterion as to whether or not the brake pedal 12 has been operated at a high speed for a certain period of time, it is possible to accurately judge the presence or absence of the emergency braking operation.

From the above viewpoint, when determining whether or not the emergency braking operation is performed, the ECU 10 first determines whether or not the operation speed exceeding the predetermined value is generated in the brake pedal 12, specifically, the master. Cylinder pressure P _{M / C}
Change speed ΔP _{M / C} exceeding the first predetermined speed THΔP1
To determine whether or not has occurred. As a result, THΔP
1 <If the change rate [Delta] P M _{/ C} which satisfies a [Delta] P M _{/ C} is detected, it is determined that there is a possibility that the emergency brake operation is performed. Hereinafter, this state is referred to as a first standby state.

After the shift to the first standby state, the ECU 10 takes time CST until the changing speed ΔP _{M / C} of the master cylinder pressure P _{M / C} becomes equal to or lower than the second predetermined speed THΔP2.
Count ANBY1. And the rate of change ΔP _{M / C} is Δ
When it falls to a value satisfying P _{M / C} ≤ THΔP2, CS
When TANBY1 has not reached the predetermined time, it is determined that the high-speed operation of the brake pedal 12 is instantaneous, that is, the emergency braking operation is not performed by the driver, and the first standby state is released. in this case,
The braking force control device is normally maintained in a state for realizing the braking function.

Further, the ECU 10 determines that the change speed ΔP _{M / C} is ΔP _{M / C} ≦ THΔP after shifting to the first standby state.
If CSTANBY1 is within the predetermined range when the value falls to the value satisfying 2, it is determined that the high-speed operation of the brake pedal 12 is continuously performed to some extent, that is, the driver has performed the emergency braking operation. Hereinafter, this state is referred to as a second standby state. The ECU 12 is the second
BA at a predetermined timing after shifting to the standby state
Start control.

In the braking force control system of this embodiment, while the master cylinder pressure P _{M / C} is rapidly increased, it is between the master cylinder pressure P _{M / C} and the wheel cylinder pressure P _{W / C.} A large deviation Pdiff occurs. Master cylinder pressure P
Large deviation Pdif between _{M / C} and wheel cylinder pressure P _{W / C}
When f is generated, the wheel cylinder pressure P _{W / C} of the front wheels can be raised more quickly when the hydraulic booster 36 is used as the hydraulic pressure source than when the accumulator 28 is used as the hydraulic pressure source.

Therefore, after shifting to the above-mentioned second standby state, the ECU 10 maintains the braking force control device in the normal braking state until the deviation Pdiff becomes a sufficiently small value. Then, when the deviation Pdiff becomes a sufficiently small value, the braking force control device is changed to the BA operating state in order to change the hydraulic pressure source from the hydrobooster 36 to the accumulator 28.

The change in the wheel cylinder pressure P _{W / C} shown in FIG. 5 is realized by starting the BA control by the above method. According to the above method, as shown in FIG. 5, the wheel cylinder pressure P _{W / C} can be efficiently and promptly increased after the driver starts the emergency braking operation. Hereinafter, the contents of the processing executed by the ECU 10 to realize the above-described functions will be described with reference to FIGS. 7 to 9.

FIG. 7 shows a flow chart of an example of a control routine executed by the ECU 10 to make a condition determination for shifting to the first standby state and a condition determination for maintaining the first standby state. The routine shown in FIG. 7 is a timed interrupt routine that is activated every predetermined time. When the routine shown in FIG. 7 is started, the process of step 200 is first executed.

In step 200, the flag XSTANB is set.
It is determined whether Y1 is in the on state. XSTAN
BY1 is a flag that is turned on when the condition for shifting to the first standby state is satisfied. Therefore, when the condition for shifting to the first standby state is not satisfied, it is determined that XSTANBY1 = ON is not satisfied. In this case, the process of step 202 is executed next.

In step 202, the first predetermined amount THP1 and the first predetermined speed THΔP are set according to the driving condition of the vehicle.
1 and the noise cut value THNC are set. The first predetermined amount THP1, the first predetermined speed THΔP1, and the noise cut value THNC are threshold values used to determine the transition condition to the first standby state. In the present embodiment, the ECU 10 determines that the master cylinder pressure P _{M / C} and its change speed ΔP _{M / C} are as described below.
P _{M / C} ≧ THP1 and THΔP1 <ΔP _{M / C} <T
If both conditions of HNC are satisfied, it is determined that the condition for transitioning to the first standby state is satisfied.

In step 202, THP1,
THΔP1 and THNC are the vehicle speed SPD and the elapsed time T after the brake switch 14 is turned on.
Based on _STOP , it is set as shown in Table 1 below.

[0072]

[Table 1]

The first predetermined amount THP1 is shown in Table 1 above.
Thus, the vehicle speed SPD is the predetermined speed V₀Predetermined if above
The amount is set to THP1L. Also, the vehicle speed SPD is a predetermined speed
Degree V ₀If it is less than, it is set to a predetermined amount THP1H
It For THP1L and THP1H, THP1L <TH
It is set so that the relationship of P1H is established. First
When the predetermined amount THP1 is set to the value shown in Table 1 above, the
P, which is one of the conditions for transition to the standby state_{M / C}≧ T
HP1 is easily established when traveling at high speed, and when traveling at low speed.
It will be difficult to establish.

When the vehicle is traveling at a low speed, the braking force needs to be raised quickly compared to when the vehicle is traveling at a high speed. Further, during low-speed traveling, deceleration acceleration is more likely to be felt during braking than during high-speed traveling. Therefore, when the vehicle is traveling at a low speed, it is appropriate that the BA control is less likely to be started than when the vehicle is traveling at a high speed.
By setting the first predetermined amount THP1 to the value shown in Table 1 above, such a request can be realized.

The first predetermined speed THΔP1 is shown in Table 1 above.
As shown, the vehicle speed SPD is the predetermined speed V ₀Or more
After the brake switch 14 is turned on
Time T _STOPIs the predetermined time T₀If not reached the specified speed
The degree THΔP1H is set. Also, the vehicle speed SPD is predetermined
Speed V₀If less than, set to a predetermined speed THΔP1M
To be done. THΔP1H and THΔP1M are THΔP
1H <THΔP1M
There is. The first predetermined speed THΔP1 is set as described above.
Then, one of the transition conditions to the first standby state is T
HΔP1 ≦ P_{M / C}Is easily established when traveling at high speed, and
It becomes difficult to establish it at low speed.

At low speeds, since the longitudinal acceleration G generated in the vehicle fluctuates greatly, the BA control is executed,
It is easy for a vehicle occupant to feel a large deceleration G. When the first predetermined speed THΔP1M is set as described above and it is difficult to satisfy the condition for shifting to the standby state at the time of low speed, the BA control is executed, so that the occupant may feel a large deceleration G unnecessarily. Can be prevented.

The driver of the vehicle operates the brake pedal 12 at a higher speed when performing an emergency braking operation during high speed traveling than when performing an emergency braking operation during low speed traveling.
Therefore, when the vehicle speed SPD is low, the threshold THΔP1 for determining whether or not the emergency braking operation is performed is set to a relatively small value, and when the vehicle speed SPD is high, the threshold THΔP1 is set. A relatively large value is appropriate. The first predetermined speed THΔP1 is shown in Table 1 above.
By setting to the value shown in, such a request can be realized.

As shown in Table 1 above, the first predetermined speed THΔP1 is such that the vehicle speed SPD is equal to or higher than the predetermined speed V ₀ and the elapsed time T _STOP after the brake switch 14 is turned on is predetermined. When it is the time T ₀ or more, that is, when the time T ₀ has elapsed after the brake operation is started, the predetermined speed THΔP1L is set. T
HΔP1L is a smaller value than THΔP1M. When the first predetermined speed THΔP1 is set as described above, TH which is one of the transition conditions to the first standby state is set.
ΔP1 ≦ P _{M / C,} after T _STOP ≧ T ₀ is satisfied, T _STOP
It becomes easier to be satisfied than before ≧ T ₀ is satisfied.

In a vehicle, an emergency brake operation may be started when a certain amount of time has passed after the brake operation was started. In this case, since the brake pedal 12 is already depressed at the time when the emergency braking operation is started, it is difficult for the change speed ΔP _{M / C} that occurs after the emergency braking operation is started to become high. Therefore, in order to accurately detect such an emergency braking operation, after a certain amount of time has elapsed from the start time of the braking operation, the first predetermined speed that is a threshold value for determining whether or not the emergency braking operation is performed. It is appropriate to set THΔP1 to a smaller value than the previous values. First predetermined speed THΔ
By setting P1 to the value shown in Table 1 above, such a request can be realized.

The noise cut value THNC is shown in Table 1 above.
As described above, the vehicle speed SPD is the predetermined speed V₀And above, and
Elapsed time T after the brake operation is started_STOPWhen
Interval T ₀If the value has not reached, the specified value THNCH is set.
Be done. Further, the vehicle speed SPD is the predetermined speed V₀Or more
One, elapsed time T_STOPIs the predetermined time T₀If it is more than
And the vehicle speed SPD is the predetermined speed V₀If less than the prescribed
The speed is set to THNCL. THNCH and THN
As for CL, the relation of THNCH> THNCL is established.
Is set to.

SPD ≧ V ₀ is established, and T _STOP ≧ T
_{When 0} is not established, as described above, a large change speed ΔP _{M / C} is generated with the emergency braking operation. Therefore,
In this case, it is appropriate to treat the relatively large change rate ΔP _{M / C} as valid data. On the other hand, when both SPD ≧ V ₀ and T _STOP ≧ T ₀ are satisfied, and SP
When D <V ₀ is established, as described above, it is difficult for the change speed ΔP _{M / C to} have a large value due to the emergency braking operation.
Therefore, in this case, it is appropriate to treat the relatively large change rate ΔP _{M / C} as an abnormal value. Noise cut value T
By setting the HNC to the values shown in Table 1 above, such a request can be realized.

According to the above method, the first predetermined amount THP
When 1, the first predetermined speed THΔP1 and the noise cut value THNC are set, the process of step 204 is then executed. In step 204, it is judged if the master cylinder pressure P _{M / C} is equal to or higher than the first predetermined amount THP1. As a result, when it is determined that P _{M / C} ≧ THP1 is not established, it is determined that the condition for transitioning to the first standby state is not established, and this routine is ended. On the other hand, if it is determined that P _{M / C} ≧ THP1 is established, then the process of step 206 is executed.

At step 206, the changing speed ΔP
_It is determined whether _{M / C} is larger than the first predetermined speed THΔP1 and smaller than the noise cut value THNC. As a result, THΔP1 <ΔP _{M / C} <THNC
If it is determined that the condition is not satisfied, it is determined that the condition for shifting to the first standby state is not satisfied, and the routine of this time is ended. On the other hand, if it is determined that the above conditions are met, then the process of step 208 is executed.

In step 208, the flag XST is set to indicate that the condition for shifting to the first standby state is satisfied.
ANBY1 is turned on. When the process of step 208 is finished, the routine of this time is finished. When the routine is started after the flag XSTANBY1 is turned on in step 208, it is determined in step 200 that XSTANBY1 = ON. In this case, step 200 is followed by step 2
Ten processes are executed.

In step 210, the counter CSTAN
The process of incrementing BY1 is executed. The counter CSTANBY1 is a counter for counting the elapsed time after the condition for shifting to the first standby state is satisfied. The counting time of the counter CSTANBY1 is reset to "0" by the initial process when the vehicle is started. When the process of step 210 is completed, the process of step 212 is executed next.

At step 212, the counter CSTAN
It is determined whether or not the time counted in BY1 is the predetermined time α or less. The predetermined time α is a smaller value than the time during which the changing speed ΔP _{M / C} is maintained at a large value when the emergency braking operation is performed. As a result of the above determination, C
If it is determined that STANBY1 ≦ α is established, then the process of step 214 is executed.

At step 214, it is judged if the rate of change ΔP _{M / C} is below a predetermined value β. As a result, when ΔP _{M / C} <β is established, it can be determined that the change speed ΔP _{M / C} has become a small value after an extremely short period of time after the transition condition to the first standby state is established. it can. In this case, it is determined that the driver's braking operation was not an emergency braking operation, and then the process of step 216 is executed.

At step 216, the processing for turning off the flag XSTANBY1 is executed in order to cancel the first standby state. When the process of step 216 is executed, the process of step 218 is then executed. In step 218, a process of resetting the counting time of the counter CSTANBY1 to "0" is executed. This step 2
When the process of 18 ends, the routine of this time is ended.

In this routine, the above step 212 is performed.
If it is determined that CSTANBY1 ≦ α is not satisfied in step S1 and if it is determined that ΔP _{M / C} <β is not satisfied in step S214, it is extremely short after the condition for shifting to the first standby state is satisfied. Change rate ΔP during time
It can be judged that the phenomenon that the _{M / C} drops to a small value has not occurred. In this case, the process of step 220 is executed next.

In step 220, the counter CSTAN
It is determined whether or not the count value of BY1 is equal to or greater than the second predetermined time THT2. The second predetermined time THT2 is a value that defines the upper limit value of the time for which the first standby state is maintained after the condition for shifting to the first standby state is satisfied. Therefore, in this step 220, CSTANBY1 ≧ THT2
When it is determined that the above condition holds, it can be determined that the duration of the first standby state has reached the upper limit. In this case, next, after the processes of steps 216 and 218 are executed, the routine of this time is ended. On the other hand, if it is determined in this step 220 that CSTANBY1 ≧ TH2 is not established, it can be determined that the duration of the first standby state has not reached the upper limit yet.
In this case, the process of step 222 is next performed.

In step 222, the flag XSTANB is set.
It is determined whether Y2 is in the on state. Flag XS
TANBY2 is the second routine in another routine described later.
It is a flag that is turned on when it is determined that the condition for shifting to the standby state is satisfied. XSTANBY2
When it is determined that = ON is established, it is determined that it is not necessary to maintain the first standby state. In this case, next, after the processes of steps 216 and 218 are executed, the routine of this time is ended. On the other hand, XSTAN
When it is determined that BY2 = ON is not established, it is determined that the first standby state needs to be maintained. In this case, the current routine is terminated without any further processing.

FIG. 8 shows a flowchart of an example of a control routine executed by the ECU 10 to make a condition determination for shifting to the second standby state. The routine shown in FIG. 8 is a timed interrupt routine that is activated every predetermined time. When the routine shown in FIG. 8 is started, the process of step 230 is first executed. In step 230, the counting time of the counter CSTANBY1, that is, the elapsed time after the condition for shifting to the first standby state is satisfied,
It is determined whether it is equal to or longer than the first predetermined time THT1 and equal to or shorter than the second predetermined time THT2. The second predetermined time is the upper limit of the time during which the first standby state should be maintained, as described above. On the other hand, the first predetermined time THT1
Is a value that defines the lower limit time during which high-speed operation of the brake pedal 12 continues when an emergency braking operation is performed.

Therefore, in the braking force control system of this embodiment, after the braking operation is started, THT1≤CST.
If the operation speed of the brake pedal 12 becomes a sufficiently small value before ANBY1 is established, it can be determined that the braking operation is not the emergency braking operation. In the above step 230, THT1 ≦ CSTANB
When it is determined that Y1 ≦ THT2 is not established, the routine of this time is ended without any further processing thereafter. On the other hand, if it is determined that the above conditions are met, then the process of step 232 is executed.

At step 232, the change speed ΔP is changed from the previous processing cycle to the current processing cycle.
_It is determined whether or not the _{M / C} has changed from a speed exceeding the second predetermined speed THΔP2 to a speed equal to or lower than the second predetermined speed THΔP2. The second predetermined speed THΔP2 is determined by whether or not the master cylinder pressure P _{M / C} is rapidly increasing, that is,
This is a threshold value for determining whether or not the brake pedal 12 is being operated at high speed.

In step 232, the change speed ΔP is changed from the previous processing cycle to the current processing cycle.
_{When it} is determined that the _{M / C} has not changed from the speed exceeding THΔP2 to the speed equal to or lower than THΔP2, it means that the high-speed operation period of the brake pedal 12 has not ended from the time of the last processing cycle to the time of this processing cycle. You can judge. In this case, the current routine is terminated without any further processing.

On the other hand, if it is determined in step 232 that the change speed ΔP _{M / C} has changed from the speed exceeding THΔP2 to the speed equal to or less than THΔP2 from the previous processing cycle to the current processing cycle, It is possible to determine that the high-speed operation period of the brake pedal 12 has ended from the processing cycle of 1 to the processing cycle of this time. In this case, the process of step 234 is then executed.

At step 234, the maximum value P _{M / CMAX of} the master cylinder pressure P _{M / C} detected after the condition for shifting to the first standby state is satisfied, and the master cylinder immediately after the condition at step 232 is satisfied. Difference from pressure P _{M / C} "P
_It is determined whether or not _{M / CMAX-} P _{M / C} "is smaller than the predetermined value γ. As a result, if it is determined that P _{M / CMAX-} P _{M / C} <γ is established, it is still _unsolved . It can be determined that a large pedaling force F is applied to the brake pedal 12. In this case, the process of step 236 is executed next. Can determine that the depression of the brake pedal 12 has already been loosened.In this case, the routine for this time is ended without proceeding the process for shifting to the second standby state.

At step 236, in order to show that the condition for shifting to the second standby state is satisfied, the flag XST is set.
ANBY2 is turned on. When the processing of this step 236 ends, the routine of this time is ended. As described above, according to the braking force control apparatus of the present embodiment, after the change speed ΔP _{M / C} of the master cylinder pressure P _{M / C} exceeds the first predetermined speed THΔP1 after the brake operation is started, Second
The transition to the second standby state is permitted only when the time until the vehicle speed falls below the predetermined speed THΔP2, that is, when the time when the brake pedal 12 is operated at a high speed continues to some extent. Therefore, according to the braking force control apparatus of the present embodiment, the transition to the second standby state is not permitted when the brake pedal 12 is momentarily operated at high speed.

Further, in the braking force control system of the present embodiment, the first predetermined speed THΔP1 which determines the condition for shifting to the first standby state and the second predetermined speed THΔP2 which determines the condition for shifting to the second standby state. Is shown in FIG.
As shown in, the relationship of THΔP1> THΔP2 is established. Both of these thresholds are thresholds for determining whether or not the brake pedal 12 is being operated at high speed.

Immediately after the brake operation is started, a relatively high operation speed is generated regardless of whether the brake operation is an emergency brake operation. Therefore, immediately after the brake operation is started, in order to recognize that the brake pedal 12 is being operated at a higher speed than in the normal time,
The threshold value used for the determination needs to be a relatively large value.

On the other hand, the operating speed of the brake pedal 12 is
It decreases as the operation amount of the brake pedal 12 increases.
Therefore, when the brake pedal 12 is operated to some extent, it is appropriate that the threshold value for determining whether or not the brake pedal is operated at a higher speed than normal is set to a relatively small value. . If the first predetermined speed is set to a relatively large value and the second predetermined speed is set to a relatively small value as in the present embodiment, the above requirement can be satisfied. Therefore, according to the braking force control device of the present embodiment, it is possible to accurately determine whether the braking operation performed by the driver is an emergency braking operation or a normal braking operation.

FIG. 9 shows a flow chart of an example of a control routine executed by the ECU 10 to make a condition determination for starting the BA control. The routine shown in FIG. 9 is a scheduled interrupt routine that is activated every predetermined time. Figure 9
When the routine shown in is started, the process of step 240 is first executed. In step 240, the flag XST
It is determined whether or not ANBY2 is in the ON state. As a result, when it is determined that XSTANBY2 = ON is not established, it can be determined that the BA control need not be started. In this case, the current routine is terminated without any further processing. On the other hand, XSTAN
If it is determined that BY2 = ON is established, then the process of step 242 is executed.

At step 242, the master cylinder pressure P
Deviation Pdiff between _{M / C} and wheel cylinder pressure P _{W / C} is BA
It is determined whether or not it is smaller than the control start threshold value δ. As a result, when Pdiff <δ does not hold, there is still a large differential pressure between the master cylinder pressure P _{M / C} and the wheel cylinder pressure P _{W / C} , so the wheel cylinder pressure P _{W / C}
It is judged that it is advantageous to use the hydro booster 36 as a hydraulic pressure source in order to increase the pressure of, that is, it is advantageous not to start the BA control. In this case, the process of step 244 is executed next. On the other hand, if it is determined that Pdiff <δ is satisfied, then the process of step 246 is executed.

At step 244, the process of setting the counter CSTA to "0" is executed. The counter CSTA is
It is a counter for counting the elapsed time after the condition of step 242 is satisfied. When the processing of the present step 244 is completed, the routine of this time is terminated without any further processing. In step 246, the process of incrementing the counter CSTA is executed.
When the processing of this step 246 is completed, next step 2
Forty eight processes are executed.

At step 248, the counter CSTA
It is determined whether or not the counting time is equal to or longer than the predetermined time ε.
The condition of step 242 is satisfied for the predetermined time ε.
After that, wheel cylinder pressure P_{W / C}To boost the
Accumulator 28 rather than using Robostor 36 as a hydraulic pressure source
It is necessary to form a state in which it is more advantageous to use
It is the time set as the time to be set. Therefore, CSTA
If it is determined that ≧ ε does not hold, the foil is still
Cylinder pressure P_{W / C}Accumulator 28 for boosting pressure
If a condition in which it is advantageous to use
You can judge. In this case, no further processing will follow.
The routine of this time is ended without being disturbed. on the other hand,
If it is determined that CSTA ≧ ε holds, the foil shield
Linda pressure P _{W / C}The accumulator 28 is used to boost
Judging that a state is formed in which it is advantageous to use a hydraulic pressure source
can do. In this case, the process of step 250 is performed next.
Reason is executed.

At step 250, a process for turning off the flag XSTANBY2 is executed in order to cancel the second standby state. In step 252, a process of bringing the braking force control device into the BA operating state is executed in order to start the BA control. When the process of this step 252 is executed, thereafter, the wheel cylinder pressure P _{W / C} of the wheel cylinders 120 to 126 is increased by using the accumulator 28 as a hydraulic pressure source. When the processing of this step 252 ends, the routine of this time is ended.

As described above, according to the braking force control apparatus of the present embodiment, the accumulator 28 is used as the hydraulic pressure source for increasing the wheel cylinder pressure P _{W / C} after the second standby state is established. BA when the favorable state is formed
Control can be initiated. Therefore, according to the braking force control apparatus of the present embodiment, after the driver performs the emergency braking operation, the wheel cylinder pressure P _{W / C} can be efficiently increased to quickly generate a large braking force. it can.

In the above embodiment, the ECU 10 changes the master cylinder pressure P _{M / C} per unit time (change speed) ΔP based on the output signal of the hydraulic pressure sensor 144.
By determining the _{M / C} , the "operation speed detecting means" according to claim 1 causes the ECU 10 to execute the steps 206 and 20.
By executing the processing of 8, 210 and 232, the "high-speed operation time counting means" according to claim 1,
10 is the above steps 230, 236, 240 and 25.
The "braking hydraulic pressure increasing means" described in claim 1 and claim 3 is realized by executing the processing of No. 2 respectively.

Further, in the above embodiment, the hydraulic pressure sensor 144 corresponds to the "operation amount detecting means" described in claim 2, and the ECU 10 controls the above 206, 208,
The "high-speed operation time counting means" according to claim 2 by executing the process of step 204 in addition to the processes of 210, 230, and 232, and the ECU 10 by executing the process of step 202. The “condition changing means” described in 5 are realized respectively.

Next, a second embodiment of this embodiment will be described with reference to FIGS. FIG. 10 shows a system configuration diagram of a pump-up type braking force control device (hereinafter, simply referred to as a braking force control device) corresponding to the second embodiment of the present invention. In FIG. 10, the same parts as those shown in FIG. 1 are designated by the same reference numerals, and the description thereof will be omitted or simplified.

The braking force control device of this embodiment is suitable as a braking force control device for a front engine / rear drive type vehicle (FR vehicle). The braking force control device of this embodiment is controlled by the ECU 10. ECU 10
Controls the operation of the braking force control device by executing the control routine shown in FIGS. 7 to 9 as in the case of the first embodiment.

The braking force control device is provided with a brake pedal 12. A brake switch 14 is arranged near the brake pedal 12. The ECU 10 determines the brake pedal 1 based on the output signal of the brake switch 14.
It is determined whether 2 is depressed. The brake pedal 12 is connected to the vacuum booster 300. The vacuum booster 300 has 12 brake pedals.
When is depressed, an assist force Fa having a predetermined boosting ratio to the brake pedal force F is generated. A master cylinder 302 is fixed to the vacuum booster 300. The master cylinder 302 is a tandem center valve type master cylinder, and has a first hydraulic chamber 304 and a second hydraulic chamber 306 therein. First
A master cylinder pressure P _{M / C} is generated in the hydraulic chamber 304 and the second hydraulic chamber 306 according to the resultant force of the brake pedal force F and the assist force Fa.

A reservoir tank 308 is arranged above the master cylinder 302. Reservoir tank 308
The front reservoir passage 310 and the rear reservoir passage 312 communicate with each other. The front reservoir passage 310 includes a front reservoir cut solenoid 314.
(Hereinafter, referred to as SRCF314) is in communication. Similarly, a rear reservoir cut solenoid 316 (hereinafter referred to as SRCR 316) communicates with the rear reservoir passage 312.

A front pump passage 318 is further communicated with the SRCF 314. Similarly, SRCR316
A rear pump passage 320 communicates with the. SRCF
Reference numeral 314 is a two-position solenoid valve that shuts off the front reservoir passage 310 and the front pump passage 318 by being turned off, and conducts them by being turned on. The SRCR 316 is a two-position solenoid valve that is turned off to shut off the rear reservoir passage 312 and the rear pump passage 320, and is turned on to bring them into conduction.

First hydraulic chamber 30 of master cylinder 302
The first hydraulic pressure passage 322 and the second hydraulic pressure passage 324 communicate with the fourth hydraulic chamber 306 and the fourth hydraulic chamber 306, respectively. In the first hydraulic pressure passage 322, a front right master cut solenoid 326 (hereinafter referred to as SMFR 326), and
Left front master cut solenoid 328 (hereinafter SMFL3
28) communicates with each other. On the other hand, the second hydraulic passage 32
The rear master cut solenoid 330 (hereinafter, S
(Referred to as MR330).

The SMFR 326 communicates with a hydraulic passage 332 provided corresponding to the right front wheel FR. Similarly,
The SMFL 328 communicates with a hydraulic passage 334 provided corresponding to the left front wheel FL. Further, the SMR 330 communicates with a hydraulic passage 336 provided corresponding to the left and right rear wheels RL and RR. SMFR326, SMFL32
8 and the SMR 330 are provided with constant pressure release valves 338, 340, 342, respectively. SMFR3
26 makes the first fluid pressure passage 322 and the fluid pressure passage 332 conductive when it is turned off, and the first fluid pressure passage 32 through the constant pressure release valve 338 when it is turned on.
2 is a solenoid valve in two positions that connects 2 and the hydraulic passage 332. In addition, the SMFL 326 brings the first hydraulic passage 322 and the hydraulic passage 334 into a conductive state when turned off, and the constant pressure release valve 340 to bring the first hydraulic passage through the first hydraulic passage 334 when turned on. This is a two-position solenoid valve that connects the valve 322 and the hydraulic passage 334. Similarly, SMR330
When turned off, the second hydraulic passage 324 and the hydraulic passage 336 are brought into conduction, and when turned on, the second hydraulic passage 324 and the hydraulic passage are connected via the constant pressure release valve 342. It is a two-position solenoid valve that communicates with 336.

Between the first hydraulic pressure passage 322 and the hydraulic pressure passage 332, and from the first hydraulic pressure passage 322 side, the hydraulic pressure passage 33 is provided.
Check valve 34 that allows only the flow of fluid toward the 2 side
4 are provided. Similarly, the first hydraulic passage 322 is provided between the first hydraulic passage 322 and the hydraulic passage 334 and between the second hydraulic passage 324 and the hydraulic passage 336.
Check valve 346 that allows only the flow of fluid from the hydraulic pressure passage 334 side to the hydraulic pressure passage 334 side and check valve 348 that allows only the flow of fluid from the second hydraulic pressure passage 324 side to the hydraulic pressure passage 336 side. It is arranged.

Hydraulic passages 3 provided corresponding to the left and right front wheels
32, 334 and the hydraulic passages 336 provided corresponding to the left and right rear wheels, as in the case of the first embodiment, the holding solenoid S ** H, the pressure reducing solenoid S ** R, the wheel cylinders 120 to. 126 and the check valves 128 to 134 are in communication. In addition, the holding solenoid SFR for the left and right front wheels
A front depressurization passage 350 communicates with R112 and SFLR114. Further, a rear pressure reducing passage 352 communicates with the holding solenoids SRRR 116 and SRLR 118 of the left and right rear wheels.

A front reservoir 354 and a rear reservoir 355 are connected to the front pressure reducing passage 350 and the rear pressure reducing passage 352, respectively. The front reservoir 354 and the rear reservoir 355 are the check valves 3 respectively.
56,358 through the suction side of the front pump 360,
And, it communicates with the suction side of the rear pump 362. The discharge side of the front pump 360 and the rear pump 36
The discharge side of 2 is a damper 3 for absorbing the pulsation of the discharge pressure.
It communicates with 64,366. The damper 364 includes a right front pump passage 368 provided corresponding to the right front wheel FR and a left front pump passage 370 provided corresponding to the left front wheel FL.
Is in communication with. On the other hand, the damper 366 controls the hydraulic passage 33.
It communicates with 6.

The front right pump passage 368 communicates with the hydraulic passage 332 via a front right pump solenoid 372 (hereinafter referred to as SPFL 372). The front left pump passage 370 is connected to the front left pump solenoid 374 (hereinafter referred to as SPF).
(Referred to as R374) and communicates with the hydraulic passage 334. The SPFL 372 is a two-position solenoid valve that is turned off to bring the right front pump passage 368 and the hydraulic passage 332 into conduction, and turned on to shut them off. Similarly, SPFR37
4 is turned off so that the left front pump passage 37
This is a two-position solenoid valve that brings 0 and the hydraulic passage 334 into a conductive state and turns them into a closed state by turning them on.

Between the hydraulic pressure passage 332 and the front right pump passage 368, the front right pump passage 368 is located from the hydraulic passage 332 side.
Constant pressure release valve 376 that allows only the flow of fluid toward the side
Is provided. Similarly, a constant pressure release valve 378 is provided between the hydraulic pressure passage 334 and the left front pump passage 370 to allow only the flow of fluid from the hydraulic passage 334 side to the left front pump passage 370 side.

In the vicinity of each wheel, a wheel speed sensor 136,
138, 140, 142 are arranged. ECU 10
Detects the rotational speed V _W of each wheel based on the output signal of the wheel speed sensors 136-142. A hydraulic pressure sensor 144 is provided in the second hydraulic pressure passage 324 that communicates with the master cylinder 302. The ECU 10 detects the master cylinder pressure P _{M / C} based on the output signal of the hydraulic pressure sensor 144.

Next, the operation of the braking force control system of this embodiment will be described. The braking force control apparatus according to the present embodiment switches the states of various electromagnetic valves arranged in the hydraulic circuit, thereby providing a normal braking function, an ABS function, and a B function.
A function is realized. The normal braking function is realized by turning off all the solenoid valves included in the braking force control device, as shown in FIG. Hereinafter, the state shown in FIG. 10 is referred to as a normal braking state. Further, the control for realizing the normal braking function in the braking force control device is called normal braking control.

In the normal braking state shown in FIG. 10,
Wheel cylinders 120, 122 for left and right front wheels FL, FR
Together with the master cylinder 3 through the first hydraulic passage 322.
02 to the first hydraulic chamber 304. In addition, the wheel cylinders 124 and 126 for the left and right rear wheels RL and RR are
It communicates with the second hydraulic chamber 306 of the master cylinder 302 via the hydraulic passage 324. In this case, the wheel cylinder pressure P _{W / C} of the wheel cylinders 120 to 126 is always controlled to be equal to the master cylinder pressure P _{M / C.} Therefore, FIG.
According to the state shown by 0, the normal braking function is realized.

In the ABS function, in the state shown in FIG. 10, the front pump 360 and the rear pump 362 are turned on, and the holding solenoid S ** H and the pressure reducing solenoid S ** R are appropriately driven according to the ABS request. It is realized by doing. Hereinafter, the control for realizing the ABS function in the braking force control device will be referred to as ABS control.

The ECU 10 starts the ABS control when the vehicle is in a braking state and an excessive slip ratio is detected for any of the wheels. The ABS control is started under the condition that the brake pedal 12 is depressed, that is, under the condition that the master cylinder 302 generates a high master cylinder pressure P _{M / C.} During execution of the ABS control, the master cylinder pressure P _{M / C} passes through the first hydraulic pressure passage 322 and the second hydraulic pressure passage 324, and hydraulic pressure passages 332, 334 are provided corresponding to the left and right front wheels, respectively. and,
It is guided to a hydraulic passage 336 provided corresponding to the left and right rear wheels. Therefore, if the holding solenoid S ** H is opened and the pressure reducing solenoid S ** R is closed under such a condition, the wheel cylinder pressure P _{W / C} of each wheel can be increased. Hereinafter, this state is referred to as (i) pressure increasing mode.

If both the holding solenoid S ** H and the pressure reducing solenoid S ** R are closed during the ABS control, the wheel cylinder pressure P _{W / C} of each wheel can be held. . Hereinafter, this state is referred to as (ii) holding mode. Further, while the ABS control is being executed, the holding solenoid S ** H is closed and the pressure reducing solenoid S ** H is closed.
When R is opened, the wheel cylinder pressure P of each wheel is
_{W / C} can be depressurized. Below, this state is (iii)
It is called the decompression mode.

The ECU 10 controls the slip state of each wheel so that the above-mentioned (i) pressure increasing mode, (ii) holding mode, and (iii) pressure reducing mode are realized for each wheel during ABS control. The holding solenoid S ** H and the pressure reducing solenoid S ** R are controlled accordingly. Holding solenoid S **
When the H and the pressure reducing solenoid S ** R are controlled as described above, the wheel cylinder pressure P _{W / C of} all the wheels is controlled to an appropriate pressure that does not cause an excessive slip ratio in the corresponding wheels. . Thus, according to the above control,
The ABS function can be realized in the braking force control device.

When the pressure reducing mode is performed for each wheel during the execution of the ABS control, the brake fluid in the wheel cylinders 120 to 126 passes through the front pressure reducing passage 350 and the rear pressure reducing passage 352, and then the front reservoir 354 and the rear reservoir 355. Flow into. Front reservoir 3
The brake fluid that has flowed into the 54 and the rear reservoir 355 is collected by the front pump 360 and the rear pump 362.
And is supplied to the hydraulic pressure passages 332, 334, 336.

A part of the brake fluid supplied to the hydraulic pressure passages 332, 334, 336 flows into the wheel cylinders 120 to 126 when the pressure increasing mode is performed on each wheel. The remaining part of the brake fluid flows into the master cylinder 302 to make up for the outflow of the brake fluid. Therefore, according to the system of the present embodiment, the ABS
An excessive stroke does not occur in the brake pedal 12 during the execution of the control.

FIG. 11 shows the state of the braking force control device for realizing the BA function. That is, the BA function is
As shown in FIG. 11, SRCF314 and SRCR316
(Reservoir cut solenoid) and SMFR32
6, SMFL328, SMR330 (master cut solenoid) is turned on, and the front pump 360
It is also realized by turning on the rear pump 362. Hereinafter, the state shown in FIG. 11 is referred to as the BA operating state.
Further, the control for realizing the BA function in the braking force control device is called BA control.

By executing the routines shown in FIGS. 7 and 8, the ECU 10 determines whether or not the driver has performed the emergency braking operation. Also, EC
After the emergency braking operation is detected, U10 is set in the above-mentioned FIG.
According to the routine shown in FIG. 5, when the state where it is more advantageous to use the front pump 360 and the rear pump 362 as a hydraulic pressure source than to use the master cylinder 302 as a hydraulic pressure source for increasing the wheel cylinder pressure P _{W / C} is formed. The braking force control device is set to the BA operating state.

When the braking force control device is set to the BA operation state, the brake fluid stored in the reservoir tank 308 is removed from the front pump 360 and the rear pump 362.
And is supplied to the hydraulic passages 332, 334, 336. In the BA operating state, the hydraulic passages 332, 33
The internal pressure of 4,336 is constant pressure release valves 338, 340, 34.
The flow of fluid from the hydraulic pressure passages 332, 334, 336 toward the master cylinder 302 continues until the pressure exceeds the valve opening pressure of 2 and becomes higher than the master cylinder pressure P _{M / C.}
Blocked by R326, SMFL328, SMR330.

Therefore, when the BA control is started, thereafter, a hydraulic pressure higher than the master cylinder pressure P _{M / C} is generated in the hydraulic pressure passages 332, 334, 336. In the BA operating state, the wheel cylinders 120 to 126 and the corresponding hydraulic pressure passages 332, 334, 336 are maintained in a conductive state. Therefore, when the BA control is started, the wheel cylinder pressures P _{W / C} of all the wheels are quickly increased to pressures higher than the master cylinder pressure P _{M / C} using the front pump 360 or the rear pump 362 as a hydraulic pressure source. Boosted.
As described above, according to the state shown in FIG. 11, it is possible to realize the function of quickly raising the braking force, that is, the BA function.

In the BA operating state shown in FIG. 11, the hydraulic passages 334, 332, 336 are connected to the master cylinder 3 via the check valves 344, 346, 348, respectively.
It is connected to 02. Therefore, the master cylinder pressure P
_{If the M / C} is higher than the wheel cylinder pressure P _{W / C} of each wheel, the master cylinder 302 is operated even in the BA operating state.
The wheel cylinder pressure P _{W / C} can be increased by using the hydraulic pressure source as the hydraulic pressure source.

When the BA control is started in the braking force control device, the wheel cylinder pressure P _{W / C of} each wheel is rapidly increased thereafter, which may cause an excessive slip ratio for any of the wheels. is there. In such a case, the ECU 10 starts the BA + ABS control. BA
In the + ABS control, among the SRCF 314 and SRCR 316 (reservoir cut solenoids) that are turned on when the BA control is started, the solenoid corresponding to the wheel in which the excessive slip ratio has occurred is turned off, and the holding solenoid S * * Among the H and pressure reducing solenoids, the solenoid corresponding to the wheel with the excessive slip ratio is A
It is realized by appropriately controlling according to the request of the BS.

FIG. 12 shows the state of the braking force control device for executing the BA + ABS control in which the left front wheel FL is the ABS control target wheel and the other wheels are the non-control target wheels of the ABS control. The state shown in FIG. 12 is realized when an excessive slip ratio occurs in the left front wheel FL before the other wheels after the BA control is started. Hereinafter, the state shown in FIG. 12 is referred to as a BA + ABS (FL) operating state. Further, the control realized by bringing the braking force control device into the BA + ABS (FL) operating state is referred to as BA + ABS (FL) control.

The BA + ABS (FL) operating state is the SRC which has been turned on when the BA control is started.
F314 (front reservoir cut solenoid) is turned off, and SFFLH106 and SFLR114
Is realized by appropriately controlling in accordance with the request of ABS. More specifically, the BA + ABS (FL) operating state is SRCR316, SMFR326, SMFL328.
And the SMR 330 are turned on, and the front pump 3
60 and the rear pump 362 are turned on, and the left front wheel FL is placed in a slip state so that (i) pressure increasing mode, (ii) holding mode, and (iii) pressure reducing mode are appropriately realized for the left front wheel FL. It is realized by controlling the SFLH 106 and the SFLR 114 accordingly.

In the BA + ABS (FL) operating state,
The rear pump 362 pumps the brake fluid sucked from the reservoir tank 308, as in the BA control.
The brake fluid pumped by the rear pump 362 receives the wheel cylinders 124, 12 of the left and right rear wheels RL, RR.
6 is supplied. According to the above control, the left and right rear wheels RL,
The wheel cylinder pressure P _{W / C} of RR continues to increase as in the BA control.

BA + ABS (FL) control is performed by the left front wheel FL.
(Ii) It is started by executing the decompression mode. Therefore, the brake fluid flows into the front reservoir 354 at the same time when the BA + ABS (FL) control is started. In the BA + ABS (FL) operating state, the front pump 360 operates as described above.
The brake fluid flowing into 54 is sucked and pumped.

The brake fluid pumped by the front pump 360 is mainly supplied to the wheel cylinder 120, and is also supplied to the wheel cylinder 122 when the (i) pressure increasing mode is executed by the left front wheel FL. According to the above control, the wheel cylinder pressure P _{W / C} of the right front wheel FR is BA
The voltage continues to be boosted as in control. Further, the wheel cylinder pressure P _{W / C} of the front left wheel FL is controlled to an appropriate value that does not cause an excessive slip ratio in the front left wheel FL.

As described above, according to the BA + ABS (FL) operating state, the wheel cylinder pressure P _{W / C} of the left front wheel FL, which is the target wheel of the ABS control, is set to an appropriate value so as not to cause an excessive slip ratio on the left front wheel FL. While suppressing the pressure, the right front wheel FR and the left and right rear wheels RL, which are non-target wheels for ABS control,
The wheel cylinder pressure P _{W / C} of the RR can be quickly increased as in the BA control. Further, according to the braking force control device of the present embodiment, the wheels other than the front left wheel FL are ABS.
Even when it is a wheel to be controlled, the BA function and the ABS function can be simultaneously realized as in the case described above.

In the braking force control system of this embodiment, the EC
U10 starts BA control by the same method as in the first embodiment as described above. Therefore, according to the braking force control device of the present embodiment, similarly to the braking force control device of the first embodiment described above, the emergency braking operation of the driver is accurately detected, and then the braking force is promptly applied. Can be launched.

Next, a third embodiment of this embodiment will be described with reference to FIGS. FIG. 13 shows a system configuration diagram of a pump-up type braking force control device (hereinafter, simply referred to as a braking force control device) corresponding to the third embodiment of the invention. In FIG. 13, the same parts as those shown in FIG. 10 are designated by the same reference numerals, and the description thereof will be omitted or simplified.

The braking force control device of this embodiment is suitable as a braking force control device for a front engine / front drive type vehicle (FF vehicle). The braking force control device of this embodiment is controlled by the ECU 10. ECU
The control unit 10 controls the operation of the braking force control device by executing the control routine shown in FIGS. 7 to 9 as in the case of the first and second embodiments described above.

The braking force control device has a brake pedal 12. A brake switch 14 is arranged near the brake pedal 12. The ECU 10 determines the brake pedal 1 based on the output signal of the brake switch 14.
It is determined whether 2 is depressed. The brake pedal 12 is connected to the vacuum booster 300. Further, the vacuum booster 300 is fixed to the master cylinder 302. A first hydraulic chamber 304 and a second hydraulic chamber 306 are formed inside the master cylinder 302. First hydraulic chamber 304 and second hydraulic chamber 306
Inside, the brake pedal force F and the vacuum booster 3
00, the master cylinder pressure P _{M / C} corresponding to the resultant force with the assist force Fa is generated.

A reservoir tank 308 is arranged above the master cylinder 300. Reservoir tank 308
The first reservoir passage 400 and the second reservoir passage 402 communicate with each other. In the first reservoir passage 400, a first reservoir cut solenoid 404 (hereinafter, SR
(Referred to as C _-1 404). Similarly, in the second reservoir passage 402, the second reservoir cut solenoid 4
06 (hereinafter, referred to as SRC- ₂ 406) communicates with each other.

A first pump passage 408 is further communicated with the SRC _-1 404. Similarly, the second pump passage 410 communicates with the SRC- ₂ 406. SRC- ₁ 4
When 04 is turned off, the first reservoir passage 40
It is a two-position solenoid valve that shuts off 0 from the first pump passage 408 and makes them conductive by being turned on. The SRC- ₂ 406 is a two-position solenoid valve that is turned off to shut off the second reservoir passage 402 and the second pump passage 410, and turned on to bring them into conduction. is there.

First hydraulic chamber 30 of master cylinder 302
The first hydraulic pressure passage 322 and the second hydraulic pressure passage 324 communicate with the fourth hydraulic chamber 306 and the fourth hydraulic chamber 306, respectively. A first master cut solenoid 412 (hereinafter, referred to as SMC- ₁ 412) communicates with the first hydraulic pressure passage 322. On the other hand, a second master cut solenoid 414 (hereinafter, referred to as SMC- ₂ 414) communicates with the second hydraulic pressure passage 324.

The SMC _-1 412 has a first pump pressure passage 4
16 and the hydraulic passage 418 provided corresponding to the left rear wheel RL
And are in communication. The first pump pressure passage 416 has a first
A pump solenoid 420 (hereinafter referred to as SMV- ₁ 420) is in communication. The SMV- ₁ 420 is further communicated with a hydraulic passage 422 provided corresponding to the right front wheel FR. A constant pressure release valve 424 is provided inside the SMV- ₁ 420. The SMV- ₁ 420 brings the first pump pressure passage 416 and the fluid pressure passage 422 into conduction when turned off, and the constant pressure release valve 4 when turned on.
It is a two-position solenoid valve that connects them via 24. Between the first pump pressure passage 416 and the hydraulic passage 422, and also from the first pump pressure passage 416 side, the hydraulic passage 42.
Check valve 42 allowing only the flow of fluid toward the 2 side
6 are provided.

The SMC- ₂ 414 has a second pump pressure passage 4
28 and the hydraulic passage 430 provided corresponding to the right rear wheel RR
And are in communication. The second pump pressure passage 428 has a second
A pump solenoid 432 (hereinafter referred to as SMV- ₂ 432) is in communication. The SMV- ₂ 432 is further communicated with a hydraulic passage 434 provided corresponding to the left front wheel FL. A constant pressure release valve 436 is provided inside the SMV- ₂ 432. The SMV- ₂ 432 brings the second pump pressure passage 428 and the fluid pressure passage 434 into conduction when they are turned off, and the constant pressure release valve 4 when they are turned on.
A two-position solenoid valve that connects them via 36. Between the first pump passage 428 and the hydraulic passage 434, and from the second pump pressure passage 428 side, the hydraulic passage 43 is formed.
Check valve 43 that allows only the flow of fluid toward the 6 side
8 are provided.

Constant pressure release valves 440 and 442 are provided inside the SMC- ₁ 412 and SMC- ₂ 414, respectively. The SMC- ₁ 412 brings the first hydraulic passage 322 and the hydraulic passage 418 (and the first pump pressure passage 416) into a conductive state when turned off, and releases the constant pressure when turned on. A two-position solenoid valve that connects them through a valve 440. In addition, the SMC- ₂ 414, when turned off, causes the second hydraulic passage 324 and the hydraulic passage 4
It is a two-position solenoid valve that makes 30 (and the second pump pressure passage 428) conductive and connects them via the constant pressure release valve 442 when turned on.

A check valve 444 is provided between the first hydraulic pressure passage 322 and the hydraulic pressure passage 418 to allow only the flow of fluid from the first hydraulic pressure passage 322 side toward the hydraulic pressure passage 418 side. ing. Similarly, between the second hydraulic pressure passage 324 and the hydraulic pressure passage 430, the check valve 44 that permits only the flow of the fluid from the second hydraulic pressure passage 324 side toward the hydraulic pressure passage 430 side.
6 are provided.

The holding solenoid S * is provided in the four hydraulic passages 416, 422, 428, 434 provided corresponding to the left and right front wheels and the left and right rear wheels, as in the case of the first and second embodiments. * H, pressure reducing solenoid S ** R, wheel cylinders 120 to 126, and check valves 128 to 134 are in communication. Further, the pressure reducing solenoids SFRR112 and SRLR118 of the right front wheel FR and the left rear wheel RL are
The first pressure reducing passage 448 is in communication. Furthermore, the left front wheel FL
A second pressure reducing passage 450 communicates with the pressure reducing solenoids SFLR 114 and SRRR 116 of the right rear wheel RR.

First decompression passage 448 and second decompression passage 4
A first reservoir 452 and a second reservoir 454 communicate with 50, respectively. In addition, the first reservoir 452
The second reservoir 454 and the second reservoir 454 respectively include check valves 456 and 456.
It communicates with the suction side of the first pump 460 and the suction side of the second pump 462 via 458. First pump 4
The discharge side of 60 and the discharge side of the second pump 462 are
It communicates with dampers 464 and 466 for absorbing the pulsation of the discharge pressure. The dampers 464 and 466 communicate with the hydraulic passages 422 and 434, respectively.

In the vicinity of each wheel, a wheel speed sensor 136,
138, 140, 142 are arranged. ECU 10
Detects the rotational speed V _W of each wheel based on the output signal of the wheel speed sensors 136-142. A hydraulic pressure sensor 144 is provided in the second hydraulic pressure passage 324 that communicates with the master cylinder 302. The ECU 10 detects the master cylinder pressure P _{M / C} based on the output signal of the hydraulic pressure sensor 144.

Next, the operation of the braking force control system of this embodiment will be described. The braking force control apparatus according to the present embodiment switches the states of various electromagnetic valves arranged in the hydraulic circuit, thereby providing a normal braking function, an ABS function, and a B function.
A function is realized. The normal braking function is realized by turning off all the solenoid valves included in the braking force control device, as shown in FIG. Hereinafter, the state shown in FIG. 13 is referred to as a normal braking state. Further, the control for realizing the normal braking function in the braking force control device is called normal braking control.

In the normal braking state shown in FIG. 13,
The wheel cylinder 120 of the right front wheel FR and the wheel cylinder 126 of the left rear wheel RL both communicate with the first hydraulic chamber 304 of the master cylinder 302 via the first hydraulic pressure passage 322. The wheel cylinder 122 of the left front wheel FL and the wheel cylinder 124 of the right rear wheel RR both communicate with the second hydraulic chamber 306 of the master cylinder 302 via the second hydraulic pressure passage 324. In this case, the wheel cylinder 12
The wheel cylinder pressure P _{W / C} of 0 to 126 is always controlled to be equal to the master cylinder pressure P _{M / C.} Therefore, according to the state shown in FIG. 13, the normal braking function is realized.

In the ABS function, in the state shown in FIG. 13, the first pump 460 and the second pump 462 are turned on, and the holding solenoid S ** H and the pressure reducing solenoid S ** R are turned on in response to the ABS request. It is realized by driving appropriately. Hereinafter, the control for realizing the ABS function in the braking force control device will be referred to as ABS control.

During execution of the ABS control, four hydraulic pressure passages 418, 4 are provided corresponding to the left and right front wheels and the left and right rear wheels.
The high master cylinder pressure P _{M / C} is introduced to all 22, 428 and 434. Therefore, if the holding solenoid S ** H is opened and the pressure reducing solenoid S ** R is closed under such a condition, the wheel cylinder pressure P _{W / C} of each wheel can be increased. Below, this state
(i) This is called pressure boost mode.

When both the holding solenoid S ** H and the pressure reducing solenoid S ** R are closed during the ABS control, the wheel cylinder pressure P _{W / C} of each wheel can be held. . Hereinafter, this state is referred to as (ii) holding mode. Further, while the ABS control is being executed, the holding solenoid S ** H is closed and the pressure reducing solenoid S ** H is closed.
When R is opened, the wheel cylinder pressure P of each wheel is
_{W / C} can be depressurized. Below, this state is (iii)
It is called the decompression mode.

During execution of the ABS control, the ECU 10 appropriately performs the above (i) pressure increasing mode, (ii) holding mode, and
And (iii) the holding solenoid S ** H and the pressure reducing solenoid S ** R are controlled according to the slip state of each wheel so that the pressure reducing mode is realized. Holding solenoid S
When the ** H and the pressure reducing solenoid S ** R are controlled as described above, the wheel cylinder pressure P _{W / C of} all the wheels is controlled to an appropriate pressure that does not cause an excessive slip ratio on the corresponding wheels. To be done. Thus, according to the above control, the ABS function can be realized in the braking force control device.

When the pressure reducing mode is performed for each wheel during the execution of the ABS control, the brake fluid in the wheel cylinders 120 to 126 passes through the first pressure reducing passage 448 and the second pressure reducing passage 450 and the first reservoir 452. And flows into the second reservoir 454. The brake fluid that has flowed into the first reservoir 452 and the second reservoir 454 is
It is pumped up by the pump 460 and the second pump 462 and supplied to the hydraulic pressure passages 422 and 434.

A part of the brake fluid supplied to the hydraulic pressure passages 422 and 434 flows into the wheel cylinders 120 to 126 when the pressure increasing mode is performed in each wheel. Also,
The rest of the brake fluid flows into the master cylinder 302 to make up for the outflow of the brake fluid. Therefore, according to the system of this embodiment, the brake pedal 12 does not have an excessive stroke during the execution of the ABS control.

FIG. 14 shows the state of the braking force control device for realizing the BA function. That is, the BA function is
As shown in FIG. 14, SRC _-1 404, SRC _-2 406
(Reservoir cut solenoid) and SMC- ₁ 41
2, SMC- ₂ 414 (master cut solenoid) is turned on, and the first pump 460 and the second pump 4
This is realized by turning on 62. Below, FIG.
The state shown in is called the BA operating state. Further, the control for realizing the BA function in the braking force control device is called BA control.

By executing the routines shown in FIGS. 7 and 8, the ECU 10 determines whether or not the emergency braking operation is performed by the driver. Also, EC
After the emergency braking operation is detected, U10 is set in the above-mentioned FIG.
In order to increase the wheel cylinder pressure P _{W / C} according to the routine shown in FIG. 5, it is more advantageous to use the first pump 460 and the second pump 462 as the hydraulic pressure source than to use the master cylinder 302 as the hydraulic pressure source. The braking force control device is brought into the BA operating state at the time when the above is done.

When the braking force control device is in the BA operating state, the brake fluid stored in the reservoir tank 308 is pumped up by the first pump 460 and the second pump 462 and supplied to the hydraulic pressure passages 422, 434. . B
In the A operating state, the fluid pressure passages 422 and 434 are respectively connected to the first pump pressure passage 416 and the second pump pressure passage 428.
And is kept in conduction.

Further, in the BA operating state, the first pump pressure communication is performed.
If the internal pressure of the passage 416 exceeds the opening pressure of the constant pressure release valve 440,
Star cylinder pressure P_{M / C}Until the pressure becomes higher than
From the pump pressure passage 416 side to the master cylinder 302 side
The flow of kaou fluid is SMC _-1Blocked by 412
It Similarly, in the BA operating state, the second pump pressure passage 42
When the internal pressure of 8 exceeds the opening pressure of the constant pressure release valve 442,
Linda pressure P_{M / C}2nd pump until the pressure becomes higher than
From the pressure passage 428 side to the master cylinder 302 side
The flow of Rood is SMC_-2Blocked by 414.

Therefore, when the BA control is started, thereafter, the four hydraulic pressure passages 41 provided corresponding to the respective wheels are provided.
8, 422, 428 and 430 have master cylinder pressure P
Higher liquid pressure is generated compared to _{M / C.} In the BA operating state, the wheel cylinders 120 to 126 and the corresponding hydraulic pressure passages 418, 422, 428, 430 are maintained in a conductive state. Therefore, when the BA control is started, thereafter, the wheel cylinder pressures P _{W / C} of all the wheels are changed to the first pump 460.
Alternatively, by using the second pump 462 as a hydraulic pressure source, the pressure is quickly raised to a pressure exceeding the master cylinder pressure P _{M / C.} As described above, according to the state shown in FIG. 14, it is possible to realize the function of quickly raising the braking force, that is, the BA function.

By the way, in the BA operating state shown in FIG. 14, the hydraulic passages 418, 422, 428, 430 communicate with the master cylinder 302 via the check valves 444, 446. Therefore, if the master cylinder pressure P _{M / C} is larger than the wheel cylinder pressure P _{W / C} of each wheel, B
Even in the A operation state, the wheel cylinder pressure P _{W / C} can be increased by using the master cylinder 302 as a hydraulic pressure source.

When the BA control is started in the braking force control device, the wheel cylinder pressure P _{W / C of} each wheel is rapidly increased thereafter, which may cause an excessive slip ratio in any of the wheels. is there. In such a case, the ECU 10 starts the BA + ABS control. BA
+ ABS control is one of SRC _-1 404 and SRC _-2 406 which is turned on when BA control is started.
The solenoid corresponding to the wheel in which the excessive slip ratio is generated is turned off, and the solenoid corresponding to the wheel in which the excessive slip ratio is generated among the holding solenoid S ** H and the pressure-reducing solenoid is in accordance with the ABS request. It is realized by controlling appropriately.

FIG. 15 shows the state of the braking force control device for executing the BA + ABS control in which the left rear wheel RL is the ABS control target wheel and the other wheels are the non-control target wheels of the ABS control. The state shown in FIG. 15 is realized when an excessive slip ratio occurs on the left rear wheel RL before the other wheels after the BA control is started. Hereinafter, the state shown in FIG. 15 is referred to as a BA + ABS (RL) operating state. Further, the control realized by bringing the braking force control device into the BA + ABS (RL) operating state is referred to as BA + ABS (RL) control.

BA + ABS (RL) operating state is BA control
SRC that was turned on when control was started
_-1Turn off 404 (first reservoir cut solenoid)
And SRLH110 and SRLR118 are set to A
Realized by controlling appropriately according to BS's request
It More specifically, BA + ABS (RL) operating state
Is the SRC_-2406, SMC _-1412 and SMC_-2Four
14 is turned on, and the first pump 460 and the second pump
Switch 462 turned on and suitable for the left rear wheel RL.
(I) pressure increase mode, (ii) hold mode, and (iii) pressure decrease mode.
The left rear wheel RL slips so that the pressure mode is realized.
Control SRLH110 and SRLR118 according to the condition
It is realized by doing.

In the BA + ABS (RL) operating state,
The second pump 462 is a reservoir pump as in the BA control.
Brake fluid drawn from the tank 308
Pump to 34. Pumped by the second pump 462
The brake fluid is the wheel cylinder 12 of the front left wheel FL.
2 and is supplied to the wheel cylinder 124 of the right rear wheel RR
It According to the above control, the left front wheel FL and the right rear wheel RR are
Wheel cylinder pressure P _{W / C}Boosts as in BA control
Keep doing

In the BA + ABS (FL) operating state,
The first pump 460 is the wheel cylinder 12 of the left rear wheel RL.
After flowing out from 6, the brake fluid that has flowed into the first reservoir 452 is pumped to the hydraulic passage 422. The brake fluid pumped by the first pump 360 is mainly supplied to the wheel cylinder 120, and the left rear wheel RL also receives the brake fluid.
(i) When the pressure increasing mode is executed, the wheel cylinder 126
Is supplied to. According to the above control, the wheel cylinder pressure P _{W / C} of the right front wheel FR continues to increase as in the BA control. Further, the wheel cylinder pressure P _{W / C} of the left rear wheel RL is controlled to an appropriate value that does not cause an excessive slip ratio on the left rear wheel RL.

As described above, according to the BA + ABS (RL) operating state, the wheel cylinder pressure P _{W / C} of the left rear wheel RL, which is the target wheel for ABS control, does not cause an excessive slip ratio in the left rear wheel RL. The wheel cylinder pressure P _{W / C} of the left and right front wheels FL, FR and the right rear wheel RR, which are non-target wheels for ABS control, can be quickly increased while suppressing the pressure to an appropriate level, as in the BA control. Further, according to the braking force control device of this embodiment, the wheels other than the left rear wheel RL are ABS.
Even when it is a wheel to be controlled, the BA function and the ABS function can be simultaneously realized as in the case described above.

In the braking force control system of this embodiment, the EC
U10 starts the BA control by the same method as in the first and second embodiments as described above. For this reason,
According to the braking force control device of the present embodiment, similarly to the braking force control device of the first or second embodiment described above, the emergency braking operation of the driver is accurately detected, and then the braking force control is promptly performed. Power can be started.

Next, a fourth embodiment of the present invention will be described with reference to FIGS. FIG. 16 is a system configuration diagram of a vacuum type braking force control device (hereinafter, simply referred to as a braking force control device) corresponding to the fourth embodiment of the present invention. In FIG. 16, the same parts as those shown in FIG. 10 are designated by the same reference numerals, and the description thereof will be omitted or simplified.

The braking force control system of this embodiment is based on the ECU 10
Is controlled by. In this embodiment, the ECU 10
Controls the operation of the braking force control device by executing the control routines shown in FIGS. 17 and 18 below, instead of the control routines shown in FIGS. The braking force control device includes a brake pedal 12. A brake switch 14 is arranged near the brake pedal 12. The ECU 10 determines whether or not the brake pedal 12 is depressed based on the output signal of the brake switch 14. The brake pedal 12 is connected to the vacuum booster 500.

A stroke sensor 502 is arranged at the connecting portion between the brake pedal 12 and the vacuum booster 500. The stroke sensor 502 outputs an electric signal according to the stroke amount of the brake pedal 12. The output signal of the stroke sensor 502 is supplied to the ECU 10. The ECU 10 detects the stroke amount of the brake pedal 12 based on the output signal of the stroke sensor 502.

Inside the vacuum booster 500, a negative pressure chamber 504 and a BA chamber 506 are formed. The braking force control device includes a BA control solenoid 508 that communicates with the negative pressure chamber 504 and the BA chamber 506. The BA control solenoid 508 is turned off to bring the negative pressure chamber 504 and the BA chamber 506 into communication with each other, and is turned on to shut off the negative pressure chamber 504, and
This is a two-position solenoid valve that opens the negative pressure chamber BA chamber 506 to the atmosphere.

The vacuum booster 500 includes the negative pressure chamber 50.
4 and the BA chamber 506 are in a conductive state, that is, when the BA control solenoid 508 is in an off state, an assist force Fa having a predetermined boosting ratio to the brake pedal force F is generated. To do. Further, the vacuum booster 500 applies a slight brake pedal force F when the negative pressure chamber 504 and the BA chamber 506 are in a conductive state, that is, when the BA control solenoid 508 is in an on state. As a result, almost the maximum assist force Fa is generated.

A master cylinder 302 is fixed to the vacuum booster 500. Master cylinder 302
Inside the first hydraulic chamber 304 and the second hydraulic chamber 30.
6 is provided. First hydraulic chamber 304 and second hydraulic chamber 3
06, brake pedal force F and vacuum booster 50
The master cylinder pressure P _{M / C} corresponding to the resultant force with the assist force Fa generated at 0 is generated. A reservoir tank 308 is arranged above the master cylinder 300.

First hydraulic chamber 30 of master cylinder 302
The first hydraulic pressure passage 322 and the second hydraulic pressure passage 324 communicate with the fourth hydraulic chamber 306 and the fourth hydraulic chamber 306, respectively. In the first hydraulic pressure passage 322 and the second hydraulic pressure passage 324, as in the case of the first to third embodiments, the holding solenoid S ** H, the pressure reducing solenoid S ** R, the wheel cylinders 120 to 126, and The check valves 128 to 134 are in communication with each other. In addition, the holding solenoid SFRR1 for the left and right front wheels
12 and the SFLR 114 have a front pressure reducing passage 35.
0 is in communication. Furthermore, the holding solenoid S for the left and right rear wheels
Rear depressurization passage 3 for RRR116 and SRLR118
52 communicates.

A front reservoir 354 and a rear reservoir 355 are connected to the front pressure reducing passage 350 and the rear pressure reducing passage 352, respectively. The front reservoir 354 and the rear reservoir 355 are the check valves 3 respectively.
56,358 through the suction side of the front pump 360,
And, it communicates with the suction side of the rear pump 362. The discharge side of the front pump 360 and the discharge side of the rear pump 362 communicate with the first hydraulic pressure passage 322 and the second hydraulic pressure passage 324 via dampers 364 and 366, respectively.

In the vicinity of each wheel, a wheel speed sensor 136,
138, 140, 142 are arranged. ECU 10
Detects the rotational speed V _W of each wheel based on the output signal of the wheel speed sensors 136-142. Next, the operation of the braking force control device of this embodiment will be described. The braking force control system of the present embodiment has a holding solenoid S ** arranged in a hydraulic circuit.
State of H and depressurizing solenoid S ** R, and BA
By switching the state of the control solenoid 508,
A normal brake function, an ABS function, and a BA function are realized.

The normal braking function is, as shown in FIG. 16, a holding solenoid S ** H and a pressure reducing solenoid S **.
This is realized by turning off all H and BA control solenoids 508. Hereinafter, the state shown in FIG. 16 is referred to as a normal brake state, and the control for realizing the normal brake function in the braking force control device is referred to as normal brake control.

In the normal braking state shown in FIG. 16,
The vacuum booster 500 generates an assist force Fa having a predetermined boosting ratio to the brake pedal force F. In this case, the master cylinder 302 always generates the master cylinder pressure P _{M / C} according to the brake pedal force F. Further, in the normal braking state, the wheel cylinders 120 and 122 of the left and right front wheels FL and FR and the wheel cylinders 124 and 126 of the left and right rear wheels RL and RR respectively have the first hydraulic passage 322 or the second hydraulic passage. It communicates with the master cylinder 302 via 324. In this case, the wheel cylinder pressure P _{W / C} of all the wheels is almost equal to the master cylinder pressure P _W.
Controlled to equal pressure with _{M / C.}

Therefore, according to the normal braking state shown in FIG. 16, the wheel cylinder pressure P _{W / C} of all the wheels can be controlled to a pressure corresponding to the brake pedal force F. As described above, according to the braking force control device of the present embodiment, the normal braking function can be realized by realizing the state shown in FIG. The ABS function turns on the front pump 360 and the rear pump 362 in the state shown in FIG.
Also, it is realized by driving the holding solenoid S ** H and the pressure reducing solenoid S ** R so that (i) pressure increasing mode, (ii) holding mode, and (iii) pressure reducing mode are realized for each wheel as appropriate. To be done. Hereinafter, the control for realizing the ABS function in the braking force control device will be referred to as ABS control.

While the ABS control is being executed, the wheel cylinders 120 to 1 are executed every time the pressure reducing mode is executed for each wheel.
26 to the front decompression passage 350 and the rear decompression passage 3
Brake fluid flows out to 52. The brake fluid that has flown out in this manner is pressure-fed to the master cylinder 302 side by the front pump 360 and the rear pump 362. Therefore, according to the system of this embodiment,
An excessive stroke does not occur in the brake pedal 12 during the execution of the ABS control.

The BA function is realized by turning on the BA control solenoid 508 in the state shown in FIG. Hereinafter, the state in which the BA control solenoid is turned on in the state shown in FIG. 11 is referred to as the BA operating state. Further, the control for realizing the BA function in the braking force control device is called BA control. When the ECU 10 detects that the driver has performed an emergency braking operation, the ECU 10 turns on the BA control solenoid 508 to realize the BA operation state. In the BA operating state, the vacuum booster 500 generates an almost maximum assist force Fa with respect to a slight brake pedal force F. Therefore, when the BA operating state is realized, thereafter, the master cylinder pressure P
_{The M / C} is quickly boosted to quickly increase the braking force that acts on the vehicle. Thus, according to the BA operating state,
It is possible to realize the function of promptly raising the braking force, that is, the BA function.

When the BA control is started in the braking force control device, the wheel cylinder pressure P _{W / C of} each wheel is rapidly increased thereafter, which may cause an excessive slip ratio in any of the wheels. is there. In such a case, the ECU 10 starts the BA + ABS control. In the system of the present embodiment, the BA + ABS control is performed in the same manner as when the BA control solenoid 508 is turned on and the holding solenoid S ** H, the pressure reducing solenoid S ** R, the front pump 360 and the rear pump 362 are ABS controlled as described above. It is realized by controlling to.

In the system of this embodiment, the ECU 10
Determines, based on the output signal of the stroke sensor 502, whether or not an emergency braking operation has been performed by the driver. Then, when it is determined that the emergency braking operation is performed by the above method, the BA operation state is immediately realized. In FIG. 17, in determining whether or not the emergency braking operation is performed, the CU 10 executes the condition determination for shifting to the first standby state and the condition determination for maintaining the first standby state. The flowchart of an example of a control routine is shown. The routine shown in FIG. 17 is a scheduled interrupt routine that is activated every predetermined time. In FIG. 17, steps that execute the same processing as the steps shown in FIG. 7 are assigned the same reference numerals and explanations thereof are omitted.

In the routine shown in FIG. 17, if it is determined in step 200 that XSTANBY1 = 0 is not established, then the process of step 520 is executed. In step 520, a first predetermined amount THST1, a first predetermined speed THΔST1, and
The noise cut value THNC is set. First predetermined amount T
The HST1 and the first predetermined speed THΔST1 are values corresponding to the above-described first predetermined amount THP1 and first predetermined speed THΔP1, respectively, and the stroke sensor 502 is used when determining the transition condition to the first standby state. Detected value, that is, the stroke S of the brake pedal 12
It is a threshold value that is compared with T. In this step 520, THST1, THΔST1, and THNC
Is set in the same manner as in step 202 above. When the processing of this step 520 is completed, next step 52
Process 2 is executed.

At step 504, the pedal stroke S
It is determined whether T is equal to or larger than the first predetermined amount THST1. As a result, when it is determined that ST ≧ THST1 is not established, it is determined that the transition condition to the first standby state is not established, and the routine of this time is ended.
On the other hand, if it is determined that ST ≧ THST1 is satisfied, then the process of step 524 is executed.

At step 524, the pedal stroke S
It is determined whether or not the changing speed ΔST of T is larger than the first predetermined speed THΔST1 and smaller than the noise cut value THNC. As a result, THΔST1 <Δ
If it is determined that ST <THNC is not established, the first
It is determined that the condition for shifting to the standby state is not satisfied, and this routine is ended. On the other hand, if it is determined that the above condition is satisfied, the flag XSTANBY1 is turned on in step 208, and then the current routine is ended.

Further, in this routine, step 2
If it is determined in step 12 that CSTANBY1 ≦ α is satisfied, then the process of step 526 is executed. In step 526, it is determined whether or not the rate of change ΔST is below a predetermined value β _ST . The predetermined value β _ST is a value corresponding to the predetermined value β used in step 214, and is a threshold value to be compared with the pedal stroke ST. If ΔST <β _ST is satisfied in this step 526, it can be determined that the change speed ΔST has become a small value after an extremely short time after the condition for shifting to the first standby state is satisfied. In this case, it is determined that the driver's braking operation was not an emergency braking operation, and then step 2
The processing after 16 is executed.

On the other hand, in the above step 526, ΔST <β _ST
If it is determined that is not satisfied, it can be determined that the phenomenon that the change speed ΔST decreases to a small value does not occur within an extremely short time after the condition for transitioning to the first standby state is satisfied. In this case, the processing from step 220 onward is executed. By executing the routine shown in FIG. 17, the ECU 10 establishes whether the conditions for transitioning to the first standby state and the conditions for maintaining the first standby state are satisfied, as in the first to third embodiments. You can judge.

FIG. 18 shows a flowchart of an example of a control routine executed by the ECU 10 to determine the satisfaction of the BA control start condition. The routine shown in FIG. 18 is a timed interrupt routine that is activated every predetermined time. still,
Of the steps shown in FIG. 18, steps that execute the same processing as the steps shown in FIG. 8 are given the same reference numerals, and descriptions thereof will be omitted.

In this routine, at step 230, T
If it is determined that HT1 ≦ CSTANBY1 is established, then the process of step 530 is executed. In step 530, the change speed ΔS of the pedal stroke ST is changed from the previous processing cycle to the current processing cycle.
It is determined whether or not T has changed from a speed exceeding the second predetermined speed THΔST2 to a speed equal to or lower than the second predetermined speed THΔST2. The second predetermined speed THΔST2 is a value corresponding to the above-described second predetermined speed THΔP2, and BA
This is a threshold value that is compared with the change rate ΔST of the pedal stroke ST when determining whether the control execution condition is satisfied.

In step 530, the change speed ΔS is changed from the previous processing cycle to the current processing cycle.
When it is determined that T does not change from the speed exceeding THΔST2 to the speed equal to or lower than THΔST2, it is determined that the high-speed operation period of the brake pedal 12 has not ended from the time of the previous processing cycle to the time of this processing cycle. be able to. In this case, the current routine is terminated without any further processing.

On the other hand, in step 530, from the speed at which the change speed ΔST exceeds THΔST2 to the speed at which the change speed ΔST exceeds THΔST2 from the previous processing cycle to this processing cycle.
When it is determined that the speed has changed to the following speed, it can be determined that the high-speed operation period of the brake pedal 12 has ended from the previous processing cycle to the current processing cycle. In this case, the process of step 532 is then executed.

At step 532, the difference "ST" between the maximum value ST _MAX of the pedal stroke ST detected after the condition for shifting to the first standby state is satisfied and the pedal stroke ST immediately after the condition at step 530 is satisfied.
_It is determined whether or not _{MAX- ST} "is smaller than a predetermined value γ _ST . The predetermined value γ _ST is a value corresponding to the predetermined value γ used in step 234, and the pedal stroke ST
Is a threshold for. In this step 526, ST _MA
When it is determined that _{X- ST} <γ _ST is not established, it can be determined that the depression of the brake pedal 12 has already been released. In this case, the current routine is ended thereafter without starting the BA control. On the other hand, when the condition of step 534 is satisfied, it can be determined that the large pedaling force F is still applied to the brake pedal 12. In this case, after the BA control is started next in step 534, the routine of this time is ended.

As described above, according to the braking force control device of this embodiment, the change speed ΔST is set after the brake operation is started.
Is greater than the first predetermined speed THΔST1 and is less than the second predetermined speed THΔST2, that is, only when the brake pedal 12 is operated at a high speed for a certain period of time, the BA control is started. Allowed Therefore, according to the braking force control device of the present embodiment, the emergency braking operation is not erroneously detected when the brake pedal 12 is instantaneously operated at high speed.

In the braking force control system of this embodiment,
The first predetermined speed THΔST1 that determines the transition condition to the first standby state and the second predetermined speed THΔST2 that determines the start condition of the BA control are the above-mentioned first predetermined speed THΔP1 and second predetermined speed THΔP2. Similar to the case, the relationship of THΔST1> THΔST2 is set. Therefore, according to the braking force control device of the present embodiment, it is possible to accurately determine whether the braking operation performed by the driver is an emergency braking operation or a normal braking operation.

In the above-described embodiment, the ECU 10 changes the pedal stroke ST per unit time (change speed) based on the output signal of the stroke sensor 502.
By obtaining ΔST, the “operation speed detecting means” according to claim 1 causes the ECU 10 to execute the steps 524 and 2 above.
By executing the processing of 08, 210 and 530, the "high-speed operation time counting means" according to claim 1,
The "braking hydraulic pressure increasing means" described in claim 1 and claim 3 is realized by the U10 executing the processes of steps 230 and 534, respectively.

Further, in the above-mentioned embodiment, the stroke sensor 502 corresponds to the "operation amount detecting means" in claim 2, and the ECU 10 controls the above-mentioned 524,
The “high-speed operation time counting means” according to claim 2 executes the process of step 522 in addition to the processes of 208, 210, 230, and 530, and the ECU 10 executes the process of step 520 to execute the process of step 520. The “condition changing means” described in claim 5 is realized.

[0208]

As described above, according to the first aspect of the present invention, the driver does not have to be affected by the instantaneous braking operation caused by the vibration of the vehicle or the like, and the driver can request a rapid rise of the braking force. Only when it is, it is possible to generate a large braking hydraulic pressure as compared with the normal time.

According to the invention described in claim 2, the invention described in claim 3, and the invention described in claim 4, the driver's braking force suddenly increases more accurately than the invention described in claim 1. It is possible to detect a situation that requires a different rising edge.
Further, according to the invention of claim 5, by changing the counting start condition of the high speed operation time according to the driving state of the vehicle,
It is possible to generate a braking force according to the driver's request over a wide driving range.

[Brief description of drawings]

FIG. 1 is a system configuration diagram showing a normal braking state of a braking force control device according to a first embodiment of the present invention.

FIG. 2 is a configuration diagram of a hydro booster used in the braking force control device shown in FIG.

FIG. 3 is a diagram showing an ABS operating state of the braking force control device according to the first embodiment of the present invention.

FIG. 4 is a diagram showing a BA operating state and a BA + ABS operating state of the braking force control device according to the first embodiment of the present invention.

FIG. 5 is a diagram showing changes that occur in the master cylinder pressure P _{M / C} and the wheel cylinder pressure P _{W / C} when an emergency braking operation is performed in the braking force control device according to the first embodiment of the present invention. is there.

FIG. 6 is a diagram showing a change occurring in a changing speed ΔP _{M / C} of the master cylinder pressure P _{M / C} when an emergency braking operation is performed in the braking force control device according to the first embodiment of the present invention. .

FIG. 7 is a flowchart of an example of a control routine executed to determine the establishment of the first standby state in the braking force control device according to the first embodiment of the present invention.

FIG. 8 is a flowchart of an example of a control routine that is executed by the braking force control device according to the first embodiment of the present invention to determine whether the second standby state is established.

FIG. 9 is a flowchart of an example of a control routine executed to determine the satisfaction of the BA control start condition in the braking force control device according to the first embodiment of the present invention.

FIG. 10 is a system configuration diagram showing a normal braking state and an ABS operating state of the braking force control device according to the second embodiment of the present invention.

FIG. 11 is a diagram showing a BA operating state of the braking force control device according to the second embodiment of the present invention.

FIG. 12 is a diagram showing a BA + ABS operating state of the braking force control device according to the second embodiment of the present invention.

FIG. 13 is a system configuration diagram showing a normal braking state and an ABS operating state of the braking force control device according to the third embodiment of the present invention.

FIG. 14 is a diagram showing a BA operating state of a braking force control device according to a third embodiment of the present invention.

FIG. 15 is a diagram showing a BA + ABS operating state of the braking force control device according to the third embodiment of the present invention.

FIG. 16 is a system configuration diagram showing a normal braking state and an ABS operating state of a braking force control device corresponding to a fourth example of the present invention.

FIG. 17 is a flowchart of an example of a control routine that is executed to determine the establishment of the first standby state in the braking force control device according to the fourth embodiment of the present invention.

FIG. 18 is a flowchart of an example of a control routine executed to determine the satisfaction of the BA control start condition in the braking force control device according to the fourth embodiment of the present invention.

[Explanation of symbols]

10 Electronic control unit (ECU) 12 brake pedal 36 Hydro Booster 120,122,124,126 Wheel cylinder 144 Hydraulic pressure sensor 300,500 vacuum booster 302 Master cylinder 502 Stroke sensor 508 BA control solenoid

Continuation of the front page (56) Reference JP-A-8-301098 (JP, A) JP-A-7-76267 (JP, A) JP-A-7-329766 (JP, A) JP-A-8-40229 (JP , A) JP 8-34326 (JP, A) JP 4-121260 (JP, A) JP 8-207725 (JP, A) JP 8-332943 (JP, A) (58) Fields surveyed (Int.Cl. ⁷ , DB name) B60T 8/00 B60T 8/32-8/96

Claims (5)

(57) [Claims] 1. A braking force control apparatus for generating a brake hydraulic pressure corresponding to the brake operation amount, an operation speed detecting means for detecting a brake operation speed, the the brake operating speed becomes lower than the first predetermined speed 2 High speed operation time counting means for counting a high speed operation time until the speed becomes equal to or lower than a predetermined speed, and a braking hydraulic pressure increase that generates a larger braking hydraulic pressure than in a normal time when the high speed operation time is equal to or longer than a first predetermined time. And a braking force control device. 2. The braking force control device according to claim 1, further comprising an operation amount detecting means for detecting a brake operation amount, wherein the high speed operation time counting means has a first brake operation speed.
The braking force control device starts counting the high-speed operation time after the brake operation amount exceeds the first operation amount and the brake operation amount exceeds the first operation amount. 3. The braking force control device according to claim 1, wherein the braking hydraulic pressure increasing means is normally operated when the high-speed operation time is a first predetermined time or more and a second predetermined time or less. A braking force control device characterized in that it generates a large braking hydraulic pressure compared with time. 4. The braking force control device according to claim 1, wherein the second predetermined speed is a smaller value than the first predetermined speed. 5. The braking force control device according to claim 1, further comprising condition changing means for changing the first predetermined speed according to a driving state of a vehicle.