JP4581638B2 - Brake hydraulic pressure control device - Google Patents

Description

  The present invention relates to a brake fluid pressure control device, and more particularly to a brake fluid pressure control device that enables electronic control of brake fluid pressure.

  Various brakes that enable electronic control of brake fluid pressure for demands such as automatic braking and dynamic control of vehicle behavior by left / right braking force difference control and anti-skid control electronic control that prevents wheel braking lock A hydraulic control device has been devised or put into practical use.

As such a brake fluid pressure control device that enables electronic control of the brake fluid pressure, a device as described in Patent Document 1, for example, has been conventionally known.
In other words, a shut-off valve that is closed during electronic control is inserted in the brake hydraulic pressure circuit that supplies hydraulic pressure from the master cylinder that responds to depression of the brake pedal to the wheel cylinder of the wheel, and the master cylinder operates in the reservoir. A pressure source including a pump that discharges liquid as a medium, an electric motor that drives the pump, and an accumulator that accumulates hydraulic fluid from the pump is provided.
In the electronic control, with the shut-off valve closed, the brake fluid pressure in the wheel cylinder is increased through the pressure increasing valve using the accumulator internal pressure of the pressure source, or the wheel cylinder is set in the wheel cylinder through the pressure reducing valve. By reducing the brake fluid pressure, the brake fluid pressure can be electronically controlled separately from the master cylinder fluid pressure.

  In determining the target brake fluid pressure for the electronic control described above, the target deceleration requested by the driver is obtained from the master cylinder fluid pressure or the master cylinder stroke, and the target brake fluid pressure is set so that this is achieved. To decide.

By the way, in the brake fluid pressure control device described in Patent Document 1, the driver can feel the same brake pedal operation feeling as the normal brake device even during electronic control of the brake fluid pressure with the shut-off valve closed. Therefore, it is necessary to provide a stroke simulator between the shut-off valve and the master cylinder, which causes a cost disadvantage.
As a method of eliminating the need for such a stroke simulator and avoiding the cost penalty, the brake system for braking a certain wheel is a brake system that directly uses the master cylinder hydraulic pressure and a brake system that can also be electronically controlled. It is conceivable that the brake system that brakes the other wheel is a brake system that can brake the wheel electronically by hydraulic pressure from another pressure source.

In the case of such a semi-brake by-wire type brake device, the former main brake system can generate a normal stroke to the brake pedal, so that the driver feels the same operation feeling as a normal brake device without a stroke simulator. Can be made.
The target braking force of the latter electronically controlled brake system is set to a value that achieves the target deceleration obtained from the master cylinder operation status (master cylinder hydraulic pressure and master cylinder stroke amount) in cooperation with the main brake system. Then, control is performed so that the actual braking force becomes this target braking force.

  For example, with such a brake fluid pressure control device, the anti-skid control device limits the increase in brake fluid pressure of the wheel so as to suppress braking slip of the wheel related to the former main brake system (brake fluid pressure As described above, the operation status of the master cylinder (master cylinder hydraulic pressure and master pressure) will be applied to the brake hydraulic pressure control device that will affect the brake pedal when the pressure is reduced, held or increased by eliminating braking slip). When the braking force of the electronically controlled brake system is controlled so as to achieve the target deceleration obtained from the cylinder stroke amount) by cooperating with the main brake system, the following problems occur.

In other words, when the anti-skid control device for the main brake system is activated, the brake fluid pressure reduction, holding pressure, and pressure increase caused by this change in the master cylinder fluid pressure and the master cylinder (brake pedal) stroke amount. target deceleration determined based on the master cylinder fluid pressure detection value and the master cylinder stroke detection value does not correspond exactly to the deceleration required by the driver.
Specifically, the brake fluid pressure is reduced and maintained by anti-skid control of the main brake system, the master cylinder fluid pressure is increased by returning the brake fluid to the master cylinder, and the master cylinder (brake pedal) stroke is reduced. On the contrary, the brake fluid pressure increase due to anti-skid control acts to decrease the master cylinder fluid pressure and increase the master cylinder (brake pedal) stroke by consuming brake fluid from the master cylinder. To do.

  Therefore, while the anti-skid control device of the main brake system is in operation, the target deceleration obtained based on the master cylinder fluid pressure detection value and the master cylinder stroke detection value is reduced by the brake fluid pressure by anti-skid control, The fluctuation of master cylinder fluid pressure and the fluctuation of master cylinder stroke due to holding pressure and pressure increase are included as disturbances, and this target deceleration is not applied to the main brake without accurately responding to the deceleration required by the driver. Even if the braking force of the electronically controlled brake system is determined to be achieved by cooperating with the system, a deceleration different from that desired by the driver is generated.

Specifically, when the master cylinder hydraulic pressure decreases during the anti-skid control of the main brake system, it is not known whether this is due to disturbance due to the anti-skid control or the brake pedal return operation by the driver.
Therefore, if the master cylinder hydraulic pressure detection value and the master cylinder stroke detection value are used as they are to obtain the target deceleration and used for the braking force control of the electronically controlled brake system as described above, the master cylinder hydraulic pressure and the master cylinder stroke When the change in the amount is caused by the influence of the anti-skid control, a change in the braking force unrelated to the driver's braking operation is generated and the driver is confused.

  In Patent Document 2, when the braking force is controlled according to the braking operation speed, the time from when the master cylinder hydraulic pressure change speed (braking operation speed) becomes equal to or higher than a predetermined value until the set value is lower than this value. If this time is relatively long, the braking force control is performed according to the braking operation speed on the assumption that it is due to the braking operation intended by the driver. The braking force control according to the braking operation speed is prohibited, for example, because the braking operation is not based on the driver's intention caused by disturbance on a rough road or on a step. A braking force control device that does not change power is disclosed.

When the disturbance braking force change prohibition control described in Patent Document 2 is used, and the time from when the master cylinder hydraulic pressure change speed becomes equal to or higher than a predetermined value until the set value is lower than this is relatively short, By prohibiting the calculation of the target deceleration based on cylinder hydraulic pressure and prohibiting its change, as a result, prohibiting the change of braking force of the electronically controlled brake system,
It is conceivable to avoid the above problem by avoiding a change in braking force due to a change in the master cylinder hydraulic pressure and the master cylinder stroke amount generated under the influence of the anti-skid control.
JP 11-301434 A JP 09-286324 A

  However, in the countermeasures using the technology described in Patent Document 2, even if it is possible to avoid a change in braking force due to a change in the master cylinder hydraulic pressure and the master cylinder stroke amount generated under the influence of the anti-skid control, When there is a change in the braking operation by the driver during anti-skid control, the target deceleration considering the change in the braking operation is not recalculated, resulting in a change in the braking force according to the change in the braking operation of the driver. The problem that the driver feels uncomfortable with a braking force different from that desired by operating the brake pedal is unavoidable.

In addition, the master cylinder hydraulic pressure detection value and the master cylinder stroke detection value are used as they are during anti-skid control, and the target deceleration is obtained and used for the braking force control of the electronic brake system as described above. Since the hydraulic pressure and master cylinder stroke amount change as described above under the influence of anti-skid control, the target deceleration obtained based on these also changes with the same waveform, and the control based on this changes. There also arises a problem that the power control changes the braking force with the same waveform.
In order to reduce this waveform, the target deceleration may be used for braking force control after passing through a simple delay filter, but this filter is also used for braking operation by the driver. The power is delayed, and the response delay of the braking force control becomes a problem when a quick braking operation is performed.

The present invention eliminates the fluctuation of the master cylinder hydraulic pressure or the master cylinder stroke amount during the anti-skid control of the main brake system, and is used for the calculation of the target deceleration. The braking force can be matched to the driver's request without causing any harmful effect, and the braking force change unrelated to the driver's braking operation occurs during the anti-skid control of the main brake system, causing the driver to be confused An object of the present invention is to propose a brake fluid pressure control device that embodies this idea from the viewpoint that the above problem can be solved.

For this purpose, the brake fluid pressure control device of the present invention is configured as described below.
First of all, the brake fluid pressure control device as a premise will be explained.
A main brake system having a brake original pressure generating means for generating a brake original pressure by stroking in response to a braking operation, and braking a certain wheel by the brake original pressure from the means;
The target deceleration obtained by braking another wheel with the hydraulic pressure from another pressure source, and determining the brake hydraulic pressure of the wheel based on at least one of the stroke and the brake original pressure of the brake original pressure generating means, An electronically controlled brake system that is determined to be achieved by cooperating with the wheel braking force by the main brake system,
It is assumed that an anti-skid control device is provided that suppresses braking slip of a wheel related to the main brake system by restricting an increase in brake fluid pressure related to the wheel.

In the present invention, the corrected stroke detection value obtained by correcting the stroke detection value of the brake source pressure generating means so as to reduce the stroke variation of the brake source pressure generating means during operation and non-operation of the anti-skid control device. or using the corrected brake based pressure detection value obtained by correcting the brake original pressure detection value of the brake based pressure generating means so as to reduce the braking source pressure variation of the brake based pressure generating means for the calculation of the target deceleration, the anti It is characterized in that the correction amount of the correction is larger during operation of the skid control device than during non-operation.

According to such a brake fluid pressure control device of the present invention, the brake source pressure generating means reduces the stroke fluctuation or the brake source pressure fluctuation of the brake source pressure generating means during the anti-skid control and non-operation of the main brake system. The target deceleration is calculated based on the corrected stroke detection value or corrected brake source pressure detection value corrected for the stroke detection value or brake source pressure detection value, and the anti-skid control device is operating more than it is not operating Since the correction amount of the above correction is increased,
Will be obtained obtains a target deceleration to eliminate the stroke variation or brake based on pressure fluctuation in brake original pressure generating means associated with the brake fluid pressure fluctuations due to the anti-skid control of the main brake system, the braking force or their strokes fluctuation In addition to being able to avoid having a waveform due to fluctuations in the brake source pressure, in addition to this, when there is a change in the braking operation by the driver during the anti-skid control, The target deceleration is recalculated in consideration of the braking operation change, so that the braking force change according to the driver's braking operation change can be generated, and the above-mentioned uncomfortable feeling can be eliminated.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a brake fluid pressure control apparatus according to an embodiment of the present invention, where 1 is a brake pedal that is depressed by a driver to apply a braking operation force, and 2 is a brake operation force input from the brake pedal 1. Master cylinder.
The braking operation force from the brake pedal 1 is input to the master cylinder 2 under a booster through a booster (not shown) that allows a negative pressure type, a positive pressure type, or a hydraulic type.

The master cylinder 2 is a tandem master cylinder, and when the internal piston cup is pushed in by the braking operation force, the master cylinder 2 uses the hydraulic fluid from the reservoir 2a as a medium to generate the braking operation force from the two hydraulic outlets 2L and 2R. The corresponding master cylinder hydraulic pressure Pmc shall be output.
Therefore, the master cylinder 2 corresponds to the brake original pressure generating means in the present invention.
The left and right front wheel brake pipes 4L and 4R are extended from the two hydraulic outlets 2L and 2R of the master cylinder 2 to the left and right front wheel brake units (drum brake, disc brake, etc.) 3FL and 3FR. A front wheel brake system (main brake system) 5 is configured to individually brake the corresponding front wheels by the left and right front wheel brake hydraulic pressures Pfl and Pfr using the master cylinder hydraulic pressure Pmc as an original pressure.

The left and right rear wheel brake units (drum brakes, disc brakes, etc.) 3RL, 3RR have a pressure source 7 different from the master cylinder 2, and the pressure source 7 is composed of pumps 8, 9 and a common motor 10.
The pumps 8 and 9 driven by the motor 10 can be arbitrary ones such as plunger pumps and gear pumps, and the suction ports of these pumps 8 and 9 are connected to the reservoir 12 by suction circuits 11L and 11R and these suctions are made. The inflow valves 13L and 13R are inserted into the circuits 11L and 11R.
The discharge ports of the pumps 8 and 9 are connected to the left and right rear wheel brake units 3RL and 3RR by the discharge circuits 14L and 14R, and are connected to the reservoir 12 through the outflow valves 15L and 15R, and the pressure increasing valve in the discharge circuits 14L and 14R. Insert 16L and 16R.
The circuit parts of the discharge circuits 14L, 14R between the pressure increasing valves 16L, 16R and the left and right rear wheel brake units 3RL, 3RR are connected to the suction ports (suction circuits 11L, 11R) of the pumps 8, 9 via the pressure reducing valves 17L, 17R. The accumulators 18L and 18R are further connected to the suction ports (suction circuits 11L and 11R) of the pumps 8 and 9, respectively.

The pressure source 7 (pumps 8 and 9) sucks the working fluid in the reservoir 12 through the inflow valves 13L and 13R that are open with the pressure reducing valves 17L and 17R closed, and discharges them to the discharge circuits 14L and 14R. .
The hydraulic fluid to the discharge circuits 14L, 14R passes through the pressure increase valves 16L, 16R in the open state with the outflow valves 15L, 15R closed, and then goes to the left and right rear wheel brake units 3RL, 3RR to generate the brake hydraulic pressures Prl, Prr. It is generated to brake the left and right rear wheels.
Here, the left and right rear wheel brake hydraulic pressures Prl and Prr can be arbitrarily controlled by electronic control (described later) of the valves related to the suction circuits 11L and 11R and the discharge circuits 14L and 14R. The discharge circuits 14L and 14R and the valves related to these circuits constitute the left and right rear wheel brake system (electronically controlled brake system) 19 in the present invention, and the antiskid control of the left and right rear wheel brake system (electronically controlled brake system). Configure the device.

Hereinafter, an anti-skid control device for preventing braking lock of the left and right front wheels related to the front wheel brake system (main brake system) 5 will be described.
In order to enable the anti-skid control, the pressure increasing valves 21L and 21R are inserted into the front wheel brake piping 4L and 4R, and the pressure is reduced in the piping portion between the pressure increasing valves 21L and 21R and the left and right front wheel brake units 3FL and 3FR. Connect valves 22L and 22R.
By opening the pressure increasing valves 21L, 21R and closing the pressure reducing valves 22L, 22R, the left and right front wheel brake hydraulic pressures Pfl, Pfr can be increased using the master cylinder hydraulic pressure Pmc as the original pressure, and the pressure increasing valves 21L, 21R are closed, By closing the pressure reducing valves 22L, 22R, the left and right front wheel brake hydraulic pressures Pfl, Pfr can be maintained. By closing the pressure increasing valves 21L, 21R and opening the pressure reducing valves 22L, 22R, the left and right front wheel brake hydraulic pressures Pfl, Pfr Can be reduced by partly eliminating.

Accumulator 23L, 23R that stores the hydraulic pressure removed through pressure reducing valves 22L, 22R during such pressure reduction is connected to pressure reducing valves 22L, 22R, and the pressure stored in accumulators 23L, 23R is used as needed. Provide pumps 24L and 24R that return to the left and right front wheel brake pipes 4L and 4R.
These pumps 24L and 24R are driven by a common motor 25.

Next, the operation of the brake fluid pressure control apparatus according to the above-described embodiment will be described.
When the driver depresses the brake pedal 1 in the hope of braking the vehicle, a master cylinder hydraulic pressure Pmc is generated, which is reduced by going to the left and right front wheel brake units 3FL, 3FR via the open pressure increasing valves 21L, 21R. Left and right front wheel brake hydraulic pressures Pfl and Pfr are generated in combination with the closed state of the valves 22L and 22R, and the left and right front wheels can be braked by these hydraulic pressures.

During this time, the pressure source 7 (pumps 8 and 9) of the left and right rear wheel brake units 3RL and 3RR sucks the brake fluid in the reservoir 12 through the open inflow valves 13L and 13R, and discharges the brake fluid to the circuits 14L and 14R.
The brake fluid to the circuits 14L and 14R is coupled with the closed state of the outflow valves 15L and 15R, through the open pressure increasing valves 16L and 16R to the left and right rear wheel brake units 3RL and 3RR, and the pressure reducing valves 17L and 17R are in the closed state. Together, left and right front wheel brake hydraulic pressures Prl and Prr are generated, and the left and right rear wheels can be braked by these hydraulic pressures.

  When controlling the left and right rear wheel brake fluid pressures Prl and Prr, when maintaining these pressures, the suction side of the pressure source 7 (pumps 8 and 9) is closed by switching the inflow valves 13L and 13r from the open state to the closed state. When holding the pressure and reducing the left and right rear brake fluid pressures Prl and Prr, switch the pressure reducing valves 17L and 17R from the closed state to the open state to transfer part of the brake fluid pressures Prl and Prr to the accumulators 18L and 18R. When the pressure is reduced while accumulating, and the brake fluid pressures Prl and Prr are increased, the pressure increase is realized by opening the inlet valves 13L and 13R again and closing the pressure reducing valves 17L and 17R.

  The left and right rear wheel brake fluid pressures Prl and Prr are set to target values as described later according to the front wheel braking state (master cylinder fluid pressure Pmc and master cylinder stroke amount Sss) by the main brake system (front wheel brake system) 5. As mentioned above, control by increasing pressure, holding pressure, reducing pressure, vehicle total braking force control, vehicle front and rear wheel braking force distribution control (EBD), anti-skid control (ABS), and traction control (TCS) And dynamic vehicle behavior control (VDC).

  When controlling the left and right front wheel brake fluid pressures Pfl and Pfr for anti-skid control (ABS), when maintaining these pressures, the pressure increase valves 21L and 21R are switched from the open state to the closed state to close the pressure reducing valves 22L and 22R. When maintaining pressure and reducing the left and right front wheel brake fluid pressures Pfl and Pfr when maintaining the state, a part of the brake fluid pressures Pfl and Pfr is stored in the accumulator 23L by switching the pressure reducing valves 22L and 22R from the closed state to the open state. , 23R, and if necessary, reduce the pressure by recirculating the brake fluid to the pipes 4L, 4R via the pumps 24L, 24R, and increase the brake fluid pressure Pfl, Pfr as necessary. The pressure increase is realized by opening the pressure valves 21L and 21R and closing the pressure reducing valves 22L and 22R.

Left and right front wheel brake hydraulic pressure control through opening / closing of the pressure increasing valves 21L, 21R and pressure reducing valves 22L, 22R in the front wheel main brake system 5, and the valves 13L, 13R, 15L in the rear wheel electronic control brake system 19 , 15R, 16L, 16R, 17L, 17R, the left and right rear wheel brake hydraulic pressure control is controlled by the controller 31.
A signal from the stroke sensor 32 for detecting the stroke Sss of the master cylinder 2;
Signals from pressure sensors 33L and 33R for detecting the master cylinder hydraulic pressure Pmc,
Signals from pressure sensors 34L and 34R that detect left and right rear wheel brake fluid pressures Prl and Prr,
A signal from the left front wheel speed sensor 35 that detects the wheel speed (circumferential speed) Vwfl of the left front wheel,
A signal from the right front wheel speed sensor 36 for detecting the wheel speed (circumferential speed) Vwfr of the right front wheel;
A signal from the left rear wheel speed sensor 37 for detecting the wheel speed (circumferential speed) Vwrl of the left rear wheel;
A signal from the right rear wheel speed sensor 38 for detecting the wheel speed (circumferential speed) Vwrr of the right rear wheel is input.

The controller 31 is configured as shown by a functional block diagram in FIG. 2 and includes an anti-skid control calculation unit 41, a target deceleration calculation unit 42, and a rear wheel target braking force calculation unit 43.
First, the anti-skid control calculation unit 41 will be described. This is because the vehicle speed is calculated by a known method based on the wheel speeds Vwfl, Vwfr, Vwrl, Vwrr detected by the wheel speed sensors 35 to 38. The braking slip ratio of each wheel is calculated from the wheel speed of each wheel.
The anti-skid control calculation unit 41 further starts an anti-skid cycle (holding pressure, pressure reduction, pressure increase) for each wheel when the braking slip rate exceeds a set value, and the braking slip rate is set for generating the maximum braking force. Front wheel braking force control unit 44 (consisting of valves 21L, 21R, 22L, and 22R) corresponding to ABS control commands for holding, reducing, and increasing commands to control individual brake fluid pressures to achieve an ideal slip ratio This is supplied to the rear wheel target braking force calculation unit 43.

On the other hand, the anti-skid control calculation unit 41 sets the anti-skid operation flag FABS to 1 to indicate this if the anti-skid control is in progress, and indicates that this is not in the anti-skid control state. The operation flag FABS is reset to 0, and the anti-skid operation flag FABS is output to the target deceleration calculation unit 42.
Further, the anti-skid control calculation unit 41 sets the ABS control mode ABSMODE = 0 to indicate this if the pressure is being increased, and sets the ABS control mode ABSMODE = 1 to indicate this if the pressure is being maintained. If the pressure is being reduced, the ABS control mode ABSMODE = 2 is set to indicate this, and the ABS control mode ABSMODE is output to the target deceleration calculating unit 42.

The target deceleration calculating unit 42 calculates the following from the anti-skid control flag FABS and the anti-skid control mode ABSMODE, the master cylinder hydraulic pressure Pmc detected by the sensors 33L and 33R and / or the master cylinder stroke amount Sss detected by the sensor 32. The target deceleration Gt for the vehicle as a whole is calculated as described in detail.
The rear wheel target braking force calculation unit 43 obtains the front wheel braking force by the front wheel brake system (main brake system) 5 from the master cylinder hydraulic pressure Pmc, and achieves the above target deceleration Gt by cooperating with the front wheel braking force. The rear-wheel braking force control unit (valves 13L, 13R, 15L, 15R, and 16L) is determined by using the rear-wheel braking force command value for the rear-wheel braking system (electronically controlled braking system) 19 , 16R, 17L, 17R).

A control program when the processing of FIG. 2 is executed by a microcomputer is shown in FIGS. 3 and 4, and an embodiment of the present invention will be described in detail based on these.
FIG. 3 shows the main routine. First, the wheel speeds Vwfl, Vwfr, Vwrl, and Vwrr are read in step S1, and in the next step S2, anti-skid control calculation (based on the anti-skid control calculation unit 41 in FIG. 2) is performed. In step S3, front wheel braking force control for anti-skid control based on the calculation result in step S2 is performed.

  In the next step S4, the target deceleration Gt is obtained by the processing described later with reference to FIG. 4, and in step S5, it is necessary to achieve the target deceleration Gt by cooperating with the front wheel braking force control in step S3. The rear wheel target braking force is calculated. In step S6, the rear wheel braking force control is performed based on the calculation result in step S5. In step S7, the output for the front wheel braking force control and the rear wheel braking force control is performed. Execute the process.

The target deceleration (Gt) calculation processing in step S4 will be described in detail below with reference to FIG. 4 in the case of calculating the target deceleration Gt using the master cylinder hydraulic pressure Pmc.
First, in step S11, the master cylinder hydraulic pressure Pmc detected by the sensors 33L and 33R and its previous value Pmcz1 are read.
In step S12, the anti-skid operation flag FABS is checked to determine whether or not FABS = 1 (anti-skid operation is in progress).

When anti-skid (ABS) is not in operation, which is determined not to be FABS = 1 (in anti-skid operation) in step S12, in step S13, the master cylinder hydraulic pressure detection value Pmc and the front wheel brake system (main Brake system) Weighting between the corrected master cylinder hydraulic pressure detection value Pmch and the previous value Pmch (previous value) obtained by removing the master cylinder hydraulic pressure fluctuation due to the brake hydraulic pressure fluctuation of 5 from the master cylinder hydraulic pressure detection value Pmc Is 0.8: 0.2, and the corrected master cylinder hydraulic pressure detection value Pmch of this time is obtained by the calculation of the following equation.
Pmch = 0.8 x Pmc + 0.2 x Pmch (previous value)
As a result, when the anti-skid of the front wheel brake system (main brake system) 5 is not operating, there is no master cylinder fluid pressure fluctuation due to the brake fluid pressure fluctuation of the front wheel brake system (main brake system) 5 by anti-skid control. Correspondingly, the corrected master cylinder hydraulic pressure detection value Pmch can be obtained with emphasis on the current master cylinder hydraulic pressure detection value Pmc.

During anti-skid (ABS) operation, which determines that FABS = 1 in step S12,
In step S14, it is determined whether or not the anti-skid control mode ABSMODE (FR) relating to the right front wheel among the anti-skid control modes ABSMODE is 0, that is, whether or not the right front wheel brake hydraulic pressure is being increased by the anti-skid control. Whether or not
In step S15, it is determined whether or not the anti-skid control mode ABSMODE (FL) relating to the left front wheel in the anti-skid control mode ABSMODE is 0, that is, whether or not the left front wheel brake fluid pressure is being increased by anti-skid control. Determine.

If it is determined in step S14 that the right front wheel brake fluid pressure is being increased by anti-skid control, or if it is determined in step S15 that the left front wheel brake fluid pressure is being increased by anti-skid control, step S16 In, set the set time (10 counts) for confirming the end of pressure increase in the pressure increase end timer TimeZoatsu.
It is determined in step S14 that the right front wheel anti-skid control mode ABSMODE (FR) is other than 0 (1 or 2), that is, the right front wheel brake fluid pressure has finished increasing and is being held or reduced by anti-skid control. In addition, in step S15, the left front wheel anti-skid control mode ABSMODE (FL) is other than 0 (1 or 2), that is, the left front wheel brake fluid pressure has finished increasing and the anti-skid control is holding or reducing pressure. In step S17, the pressure increase end timer TimeZoatsu is decremented by subtraction by one count, and both the left and right front wheels are anti-skid controlled from the state where at least one of the left and right front wheels is increased by anti-skid control. Measures the elapsed time after switching to holding pressure or decompression.

In step S18, it is checked whether or not the pressure increase end timer TimeZoatsu has become 0, that is, whether or not the 10 count set in step S16 during pressure increase has become 0 due to the decrement in step S17. Whether or not the set time corresponding to TimeZoatsu = 10 has elapsed after both the left and right front wheels are switched to holding pressure or pressure reduction by anti-skid control from the state in which at least one of the left and right front wheels is increased by anti-skid control judge.
When this set time has elapsed, it is considered that the pressure increase by the anti-skid (ABS) has been completed, and the control proceeds to step S19, where the master cylinder hydraulic pressure detection value Pmc and the corrected master cylinder hydraulic pressure detection value are obtained. The weight of Pmch with the previous value Pmch (previous value) is set to 0.5: 0.5, and the current corrected master cylinder hydraulic pressure detection value Pmch is obtained by the calculation of the following equation.
Pmch = 0.5 x Pmc + 0.5 x Pmch (previous value)

  Thus, while the front wheel brake system (main brake system) 5 finishes increasing pressure during anti-skid control and both the left and right front wheels are depressurized or maintained, the front wheel brake system (main brake system) by anti-skid control is used. Calculation (filtering) is performed to remove the master cylinder hydraulic pressure fluctuation due to the brake hydraulic pressure fluctuation of 5 from the current master cylinder hydraulic pressure detection value Pmc, and the corrected master cylinder hydraulic pressure detection value is removed. Pmch is required.

If it is determined in step S18 that the pressure increase end timer TimeZoatsu has not reached 0, the front wheel brake system (main brake system) 5 is now under anti-skid control as described below in accordance with the determination in steps S20 to S22. After the pressure increase is finished, it is checked whether both the left and right front wheels are reduced or held.
In step S20, when the deviation between the previous value Pmch (previous value) of the corrected master cylinder hydraulic pressure detection value Pmch and the current master cylinder hydraulic pressure detection value Pmc becomes less than a set value (for example, 0.01 Mpa), It is assumed that the front wheel brake system (main brake system) 5 has finished increasing pressure during anti-skid control, and both the left and right front wheels have been reduced or held, and the control proceeds to step S19.

In step S21, when the current master cylinder hydraulic pressure detection value Pmc becomes less than a set value (for example, 0.1 Mpa), the front wheel brake system (main brake system) 5 finishes increasing pressure during anti-skid control, and the left and right Control proceeds to step S19 assuming that both front wheels are decompressed or held.
In step S22, the absolute value abs (Pmcz1−Pmc) of the difference between the previous master cylinder hydraulic pressure detection value Pmcz1 and the current master cylinder hydraulic pressure detection value Pmc, that is, the time change rate of the master cylinder hydraulic pressure is determined by the anti-skid control. The front wheel brake system (main brake system) 5 finishes increasing pressure during anti-skid control when the rate of change exceeds the range (for example, 0.1 Mpa), and both the left and right front wheels are reduced or held. Then, the control proceeds to step S19.

However, if it is determined in steps S18 and S20 to S22 that the front wheel brake system (main brake system) 5 is still continuing the pressure increase by the anti-skid control, the control proceeds to step S23. The weight between the current master cylinder hydraulic pressure detection value Pmc and the corrected master cylinder hydraulic pressure detection value Pmch is the previous value Pmch (previous value) is set to 0.2: 0.8. Obtain the master cylinder fluid pressure detection value Pmch.
Pmch = 0.2 x Pmc + 0.8 x Pmch (previous value)

Thus, while the front wheel brake system (main brake system) 5 is increased by anti-skid control, the master cylinder fluid pressure fluctuations accompanying the brake fluid pressure fluctuation of the front wheel brake system (main brake system) 5 by anti-skid control The calculation (filtering process) for removing the minute from the current master cylinder hydraulic pressure detection value Pmc is performed, and the corrected master cylinder hydraulic pressure detection value Pmch from which the fluctuation is removed is obtained.
In step S23, by setting the weight between the current master cylinder hydraulic pressure detection value Pmc and the corrected master cylinder hydraulic pressure detection value Pmch to the previous value Pmch (previous value) of 0.2: 0.8, the front wheel brake system ( While the main brake system) 5 is being increased by anti-skid control, the master cylinder corrected pressure value Pmc is corrected from the current master cylinder hydraulic pressure detection value Pmc, rather than the weighting 0.5: 0.5 in step S19. The correction amount for obtaining the cylinder hydraulic pressure detection value Pmch is increased (the filter is strengthened).
The reason for this is that the master cylinder hydraulic pressure fluctuation accompanying the brake hydraulic pressure fluctuation of the front wheel brake system (main brake system) 5 by the anti-skid control becomes larger when the pressure is increased than when the pressure is reduced or held. It is.

In step S24, the corrected master cylinder hydraulic pressure detection value based on the map of FIG. 5 using the corrected master cylinder hydraulic pressure detection value Pmch obtained in step S13, step S19 or step S23 as described above. The target deceleration Gt based on the master cylinder hydraulic pressure is obtained from Pmch or by calculation of Gt = F1 (Pmch).
After obtaining the target deceleration Gt in this way, as described above in step S5 in FIG. 4, the rear wheel target braking force necessary to achieve the target deceleration Gt is calculated in cooperation with the front wheel braking force. In step S6, rear wheel braking force control is performed based on the calculation result in step S5.

By the way, according to the present embodiment for calculating the target deceleration Gt as described above with reference to FIG. 4, the master cylinder hydraulic pressure in accordance with the brake hydraulic pressure fluctuation of the front wheel brake system (main brake system) 5 by the anti-skid (ABS) control. Since the target deceleration Gt is obtained based on the corrected master cylinder hydraulic pressure detection value Pmch obtained by removing the fluctuation from the master cylinder hydraulic pressure detection value Pmc (step S24),
The target deceleration Gt is obtained by eliminating the master cylinder hydraulic pressure fluctuation due to the brake hydraulic pressure fluctuation due to anti-skid control of the front wheel brake system (main brake system) 5, and the braking force depends on this master cylinder hydraulic pressure fluctuation Of course, you can avoid having a waveform.
When there is a change in the braking operation by the driver during the above anti-skid control, the target deceleration Gt is calculated again in consideration of the change in the braking operation, and the change in response to the change in the braking operation of the driver is performed. A change in the braking force can be generated, and a situation in which the driver is confused about the generation of a braking force different from the braking operation can be avoided.

Further, according to the present embodiment, the correction amount when the corrected master cylinder hydraulic pressure detection value Pmch is obtained from the master cylinder hydraulic pressure detection value Pmc is determined by the anti-skid (ABS) control of the front wheel brake system (main brake system) 5. The correction amount (step S23) while the brake fluid pressure is increased is the correction amount (step S23) while the brake fluid pressure of the front brake system (main brake system) 5 is reduced and maintained by anti-skid control. Because it was larger than S19)
This corresponds to the fact that the fluctuation of the master cylinder hydraulic pressure due to the brake hydraulic pressure fluctuation of the front wheel brake system (main brake system) 5 due to anti-skid (ABS) control becomes larger when the pressure is increased than when the pressure is reduced or held. Even when the pressure is increased, the above-described effects can be reliably achieved.

According to the present embodiment, the detection value correction control (step S23) at the time of pressure increase by the anti-skid control is further performed.
When the set time (TimeZoatsu = 10) has elapsed since the end of pressure increase (step S18), the previous value Pmch (previous value) of the corrected master cylinder hydraulic pressure detection value Pmch and the current master cylinder hydraulic pressure detection value Pmc When the deviation of is less than the set value (step S20), the current master cylinder hydraulic pressure detection value Pmc is less than the set value (step S21), or the rate of change of the master cylinder hydraulic pressure detection value Pmc is Since it ended when it was out of the range of the rate of change by anti-skid control (step S22),
The detected value correction control (step S23) at the time of pressure increase by the anti-skid control has a large divergence between the current corrected master cylinder hydraulic pressure detected value Pmch and the previous value Pmch (previous value). At the time of the pressure increase end determination at step S15, the detection value correction control at the time of pressure increase at step S23 is completed only after the determination at step S18 and steps S20 to S22 while still including many error factors. By switching to the detection value correction control at the time of pressure reduction and compensation (step S19), the detection value correction control at the time of pressure reduction and compensation (step S19) can be made highly accurate.

FIG. 6 shows a target deceleration calculation program similar to FIG. 4, showing another embodiment of the present invention.
In this embodiment, first, in step S11, the master cylinder hydraulic pressure Pmc detected by the sensors 33L and 33R and its previous value Pmcz1 are read, and a = Pmcz1-Pmc representing the change tendency of the master cylinder hydraulic pressure is obtained.
In step S12, the anti-skid operation flag FABS is checked to determine whether or not FABS = 1 (anti-skid operation is in progress).
During anti-skid (ABS) operation, which determines that FABS = 1 in step S12,
In step S14, it is determined whether or not the anti-skid control mode ABSMODE is 0, that is, whether or not the brake fluid pressure of the front wheel brake system (main brake system) 5 is being increased by anti-skid control.

When it is determined in step S12 that the anti-skid (ABS) is not operating, it is determined in step S31 whether a (= Pmcz1-Pmc) is a negative value, that is, whether the master cylinder hydraulic pressure Pmc is increased. Check if the pressure is reduced or held.
When the master cylinder hydraulic pressure Pmc is increased, in step S32, the larger value max (a, -0.03Mpa) of a (= Pmcz1-Pmc) and -0.03Mpa is set as the master cylinder hydraulic pressure correction amount a. To do.
When the master cylinder hydraulic pressure is reduced or held, in step S33, the smaller value min (a, 0.03Mpa) of a (= Pmcz1-Pmc) and 0.03Mpa is set as the master cylinder hydraulic pressure correction amount a. To do.
In step S34, the corrected master cylinder hydraulic pressure detection value Pmch is
Pmch = Pmch (previous value) -a
Obtained by the calculation of

When it is determined in step S14 that the brake fluid pressure of the front wheel brake system (main brake system) 5 is being increased by anti-skid control, in step S16, a set time (10) Count).
When it is determined in step S14 that the brake fluid pressure of the front wheel brake system (main brake system) 5 has finished increasing pressure by anti-skid control and pressure holding by anti-skid control is in progress, pressure increase has ended in step S17 The timer TimeZoatsu is decremented by subtraction by one count, and the elapsed time from when the front wheels are increased by anti-skid control to holding pressure or reduced pressure by anti-skid control is measured.

In step S18, it is checked whether or not the pressure increase end timer TimeZoatsu has become 0, that is, whether or not the 10 count set in step S16 during pressure increase has become 0 due to the decrement in step S17. Then, it is determined whether or not the set time corresponding to TimeZoatsu = 10 has elapsed after the front wheel is switched from the state where the pressure is increased by the anti-skid control to the holding pressure or the reduced pressure by the anti-skid control.
When this set time has elapsed, it is considered that the pressure increase by the anti-skid (ABS) has been completed, and the control proceeds to step S35, where it is determined whether or not a (= Pmcz1-Pmc) is a negative value. Check whether the master cylinder hydraulic pressure Pmc is increasing, whether it is decreasing or holding pressure.

When the master cylinder hydraulic pressure Pmc is increased, in step S36, the larger value max (a, -0.01Mpa) of a (= Pmcz1-Pmc) and -0.01Mpa is set as the master cylinder hydraulic pressure correction amount a. To do.
When the master cylinder hydraulic pressure is reduced or held, in step S37, the smaller value min (a, 0.02Mpa) of a (= Pmcz1-Pmc) and 0.02Mpa is set as the master cylinder hydraulic pressure correction amount a. To do.
In step S34, the corrected master cylinder hydraulic pressure detection value Pmch is
Pmch = Pmch (previous value) -a
Obtained by the calculation of

Thus, while the front wheel brake system (main brake system) 5 finishes increasing pressure during anti-skid control, and the front wheel brake fluid pressure is reduced or maintained, the front wheel brake system (main brake system) is controlled by anti-skid control. ) Calculation (filtering) is performed to remove the master cylinder hydraulic pressure fluctuation due to the brake hydraulic pressure fluctuation of 5 from the current master cylinder hydraulic pressure detection value Pmc, and the corrected master cylinder hydraulic pressure is detected by removing the fluctuation. The value Pmch is determined.
The correction amount a when obtaining the corrected master cylinder fluid pressure detection value Pmch from the master cylinder fluid pressure detection value Pmc is found the correction amount in the master cylinder pressure decreases (a> 0) (step S37) It is larger than the correction amount (step S36 ) during the master cylinder hydraulic pressure increase (a <0) (the filter is strengthened).
The reason for this way, even the anti-skid control in, (if the pressure increase in) pressure reduction and if the pressure-holding has not been made by this increase of the master cylinder pressure is based on the braking operation the change of the driver believed to be, is because it is preferable to make the master cylinder fluid pressure rising is low and the correction amount a in the driver's braking operation is reflected on the corrected master cylinder fluid pressure detection value Pmch .

If it is determined in step S18 that the pressure increase end timer TimeZoatsu has not reached 0, the front wheel brake system (main brake system) 5 is now under anti-skid control as described below in accordance with the determination in steps S20 to S22. The pressure increase is finished, and it is checked whether the pressure is reduced or maintained.
In step S20, when the deviation between the previous value Pmch (previous value) of the corrected master cylinder hydraulic pressure detection value Pmch and the current master cylinder hydraulic pressure detection value Pmc becomes less than a set value (for example, 0.01 Mpa), It is assumed that the front wheel brake system (main brake system) 5 has finished increasing pressure during anti-skid control and has been reduced or held, and the control proceeds to step S35.

In step S21, when the current master cylinder hydraulic pressure detection value Pmc becomes less than a set value (for example, 0.1 Mpa), the front wheel brake system (main brake system) 5 finishes increasing pressure during anti-skid control, and the pressure is reduced. Alternatively, the control proceeds to step S35 assuming that the pressure is maintained.
In step S22, the absolute value abs (Pmcz1−Pmc) of the difference between the previous master cylinder hydraulic pressure detection value Pmcz1 and the current master cylinder hydraulic pressure detection value Pmc, that is, the time change rate of the master cylinder hydraulic pressure is determined by the anti-skid control. When the rate of change exceeds the range (for example, 0.1Mpa), the front wheel brake system (main brake system) 5 finishes increasing pressure during anti-skid control, and the control is performed assuming that the pressure is reduced or maintained. Proceed to S35.

  However, if it is determined in steps S18 and S20 to S22 that the front wheel brake system (main brake system) 5 is still continuing the pressure increase by the anti-skid control, the control proceeds to step S38. Then, it is checked whether or not a (= Pmcz1-Pmc) is a negative value, that is, whether the master cylinder hydraulic pressure Pmc is increased, is reduced, or is held.

When the master cylinder hydraulic pressure Pmc is increased, in step S39, the larger value max (a, -0.01Mpa) of a (= Pmcz1-Pmc) and -0.01Mpa is set as the master cylinder hydraulic pressure correction amount a. To do.
When the master cylinder hydraulic pressure is reduced or held, in step S40, the smaller one of a (= Pmcz1-Pmc) and 0.02Mpa , min (a, 0.02Mpa), is set as the master cylinder hydraulic pressure correction amount a. To do.
In step S34, the corrected master cylinder hydraulic pressure detection value Pmch is
Pmch = Pmch (previous value) -a
Obtained by the calculation of

Thus, while the front wheel brake system (main brake system) 5 is increased by anti-skid control, the master cylinder fluid pressure fluctuations accompanying the brake fluid pressure fluctuation of the front wheel brake system (main brake system) 5 by anti-skid control The calculation (filtering process) for removing the minute from the current master cylinder hydraulic pressure detection value Pmc is performed, and the corrected master cylinder hydraulic pressure detection value Pmch from which the fluctuation is removed is obtained.
Here, the correction amount a for obtaining the corrected master cylinder hydraulic pressure detection value Pmch from the master cylinder hydraulic pressure detection value Pmc is the correction amount during the master cylinder hydraulic pressure drop (a> 0) (step S40). It is larger than the correction amount (step S39) during the master cylinder hydraulic pressure increase (a <0) (the filter is strengthened).
The reason for this is that even if the anti-skid control is being performed, if the pressure is not reduced or maintained (if the pressure is being increased), the increase in the master cylinder hydraulic pressure is based on a change in the driver's braking operation. This is because it is better to reduce the correction amount a so that the driver's braking operation is reflected in the corrected master cylinder hydraulic pressure detection value Pmch while the master cylinder hydraulic pressure is rising. .

In the next step S24, using the corrected master cylinder hydraulic pressure detection value Pmch obtained in step S34, the corrected master cylinder hydraulic pressure detection value Pmch based on the map of FIG. 5 or Gt = F1 (Pmch ) To obtain the target deceleration Gt based on the master cylinder hydraulic pressure.
After obtaining the target deceleration Gt in this way, as described above in step S5 in FIG. 4, the rear wheel target braking force necessary to achieve the target deceleration Gt is calculated in cooperation with the front wheel braking force. In step S6, rear wheel braking force control is performed based on the calculation result in step S5.

By the way, according to the present embodiment for calculating the target deceleration Gt as described above with reference to FIG. 6, the master cylinder hydraulic pressure in accordance with the brake hydraulic pressure fluctuation of the front wheel brake system (main brake system) 5 by the anti-skid (ABS) control. Since the target deceleration Gt is obtained based on the corrected master cylinder hydraulic pressure detection value Pmch obtained by removing the fluctuation from the master cylinder hydraulic pressure detection value Pmc (step S24),
The target deceleration Gt is obtained by eliminating the master cylinder hydraulic pressure fluctuation due to the brake hydraulic pressure fluctuation due to anti-skid control of the front wheel brake system (main brake system) 5, and the braking force depends on this master cylinder hydraulic pressure fluctuation Of course, you can avoid having a waveform.
When there is a change in the braking operation by the driver during the above anti-skid control, the target deceleration Gt is calculated again in consideration of the change in the braking operation, and the change in response to the change in the braking operation of the driver is performed. A change in the braking force can be generated, and a situation in which the driver is confused about the generation of a braking force different from the braking operation can be avoided.

Further, according to the present embodiment, the correction amount when obtaining the corrected master cylinder hydraulic pressure detection value Pmch from the master cylinder hydraulic pressure detection value Pmc,
When the brake fluid pressure of the front wheel brake system (main brake system) 5 is increased by anti-skid (ABS) control, the correction amount (step S40) while the master cylinder fluid pressure is decreasing is the master cylinder fluid. Larger than the correction amount during the pressure increase (step S39),
When the brake fluid pressure of the front wheel brake system (main brake system) 5 is reduced and maintained by anti-skid (ABS) control, the correction amount (step S36) while the master cylinder fluid pressure is increasing is the master cylinder fluid pressure drop. Because it was larger than the amount of correction inside,
Even when there is a change in the braking operation by the driver during the anti-skid control, the target deceleration Gt is obtained in consideration of the change in the braking operation, and the braking force change corresponding to the change in the braking operation of the driver is obtained. Thus, it is possible to avoid a situation in which the driver is confused about the generation of braking force different from the braking operation.

According to the present embodiment, the detection value correction control (step S38 to step S40) at the time of pressure increase by anti-skid control is further performed.
When the set time (TimeZoatsu = 10) has elapsed since the end of pressure increase (step S18), the previous value Pmch (previous value) of the corrected master cylinder hydraulic pressure detection value Pmch and the current master cylinder hydraulic pressure detection value Pmc When the deviation of is less than the set value (step S20), the current master cylinder hydraulic pressure detection value Pmc is less than the set value (step S21), or the rate of change of the master cylinder hydraulic pressure detection value Pmc is Since it ended when it was out of the range of the rate of change by anti-skid control (step S22),
The detected value correction control (steps S38 to S40) at the time of pressure increase by the anti-skid control has a large divergence between the current corrected master cylinder hydraulic pressure detected value Pmch and its previous value Pmch (previous value). Although there are still many error factors at the time of the pressure increase end determination at step S14, the detected value correction at the time of pressure increase at step S39 and step S40 is not until after the determination at step S18 and step S20 to step S22. By terminating the control and switching to detection value correction control (step S36 and step S37) during pressure reduction and compensation, detection value correction control (step S36 and step S37) during decompression and compensation is made highly accurate. can do.

In each of the examples of FIGS. 4 and 6, the case of obtaining the target deceleration Gt based on the master cylinder hydraulic pressure Pmc has been described, but the master cylinder detected by the sensor 32 instead of the master cylinder hydraulic pressure Pmc. Whether the target deceleration Gt is obtained based on the stroke amount Sss or the target deceleration Gt is obtained based on the master cylinder hydraulic pressure Pmc and the master cylinder stroke amount Sss, the master cylinder stroke amount detection value Sss is applied by applying the above-mentioned idea. It goes without saying that the same effect can be achieved by performing the same correction.
However, when the master cylinder stroke amount detection value Sss is used, step S35 in FIG. 6 advances the control to step S36 when the master cylinder stroke amount detection value Sss increases, and controls when the master cylinder stroke amount detection value Sss decreases. The program proceeds to step S37,
Step S38 is a program that advances control to step S40 when the master cylinder stroke amount detection value Sss increases, and advances control to step S39 when the master cylinder stroke amount detection value Sss decreases.

In addition, as shown in the figure, when the front wheel brake system (main brake system) 5 is composed of a plurality of systems, and the anti-skid control device individually controls these systems,
Although not shown in particular, the master cylinder fluid pressure detection value and master cylinder stroke amount detection described above when the brake fluid pressure of the front wheel brake system (main brake system) 5 is increased by anti-skid (ABS) control. Value correction control
When the master cylinder Pmc is a predetermined value or more, or when the pressure difference between the master cylinder hydraulic pressure Pmc and the corresponding brake hydraulic pressure is a predetermined value or more, or when the master cylinder stroke amount Sss is a predetermined value or more,
It is preferable that at least one of a plurality of systems constituting the front wheel brake system (main brake system) 5 is configured to be operated when the pressure is increased for a predetermined time or more or a predetermined amount or more by anti-skid control.

The reason is as follows.
If the master cylinder hydraulic pressure Pmc is sufficiently high during anti-skid control, the fluid flow rate from the master cylinder 2 to the brake units 3FL, 3FR is more than the amount of brake fluid recirculated to the pipes 4L, 4R by the pumps 24L, 24R. Many.
Therefore, if pressure increase by anti-skid control is performed even for one of the left and right front wheels, the master cylinder hydraulic pressure Pmc tends to decrease and the master cylinder stroke amount Sss tends to increase.
For this reason, during anti-skid control, the decrease in master cylinder hydraulic pressure Pmc and the increase in master cylinder stroke amount Sss include fluctuations due to the effects of anti-skid control. In order to obtain accurately, it is necessary to correct the detected value so as to reliably suppress the decrease in the master cylinder hydraulic pressure Pmc and the increase in the master cylinder stroke amount Sss.
The decrease in the master cylinder hydraulic pressure Pmc and the increase in the master cylinder stroke amount Sss due to the increase in pressure during anti-skid control occur rather than the amount of brake fluid recirculated to the pipes 4L and 4R by the pumps 24L and 24R. Since the fluid flow rate from 2 to the brake unit 3FL, 3FR is higher,
When at least one of a plurality of systems constituting the front wheel brake system (main brake system) 5 has been pressurized for a predetermined time or more by a predetermined time or more by anti-skid control, the detection value correction control at the time of pressure increase is performed. did.
For the same reason, the master cylinder Pmc is greater than or equal to the predetermined value, the pressure difference between the master cylinder hydraulic pressure Pmc and the corresponding brake hydraulic pressure is greater than or equal to the predetermined value, and the master cylinder stroke amount Sss is greater than or equal to the predetermined value. It is preferable to set the detection value correction control during pressure increase as a condition.

In the embodiment of FIG. 1, the brake system related to the left and right front wheel brake units 3FL and 3FR is the main brake system 5 that responds to the master cylinder hydraulic pressure Pmc, and the brake system related to the left and right rear wheel brake units 3RL and 3RR is an electronically controlled brake. Although it was set as system 19, it is a matter of course that the same effect can be achieved even if these relations are reversed.
Alternatively, the brake system related to the left front wheel brake unit 3FL and the right rear wheel brake unit 3RR is the main brake system that responds to the master cylinder hydraulic pressure Pmc, and the brake system related to the right front wheel brake unit 3FR and the left rear wheel brake unit 3RL is electronic. Of course, a control brake system may be used.

1 is a hydraulic circuit diagram showing a brake hydraulic pressure control device according to an embodiment of the present invention. It is a block diagram according to the function of the controller in the brake fluid pressure control apparatus of the Example. 2 is a flowchart showing a brake fluid pressure control program executed by a controller in the brake fluid pressure control apparatus of FIG. It is a flowchart which shows the target deceleration calculating process in the brake fluid pressure control program. It is a diagram which shows the change characteristic of the target deceleration with respect to the corrected master cylinder hydraulic pressure detection value. FIG. 5 is a flowchart showing a target deceleration calculation program similar to FIG. 4, showing another embodiment of the present invention.

Explanation of symbols

1 Brake pedal 2 Master cylinder (Brake source pressure generating means)
3FL, 3FR Left and right front wheel brake unit
3RL, 3RR Left and right rear wheel brake unit
4L, 4R Front wheel brake piping 5 Front wheel brake system (main brake system)
7 Another pressure source
8,9 pump
10 Motor
11L, 11R suction circuit
12 Reservoir
13L, 13R Inlet valve
14L, 14R discharge circuit
15L, 15R Outflow valve
16L, 16R booster valve
17L, 17R Pressure reducing valve
18L, 18R accumulator
19 Left and right rear wheel brake system (electronically controlled brake system)
21L, 21R Booster valve
22L, 22R Pressure reducing valve
23L, 23R accumulator
24L, 24R pump
25 Motor
31 Controller
32 Stroke sensor
33L, 33R, 34L, 34R Pressure sensor
35 Front left wheel speed sensor
36 Right front wheel speed sensor
37 Left rear wheel speed sensor
38 Right rear wheel speed sensor
41 Anti-skid control calculator
42 Target deceleration calculation section
43 Rear wheel target braking force calculator

Claims (4)

A main brake system having a brake original pressure generating means for generating a brake original pressure by stroking in response to a braking operation, and braking a certain wheel by the brake original pressure from the means;
A target deceleration obtained by braking another wheel with a hydraulic pressure from another pressure source and obtaining a braking force of the wheel based on at least one of a stroke and a brake source pressure of the brake source pressure generating means is the main deceleration. An electronically controlled brake system that is determined to be achieved by cooperating with the wheel braking force by the brake system,
In the brake fluid pressure control device provided with an anti-skid control device that suppresses braking slip of the wheels related to the main brake system by limiting the increase in brake fluid pressure related to the wheels,
The corrected stroke detection value or the brake original pressure obtained by correcting the stroke detection value of the brake original pressure generating means so as to reduce the stroke variation of the brake original pressure generating means during operation and non-operation of the anti-skid control device. A corrected brake source pressure detection value obtained by correcting the brake source pressure detection value of the brake source pressure generation unit so as to reduce the brake source pressure fluctuation of the generation unit is used for the calculation of the target deceleration.
During the operation of the anti-skid control device, the correction amount of the correction is made larger than when the anti-skid control device is not in operation, and the correction amount is increased while the brake fluid pressure of the main brake system is increased by the anti-skid control.
The anti-skid control compensates while the brake fluid pressure in the main brake system is reduced and maintained.
A brake fluid pressure control device configured to be larger than a positive amount . Brake source pressure generation that generates brake source pressure by stroke in response to braking operation
A main brake system which has a raw means and brakes a certain wheel by a brake original pressure from the means;
  The other wheel is braked by a hydraulic pressure from another pressure source, and the braking force of the wheel is used as the brake base pressure.
Target deceleration determined based on at least one of the stroke of the generating means and the brake source pressure
Is determined to be achieved by cooperating with the wheel braking force by the main brake system
With brake system,
  The brake slip of the wheel related to the main brake system increases the brake fluid pressure related to the wheel.
In the brake fluid pressure control device provided with the anti-skid control device suppressed by restriction,
  During the operation and non-operation of the anti-skid control device, the brake source pressure generating means
The stroke detection value of the brake source pressure generating means was corrected so as to reduce the trolley fluctuation.
Reduce the corrected stroke detection value or the brake source pressure fluctuation of the brake source pressure generating means
As described above, a corrected brake source pressure detection is performed by correcting the brake source pressure detection value of the brake source pressure generating means.
Use the output value to calculate the target deceleration,
  When the anti-skid control device is in operation, the correction amount is set to be larger than when the anti-skid control device is not in operation.
The amount of correction while the rake source pressure is decreasing is greater than the amount of correction while the brake source pressure is increasing.
Also, the correction amount while the stroke is increasing decreases the stroke.
Is larger than the correction amount during
  When the brake fluid pressure in the main brake system is reduced or held by anti-skid control,
Correction amount while the brake source pressure is increasing is corrected while the brake source pressure is decreasing
Greater than the amount, and the amount of correction while the stroke is increasing is low when the stroke is low.
The brake fluid pressure control device is configured to be larger than the correction amount during lowering. In the brake fluid pressure control device according to claim 1 or 2,
The detection value correction control at the time of pressure increase by anti-skid control,
When the set time has elapsed since the end of the pressure increase, the previous value of the corrected detection value and the current detection value
When the deviation is less than the set value, when the current detected value is less than the set value, or the detected value
It is configured to end when the rate of change of the value falls outside the range of rate of change by anti-skid control.
And a brake fluid pressure control device. The main brake system consists of multiple systems, and the anti-skid control device divides these systems individually.
The brake fluid pressure according to any one of claims 1 to 3, wherein the brake fluid pressure is for anti-skid control.
In the control device,
The detection value correction control when the brake fluid pressure of the main brake system is increased by anti-skid control,
The brake source pressure is greater than or equal to a predetermined value, or the brake source pressure and the corresponding brake
The pressure difference between the hydraulic pressures is greater than a predetermined value, or the stroke of the brake source pressure generating means
Is greater than or equal to a predetermined value,
At least one of the plurality of systems is not less than a predetermined time by anti-skid control.
Or brake fluid pressure, which is configured to be performed when the pressure is increased by a predetermined amount or more.
Control device.

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