JP4701985B2 - Braking force control device - Google Patents

Description

  The present invention relates to a braking force control device that controls a braking force generation device that generates braking force on a vehicle.

  2. Description of the Related Art Conventionally, there has been known a braking force generator including a so-called brake assist system that increases a brake fluid pressure during an emergency brake operation by a driver and generates a larger braking force than during a normal brake operation. For example, in a braking force control device that controls this type of braking force generator, the driver's brake operation speed or brake operation amount is compared with a predetermined brake assist control start threshold value to determine whether it is an emergency brake or a normal brake. Judging whether there is. In this braking force control device, if the brake operation speed and the brake operation amount do not reach the predetermined brake assist control start threshold value, it is determined that the normal brake is being performed, and the normal brake is executed. If the amount of brake operation has reached a predetermined brake assist control start threshold, it is determined that emergency braking is being performed, and brake assist control is executed. Such a braking force control device is disclosed, for example, in Patent Document 1 below.

  However, there are individual differences in the brake operation speed and the amount of brake operation for determining the start of the brake assist control for each driver (that is, the brake operation characteristics are different for each driver). It is not possible to determine whether there is a normal braking or not.

  Therefore, in Patent Document 2 below, in order to improve such inconvenience, the driver's brake operation characteristics are estimated from the change tendency of the maximum deceleration obtained based on the detection signal of the wheel speed sensor, and the estimated brake A technique is disclosed in which a brake assist control start threshold is changed according to operation characteristics.

Japanese Patent No. 2725452 Japanese Patent Laid-Open No. 11-48951

  However, the driver's brake operation characteristics estimated as in Patent Document 2 are not accurately estimated under all circumstances. That is, normally, in the braking force generator, brake pads wear or brake fluid deteriorates with use, and the braking characteristics gradually change. For this reason, even if the driver performs the brake operation at the same brake operation speed or brake operation amount before and after the change, the respective maximum deceleration obtained based on the detection signal of the wheel speed sensor at that time is constant. It is not a thing, but is estimated as a brake operation characteristic of a different driver.

  The brake assist control start threshold value (brake assist control start condition) changed based on such inaccurate brake operation characteristics is not accurate either, and the brake characteristics change due to wear of the brake pads. If this happens, it will not be possible to properly determine whether it is emergency braking or normal braking, and appropriate brake assist control will not be executed.

  Therefore, the present invention improves the disadvantages of the conventional example, can accurately determine the brake operation characteristics of the driver, and can perform appropriate brake assist control based on this. It is an object of the present invention to provide a power control device.

In order to achieve the above object, according to the first aspect of the present invention, the brake assist control start determination is performed by comparing the state amount of the brake operation by the driver detected during driving with a predetermined brake assist control start threshold. The brake assist control start determining means, the brake assist control executing means for executing the brake assist control on the braking force generator according to the determination result of the brake assist control start determining means, and the driver detected while the vehicle is stopped Brake operation characteristic determination means for determining the brake operation characteristic of the driver based on the state amount of the brake operation, and brake assist control start for setting a start condition of the brake assist control according to the determination result of the brake operation characteristic determination means a condition setting section, the front and rear vehicle in response to the detection signal from the vehicle longitudinal direction inclination angle detection means Determining the inclination angle of the direction, and the result of this determination the determining whether the longitudinal direction of the vehicle inclination angle determination means to set the starting condition of the brake assist control in accordance with the provided.

According to the braking force control apparatus of the first aspect, since the brake operation characteristic of the driver is determined by using the state quantity of the brake operation while the vehicle is stopped, the braking characteristic is determined by wear of the brake pad, deterioration of the brake fluid, or the like. Even if it changes, the driver's brake operation characteristics can be accurately determined regardless of the change in the braking characteristics. Since the start condition of the brake assist control is set according to the driver's highly accurate brake operation characteristic, the brake assist control is executed at an appropriate start time according to the individual driver's brake operation characteristic. be able to. For example, in general, the driver tends to step on the brake pedal more strongly on a slope than on a flat road, and the brake pedal force increases as the slope of the slope becomes steeper. For this reason, the driver's brake operation characteristics cannot be determined on a slope. According to the first aspect of the present invention, it is determined whether or not the brake assist control start condition is set according to the inclination angle in the vehicle longitudinal direction, that is, according to whether the vehicle is on a slope or a flat road. Therefore, the wrong brake assist control start condition is not set on the slope, and it is possible to avoid the brake assist control at an undesirable start time due to erroneous determination.

  For example, the brake assist control start condition setting means is a brake which is a start condition for brake assist control according to the brake operation characteristics of the driver determined by the brake operation characteristic determination means, as in the braking force control device according to claim 2. The assist control start threshold value can be set.

  Also, for example, the brake assist control start condition setting means is a driving detected during driving according to the driver's brake operation characteristics determined by the brake operation characteristic determination means, as in the braking force control device according to claim 3. It can be configured to set a correction value as a start condition of the brake assist control with respect to the state amount of the brake operation by the person.

  Here, in the invention according to claim 4, in the braking force control device according to claim 1, 2, or 3, the state quantity of the brake operation by the driver detected while the vehicle is stopped and a predetermined brake operation characteristic determination threshold value. If the state quantity of the brake operation is equal to the predetermined brake operation characteristic determination threshold value, the driver determines that the driver has the same brake operation characteristic as the average driver, and the brake operation state If the amount is different from a predetermined brake operation characteristic determination threshold, the brake assist control start condition setting means is configured to determine that the driver has a brake operation characteristic different from that of the average driver. As a result, for those who have the same brake operation characteristics as the average driver, the brake assist control can be executed at the average start time, and those who have the brake operation characteristics different from the average driver. For this, the brake assist control can be executed at an appropriate start time according to the brake operation characteristic.

  Furthermore, in the braking force control apparatus according to claim 1, 2, 3 or 4, the state quantity of the driver's brake operation while the vehicle is stopped used by the brake operation characteristic determination means at the time of determination is the invention according to claim 5. As described above, the brake depression force or the brake operation speed can be used.

The braking force control device according to the present invention uses the state quantity of the brake operation while the vehicle is stopped, so that the driver's brake operation characteristics can be accurately determined regardless of changes in the braking characteristics due to brake pad wear, brake fluid deterioration, or the like. Thus, the brake assist control can be performed at an appropriate start time according to the brake operation characteristics of each driver. Further, the braking force control apparatus can avoid the brake assist control at an undesired start time due to an erroneous determination because an incorrect brake assist control start condition is not set on the slope.

  Embodiments of a braking force control apparatus according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  First Embodiment A braking force control apparatus according to a first embodiment of the present invention will be described with reference to FIGS.

  First, an example of a braking force generation device that is a control target of the braking force control device according to the first embodiment will be described.

  As shown in FIG. 1, the braking force generator illustrated in the first embodiment is input to a brake operation member (here, a brake pedal is illustrated) 10 operated by a driver and the brake pedal 10. Brake boosting means (brake booster) 11 for doubling the brake depression force, a master cylinder 12 for converting the brake depression force doubled by the braking boosting means 11 into the hydraulic pressure of the brake fluid, and the hydraulic pressure of the brake fluid Is provided, and braking means 20FL, 20FR, 20RL, 20RR for generating braking force on the respective wheels 80FL, 80FR, 80RL, 80RR are provided. For example, as the braking means 20FL, 20FR, 20RL, 20RR, there is a so-called disc brake composed of a brake caliper and a disc rotor, and a so-called drum brake composed of a wheel cylinder and a brake shoe.

  Here, the braking force generator of the first embodiment includes a so-called brake assist system that increases the hydraulic pressure of the brake fluid when an emergency brake operation is performed by the driver, and generates a larger braking force than that during the normal brake operation. Has been. As this brake assist system, those known in the art are applied.

  For example, in the braking force generator of the first embodiment, the first hydraulic pressure supply path during normal braking (during brake assist non-control) and the second hydraulic pressure supply path during emergency braking (during brake assist control) A brake assist system configured as follows is provided by providing a flow path switching valve 30 for appropriately switching the first and second hydraulic pressure supply paths.

  First, the first hydraulic pressure supply path is a hydraulic pressure path 41 that connects the master cylinder 12 and the flow path switching valve 30, and the hydraulic pressure is supplied from the flow path switching valve 30 to the braking means 20FL, 20FR, 20RL, 20RR. The hydraulic pressure passage 42 to be supplied, the hydraulic pressure passage 43 branched from the hydraulic pressure passage 42 and supplied to the braking means 20FL, 20FR of the left and right front wheels 80FL, 80FR and the hydraulic pressure passage 42 branched from the hydraulic pressure passage 42 A hydraulic passage 44 is provided for supplying hydraulic pressure to the braking means 20RL and 20RR of the rear wheels 80RL and 80RR. During normal braking, the flow path switching valve 30 is switched so that the hydraulic pressure passage 41 and the hydraulic pressure passage 42 communicate with each other, and the hydraulic pressure of the brake fluid from the master cylinder 12 passes through the first hydraulic pressure supply path. It is supplied to 20FL, 20FR, 20RL, and 20RR.

  Further, a hydraulic pressure adjusting means (brake actuator) 50 for increasing the hydraulic pressure of the brake fluid is provided in the second hydraulic pressure supply path, and the brake fluid increased by the hydraulic pressure adjusting means 50 is used as an emergency brake. Sometimes, the braking means 20FL, 20FR, 20RL, and 20RR are supplied to generate a braking force larger than that during normal braking.

  For example, as the hydraulic pressure adjusting means 50 of the first embodiment, the pump 51 that pumps up the brake fluid in the reserve tank 13 through the hydraulic pressure passage 45, the motor 52 that drives the pump 51, and the pump 51 pumps up the brake fluid. An accumulator 53 for storing the generated brake fluid at a fluid pressure within a certain range, and an electromagnetic fluid pressure control valve 54 such as an electromagnetic valve for increasing or decreasing the fluid pressure of the brake fluid in the accumulator 53 as necessary. Use. In the first embodiment, the brake fluid whose hydraulic pressure is increased or decreased by the electromagnetic hydraulic pressure control valve 54 is supplied to the flow path switching valve 30 via the hydraulic pressure passage 46.

  At the time of emergency braking, the electromagnetic hydraulic pressure control valve 54 is controlled so as to be higher than the hydraulic pressure of the master cylinder 12, and the flow path switching valve 30 is switched so that the hydraulic pressure passage 46 and the hydraulic pressure passage 42 are communicated. As a result, brake fluid having a pressure higher than the hydraulic pressure of the master cylinder 12 is supplied to the brake means 20FL, 20FR, 20RL, and 20RR via the hydraulic pressure passages 42 to 44 common to the first hydraulic pressure supply path. As a result, this braking force generator can generate a larger braking force during emergency braking than during normal braking.

  The hydraulic pressure adjusting means 50 is provided with a reservoir to which the brake fluid is supplied from the master cylinder 12 without using the brake fluid in the reserve tank 13, and the brake fluid in the reservoir is pumped 51. It may be configured to be pumped up.

  In addition, the second hydraulic pressure supply path is not necessarily limited to be used only during emergency braking (during brake assist control). For example, vehicle attitude control during turning or so-called traction control system slip suppression is possible. It can also be used for control and the like.

  By the way, the flow path switching valve 30 exemplified here may execute a switching operation between the first hydraulic pressure supply path and the second hydraulic pressure supply path based on a control signal of the electronic control device 60 described later. Alternatively, the first or second hydraulic pressure supply path may be switched to a higher hydraulic pressure. Here, the flow path switching valve 30 that is driven and controlled by the former electronic control unit 60 is illustrated.

  The braking force generator configured in this way is controlled by a braking force control device provided as a function of an electronic control unit (ECU) 60, and each braking means applies a larger braking force during emergency braking than during normal braking. It is generated for 20FL, 20FR, 20RL, and 20RR. Hereinafter, various arithmetic processing means provided in the electronic control unit 60 in order to constitute the braking force control unit will be described in detail.

  The electronic control unit 60 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program in advance, and a RAM (Random Access Memory) that temporarily stores the calculation results of the CPU. ), A backup RAM for storing previously prepared information and the like.

  First, the electronic control unit 60 determines whether the brake operation during driving by the driver is a normal brake or an emergency brake (in other words, determines whether to start the brake assist control). ) Brake assist control start determining means 61 is provided. The brake assist control start determining means 61 compares the state quantity of the brake operation during driving by the driver with a predetermined brake assist control start threshold value SBA, and the brake operation state quantity becomes the brake assist control start threshold value SBA. If not reached, it is determined that the vehicle is in normal braking. If the state amount of the brake operation is equal to or greater than the brake assist control start threshold value SBA, it is determined that the vehicle is in emergency braking.

  Here, in the first embodiment, a brake operation state amount detecting means for detecting the state amount of the brake operation by the driver and transmitting the detection signal to the electronic control device 60 is provided in the braking force generating device. It has been.

  In general, it is known that a driver who performs emergency braking depresses the brake pedal 10 more quickly than during normal braking. Therefore, the time when the driver depresses the brake pedal 10 quickly can be regarded as emergency braking. . Therefore, the operating speed of the brake pedal 10 by the driver (hereinafter referred to as “brake operating speed”) BS can be used as the state quantity of the brake operation used by the brake assist control start determining means 61 at the time of determination.

  For this reason, in the first embodiment, the brake operation state amount detection when the brake operation speed detection means 71 shown in FIG. 1 for detecting the brake operation speed BS by the driver performs the above-described brake assist control start determination is performed. It is provided as a means. For example, as the brake operation speed detection means 71, an encoder that is disposed near the base end portion of the brake pedal 10 and detects a rotation speed around the fulcrum of the brake pedal 10 is used. In this type of brake operation speed detecting means 71, one pulse signal is transmitted to the electronic control device 60 every time the brake pedal 10 rotates by a certain minute angle. Thereby, the electronic control unit 60 can calculate the brake operation speed BS by counting the received pulse signals.

  Therefore, in the first embodiment, it is determined whether or not the operating brake operation speed BSdr detected from the brake operation speed detecting means 71 is equal to or higher than a predetermined brake operation speed (brake assist control start threshold SBAs). Thus, the above-described brake assist control start determining means 61 is configured to determine whether it is a normal brake or an emergency brake.

  In addition, the electronic control device 60 of the first embodiment is provided with a brake assist control execution means 62 that causes the braking force generator to execute brake assist control. For example, the brake assist control execution means 62 executes the brake assist control by a method well known in the technical field.

  For example, the brake assist control execution means 62 of the first embodiment controls the flow path switching valve 30 so that the above-described two hydraulic pressure passages 42 and 46 communicate with each other, and each braking means 20FL, Brake fluid is supplied to 20FR, 20RL, and 20RR. As a result, brake fluid having a pressure higher than the hydraulic pressure in the master cylinder 12 is supplied to each of the braking means 20FL, 20FR, 20RL, and 20RR. At this time, the brake assist control execution means 62 performs opening / closing control of the electromagnetic hydraulic pressure control valve 54 of the braking force generating device based on the current vehicle speed, the target deceleration, etc., so that the brake fluid can be quickly set to the target deceleration. Adjust the fluid pressure.

  By the way, as described above, the brake operation characteristics (characteristics such as the brake operation speed BS and the brake pedaling force BP) are different for each driver due to the difference in leg strength, the heel and the like. For this reason, even if different drivers perform a brake operation to generate the same deceleration under exactly the same conditions, the brake assist control start condition (here, the brake assist control start threshold SBAs) is fixed uniformly. If this is the case, the brake assist control cannot be executed properly.

For example, assuming that the start condition of the brake assist control (brake assist control start threshold SBAS) is set in accordance with the driver depresses the brake pedal 10 by the average brake operation speed BS _ave, the average operating A driver who normally performs a brake operation at a brake operation speed BS different from the driver (that is, a driver who performs a brake operation with a brake operation characteristic different from that of an average driver) is caused to drive the same vehicle.

  Then, each driver is caused to perform emergency braking to generate the same deceleration under exactly the same conditions. In such a case, since the brake operation speed BSsc detected at that time is equal to or higher than the brake assist control start threshold SBAs if the driver performs the brake operation at a brake operation speed BS that is faster than the average driver. The brake assist control can be started when it is determined that the emergency braking is being performed. On the other hand, in the case of a driver who normally performs a brake operation at a brake operation speed BS lower than that of the average driver, the brake operation speed BSsc at that time cannot reach the brake assist control start threshold value SBAs. Although it is a brake, there is a possibility that the brake assist control is not started because it is determined that the normal braking is being performed.

  In addition, it is assumed that each driver performs normal braking to generate the same deceleration under exactly the same conditions. In such a case, normal braking is performed without a problem if the driver has a slower brake operation speed BS than the average driver, but the brake operation speed BS is higher than that of the average driver. For the driver who performs the braking operation, the brake operation speed BS detected at that time becomes equal to or higher than the brake assist control start threshold value SBAs. There is a possibility of being.

  Therefore, in the first embodiment, the brake operation characteristic determination means 63 that determines the brake operation characteristic of the driver, and the brake assist control start condition (brake assist control start threshold value) according to the brake operation characteristic of the driver. Brake assist control start condition setting means 64 for setting (SBAs) is provided. As a result, it is possible to optimize the start conditions of the brake assist control according to the driver's brake operation characteristics, and to appropriately assist the brake assist during emergency braking that requires a larger braking force than during normal braking. When the control is executed and the brake assist control is not necessary, the normal brake is executed.

  Here, the driver's brake operation characteristics refer to characteristics unique to the driver such as the level of the brake operation speed BS and the magnitude of the brake pedaling force BP at the time of the brake operation. Can be determined directly by detecting the state quantity (brake operation speed BS, brake pedaling force BP, etc.). However, since the state quantity of the brake operation changes depending on various situations even during driving, the appropriate brake operation characteristic cannot be determined even if the state quantity of the brake operation is detected during driving. For this reason, in the first embodiment, the state quantity of the brake operation by the driver is detected while the vehicle is stopped, and the brake operation characteristic of the driver is determined based on this.

  For example, as described above, the state quantity of the brake operation by the driver includes the brake operation speed BS and the brake depression force BP. Here, the brake operation characteristics of the driver are determined based on the brake operation speed BSst when the vehicle is stopped. The brake operation characteristic determining means 63 is configured to perform this.

  Incidentally, as shown in FIG. 2, the driver generally has a brake operation characteristic that the brake operation speed BSsc at the time of emergency braking increases as the brake operation speed BSst during stop increases. FIG. 2 shows the measurement results D1 to D7 of each driver by measuring the brake operation speed BSst during stopping and the brake operation speed BSsc during emergency braking for a plurality of drivers. Further, as the brake assist control start condition of the first embodiment, a brake assist control start threshold value SBAs that is compared with the brake operation speed BSdr during driving is used. For this reason, the brake operation characteristics of the driver include the level of the brake operation speed BS and the magnitude of the brake pedaling force BP. The brake operation characteristic determination means 63 of the first embodiment uses the level of the brake operation speed BS by the driver. Is determined as a brake operation characteristic.

  That is, according to the first embodiment, the brake operation characteristic determining means compares the brake operation speed BSst while the vehicle is stopped with a predetermined brake operation characteristic determination threshold value SBOs to determine the level of the brake operation speed BS of the driver. The brake assist control start condition setting means 64 is configured to optimize the brake assist control start condition (brake assist control start threshold value SBAs) according to the determination result.

  Specifically, in the first embodiment, if the brake operation speed BSst when the vehicle is stopped is faster than a predetermined brake operation characteristic determination threshold value SBOs, it is determined that the driver's brake operation speed BS is fast, and the normal brake The brake assist control start threshold value SBAs is corrected to a high value on the high speed side so that sometimes the brake assist control is not started. On the other hand, when the brake operation speed BSst when the vehicle is stopped is lower than a predetermined brake operation characteristic determination threshold value SBOs, it is determined that the driver's brake operation speed BS is slow, and the brake assist control is appropriately started during emergency braking. The brake assist control start threshold value SBAs is corrected to a low value on the low speed side.

  For example, a map of the correspondence relationship between the brake operation speed BSst during stopping and the brake assist control start threshold value SBAs shown in FIG. 3 having the same proportional relationship as FIG. 2 is prepared in advance, and the map of the first embodiment is based on this map. The brake assist control start condition setting means 64 is caused to set a brake assist control start threshold value SBAs.

Here, in the first embodiment, the brake operation speed BSst _ave when the average driver is stopped is set as the brake operation characteristic determination threshold value SBOs, and the brake operation characteristic determination threshold value SBOs (= BSst _ave ) is set. brake assist control starting threshold SBAS on the map of the corresponding FIG. 3 is configured as a brake assist control start threshold SBAS _ave for average drivers. Brake assist control starting condition setting means 64 of the first embodiment, based on the its brake assist control start threshold SBAS _ave, according to the level of the brake operation speed BSst in the detected stopped (i.e., the brake operation characteristics) Brake The assist control start threshold value SBAs is changed.

  In the braking force generator of the first embodiment, the brake pedal force detecting means 72 shown in FIG. 1 for detecting the brake pedal force BP by the driver is also provided as the brake operation state amount detecting means. For example, the brake pedal force detection means 72 includes a brake pedal force detection sensor, a brake pedal force detection switch, and the like disposed on the brake pedal 10.

  Hereinafter, the operation of the braking force control device configured as described above will be described with reference to the flowcharts of FIGS. The flowchart of FIG. 4 shows the calculation processing operation by the brake operation characteristic determination means 63 and the brake assist control start condition setting means 64, and the flowchart of FIG. 5 shows the brake assist control start determination means 61 and the brake assist control execution means 62. 2 shows a calculation processing operation and a control operation for the braking force generator.

  First, calculation processing operations by the brake operation characteristic determination unit 63 and the brake assist control start condition setting unit 64 of the first embodiment will be described.

  First, as shown in the flowchart of FIG. 4, the brake operation characteristic determination means 63 determines whether or not the vehicle is stopped from a detection signal of the vehicle speed sensor 73, for example (step ST1).

  Here, if the vehicle is not stopped, the calculation process by the brake operation characteristic determination unit 63 is terminated. If the vehicle is stopped, the brake operation characteristic determination unit 63 next determines whether or not the driver has operated the brake. Judgment is made from detection signals from the speed detecting means 71 and the brake pedal force detecting means 72 (step ST2).

  Then, the brake operation characteristic determination means 63 returns to step ST1 if the brake is not operated, and if the brake is operated, the brake operation by the stopped driver based on the detection signal of the brake operation speed detection means 71. The speed BSst is detected (step ST3).

Thereafter, the brake operation characteristic determining means 63 compares the brake operation speed BSst while the vehicle is stopped with the brake operation characteristic determination threshold value SBOs (= the brake operation speed BSst _{ave when the} average driver is stopped). The brake operation characteristics of the driver are determined (step ST4).

If the brake operation speed BSst that is stopped in step ST4 is lower than the brake operation characteristic determination threshold value SBOs, the brake operation characteristic determination means 63 indicates that the driver is slower in brake operation speed BS than the average driver. Judged to have characteristics. Therefore, when this determination is made, the brake assist control start condition setting means 64, for example, compares the brake operation speed BSst while the vehicle is stopped against the map shown in FIG. the corrected to a lower value of the low speed side than the brake assist control start threshold SBAS _ave for their average driver (step ST5).

On the other hand, when the brake operation speed BSst that is stopped in step ST4 is higher than the brake operation characteristic determination threshold value SBOs, the brake operation characteristic determination means 63 indicates that the driver has a brake operation speed BS higher than the average driver. It is determined that it has the property of being fast. Therefore, when such a determination is made, the brake assist control start condition setting means 64 sets the brake assist control start threshold value SBAs based on, for example, the brake operation speed BSst when the vehicle is stopped and the map shown in FIG. correcting the high high-speed side than the brake assist control start threshold SBAS _ave for average driver (step ST6).

When the brake operation speed BSst that is stopped in step ST4 has the same value as the brake operation characteristic determination threshold value SBOs, the brake operation characteristic determination unit 63 determines that the driver has the same brake operation speed BS as the average driver. It is determined that the brake operation is performed. Therefore, when such a determination is made, the brake assist control start condition setting means 64, for example, determines the brake assist control based on the brake operation speed BSst (= BSst _ave ) while the vehicle is stopped and the map shown in FIG. start threshold SBAS set the brake assist control start threshold SBAS _ave for their average driver (step ST7).

  Next, a calculation processing operation and a control operation for the braking force generator by the brake assist control start determining unit 61 and the brake assist control executing unit 62 will be described.

  First, as shown in the flowchart of FIG. 5, the brake assist control start determination means 61 of the first embodiment detects whether or not the driver is operating a brake during driving, and is a detection signal of the brake operation speed detection means 71 and the brake pedal force detection means 72. (Step ST11).

  The brake assist control start determining means 61 repeats this step ST11 if the brake is not operated. If the brake is operated, the brake assist control start determining means 61 repeats the braking operation by the driver based on the detection signal of the brake operation speed detecting means 71. The operation speed BSdr is detected (step ST12).

  Thereafter, the brake assist control start determining means 61 compares the detected brake operation speed BSdr with the brake assist control start threshold value SBAs set in step ST5, step ST6 or step ST7, and this brake operation speed BSdr. Is greater than or equal to the brake assist control start threshold value SBAs (step ST13).

  When it is determined in step ST13 that the operating brake operation speed BSdr is equal to or higher than the brake assist control start threshold value SBAs, the brake assist control start determining unit 61 determines that the emergency braking is being performed, and notifies the brake assist control executing unit 62. The processing is passed, and this brake assist control execution means 62 executes brake assist control (step ST14).

  On the other hand, when it is determined in step ST13 that the brake operation speed BSdr during driving is lower than the brake assist control start threshold value SBAs, the brake assist control start determining means 61 returns to step ST11 as it is during normal braking.

  As described above, in the braking force control apparatus according to the first embodiment, the state quantity (brake operation speed BSst) of the brake operation by the driver while the vehicle is stopped is detected, and based on this, the brake operation characteristics ( The brake operation speed BS is determined to be high or low. For this reason, according to this braking force control apparatus, it is possible to accurately determine the brake operation characteristic unique to the driver. Further, since the state quantity of the brake operation while the vehicle is stopped by the driver is used in the determination, even if the braking characteristic changes due to wear of the brake pad, deterioration of the brake fluid, etc., the change in the braking characteristic is considered. Therefore, it is possible to accurately determine the brake operation characteristics of the driver.

  In the braking force control apparatus according to the first embodiment, the brake assist control start threshold value SBAs, which is the start condition of the brake assist control, is set according to the accurate driver-specific brake operation characteristic determined as described above. Thus, the brake assist control can be executed at an appropriate start time corresponding to the driver's brake operation characteristics. For this reason, even if a driver with different brake operation characteristics drives the same vehicle according to the first embodiment, the brake assist control is executed when the emergency brake is performed, and the normal brake is executed when the normal brake is performed. Therefore, it is possible to eliminate the uncomfortable feeling for each driver that the braking force does not increase despite the emergency braking or the braking force increases despite the normal braking. .

  Next, a second embodiment of the braking force control apparatus according to the present invention will be described with reference to FIGS. The braking force control apparatus according to the second embodiment is exemplified by a braking force generation apparatus having the same configuration as that of the first embodiment described above as a control target.

  Even in the second embodiment, the braking force control device includes the brake assist control start determining means 61, the brake assist control executing means 62, the brake operation characteristic determining means 63, and the brake assist control start condition setting means 64, which are described above. Similar to the first embodiment, the electronic control device 60 is provided as one function. In the second embodiment, the brake operation characteristic determination means 63 and the brake assist control start condition setting means 64 are changed from the first embodiment as follows. Note that the same brake assist control start determination means 61 and brake assist control execution means 62 as those in the first embodiment are prepared.

  In the first embodiment described above, the brake operation characteristic of the driver is determined based on the brake operation speed BSst when the driver is stopped, and the brake assist control start condition (brake assist control start threshold value) is determined according to the determination result. The brake operation characteristic determination means 63 and the brake assist control start condition setting means 64 are configured to correct (SBAs). However, in order to detect the brake operation speed BSst while the vehicle is stopped, it is necessary to cause the driver to perform a specific operation, which is not preferable from the viewpoint of convenience for the driver.

  For example, in a vehicle equipped with an automatic transmission, when starting the prime mover (engine), the brake pedal 10 must be depressed from the viewpoint of safety, and the vehicle starts moving after the prime mover is started. If the brake pedal 10 is not depressed again with no gear position, the brake operation speed BSst during stopping cannot be detected (the same applies to some vehicles equipped with a manual transmission). In addition, in order to detect the brake operation speed BSst that is stopped without re-depressing the brake pedal 10, the ignition key is temporarily set to the “ON” or “ACC” position before starting the prime mover. It must be stopped and then the brake pedal 10 must be depressed.

  Further, when the motor is stopped in a state where the prime mover is waiting for a signal or the like, the brake pedal 10 must be continuously depressed in order to prevent the vehicle from moving forward or backward, and at that time the brake operation speed BSst being stopped is stopped. In order to detect this, for example, the transmission must be set to a gear position where the vehicle does not move, and the brake pedal 10 must be depressed again after the side brake is pulled.

  On the other hand, the brake operation state quantity other than the brake operation speed BS includes a brake pedaling force BP, which can be used to determine the driver's brake operation characteristics. Since the brake pedal force BP can be detected from the detection signal of the brake pedal force detection means 72 if the brake pedal 10 is depressed, the brake pedal force BP can be detected without re-pressing the brake pedal 10 or the like. it can.

  Further, the brake assist control start determining means 61 of the second embodiment is also configured to execute the brake assist control start determination by comparing the brake operation speed BSdr during driving with the brake assist control start threshold value SBAs. . Accordingly, even in the second embodiment, the brake assist control start threshold value SBAs becomes a brake assist control start condition, and the brake assist control start threshold value setting unit 64 of the second embodiment uses the brake assist control start threshold value SBAs as a brake condition. It is set according to the operation characteristics (the magnitude of the brake pedaling force BP).

  Here, in the second embodiment, the relationship between the brake depression force BPst while stopped and the brake operation speed BSsc during emergency braking will be considered with reference to FIG. FIG. 6 shows the measurement results D1 to D7 of each driver by measuring the brake depression force BPst during stopping and the brake operation speed BSsc during emergency braking for a plurality of drivers. According to the measurement results D1 to D7 in FIG. 6, the driver has a brake operation characteristic that the brake operation speed BSsc at the time of emergency braking increases as the brake pedal force BPst during stoppage increases. .

  Therefore, in the second embodiment, the brake operation characteristic determination unit 63 is configured to determine the brake operation characteristic of the driver (the magnitude of the brake pedal force BP) based on the brake pedal force BPst that is stopped.

  Specifically, the brake operation characteristic determination unit 63 of the second embodiment determines that the brake operation speed BS of the driver is fast if the brake pedaling force BPst while stopped is greater than a predetermined brake operation characteristic determination threshold SBOp. Configure to do. On the other hand, when the brake pedal force BPst while stopped is smaller than a predetermined brake operation characteristic determination threshold value SBOp, it is determined that the brake operation speed BSsc of the driver is slow.

  Further, for the brake assist control start condition setting means 64 of the second embodiment, for example, the brake assist control start threshold value SBAs shown in FIG. 7 corresponding to each brake depression force BPst having a proportional relationship similar to FIG. Is prepared in advance, and the brake assist control start threshold value SBAs is set based on this map.

Here, in the second embodiment, the brake depression force BPst _ave when the average driver is stopped is set as the brake operation characteristic determination threshold SBOp, and corresponds to this brake operation characteristic determination threshold SBOp (= BPst _ave ). brake assist control starting threshold SBAS on map of FIG. 7 is set as the brake assist control start threshold SBAS _ave for average driver who. Brake assist control starting condition setting means 64 of the second embodiment, based on the its brake assist control start threshold SBAS _ave, the magnitude of the brake pedal force BPst in the detected stopped (i.e., the brake operation characteristics) brake assist in response to The control start threshold value SBAs is changed.

  Hereinafter, the operation of the braking force control apparatus configured as described above will be described with reference to the flowchart of FIG. The flowchart of FIG. 8 shows the calculation processing operation by the brake operation characteristic determination means 63 and the brake assist control start condition setting means 64 of the second embodiment. Note that the arithmetic processing operation and the control operation for the braking force generator by the brake assist control start determining means 61 and the brake assist control executing means 62 are executed in the same manner as in the first embodiment, and thus the description thereof is omitted here.

  First, as in the first embodiment, the brake operation characteristic determining means 63 of the second embodiment determines whether or not the vehicle is stopped (step ST21), and if the vehicle is stopped, determines whether or not the driver has operated the brake. (Step ST22) is performed.

  The brake operation characteristic determination means 63 determines the brake pedal force BPst by the stopped driver based on the detection signal of the brake pedal force detection means 72 when the vehicle is stopped and the driver performs a brake operation. It detects (step ST23).

Thereafter, the brake operation characteristics determining unit 63 compares the (brake pedal force BPST _ave in = parked in average driver) that brake depression force BPST and brake operation characteristics during stop determination threshold SBOP, the driver The brake operation characteristics are determined (step ST24).

The brake operation characteristic determining means 63 has a characteristic that if the brake pedaling force BPst that is stopped in step ST24 is smaller than the brake operation characteristic determination threshold SBOp, the driver has a brake operation speed BS that is slower than the average driver. It is determined that it has For this reason, when such a determination is made, the brake assist control start condition setting means 64, for example, sets the brake assist control start threshold value SBAs by comparing the brake depression force BPst while the vehicle is stopped with the map shown in FIG. It is corrected to a low value of the low speed side than the brake assist control start threshold SBAS _ave for their average driver (step ST25).

On the other hand, when the brake pedal force BPst that is stopped in step ST24 is greater than the brake operation characteristic determination threshold value SBOp, the brake operation characteristic determination unit 63 indicates that the driver has a brake operation speed BS that is faster than the average driver. It is determined that it has the characteristics. Therefore, when this determination is made, the brake assist control start condition setting means 64 calculates the average brake assist control start threshold value SBAs based on, for example, the brake pedaling force BPst when the vehicle is stopped and the map shown in FIG. correcting the high high-speed side than the brake assist control start threshold SBAS _ave for specific driver (step ST26).

In addition, when the brake pedal force BPst that is stopped in step ST24 is equal to the brake operation characteristic determination threshold value SBOp, the brake operation characteristic determination unit 63 determines that the driver operates the brake with the same brake pedal force BP as the average driver. Is determined to be performed. Therefore, when this determination is made, the brake assist control start condition setting means 64 starts the brake assist control based on, for example, the brake depression force BPst (= BPst _ave ) while the vehicle is stopped and the map shown in FIG. setting the threshold SBAS the brake assist control start threshold SBAS _ave for their average driver (step ST27).

  As described above, in the braking force control apparatus according to the second embodiment, the state quantity (brake pedaling force BPst) of the brake operation by the driver while the vehicle is stopped is detected, and based on this, the brake operation characteristics (brake of the driver) The operation speed BS is determined to be high or low. For this reason, according to the braking force control apparatus, the brake operation characteristic unique to the driver can be accurately determined as in the first embodiment. Further, since the state quantity of the brake operation while the vehicle is stopped by the driver as in the first embodiment is used at the time of the determination, even if the braking characteristic changes due to wear of the brake pad, deterioration of the brake fluid, etc. Regardless of the change in the braking characteristics, the driver's braking operation characteristics can be determined with high accuracy as in the first embodiment.

  Further, in the braking force control apparatus according to the second embodiment, as in the first embodiment, the brake assist, which is a start condition of the brake assist control, is determined based on the accurate brake operation characteristic specific to the driver thus determined. Since the control start threshold value SBAs is set, the brake assist control can be executed at an appropriate start time corresponding to the driver's brake operation characteristics. For this reason, even if a driver with different brake operation characteristics drives the same vehicle according to the second embodiment, the brake assist control is executed when the emergency brake is performed, and the normal brake is executed when the normal brake is performed. Therefore, it is possible to eliminate the uncomfortable feeling for each driver that the braking force does not increase despite the emergency braking or the braking force increases despite the normal braking. .

  Next, a third embodiment of the braking force control apparatus according to the present invention will be described with reference to FIGS. The braking force control apparatus according to the third embodiment is exemplified by a braking force generator having the same configuration as that of the first and second embodiments described above.

  Even in the third embodiment, the braking force control device includes the brake assist control start determination means 61, the brake assist control execution means 62, the brake operation characteristic determination means 63, and the brake assist control start condition setting means 64, which are described above. Similar to the first and second embodiments, the electronic control device 60 is provided as one function. In the third embodiment, the brake assist control start determining means 61, the brake operation characteristic determining means 63, and the brake assist control start condition setting means 64 are changed from the first embodiment as described below. The brake assist control execution means 62 is the same as that in the first and second embodiments.

  First, the brake assist control start determining means 61 of the third embodiment will be described.

  The brake assist control start determining means 61 of the first embodiment is configured to determine whether to start the brake assist control based on the brake operation speed BSdr by the driver who is driving. As described above, this is because the driver who performs emergency braking generally depresses the brake pedal 10 more quickly than during normal braking, and by detecting the brake operation speed BSdr during driving, This is because it is possible to discriminate between braking.

  On the other hand, it is known that a driver when performing emergency braking generally depresses the brake pedal 10 more strongly than during normal braking, and it is also possible to discriminate between emergency braking and normal braking from the brake pedal force BPdr during driving. Is possible.

  Therefore, with respect to the brake assist control start determining means 61 of the third embodiment, whether or not the operating brake pedal force BPdr detected from the brake pedal force detecting means 72 is greater than or equal to a predetermined brake pedal force (brake assist control start threshold SBAp). To determine whether the brake is a normal brake or an emergency brake.

  Subsequently, the brake operation characteristic determination unit 63 and the brake assist control start condition setting unit 64 of the third embodiment will be described.

  As described above, the brake assist control start determining means 61 of the third embodiment compares the brake pedal force BPdr during driving with the brake assist control start threshold value SBAp and executes the start determination of the brake assist control. Therefore, in the third embodiment, the brake assist control start threshold value SBAp becomes the brake assist control start condition, and this is determined by the brake assist control start condition setting means 64 of the third embodiment from the state quantity of the brake operation. The correction is made according to the brake operation characteristics.

  Here, as the brake operation state quantity used for the determination of the brake operation characteristic by the brake operation characteristic determination means 63 of the third embodiment, the brake operation speed BSst that is stopped is used as in the first embodiment. The relationship between the brake operation speed BSst while the vehicle is stopped and the brake depression force BPsc during emergency braking will be considered with reference to FIG. FIG. 9 shows the measurement results D1 to D7 of each driver by measuring the brake operation speed BSst during stopping and the brake depression force BPsc during emergency braking for a plurality of drivers. According to the measurement results D1 to D7 in FIG. 9, it is understood that the driver has a brake operation characteristic that the brake operation force BPsc at the time of emergency braking increases as the brake operation speed BSst during stoppage increases. .

  Therefore, the brake operation characteristic determination means 63 of the third embodiment determines that the brake pedal force BPst of the driver is large if the brake operation speed BSst when the vehicle is stopped is higher than a predetermined brake operation characteristic determination threshold value SBOs. If the brake operation speed BSst while the vehicle is stopped is lower than a predetermined brake operation characteristic determination threshold value SBOs, it is determined that the brake depression force BPst of the driver is small.

  Further, regarding the brake assist control start condition setting unit 64 of the third embodiment, when the brake operation characteristic determination unit 63 determines that the driver's brake depression force BPst is large, execution of the brake assist control during normal braking is performed. The brake assist control start threshold value SBAp is increased so that the brake operation characteristic determination means 63 determines that the driver's brake depression force BPst is small. The assist control start threshold value SBAp is set low.

  For example, a map of the brake assist control start threshold value SBAp shown in FIG. 10 corresponding to each stopping brake operation speed BSst having a proportional relationship similar to that in FIG. 9 is prepared in advance, and the map of the third embodiment is based on this map. The brake assist control start condition setting means 64 is caused to set a brake assist control start threshold value SBAp.

Here, in the third embodiment, as in the first embodiment, the brake operation speed BSst _ave when the average driver is stopped is set as the brake operation characteristic determination threshold value SBOs, and this brake operation characteristic determination threshold value SBOs (= The brake assist control start threshold value SBAp on the map of FIG. 10 corresponding to BSst _ave ) is set as an average driver brake assist control start threshold value SBAp _ave . The brake assist control start condition setting means 64 according to the third embodiment uses the brake assist control start threshold value SBAp _ave as a reference, and performs braking according to the detected brake operation speed BSst during stopping (ie, brake operation characteristics). The assist control start threshold value SBAp is changed.

  The operation of the braking force control apparatus according to the third embodiment configured as described above will be described below with reference to the flowcharts of FIGS. Here, “brake assist control start threshold value SBAs” in each figure is read as “brake assist control start threshold value SBAp”, and “brake operation speed BSdr” in FIG. 5 is read as “brake pedal effort BPdr”.

  First, the brake operation characteristic determination means 63 of the third embodiment executes the arithmetic processing from step ST1 to step ST4 in FIG. 4 as in the first embodiment, and the driver's brake is determined based on the brake operation speed BSst when the vehicle is stopped. Determine operating characteristics.

Here, the brake operation characteristic determining means 63 has a characteristic that the brake pedaling force BP is smaller than that of the average driver if the brake operation speed BSst while the vehicle is stopped is lower than the brake operation characteristic determination threshold value SBOs. It is determined that it has. For this reason, when such a determination is made, the brake assist control start condition setting means 64 of the third embodiment, for example, displays the brake operation speed BSst during the stop on the map shown in FIG. The brake assist control start threshold value SBAp is corrected to a value smaller than the average driver brake assist control start threshold value SBAp _ave .

On the other hand, when the brake operation speed BSst when the vehicle is stopped is faster than the brake operation characteristic determination threshold value SBOs, the brake operation characteristic determination unit 63 has a characteristic that the driver has a greater brake pedaling force BP than the average driver. It is determined that Therefore, when such a determination is made, the brake assist control start condition setting means 64 determines the brake assist control in step ST6 based on, for example, the brake operation speed BSst that is stopped and the map shown in FIG. The start threshold value SBAp is corrected to a value larger than the average driver brake assist control start threshold value SBAp _ave .

In addition, when the brake operation speed BSst being stopped is equal to the brake operation characteristic determination threshold value SBOs, the brake operation characteristic determination unit 63 determines that the driver performs a brake operation with the same brake pedal force BP as the average driver. judge. Therefore, when such a determination is made, the brake assist control start condition setting means 64 is based on, for example, the brake operation speed BSst (= BSst _ave ) during the stop and the map shown in FIG. 10 in step ST7. Thus, the brake assist control start threshold value SBAp is set to the average driver brake assist control start threshold value SBAp _ave .

  Subsequently, the brake assist control start determining means 61 of the first embodiment determines whether or not the brake operation is being performed during the driving similarly to step ST11 of FIG. 5, and when the brake operation is being performed, in step ST12, Based on the detection signal of the brake pedal force detection means 72, the brake pedal force BPdr during driving by the driver is detected.

  Thereafter, the brake assist control start judging means 61 compares the brake pedaling force BPdr detected in step ST13 with the brake assist control start threshold SBAp set in step ST5, step ST6 or step ST7, and this brake It is determined whether or not the pedal effort BPdr is greater than or equal to the brake assist control start threshold value SBAp.

  When it is determined that the brake depression force BPdr during driving is greater than or equal to the brake assist control start threshold value SBAp, the brake assist control start determination means 61 passes the process to the brake assist control execution means 62 as being in emergency braking, This brake assist control execution means 62 executes brake assist control in step ST14.

  On the other hand, when it is determined that the brake depression force BPdr during driving is smaller than the brake assist control start threshold value SBAp, the brake assist control start determination means 61 returns to step ST11 as it is during normal braking.

  As described above, in the braking force control apparatus according to the third embodiment, the state quantity (brake operation speed BSst) of the brake operation by the driver who is stopped is detected, and based on this, the brake operation characteristic ( The brake pedal force BP is determined to be large or small. For this reason, according to this braking force control apparatus, the brake operation characteristic specific to the driver can be accurately determined as in the first and second embodiments. Further, since the state quantity of the brake operation while the vehicle is stopped by the driver as in the first and second embodiments is used at the time of the determination, even if the braking characteristic changes due to wear of the brake pad, deterioration of the brake fluid, etc. Regardless of the change in the braking characteristics, the driver's braking operation characteristics can be determined with high accuracy as in the first and second embodiments.

  In the braking force control apparatus according to the third embodiment, as in the first and second embodiments, the brake assist control start condition is determined based on the accurate driver-specific brake operation characteristics determined as described above. Since the brake assist control start threshold value SBAp is set, the brake assist control can be executed at an appropriate start time corresponding to the driver's brake operation characteristics. For this reason, even if a driver with different brake operation characteristics drives the same vehicle according to the third embodiment, the brake assist control is executed when the emergency brake is performed, and the normal brake is executed when the normal brake is performed. Therefore, it is possible to eliminate the uncomfortable feeling for each driver that the braking force does not increase despite the emergency braking or the braking force increases despite the normal braking. .

  Next, a fourth embodiment of the braking force control apparatus according to the present invention will be described with reference to FIGS. The braking force control apparatus according to the fourth embodiment is exemplified by a braking force generation apparatus having the same configuration as that of the first to third embodiments described above as a control target.

  Even in the fourth embodiment, the braking force control apparatus includes the brake assist control start determining means 61, the brake assist control executing means 62, the brake operation characteristic determining means 63, and the brake assist control start condition setting means 64, which are described above. As in the first to third embodiments, the electronic control device 60 is provided as one function. In the fourth embodiment, the brake operation characteristic determining means 63 is changed from the third embodiment as follows.

  Here, the same brake assist control start determination means 61 and brake assist control execution means 62 of the fourth embodiment as those of the third embodiment are prepared. Therefore, in the fourth embodiment, as in the third embodiment, the brake assist control start threshold value SBAp to be compared with the brake pedal force BPdr during driving is a brake assist control start condition, and this is the brake operation state. The brake assist control start condition setting means 64 is corrected according to the brake operation characteristic determined from the amount. Further, as the brake operation state quantity used for the brake operation characteristic determination by the brake operation characteristic determination means 63 according to the fourth embodiment, the brake pedal force BPst while stopped is used as in the second embodiment.

  Therefore, in the fourth embodiment, the relationship between the brake pedal force BPst while the vehicle is stopped and the brake pedal force BPsc during emergency braking will be examined. These relationships are shown in FIG. 11. This FIG. 11 measures the brake pedal force BPst during stopping and the brake pedal force BPsc during emergency braking for a plurality of drivers, and the measurement results D1 to D1 of each driver. D7 is represented. According to the measurement results D1 to D7 in FIG. 11, it can be seen that the driver has a brake operation characteristic that the brake pedal force BPsc at the time of emergency braking increases as the brake pedal force BPst during stoppage increases.

  Accordingly, the brake operation characteristic determination means 63 of the fourth embodiment determines that the brake pedal force BPst of the driver is large if the brake pedal force BPst being stopped is greater than a predetermined brake operation characteristic determination threshold SBOp, and the vehicle stops. If the internal brake pedal force BPst is smaller than a predetermined brake operation characteristic determination threshold value SBOp, it is determined that the driver's brake pedal force BPst is small.

  By the way, in the fourth embodiment, the brake assist control start condition setting means 64 is configured in the same manner as in the third embodiment. For this reason, for example, a map of the brake assist control start threshold value SBAp shown in FIG. 12 corresponding to each of the brake pedaling force BPst during the stop having the same proportional relationship as in FIG. 11 is prepared in advance, and the brake assist control is based on this map. The start condition setting means 64 is caused to set a brake assist control start threshold value SBAp.

In the present embodiment 4, the brake pedal force BPST _ave set as the brake operation characteristics determining threshold SBOP during stop of an average driver in the same manner as in Example 2, the brake operating characteristics determining threshold SBOP (= BPST brake assist control starting threshold SBAP on the map of Figure 12 is configured as a brake assist control start threshold SBAP _ave for average drivers corresponding to _ave). The brake assist control start condition setting means 64 according to the fourth embodiment uses the brake assist control start threshold value SBAp _ave as a reference, and determines the brake assist according to the detected magnitude of the brake pedaling force BPst during stopping (that is, the brake operation characteristic). The control start threshold value SBAp is changed.

  Hereinafter, the operation of the braking force control apparatus according to the fourth embodiment configured as described above will be described with reference to the flowchart of FIG. Here, “brake assist control start threshold value SBAs” in FIG. 8 is read as “brake assist control start threshold value SBAp”. Note that the calculation processing operation and the control operation for the braking force generator by the brake assist control start determining unit 61 and the brake assist control executing unit 62 are executed in the same manner as in the third embodiment, and thus the description thereof is omitted here.

  First, the brake operation characteristic determination means 63 of the fourth embodiment executes the arithmetic processing from steps ST21 to ST24 in FIG. 8 as in the second embodiment, and the driver's brake operation based on the brake pedaling force BPst while stopped. Determine the characteristics.

Here, the brake operation characteristic determining means 63 has a characteristic that the brake pedal force BP is smaller than that of the average driver if the brake pedal force BPst while stopped is smaller than the brake operation characteristic determination threshold value SBOp. It is determined that For this reason, when such a determination is made, the brake assist control start condition setting means 64 of the fourth embodiment, for example, in step ST25, compares the brake depression force BPst while the vehicle is stopped against the map shown in FIG. In addition, the brake assist control start threshold value SBAp is corrected to a value smaller than the average driver brake assist control start threshold value SBAp _ave .

On the other hand, when the brake pedaling force BPst while stopped is greater than the brake operation characteristic determination threshold value SBOp, the brake operation characteristic determination unit 63 has a characteristic that the driver has a brake pedaling force BP greater than the average driver. It is determined that Therefore, when such a determination is made, the brake assist control start condition setting means 64 starts the brake assist control in step ST26 based on, for example, the brake pedal force BPst that is stopped and the map shown in FIG. The threshold value SBAp is corrected to a value larger than the average driver brake assist control start threshold value SBAp _ave .

When the brake pedal force BPst while stopped is equal to the brake operation characteristic determination threshold value SBOp, the brake operation characteristic determination unit 63 determines that the driver performs a brake operation at the same brake operation speed BS as the average driver. judge. Therefore, when such a determination is made, the brake assist control start condition setting means 64, for example, at step ST27, based on the brake pedal force BPst (= BPst _ave ) while stopped and the map shown in FIG. Then, the brake assist control start threshold value SBAp is set to the average driver brake assist control start threshold value SBAp _ave .

  As described above, in the braking force control apparatus according to the fourth embodiment, the state quantity (brake pedaling force BPst) of the brake operation by the driver while the vehicle is stopped is detected, and based on this, the brake operation characteristics (brake of the driver) It is configured to determine whether the pedaling force BP is large or small. For this reason, according to this braking force control apparatus, the brake operation characteristic specific to the driver can be accurately determined as in the first to third embodiments. Further, since the state quantity of the brake operation while the vehicle is stopped by the driver as in the first to third embodiments is used at the time of the determination, even if the braking characteristic changes due to wear of the brake pad, deterioration of the brake fluid, or the like. Regardless of the change in the braking characteristics, the driver's braking operation characteristics can be determined with high accuracy as in the first to third embodiments.

  Further, in the braking force control apparatus according to the fourth embodiment, as in the first to third embodiments, the brake assist control is started based on the highly accurate driver-specific brake operation characteristics determined as described above. Since the brake assist control start threshold value SBAp is set, the brake assist control can be executed at an appropriate start time corresponding to the driver's brake operation characteristics. Therefore, even if a driver with different brake operation characteristics drives the same vehicle according to the fourth embodiment, the brake assist control is executed when the emergency brake is performed, and the normal brake is executed when the normal brake is performed. Therefore, it is possible to eliminate the uncomfortable feeling for each driver that the braking force does not increase despite the emergency braking or the braking force increases despite the normal braking. .

  Next, a fifth embodiment of the braking force control apparatus according to the present invention will be described with reference to FIGS. The braking force control apparatus according to the fifth embodiment is exemplified by a braking force generation apparatus having the same configuration as that of the first embodiment described above as a control target.

  Here, in the first embodiment described above, the brake assist control start threshold value SBAs, which is the start condition of the brake assist control, is changed according to the brake operation characteristics of the driver, and the brake assist control start threshold value SBAs and the brake during driving are changed. Whether or not to execute the brake assist control is determined by comparing with the operation speed BSdr. The detected brake operation speed BSdr during the operation is operated while the brake assist control start threshold value SBAs is kept constant. The same determination can be made by correcting according to the person's brake operation characteristics.

  Therefore, in the fifth embodiment, the brake is set so that the correction value BSco (start condition of brake assist control) for the brake operation speed BSdr detected during driving is set according to the brake operation characteristics of the driver. The assist control start condition setting means 64 is configured.

For example, the brake assist control start condition setting means 64 is prepared in advance with a map of the correction value BSco shown in FIG. 13 corresponding to each brake operation speed BSst during stoppage, and the detected brake operation speed BSst during stoppage is detected. The above correction value BSco is set by comparing with the map. The map shown in FIG. 13 corresponds to that replaced in the map of FIG. 3 in the first embodiment described above, the brake assist control start threshold SBAS _ave for average driver "correction value BSCO = 0".

Further, when the brake assist control start condition setting unit 64 is configured in this way, the brake assist control start determination unit 61 uses the correction value BSco to set the brake operation speed BSdr detected during driving as the following formula 1 Based on this, it is configured to compare this with the brake assist control start threshold value SBAs. “BSdr _co ” in Equation 1 represents the brake operation speed during operation after correction. Further, the brake assist control start threshold SBAS is an average set brake assist control start threshold SBAS _ave the same value for the driver in the above.

BSdr _co = BSdr-BSco (1)

  In the fifth embodiment, the braking force control device operates as follows. Here, the description will be made on the assumption that the brake assist control start condition setting means 64 is provided with the arithmetic processing function of the brake operation characteristic determination means 63 described above.

  First, as shown in the flowchart of FIG. 14, the brake assist control start condition setting unit 64 determines whether or not the vehicle is stopped (step ST31) and stops, as in steps ST1 to ST3 of the first embodiment. If there is, a determination is made as to whether or not the driver has operated the brake (step ST32), and if the vehicle is stopped and the driver is performing a brake operation, the brake operation speed BSst being detected is detected (step ST33).

  Then, the brake assist control start condition setting means 64 sets the correction value BSco by comparing the brake operation speed BSst while the vehicle is stopped with the map of FIG. 13 (step ST34).

For example, in this step ST34, if the brake operation speed BSST in detected stop is lower than the brake operation speed BSST _ave parked the average driver, the average operation is the driver's brake operation speed BS It is determined that it has a characteristic that it is slower than a person. Therefore, in this case, a correction value BSco consisting of a negative value is set.

In addition, in step ST34, if the detected brake operation speed BSst during stopping is higher than the average driver's stopping brake operation speed BSst _ave , the driver operates with an average driving speed BSst _ave. It is determined that it has a characteristic that it is faster than the user. Therefore, in this case, a correction value BSco consisting of a positive value is set.

In addition, in step ST34, if the detected brake operation speed BSst during stopping is the same value as the average driver's stopping brake operation speed BSst _ave , this driver is the same brake as the average driver. It is determined that the brake operation is performed at the operation speed BS. Therefore, in this case, the correction value BSco is set to “0”.

  Subsequently, as shown in the flowchart of FIG. 15, the brake assist control start determination unit 61 of the fifth embodiment determines whether or not there is a brake operation (step ST41), similarly to steps ST11 to ST12 of the first embodiment. If the brake operation is performed by the driver, the brake operation speed BSdr during the operation is detected (step ST42).

Then, the brake assist control start determining means 61 substitutes the detected brake operation speed BSdr and the correction value BSco set in step ST34 into the above-described equation 1, and the corrected brake operation speed BSdr _co during operation is corrected. Is obtained (step ST43).

Thereafter, the brake assist control start judgment means 61 determines whether the brake operation speed BSdr _co during operation after the correction is a predetermined brake assist control start threshold SBAs (= SBAs _ave) or more (step ST44 If the brake assist control start threshold value SBAs is not less than the brake assist control start threshold value SBAs, the brake assist control execution means 62 executes the brake assist control (step ST45). If the brake assist control start threshold value SBAs is lower, the process returns to step ST41.

  Even if it does in this way, there can exist an effect similar to Example 1 mentioned above.

By the way, also in each of the above-described second to fourth embodiments, a correction value BSco corresponding to the driver's brake operation characteristics is obtained based on the same idea as in the fifth embodiment, and this is used to determine whether to start brake assist control. Thus, the same effects as those of the second to fourth embodiments can be obtained. In this case, in each of the embodiments 2 to 4, a map is prepared in which the average driver brake assist control start thresholds SBAs _ave and SBAp _ave in the maps illustrated in the respective examples are replaced with “correction value BSco = 0”. Then, the correction value BSco is obtained using the map.

  Next, a sixth embodiment of the braking force control apparatus according to the present invention will be described with reference to FIGS. The braking force control apparatus according to the sixth embodiment is exemplified by a braking force generation apparatus having the same configuration as that of the above-described first embodiment as a control target.

  Even in the sixth embodiment, the braking force control device includes the brake assist control start determining means 61, the brake assist control executing means 62, the brake operation characteristic determining means 63, and the brake assist control start condition setting means 64, which are described above. Similar to the first embodiment, the electronic control device 60 is provided as one function.

  Here, in general, the driver tends to step on the brake pedal 10 on a slope more strongly than a flat road as shown in FIG. 16, and the brake pedal force BP increases as the slope of the slope becomes steeper. FIG. 16 shows the measurement results D1 to D13 of the brake pedaling force BPst during stopping for a certain driver measured by changing the vehicle front-rear direction tilt angle (so-called pitch angle) θp.

  For this reason, the brake pedaling force BPst is detected while the vehicle is stopped on the slope as in the above-described second and fourth embodiments. Even if it is determined whether the BP is large or small, the determination result is inaccurate with respect to that on a flat road, and accurate brake assist control start thresholds SBAs, SBAp (brake assist control start conditions) according to the brake operation characteristics Therefore, appropriate brake assist control cannot be executed. Similarly, when the idea using the correction value BSco of the above-described fifth embodiment is applied to the second and fourth embodiments (hereinafter, referred to as “modified examples of the second and fourth embodiments”), the same applies. An accurate correction value BSco (start condition for brake assist control) corresponding to the brake operation characteristics cannot be obtained, and appropriate brake assist control cannot be executed.

  Therefore, in the sixth embodiment, when the vehicle is on a slope, the start condition of the brake assist control is not set in the second and fourth embodiments and the modified examples of the second and fourth embodiments.

  For this reason, first, the vehicle of the sixth embodiment is provided with vehicle longitudinal direction inclination angle detecting means 74 for detecting the vehicle longitudinal direction inclination angle θp such as a pitch angle sensor as shown in FIG.

  Further, in the electronic control unit of the sixth embodiment, the vehicle front-rear direction tilt angle θp is determined based on the detection signal from the vehicle front-rear direction tilt angle detection means 74 (that is, whether it is a slope or a flat road). The vehicle front-rear direction inclination angle determination means 65 shown in FIG. 17 is provided. After the determination, the vehicle front-rear direction inclination angle determination means 65 terminates all the calculation processes of the brake operation characteristic determination means 63 and the brake assist control start condition setting means 64 if it is a slope, and brakes if it is a flat road. The calculation processing of the operation characteristic determination unit 63 and the brake assist control start condition setting unit 64 is executed. That is, the vehicle front-rear direction inclination angle determination unit 65 determines the vehicle front-rear direction inclination angle θp based on the detection signal from the vehicle front-rear direction inclination angle detection unit 74, and the brake assist control start condition is determined according to the determination result. It is comprised so that it may be determined whether it is set.

  For example, the vehicle front-rear direction tilt angle determination means 65 may determine the vehicle front-rear direction tilt angle θp at any time in the second and fourth embodiments and the modifications of the second and fourth embodiments. Step ST1 in FIG. 4 and before / after step ST21 in FIG. 8, and after step ST2 in FIG. 4 and step ST22 in FIG.

  As a result, an incorrect brake assist control start condition (brake assist control start thresholds SBAs, SBAp, correction value BSco) is not set on a slope, and it is possible to avoid brake assist control at an undesired start timing due to an erroneous determination. it can. On the other hand, on the flat road, since the precise brake assist control start conditions are set in the same manner as in the second and fourth embodiments and the second and fourth embodiments, the same effects as these can be obtained.

Here, when it is a slope and the brake assist control start condition is not set, the brake assist control start condition setting means is set so that the average brake assist control start thresholds SBAs _ave and SBAp _ave for the driver are set. 64 is configured.

  By the way, in the above-described example, it is necessary to set a brake assist control start condition depending on whether the road is a flat road or a slope (that is, whether the vehicle front-rear direction tilt angle θp is 0 degrees or other than 0 degrees). Although it was determined whether or not, the present invention is not necessarily limited to such a mode. For example, if the vehicle is slightly inclined as shown in FIG. 16, the brake pedaling force BP has almost no difference with respect to a flat road. Therefore, if the vehicle front-rear direction inclination angle determination means 65 is within a predetermined range near 0 degrees, the vehicle front-rear direction inclination angle determination means 65 determines that this is equivalent to a flat road and determines the brake operation characteristic determination means 63 and the brake assist. The calculation process of the control start condition setting unit 64 may be executed, and if the range is exceeded, all the calculation processes of the brake operation characteristic determination unit 63 and the brake assist control start condition setting unit 64 may be terminated.

  In the above-described example, the braking force control device is configured based on the viewpoint that the brake pedal force BP increases as the slope of the slope becomes steeper. Similarly, the steeper slope as the slope becomes steeper. There is also a tendency that the driver's brake operation speed BS becomes faster. Therefore, in the case where the idea using the correction value BSco of the above-described fifth embodiment is applied to the first, third, fifth, and third embodiments (hereinafter referred to as “variation example of the third embodiment”). In addition, the vehicle front-rear direction tilt angle detection unit 74 and the vehicle front-rear direction tilt angle determination unit 65 described above may be provided, whereby the same effect as the above-described example can be achieved.

  Further, in the above-described example, the start condition of the brake assist control is not set in the case of a slope, but the start condition of the brake assist control may be set as follows.

As shown in FIG. 16, the brake pedal effort BP increases with a constant proportional coefficient as the slope of the slope becomes steeper. The brake pedal effort BP itself varies from driver to driver, but the proportionality coefficient is substantially common among various drivers. This because, previously prepared map of correction value BP _CO to the brake pedal force BPst parked shown in FIG. 18 to correspond to the longitudinal direction of the vehicle inclination angle θp each made of the same proportional relationship with its 16, in this map based on the correction value BP _CO is set to the brake operating characteristic determination unit 63.

Further, the brake operation characteristics determining unit 63, constitute a brake pressing force BPst parked detected on a slope so as to correct by using the correction value BP _CO above. For example, the brake operation characteristic determining means 63 calculates the corrected brake pedal force BPst _CO after stopping using the following equation (2).

BPst _co = BPst-BP _CO (2)

For example, with reference to the flowchart of FIG 19 will be described in which a correction function of the correction value BP _CO to the brake operating characteristic determination unit 63 of the second embodiment.

  First, as in the second embodiment, the brake operation characteristic determination means 63 determines whether or not the vehicle is stopped (step ST51), and if the vehicle is stopped, determines whether or not the driver has operated the brake (step ST52). If the vehicle is stopped and a brake operation is performed by the driver, the brake depression force BPst by the stopped driver is detected (step ST53).

  Then, the vehicle front-rear direction tilt angle determination means 65 detects the vehicle front-rear direction tilt angle θp based on the detection signal from the vehicle front-rear direction tilt angle detection means 74, and it is a slope or a flat road (or the above-described flat road equivalent). ) Is determined (step ST54).

  Here, if it is a flat road (or equivalent to the above-described flat road), the brake operation characteristic determination means 63, as in step ST4 of the second embodiment, determines the brake pedal effort BPst and the brake operation detected in step ST53. The characteristic determination threshold value SBOp is compared to determine the driver's brake operation characteristic (step ST55).

On the other hand, if the slope, the brake operation characteristics determining unit 63 performs the setting of the correction value BP _CO the longitudinal direction of the vehicle inclination angle θp detected in step ST54 in light of the map in the above FIG 18, this and the The brake pedal effort BPst detected in step ST53 is substituted into the above equation 2 to correct the brake pedal effort BPst (step ST56). Then, the brake operation characteristic determination means 63 proceeds to step ST55, compares the corrected brake pedal force BPst _CO during stoppage with the brake operation characteristic determination threshold value SBOp, and determines the brake operation characteristic of the driver. .

If the brake pedal effort BPst (or the corrected brake pedal effort BPst _CO after the stop) is smaller than the brake manipulation characteristic judgment threshold SBOp in step ST55, the brake operation characteristic judgment means 63 determines that the driver It is determined that the speed BS has a characteristic that it is slower than the average driver. This Therefore, brake assist control starting condition setting means 64, for example, in the same manner as in Example 2, the brake assist control start threshold SBAs an average brake assist control start threshold SBAs low value of the low speed side than _ave for a rider (Step ST56).

On the other hand, if the brake pedal effort BPst (or the corrected brake pedal effort BPst _CO after the stop) is greater than the brake operation characteristic determination threshold value SBOp in step ST55, the brake operation characteristic determination means 63 determines that the driver It is determined that the operation speed BS has a characteristic that it is faster than the average driver. This Therefore, brake assist control starting condition setting means 64, for example, in the same manner as in Example 2, the brake assist control start threshold SBAs an average brake assist control start threshold SBAs high high-speed side than the _ave value for a rider (Step ST57).

When the brake pedal effort BPst (or the corrected brake pedal effort BPst _CO after the stop) is equal to the brake operation characteristic determination threshold value SBOp in step ST55, the brake operation characteristic determination means 63 determines that the driver It is determined that the brake operation is performed with the same brake pedaling force BP as a typical driver. For this reason, when such a determination is made, the brake assist control start condition setting means 64 sets the brake assist control start threshold value SBAs for the average driver to the brake assist control start threshold value SBAs, for example, as in the second embodiment. Set to _ave (step ST58).

  By configuring the braking force control device in this way, it is possible to accurately determine a driver's brake operation characteristics regardless of changes in braking characteristics due to wear of brake pads, deterioration of brake fluid, etc. even on a slope. . For this reason, according to this braking force control device, the brake assist control can be executed at an appropriate start time according to the driver's brake operation characteristics, so that a driver with different brake operation characteristics can drive the vehicle. Even when emergency braking is performed, brake assist control is executed, and when normal braking is performed, normal braking is executed. And this eliminates the uncomfortable feeling to each driver that the braking force does not increase despite the emergency braking or the braking force increases despite the normal braking. Can do.

  In addition, based on the viewpoint that the driver's brake operation speed BS becomes faster as the slope of the slope becomes steep, the brakes on the slope are also applied to the modified examples of the first, third, fifth, and third embodiments. You may comprise so that the start condition of assist control may be set.

  Here, in each of the first to sixth embodiments described above, paying attention to the brake operation characteristics that are different for each driver, the brake operation characteristic determination means 63 and the brake assist control start condition setting means 64 perform braking according to the brake operation characteristics. Assist control start conditions were set. However, the examples illustrated in the first to sixth embodiments set the start condition of the brake assist control only once, for example, after starting the prime mover. For example, even for the same driver, Since the brake operation characteristics change due to the progress of the degree of fatigue due to driving, the brake operation characteristics also change even if the driver is switched while the prime mover is started after the start condition of brake assist control is set. It is necessary to reset the control start conditions.

  Therefore, in order to cope with such a situation, the brake operation characteristic determination means 63 and the brake assist control start condition setting means 64 are used in each of the first to sixth embodiments every time the vehicle is stopped by a brake operation or after a predetermined time has elapsed. It is preferable to execute a brake assist control start condition setting process when the vehicle is stopped by the brake operation. As a result, it is possible to execute the brake assist control more appropriately adapted to various situation changes.

  In the first and third embodiments described above, when the brake assist control start determining unit 61 determines the start of the brake assist control, the operating brake operation speed BSdr is used as the state amount of the brake operation by the driver. However, it is not necessarily limited to this. For example, as the state quantity of the brake operation, the rate of change in the pressure of the master cylinder 12 having a correlation with the brake operation speed BSdr may be used.

  In addition, the brake assist system provided in the braking force generator of each of the first to sixth embodiments described above uses the hydraulic pressure adjusting means 50 to apply the brake fluid whose pressure is higher than the hydraulic pressure of the master cylinder 12 to each braking means 20FL. , 20FR, 20RL, and 20RR are illustrated as examples, but the present invention is not necessarily limited to such a mode. For example, this brake assist system increases the hydraulic pressure of the master cylinder 12 by increasing the doubling rate of the braking boosting means 11 during emergency braking, and the increased brake fluid is supplied from the master cylinder 12 to each braking means. 20FL, 20FR, 20RL, and 20RR may be supplied.

  As described above, the braking force control device according to the present invention is useful as a technique for accurately determining the brake operation characteristics, and in particular, executes the brake assist control at an appropriate start time based on the accurate brake operation characteristics. Suitable for technologies that can be

It is a figure shown about the structure of Examples 1-5 of the braking force control apparatus which concerns on this invention. It is a figure which shows the relationship between the brake operation speed at the time of a stop, and the brake operation speed at the time of emergency braking. It is a figure which shows the map of Example 1 showing the correspondence of the brake operation speed during a stop, and a brake assist control start threshold value. 6 is a flowchart for explaining the operation of the braking force control apparatus (brake operation characteristic determination means and brake assist control start condition setting means) according to the first embodiment. It is a flowchart explaining operation | movement of the braking force control apparatus (Brake assist control start determination means and brake assist control execution means) of Example 1. FIG. It is a figure which shows the relationship between the brake pedal force in stopping and the brake operation speed at the time of emergency braking. It is a figure which shows the map of Example 2 showing the correspondence of the brake pedal force in a stop, and brake assist control start threshold value. It is a flowchart explaining operation | movement of the braking force control apparatus (Brake operation characteristic determination means and brake assist control start condition setting means) of Example 2. It is a figure which shows the relationship between the brake operation speed in a stop, and the brake depression force at the time of emergency braking. It is a figure which shows the map of Example 3 showing the correspondence of the brake operation speed during a stop, and a brake assist control start threshold value. It is a figure which shows the relationship between the brake pedal force in stopping and the brake pedal force in emergency braking. It is a figure which shows the map of Example 4 showing the correspondence of the brake pedal force in a stop, and brake assist control start threshold value. It is a figure which shows the map of Example 5 showing the correspondence of the correction value with respect to the brake operation speed in driving | operation and the brake operation speed in driving | operation. It is a flowchart explaining operation | movement of the braking force control apparatus (Brake operation characteristic determination means and brake assist control start condition setting means) of Example 5. It is a flowchart explaining operation | movement of the braking force control apparatus (Brake assist control start determination means and brake assist control execution means) of Example 5. It is a figure which shows the relationship between the vehicle front-back direction inclination | tilt angle and the brake pedal effort in stopping. It is a figure shown about the structure of Example 6 of the braking force control apparatus which concerns on this invention. It is a figure which shows the map of Example 6 showing the correspondence of the correction value with respect to the brake pedal force during a vehicle front-back direction inclination angle and a stop. It is a flowchart explaining operation | movement of the braking force control apparatus (Brake operation characteristic determination means, Brake assist control start condition setting means, and vehicle longitudinal direction inclination angle determination means) of Example 6.

Explanation of symbols

60 Electronic control unit (ECU)
61 Brake assist control start determining means 62 Brake assist control executing means 63 Brake operation characteristic determining means 64 Brake assist control start condition setting means 65 Vehicle longitudinal inclination angle determining means 71 Brake operation speed detecting means 72 Brake pedaling force detecting means 74 Vehicle longitudinal direction Inclination angle detection means BP Brake pedaling force (state quantity of brake operation by the driver)
BPdr Brake pedaling force during driving (state quantity of brake operation by driving driver)
BPsc Brake pedal force during emergency braking (state of brake operation by the driver during emergency braking)
BPst Brake pedaling force when the vehicle is stopped
BS Brake operation speed (state quantity of brake operation by the driver)
BSdr Brake operation speed during driving (state quantity of brake operation by the driving driver)
BSsc Brake operation speed during emergency braking (state quantity of brake operation by the driver during emergency braking)
BSst Brake operation speed when the vehicle is stopped (state quantity of brake operation by the driver when the vehicle is stopped)
SBA, SBAp, SBAs Brake assist control start threshold value SBOp, SBOs Brake operation characteristic determination threshold value θp Tilt angle of vehicle longitudinal direction

Claims (5)

Brake assist control start determining means for comparing the state amount of the brake operation by the driver detected during driving and a predetermined brake assist control start threshold to determine start of brake assist control;
Brake assist control execution means for causing the braking force generator to execute brake assist control according to the determination result of the brake assist control start determination means;
Brake operation characteristic determination means for determining a brake operation characteristic of the driver based on a state quantity of the brake operation by the driver detected while the vehicle is stopped;
Brake assist control start condition setting means for setting a brake assist control start condition according to the determination result of the brake operation characteristic determination means;
The vehicle front-rear direction tilt angle is determined according to the detection signal from the vehicle front-rear direction tilt angle detection means, and the vehicle front-rear direction tilt angle is determined according to the determination result. A determination means;
A braking force control device comprising:   2. The brake assist control start condition setting unit is configured to set the brake assist control start threshold according to a driver's brake operation characteristic determined by the brake operation characteristic determination unit. Braking force control device.   The brake assist control start condition setting means sets a correction value for the state quantity of the brake operation by the driver detected during driving according to the brake operation characteristic of the driver determined by the brake operation characteristic determination means. The braking force control device according to claim 1, wherein the braking force control device is configured to be set.   The brake operation characteristic determination means compares the state quantity of the brake operation by the driver detected while the vehicle is stopped with a predetermined brake operation characteristic determination threshold, and the state quantity of the brake operation is a predetermined brake operation characteristic determination threshold. The driver determines that the driver has the same brake operation characteristics as the average driver. If the state amount of the brake operation is different from a predetermined brake operation characteristic determination threshold, the driver 4. The braking force control apparatus according to claim 1, wherein the braking force control apparatus is configured to determine that the brake operation characteristic is different from that of a person.   The braking force according to claim 1, 2, 3, or 4, wherein the state quantity of the driver's brake operation while the vehicle is stopped used by the brake operation characteristic determination means is a brake depression force or a brake operation speed. Control device.

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