JP6406279B2 - Automotive braking system - Google Patents

Description

  The present invention relates to a braking device for an automobile provided with a main brake pedal on the driver's seat side and an auxiliary brake pedal on the passenger seat side.

  As a conventional braking device for an automobile equipped with an auxiliary brake pedal, the main brake pedal side and the auxiliary brake pedal side are connected by a wire, a link, etc., so that the pedaling force on the auxiliary brake pedal side can be transmitted to the main brake pedal side. The composition is known.

  In this type of automobile braking device, for example, when the brake operation by the driver is delayed or the braking force is insufficient, the main brake pedal is operated by depressing the auxiliary brake pedal to assist the driver's brake operation. It was a thing.

  However, since the reaction force against the pedal effort of the main brake pedal varies depending on the depression of the auxiliary brake pedal, the main brake by the driver is either when the operation of the main brake pedal is assisted by the auxiliary brake or not. There was a possibility that the driver feels uncomfortable due to a shift in pedal operation.

  By the way, in a braking device of an automobile, a hydro / unit (H / U) is interposed between a master cylinder connected to a main brake pedal and a wheel cylinder of each wheel, and a braking force adjustment provided for the hydro / unit is adjusted. It is known that a device (hydro unit controller) can control a braking force on a wheel independently of the main brake pedal regardless of the operation of the main brake pedal.

  With such a braking force adjusting device, recently, for example, based on signals input from various sensors provided in the vehicle, a regenerative cooperative brake control system, an ABS (Antilock Brake System) for preventing wheel lock during braking, acceleration Systems such as TCS (Traction Control System) that prevent wheel slipping during times and ESC (Electric Stability Control System) that prevent vehicles from becoming unstable such as skidding have been achieved.

  Therefore, as illustrated in Patent Document 1 below, the main brake pedal is connected to the hydro / unit (H / U) side without connecting the auxiliary brake pedal to the main brake pedal using the link or the wire described above. It is conceivable to connect without going through.

  The vehicle brake system of Patent Document 1 can directly apply a braking force by operating a passenger side brake pedal (auxiliary brake pedal) without operating a driver side brake pedal (main brake pedal). It is.

  Furthermore, the vehicle brake system of Patent Document 1 automatically or manually changes the final assist coefficient representing the degree of influence of the braking force based on the depression force on the auxiliary brake pedal side relative to the main brake pedal side, and is based on the auxiliary brake operation in a non-emergency time. It is possible to prevent sudden braking (so-called bracket braking) that gives the driver a sense of discomfort or dissatisfaction during support.

  However, since the auxiliary brake is often depressed after seeing the state of operation of the main brake by the driver, the timing of depressing the auxiliary brake pedal tends to be delayed. In addition, for example, in the situation of the so-called slope movement on the slope where the vehicle started moving against the intention of the driver from the state where the vehicle is stopped on the slope in the downward direction when starting, In the case where the braking operation of the brake pedal is delayed, it is necessary to quickly and powerfully perform the auxiliary braking characteristic by the auxiliary brake pedal according to the intention of the passenger on the passenger seat side. The idea of quickly providing sufficient braking support with an auxiliary brake pedal in line with the passenger's intention on the passenger side was not found, and there was room for further study.

JP 2009-298242 A

  In view of this, the present invention relates to the braking characteristics of the auxiliary brake relative to the braking characteristics of the main brake in situations such as prevention of auxiliary sudden braking (so-called bracket braking) unpleasant to the driver and slipping movement on a slope. The purpose is to make quick auxiliary braking compatible.

The braking device for an automobile according to the present invention includes a main brake pedal provided on the driver's seat side, a braking force adjusting device that adjusts a braking force by operating the main brake pedal, and the main brake pedal provided on the passenger seat side. Yes in the braking system of a motor vehicle with an auxiliary brake pedal connected to controllably the braking force adjustment device the braking force adjustment device, the vehicle deceleration intention by the driver to decelerate the vehicle and operations independently and whether the vehicle speed is determined based on the vehicle acceleration, and the at least one of the traveling direction of the vehicle, the shift lever position, of the accelerator opening, and the operation amount of the main brake pedal at least one bets and judging means, in which an auxiliary braking characteristic changing means for changing the damping characteristics of the auxiliary brake pedal (auxiliary braking characteristic) in accordance with the determination result of said determining means

  According to the above configuration, by linking the auxiliary braking characteristic to the driver's intention, it is possible to achieve both reduction in discomfort given to the driver due to operation of the auxiliary brake pedal and improvement in operability of the auxiliary brake pedal. it can.

  Therefore, it is possible to achieve both the prevention of auxiliary sudden braking (hard braking) unpleasant to the driver by the operation of the auxiliary brake pedal, and quick auxiliary braking which can prevent the sliding movement on the slope, which is contrary to this.

  As an aspect of the present invention, the determination means is in a state where the operation amount of the main brake pedal is greater than 0, a state where the vehicle advances in a direction different from the direction indicated by the shift lever position, or the vehicle is below a predetermined speed. When the vehicle is decelerating and the accelerator opening is decreased or the accelerator opening is 0 or less, it is determined that there is an intention to decelerate the vehicle, and the auxiliary braking characteristic changing unit is configured so that the determining unit has the vehicle decelerating intention. When the determination is made, the auxiliary braking characteristic can be changed to a direction in which the braking force is strengthened, compared to when it is determined that the vehicle does not intend to decelerate.

  According to the above configuration, the correlation between the driver's intention to decelerate and the auxiliary braking characteristics can be enhanced.

  Here, the state with the intention of vehicle deceleration is a state in which the vehicle heads to stop, and in addition to the state where the driver actively intends to decelerate the vehicle, the driver actively intends to decelerate the vehicle. This also includes the case where the vehicle starts to move in a direction different from the direction contrary to the driver's intention to stop or due to the driver's carelessness or the like.

  The state without the vehicle deceleration intention is a state in which the driver has an intention to continue traveling while maintaining or accelerating the current traveling speed. Note that maintaining the current traveling speed is not limited to traveling at a completely constant speed, but also includes traveling while the vehicle speed varies within a predetermined range.

  Further, as an aspect of the present invention, the determination means determines that there is no intention to decelerate the vehicle when the accelerator opening is greater than 0, the vehicle speed is greater than a predetermined value, or the vehicle is accelerating. The auxiliary braking characteristic changing unit is configured to change the auxiliary braking characteristic in a direction to relax the braking force when the determination unit determines that the vehicle deceleration intention is not present than when the vehicle deceleration intention is determined. Can do.

  According to the above configuration, it is possible to increase the correlation between the driver's intention of not decelerating the vehicle and the auxiliary braking characteristic, and to prevent the auxiliary sudden braking (crank brake) caused by the operation of the auxiliary brake pedal that causes the driver to feel uncomfortable. The braking characteristics can be adjusted only with the auxiliary brake pedal.

  Further, as an aspect of the present invention, the auxiliary braking characteristic changing means is configured to display the auxiliary braking characteristic when the operation amount of the auxiliary brake pedal is equal to or greater than a predetermined value, than when the operation amount of the auxiliary brake pedal is less than the predetermined value. Also, a configuration in which the braking force is changed in a strengthening direction can be adopted.

  According to the above configuration, since the auxiliary braking characteristic is changed in a direction in which the braking force is strengthened only by operating the auxiliary brake pedal, it is possible to quickly cope with an emergency.

  According to the present invention, the braking characteristic of the auxiliary brake with respect to the braking characteristic of the main brake is applied to the situation such as the prevention of auxiliary sudden braking (so-called "braking brake") unpleasant to the driver and the opposite of this, such as a sliding movement on a slope. It is possible to achieve both quick auxiliary braking.

1 is a schematic configuration diagram of a braking device according to an embodiment of the present invention. The map figure which shows the relationship between the pedal effort and brake fluid pressure in this embodiment The figure which shows an example of the determination table of the braking device of this embodiment. The flowchart which shows the Example of the braking device of this embodiment Flow chart showing an example of determination processing The map figure which shows the relationship between the pedal effort of other examples in this embodiment, and brake fluid pressure The flowchart which shows the other Example of the braking device of this embodiment.

An embodiment in which the braking device 1 according to the embodiment of the present invention is mounted on a four-wheel vehicle for driving training (training vehicle) will be described in detail below with reference to the drawings.
1 to 5 relate to this embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a braking device according to the embodiment of the present invention, and FIG. 2 is a map showing the relationship between pedal depression force and brake hydraulic pressure in the present embodiment. 3 is a diagram illustrating an example of a determination table of the braking device of the present embodiment, FIG. 4 is a flowchart illustrating an example of the braking device of the present embodiment, and FIG. 5 is a flowchart illustrating an example of determination processing.

  As shown in FIG. 1, the braking device 1 includes a main brake pedal 2 that is depressed by a driver (mainly a student) when a vehicle is operated, and a passenger (mainly an instructor) on the passenger seat side when the vehicle is operated. ), The depression force detection sensor 5 (5a, 5b) for detecting the depression force as the brake pedal operation amount, and the stroke detection for detecting the depression amount (stroke) as the brake pedal operation amount. Brake means 16FL, 16RR, 16FR, 16RL provided corresponding to sensors 6 (6a, 6b), ECU 7 (Electronic Control Unit), brake actuator 8, hydraulic pressure control device 15, and various wheels not shown. And the opening degree of the accelerator pedal 4 as various sensors other than the pedaling force detection sensor 5 and the stroke detection sensor 6 are detected. An accelerator opening sensor 17, vehicle speed sensor 21, a shift lever position detecting sensor 22 (the shift lever P sensors), and an ignition switch ON / OFF detection sensors 23 (IG sensor) or the like.

  The main brake pedal 2 is provided at the foot position on the driver's seat side of the dash panel that partitions the engine room and the passenger compartment, and the auxiliary brake pedal 3 is provided at the foot position on the passenger seat side of the dash panel.

  The pedal force detection sensor 5 and the stroke detection sensor 6 are provided on the respective sides of the main brake pedal 2 and the auxiliary brake pedal 3, and detect the pedal force and the depression amount (stroke) as the operation amount of the corresponding brake pedal 2 or 3. In addition, it is configured to detect the presence or absence of a stepping operation as necessary.

  The pedal force detection sensor 5a and stroke detection sensor 6a on the main brake pedal 2 side and the pedal force detection sensor 5a and stroke detection sensor 6a on the auxiliary brake pedal 3 side have the same configuration. A description will be given based on the two-side pedal force detection sensor 5a and the stroke detection sensor 6a.

  This pedal force detection sensor 5 has a built-in spring 5s that bends and deforms in response to the depression of the main brake pedal 2. As a pedal operation amount based on the amount of bending of the spring 5s, for example, a pedal depression force or a depression amount (stroke). Can be detected, and a signal related to the detected pedal operation amount is transmitted to the ECU 7. That is, the pedaling force detection sensor 5a provided on the main brake pedal 2 side and the pedaling force detection sensor 5b provided on the auxiliary brake pedal 3 side are configured so that an electric signal based on the pedal operation amount can be output to the ECU 7 independently. ing.

  Further, when the main brake pedal 2 is depressed, a reaction force and a stroke corresponding to the pedal operation amount are applied to the main brake pedal 2 by the urging force from the spring 5s.

The stroke detection sensor 6 is an angle detection sensor such as a potentiometer that detects a depression angle (rotation angle) based on a resistance when the main brake pedal 2 is rotated (when it is oscillated) and an encoder that detects a depression angle based on a pulse. It is composed.
Further, the accelerator opening sensor 17 is also composed of an angle detection sensor like the stroke detection sensor 6 so that the accelerator opening can be detected.

  In the present embodiment, the vehicle speed sensor 21 is a rotation speed sensor 21a (wheel speed sensor) provided for each wheel so that the rotation speed of the wheel can be detected, and the average of the rotation speed for each wheel detected by the rotation speed sensor 21a. The vehicle speed information is acquired based on the price.

  The ECU 7 is an HB controller in which an input / output unit and the like are mounted. Although not shown, the electronic circuit board is a CPU (Central Processing Unit), and a ROM (Read Only Memory) that stores various programs executed by instructions of the CPU. And a RAM (Random Access Memory), the CPU reads out a control program stored in the ROM, expands it in the RAM, and executes various processes.

  The ECU 7 is electrically connected to the shift lever position detection sensor 22 and the ignition switch ON / OFF detection sensor 23 in addition to the pedaling force detection sensor 5, the stroke detection sensor 6, the vehicle speed sensor 21 and the accelerator opening sensor 17 described above. In addition to the pedal depression force, the depression amount, the vehicle speed, and the accelerator opening, information such as the shift lever position and the ON / OFF state of the ignition switch is acquired.

  Note that these detection signals are not limited to being directly input to the ECU 7 provided in the braking device 1, but are configured to be input to the ECU 7 (brake ECU 7) provided in the braking device 1 via another ECU such as an engine ECU (not shown). It is good. Further, in the present embodiment, the ECU 7 is configured to be able to acquire vehicle acceleration information based on the vehicle speed detected by the vehicle speed sensor 21 (by differentiating the vehicle speed). However, the acceleration information of the vehicle is not limited to such an acquisition method, and the vehicle may include an acceleration sensor and may be acquired based on a detection signal of the acceleration sensor.

  As described above, the ECU 7 performs opening / closing control of each valve (not shown) provided in the hydraulic pressure control device 15 and control of the pump motor 12 provided in the brake actuator 8 based on acquired information from the various sensors described above.

Further, the ECU 7 derives from the map illustrated in FIG. 2 the brake fluid pressure (hydraulic pressure) corresponding to the braking force to be applied to the vehicle with respect to the depression force (depression force) of the main brake pedal 2. Further, the ECU 7 derives from the map illustrated in FIG. 2 the brake fluid pressure corresponding to the braking force to be applied to the vehicle with respect to the depression force (depression force) of the auxiliary brake pedal 3 independently of the depression of the main brake pedal 2. To do. The ECU 7 increases or maintains the brake fluid pressure of each brake means 16FL, 16RR, 16FR, 16RL so that a braking force obtained by adding the braking forces based on the main brake pedal 2 and the auxiliary brake pedal 3 acts. Brake fluid pressure control for reducing pressure is executed. As a result, the main brake pedal 2 and the auxiliary brake pedal 3 are configured such that braking forces corresponding to the respective depression amounts are generated independently.
Furthermore, the ECU 7 of the present embodiment determines whether or not the driver has a vehicle deceleration intention to decelerate the vehicle in addition to whether or not the emergency state is based on the operation amount of the auxiliary brake pedal 3, in other words, A state in which the driver has an intention to continue traveling (the vehicle is in a traveling state) or a state in which the driver intends to decelerate (a state in which the vehicle heads to stop) is illustrated based on the vehicle state and the operation state of the driver. The determination process determined using the determination table 27 shown in FIG. 3 and the process of changing the auxiliary braking characteristic according to the determination result are executed.

  Here, the vehicle state in the present embodiment indicates, for example, at least one of the vehicle speed, the vehicle acceleration, whether the vehicle is stopped, and the traveling direction of the vehicle.

  The operation state of the driver in the present embodiment indicates at least one of the shift lever position, the accelerator opening, and the depression operation amount (stroke (depression amount), depression force) of the main brake pedal 2.

  Further, the determination table 27 is stored in a ROM as a storage means provided in the ECU 7, and as shown in the conceptual diagram of the determination table in FIG. 3, a case where the stepping speed X of the auxiliary brake pedal 3 is equal to or higher than a predetermined value Xb is “ If there is an urgency and the stepping speed X of the auxiliary brake pedal 3 is less than the predetermined value Xb and satisfies any of the conditions a1 to a4 in FIG. The cases other than those described above are “no vehicle deceleration intention”.

  When the ECU 7 determines “emergency is present” based on the determination table 27 of FIG. 3, as shown in the map of FIG. 2, the emergency braking function X 31 (or the braking characteristic with deceleration intention X 36) The auxiliary braking characteristic is changed to the braking characteristic X32. When it is determined that “the vehicle has a deceleration intention”, as shown in the map of FIG. When it is determined that the vehicle has no intention to decelerate, as shown in the map of FIG. 2, the auxiliary braking characteristic is changed from the braking characteristic with deceleration intention X36 to the braking characteristic without deceleration intention X31. The configuration is such that the characteristics are changed.

  FIG. 2 shows a map in which the braking characteristics of the present embodiment showing the relationship between the brake pedal depression force and the brake fluid pressure are defined.

  In FIG. 2, the range where the pedaling force T of the auxiliary brake pedal 3 is 0 or more and less than Ta is defined as a speed adjustment region, and the range where the pedaling force T of the auxiliary brake pedal 3 is Ta or more and less than Tb is defined as an auxiliary brake region. A range where the pedaling force T is equal to or greater than Tb is defined as an emergency / danger avoidance region. Further, an initial braking region is a range (a region corresponding to a speed adjustment region and an auxiliary brake region) in which the depression force T of the auxiliary brake pedal 3 in FIG. 2 is 0 or more and less than Tb.

  2 indicates the braking characteristic of the main brake pedal 2 (hereinafter referred to as “main braking characteristic”), and X31 indicates the braking characteristic of the auxiliary brake pedal 3 (hereinafter referred to as “auxiliary braking characteristic”). )), The braking characteristic without the intention of deceleration is shown. Reference numeral X32 shows the emergency braking characteristic among the auxiliary braking characteristics, and reference numeral X36 shows the braking characteristic with the intention of deceleration among the auxiliary braking characteristics. Further, reference numeral X33 indicates an emergency transition braking characteristic for shifting from the unintended deceleration characteristic X31 to the emergency braking characteristic X32 among the auxiliary braking characteristics, and reference numeral X34 indicates that there is no intention to decelerate from the emergency braking characteristic X32 among the auxiliary braking characteristics. A non-emergency transition braking characteristic for shifting to the braking characteristic X31 is indicated, and a reference numeral X38 indicates a transition braking characteristic without intention to decelerate for shifting from the braking characteristic with deceleration intention X36 to the braking characteristic without deceleration intention X31 among the auxiliary braking characteristics. Show.

  In the present embodiment, as shown in the map of FIG. 2, the emergency braking characteristic X32 of the auxiliary brake pedal 3 is set to the same waveform as the main braking characteristic Y, and not only the speed adjustment area and the auxiliary braking area but also the emergency / Even in the danger avoidance region, it shows a linear characteristic in which the brake fluid pressure increases at a constant rate with respect to the pedal effort.

  As shown in FIG. 2, the unintended braking characteristic X31 indicates a characteristic that is suppressed to a braking force smaller than the main braking characteristic Y with the same operation amount as that of the main brake pedal 2. Specifically, the braking characteristic X31 without deceleration intention has a longer cut-in (play) area from the start of pedal depression to the generation of hydraulic pressure than the main braking characteristic Y (T1 <T2), and the main braking characteristic. In the case of Y, the brake fluid pressure rise (jump-up) with respect to the depression force at the start of the depression of the main brake pedal 2 is P1, whereas in the case of the braking characteristic X31 with no intention of deceleration, the auxiliary brake pedal 3 There is no jump-up at the start of stepping on and it stands up slowly.

  Further, the braking characteristic X31 without deceleration intention is a characteristic in which the pedaling force T in the auxiliary brake region passes through the cut-in region and is less than T2 and less than Tb, and until the pedaling force T reaches T3 (> Ta), It shows a linear characteristic that gradually rises with substantially the same gradient as the linear characteristic after jump-up of the main brake characteristic Y. When the pedaling force T in the auxiliary brake region is T3 or more and less than Tb, as the pedaling force increases, for example, an exponential function or a quadratic function As the function shows, the brake fluid pressure increases gradually increasing. When the pedal effort T reaches T3, the brake fluid pressure P becomes the brake fluid pressure P2 of the emergency braking characteristic X12.

  The braking characteristic with deceleration intention X36 is a linear characteristic with a steeper slope than the braking characteristic without deceleration intention X31 so that a braking force higher than the braking characteristic without deceleration intention X31 is generated with the same operation amount of the auxiliary brake pedal 3.

  As a result, the ECU 7 executes a determination process (see FIG. 5), which will be described later, so that the brake hydraulic pressure based on the pedaling force is obtained according to the auxiliary braking characteristics in the map shown in FIG. Is generated.

As shown in FIG. 1, the brake actuator 8 described above includes a pump 11, a motor 12, a reservoir tank 13, and the like, and is connected to the ECU 7 and the hydraulic pressure control device 15.
The motor 12 is a motor for driving the pump 11, is connected to the ECU 7, and is driven to rotate based on a control signal output from the ECU 7. Although not shown, the motor 12 amplifies the drive of the motor 12 via a drive transmission mechanism such as a ball screw or a gear as necessary to drive the piston provided in the pump 11.

  The pump 11 is a pump for pressurizing the brake fluid, generates a hydraulic pressure corresponding to the rotational driving force of the motor 12 by the brake fluid as the hydraulic fluid supplied from the reservoir tank 13, and sends it to the hydraulic pressure control device 15.

  The brake means 16FL, 16RR, 16FR, 16RL are provided on four wheels (not shown) of the vehicle, for example, left and right front wheels and left and right rear wheels, and each brake means 16FL, 16RR, 16FR, 16RL is a wheel. And a caliper 16b that brakes the rotation of the disc rotor 16a. Thereby, a braking force is applied to each wheel (each front wheel, each rear wheel).

  The hydraulic pressure control device 15 includes various valves (not shown) that are controlled to open and close based on a signal from the ECU 7, and the hydraulic pressure from the brake actuator 8 is transmitted to the left and right front wheels via the brake side piping portions 12A, 12B, 12C, and 12D. The brake means 16FL, 16RR, 16FR, 16RL provided for the rear and rear wheels are distributed and supplied to the calipers 16b. Thereby, it is comprised so that the increase, holding | maintenance, and pressure reduction of the brake fluid pressure to generate | occur | produce in each of the caliper 16b can be controlled independently for every wheel.

  An embodiment in which driving training is performed using a training vehicle equipped with the braking device 1 described above will be described based on the flowcharts shown in FIGS. 4 and 5. However, it is assumed that the initial setting of the auxiliary braking characteristic is set to the braking characteristic without deceleration intention X31.

  When the vehicle system such as the ignition switch is turned on by the operation of the driver (student) (step 1: Yes in FIG. 4), the ECU 7 executes processing for reading various sensor values (step 2 in FIG. 4). For example, in step 2, the ECU 7 calculates the depression speed of the auxiliary brake pedal 3 based on the stroke (pedal depression amount) detected from the stroke detection sensor 6b provided in the auxiliary brake pedal 3, and the vehicle speed detected by the vehicle speed sensor 21. Based on the above, processing for calculating the vehicle acceleration is performed.

  Next, in the determination process of step 3, the ECU 7 determines whether or not the driver has a vehicle deceleration intention to decelerate the vehicle in addition to the presence or absence of urgency and the vehicle state information acquired from various sensors and the driver's intention. The determination is made based on information related to the operation state.

Details of the determination processing in step 3 will be described with reference to the flowchart shown in FIG.
First, in step 31, the ECU 7 determines whether or not the stepping speed X as the operation amount of the auxiliary brake pedal 3 is equal to or greater than a predetermined value Xb. Specifically, when the stepping speed X of the auxiliary brake pedal 3 is equal to or higher than the predetermined value Xb (step 31: Yes), the ECU 7 determines “emergency” based on the determination table 27 shown in FIG. Step 39).

  On the other hand, when the depression speed X of the auxiliary brake pedal 3 is less than the predetermined value Xb (step 31: No), the ECU 7 determines “no urgency” based on the determination table 27 shown in FIG. Proceed to the determination process.

  In step 32, the ECU 7 determines whether or not the stepping stroke as the operation amount of the main brake pedal 2 is 0 or less. If the depression stroke of the main brake pedal 2 is greater than 0 (step 32: Yes), it is determined that there is an obvious deceleration intention, and “deceleration intention is present” is determined based on the determination table 27 shown in FIG. 3 (step 37, FIG. 3) condition a1).

  On the other hand, when the depression stroke of the main brake pedal 2 is 0 or less in Step 32 (Step 32: No), that is, when the driver does not depress the main brake pedal 2 at all or only within the range of play. The ECU 7 proceeds to the determination process in step 33.

  In step 33, the ECU 7 determines whether or not the vehicle is traveling in a direction different from the direction indicated by the shift position, based on the information on the vehicle speed, the vehicle acceleration, and the shift position. When the vehicle is traveling in a direction different from the direction indicated by the shift position (step 33: Yes), for example, even when the shift lever is in the neutral position in a situation where the vehicle is stopped on the uphill When the vehicle starts to reverse, it is assumed that an obvious deceleration intention is recognized as in step 32 (that is, the vehicle starts to move in a direction different from the direction intended by the driver). Based on the above, “deceleration intention is present” is determined (see step 37, condition a2 in FIG. 3).

  On the other hand, if the vehicle does not travel in a direction different from the direction indicated by the shift position in step 33 (step 33: No), the ECU 7 proceeds to a determination process in step 34.

  In step 34, the ECU 7 determines whether or not the condition that the accelerator opening amount is decreased and the vehicle is decelerating is satisfied based on the information related to the accelerator opening amount and the vehicle acceleration (change amount of the vehicle speed). Specifically, in step 34, if the accelerator opening amount is constant or increased, or the vehicle speed is constant or increased (step 34: No), it is recognized that the driver does not intend to decelerate the vehicle, so the ECU 7 is shown in FIG. Based on the determination table 27, “no intention to decelerate” is determined (see step 38, condition a3 in FIG. 3).

  On the other hand, when the accelerator opening amount is decreased and the vehicle is decelerating (step 34: Yes), it is estimated that the driver has an intention to decelerate the vehicle, so the ECU 7 proceeds to the determination process of step 35.

  In step 35, the ECU 7 determines that the accelerator opening is 0 or less (when the accelerator pedal 4 is not depressed at all or only within the range of play) based on the information on the accelerator opening amount and the vehicle speed, and the vehicle decelerates. It is determined whether or not the condition of whether or not is satisfied. In step 35, when the accelerator opening is larger than 0 or the vehicle speed is constant or increased (step 35: No), it is recognized that the driver does not intend to decelerate the vehicle. Therefore, the ECU 7 displays the determination table 27 shown in FIG. Based on this, “no deceleration intention” is determined (see step 38, condition a4 in FIG. 3).

  On the other hand, when the accelerator opening is 0 or less and the vehicle decelerates (step 35: Yes), it is estimated that the driver has an intention to decelerate the vehicle.

  In step 36, the ECU 7 determines whether or not the vehicle speed is greater than a predetermined value (for example, a predetermined value in a range of 50 km / h or more) based on the information related to the vehicle speed. In step 36, if the vehicle speed is greater than the predetermined value (step 36: No), the ECU 7 makes a “no deceleration intention” determination based on the determination table 27 shown in FIG. 3 (step 38, conditions a3 and a4 in FIG. 3). reference).

  On the other hand, when the vehicle speed is equal to or lower than the predetermined value (step 36: Yes), the ECU 7 determines that “the vehicle is intended to decelerate” (see step 37, conditions a3 and a4 in FIG. 3), and the step in FIG. The determination process 3 is finished.

  In the determination process of steps 34 to 36 in FIG. 5 described above, it is not determined whether the driver intends to decelerate the vehicle based on whether or not the vehicle is decelerating. In addition to determining whether the vehicle speed is equal to or less than 0, whether or not the vehicle speed is equal to or less than the predetermined value is also determined in combination. For example, while applying the engine brake (without depressing the main brake pedal 2), the vehicle travels down the slope. In this situation, it is possible to eliminate erroneous determination of “there is an intention to decelerate” (step 38), and to improve the determination accuracy.

  Even when the vehicle is decelerated by reducing the accelerator opening amount by operating the accelerator pedal 4 by the driver or by making the accelerator opening amount 0 or less (step 34: Yes, step 35: Yes). When traveling on a highway at approximately 80 km / h, for example, while traveling at a certain vehicle speed, the vehicle often travels while adjusting the speed by maintaining the accelerator opening amount substantially constant. In this way, if the auxiliary braking characteristic is strengthened in a traveling state where the vehicle speed is somewhat high, there is a high possibility that the operation of the auxiliary brake pedal 3 may lead to sudden braking (so-called bracket braking) that is not intended by the driver.

  On the other hand, in this embodiment, when the vehicle speed is larger than the predetermined value in the determination process of step 36 in FIG. 5 (step 36: No), the ECU 7 determines “no deceleration intention” based on the determination table 27 (step 38), the braking characteristic is reduced based on the setting of no intention to decelerate in step 41 (to be described later) in FIG. 4 in which the braking force is weakened as described later (see the braking characteristic X31 having no intention to decelerate in FIG. 2). By doing so, it is possible to ensure a comfortable driving of the driver.

  In the subsequent step 4 in FIG. 4, when it is determined in the determination process of step 3 that there is “emergency” (step 39 in FIG. 5) (step 4: No. 1), the auxiliary braking characteristic is shown in FIG. As shown, the braking characteristic X31 (emergency transition braking characteristic X33) based on the emergency setting passes through the braking characteristic X33 (emergency transition braking characteristic X33) based on the emergency transition setting in step 5 from the braking characteristic X31 without deceleration intention, which is the initial setting. Step 6), the brake fluid pressure corresponding to the depression force of the auxiliary brake pedal 3 is actuated according to the emergency braking characteristic X32 in the map of FIG.

  Here, the emergency transition braking characteristic X33 in Step 5 is an auxiliary braking characteristic when the braking intention unintentional braking characteristic X31 is shifted to the emergency braking characteristic X32, and from the time point determined as “No. 1” in Step 4. As shown in the map of FIG. 2, this is an auxiliary braking characteristic that suddenly increases until it branches to the emergency braking characteristic X32 after branching to the unintentional braking characteristic X31, and is a linear characteristic in this embodiment.

  In the subsequent step 7, the same determination process as in step 3 described above is performed, and while the ECU 7 determines that “emergency exists” (step 8: Yes), the auxiliary braking characteristic is set to the emergency braking characteristic X32 set in step 6. maintain.

  On the other hand, if it is determined that there is no urgency in the determination process of step 7 (step 8: No), the auxiliary braking characteristic passes through the non-emergency transition braking characteristic X34 in the map of FIG. 2 (step 9). The braking characteristic without intention of deceleration X31 in the map of FIG.

  Here, the non-emergency transition braking characteristic X34 in step 9 described above is an auxiliary braking characteristic for transitioning from the emergency braking characteristic X32 to the braking intention-less braking characteristic X31, and when “No” is determined in step 8. As shown in the map of FIG. 2, a linear characteristic that branches off from the emergency braking characteristic X32 and descends at a gentler slope than the emergency transition braking characteristic X33 until the transition to the undecelerated braking characteristic X31 is shown.

  Further, in step 4 described above, when it is determined in the determination process of step 3 that “deceleration intention is present” (step 37 in FIG. 5) (step 4: No. 2), the auxiliary braking characteristic is braking with deceleration intention. The characteristic X36 is set (step 21), and the brake fluid pressure corresponding to the depression force of the auxiliary brake pedal 3 is operated according to the braking characteristic with intention to decelerate X36 in the map of FIG.

  Here, the braking characteristic with deceleration intention X36 at step 21 branches from the braking characteristic without deceleration intention X31 when it is determined at step 4 that there is no intention to decelerate, as shown in the map of FIG. It shows a characteristic that rises with a steeper slope than the tangential slope of the unintentional braking characteristic X31, and generates a larger braking force with the same depression amount of the auxiliary brake pedal 3 than in the case of the deceleration unintentional braking characteristic X31.

In subsequent step 22, the same determination process as in step 3 described above is performed. When it is determined that “there is a deceleration intention” (step 23: Yes), the determination result is maintained (step 23: Yes), and the vehicle Until the vehicle stops and the ignition switch is turned off (step 24: No), the auxiliary braking characteristic is maintained at the braking characteristic with deceleration intention X36 set in step 21.
Eventually, when the vehicle stops and the ignition switch is turned off (step 24: Yes), this embodiment is finished.

  On the other hand, when it is determined in the determination process of step 22 that “no deceleration intention” (step 23: No), the auxiliary braking characteristic passes through the deceleration braking transition characteristic X38 in the map of FIG. 2 (step 25). The braking characteristic without deceleration intention X31 in the map of FIG.

  Here, the unintended deceleration transition braking characteristic X38 in step 25 is branched from the unintentional braking characteristic X36 and decelerated without intention as shown in the map of FIG. 2 when it is determined “No” in step 23. A linear characteristic that shifts (decreases) at a gentler slope than the slope of the braking characteristic with deceleration intention X36 until the braking characteristic X31 is reached is shown.

  Further, when it is determined in step 4 described above that “no deceleration intention” (step 38 in FIG. 5) is determined in the determination process in step 3 (step 4: No. 3), the auxiliary braking characteristic is the map in FIG. The braking characteristic without deceleration intention X31 is set (step 41).

  Thereafter, the ECU 7 continues the processing after the determination processing in step 3 described above, and finally, as described above, when the vehicle stops and the ignition switch is turned off (step 24: Yes), End brake control.

  4 is not shown in the flowchart of FIG. 4 even during the transition from the braking intention-with-deceleration characteristic X36 to the braking characteristic X31 without the intention to decelerate according to step 25 in FIG. However, the determination process similar to step 3 may be performed based on the vehicle state and the driver's operation state, and the auxiliary braking characteristic may be appropriately changed.

  In the above-described embodiment described with reference to the flowchart of FIG. 4 in the braking device 1 of the present embodiment, the braking intention-intended braking characteristic X36 is determined to have a deceleration intention in the determination process of step 3 (step 37 in FIG. 5). At that time (step 4: No. 2), as shown in the map of FIG. 2, the characteristic branches from the unintended deceleration characteristic X31 and rises with a steeper gradient than the tangential gradient of the unintended deceleration characteristic X31. However, as long as it is a characteristic that can generate a larger braking force with the same depression amount of the auxiliary brake pedal 3 than the braking characteristic X31 without deceleration intention (step 21), the characteristic is not limited to the above-described characteristic.

  Specifically, as shown in the map of FIG. 6, the braking characteristic with deceleration intention X46 is not a waveform branched (derived) from the braking characteristic without deceleration intention X41, and is independent of the braking characteristic without deceleration intention X41. It can be a characteristic.

  Furthermore, as shown in the map of FIG. 6, when the auxiliary braking characteristic is changed from the braking characteristic without intention to deceleration X41 to the braking characteristic with deceleration intention X46, the transition can be made according to the braking characteristic with deceleration intention X48. The transition braking characteristic with deceleration intention X48 is a transition characteristic that rises from the braking characteristic without deceleration intention X41 steeper than the tangential gradient of the braking characteristic without deceleration intention X41 toward the braking characteristic with deceleration intention X46.

  On the other hand, as shown in the map of FIG. 6, when the auxiliary braking characteristic is changed from the braking characteristic with deceleration intention X46 to the braking characteristic X41 without deceleration intention, the transition can be made according to the transition braking characteristic X49 without deceleration intention. This unintended deceleration transition braking characteristic X49 is a transition characteristic that descends from the unintended deceleration characteristic braking characteristic X46 more slowly than the unintended deceleration transition braking characteristic X48 toward the unintended deceleration intention braking characteristic X41.

Another example of the braking device 1 of the present embodiment having the ECU 7 in which the map shown in FIG. 6 is stored will be described with reference to the flowchart of FIG.
However, the same processes as those in the flowchart of FIG.

  In step 4, when it is determined in the determination process of step 3 that “deceleration intention is present” (step 37 in FIG. 5) (step 4: No. 2), the current auxiliary braking characteristic is the brake with deceleration intention In the case of the characteristic X46 (step 21: Yes), the setting of the braking characteristic with deceleration intention X46 in the map of FIG. 6 is maintained as it is (step 23).

  On the other hand, in step 4 described above, the determination process in step 3 determines that “there is a deceleration intention” (step 37 in FIG. 5) (step 4: No. 2), and the current auxiliary braking characteristic is If it is not the braking characteristic with deceleration intention X46 (step 21: No), the process of step 22, that is, the transition braking characteristic with deceleration intention X48 in the map of FIG. Settings are made (step 23).

  As a result of the determination process of step 24 thereafter, the process from when it is determined that “there is a deceleration intention” (step 37 in FIG. 5) (step 25: Yes) to the end of the present embodiment is the above-described process. The same processing as the processing after step 23 of 4 is executed, and this embodiment is completed.

  On the other hand, as a result of the determination process of step 24, when it is determined that “no deceleration intention” (step 38 in FIG. 5) (step 25: No), or in the above-described step 4, the determination process of step 3 If it is determined that “no deceleration intention” (step 38 in FIG. 5) (step 4: No. 3) and the current auxiliary braking characteristic is the braking characteristic X46 with deceleration intention (step 41: Yes), step After the process of 42, that is, through the unintended deceleration transition braking characteristic X49 in the map of FIG. 6, the unintended deceleration characteristic braking characteristic X41 in the map of FIG. 6 is set (step 43).

  Further, in step 4, when it is determined in the determination process of step 3 that “no deceleration intention” (step 38 in FIG. 5) (step 4: No. 3), the current auxiliary braking characteristic is no deceleration intention. In the case of the braking characteristic X41 (step 41: No), the setting of the unintended deceleration characteristic 41 in the map of FIG. 6 is maintained as it is (step 43).

  Thereafter, the ECU 7 continues the process after the determination process in step 3 described above, and finally, as described above, when the vehicle stops and the ignition switch is turned off (step 26: Yes), End brake control.

  According to the automobile braking device 1 described above, the main brake pedal 2 provided on the driver's seat side, the ECU 7 as a braking force adjusting device for adjusting the braking force by the operation of the main brake pedal 2, and the passenger seat side And an auxiliary brake pedal 3 that is controllably connected to the ECU 7 independently of the operation of the main brake pedal 2 (see FIG. 1), and the driver decelerates the vehicle relative to the current traveling speed. The vehicle state (vehicle speed, acceleration / deceleration of the vehicle and the traveling direction of the vehicle) and the operation state of the driver (shift lever position, accelerator opening, amount of depression of the main brake pedal 2) ECU 7 as a determination means for determining based on the stroke, pedaling force)) (that is, ECU 7 for executing the determination processing (steps 32 to 36) in FIG. 5, in other words, the determination table in FIG. 27 is provided, and stores a map of the ECU 7 (FIGS. 2 and 6) as auxiliary braking characteristic changing means for changing the auxiliary braking characteristic according to the determination result, and steps 21 and 41 in FIG. 7, which executes steps 23 and 43 in FIG. 7, a brake actuator 8 and a hydraulic pressure control device 15 are provided (see FIGS. 1 to 7).

  According to the above-described configuration, the braking characteristics of the auxiliary brake pedal 3 are linked to the driver's intention, thereby reducing discomfort given to the driver by operating the auxiliary brake pedal 3 and improving the operability of the auxiliary brake pedal 3. And both.

  Therefore, the operation of the auxiliary brake pedal 3 makes it possible to prevent both sudden braking unpleasant to the driver (so-called bracket braking) and quick auxiliary braking which can prevent the sliding movement on the slope, which is contrary to this. .

  Furthermore, the amount of sensing provided as the automobile braking device 1 can be reduced, and the necessary amount of information can also be obtained from existing sensors. Specifically, there is no need to detect various vehicle running conditions such as inter-vehicular distance and yaw rate, and conditions around the vehicle, and basically the driver's accelerator opening, the amount of operation of the main brake pedal 2, Accordingly, since it is sufficient to detect only the operation amount of the auxiliary brake pedal 3, it can be realized at a low cost.

  As an aspect of the present invention, the ECU 7 as the determining means is based on the determination table 27 of FIG. 3 in which the operation amount (stroke or pedaling force) of the main brake pedal 2 is greater than 0 (condition a1), and the direction indicated by the shift lever position. A state where the vehicle travels in a different direction (condition a2), or a state where the accelerator opening amount decreases or the accelerator opening amount is 0 or less while the vehicle is traveling while decelerating below a predetermined speed (conditions a3 or a4) (See the requirement in FIG. 5), it is determined that there is an intention to decelerate the vehicle (see step 37 in FIG. 5), and the ECU 7 as the auxiliary braking characteristic changing means determines that “the vehicle has an intention to decelerate” (FIG. 4). And Step 4: No. 2 in FIG. 7, Step 23: Yes in FIG. 4, Step 25: Yes in FIG. 7), “No vehicle deceleration intention” (Step 3 in FIG. 5) (See Step 4: No. 3 in FIGS. 4 and 7, Step 23: No in FIG. 4, Step 25: No in FIG. 7). (See the braking characteristic with deceleration intention X36 in FIG. 2, step 21 in FIG. 4, the braking characteristic with deceleration intention X46 in FIG. 6, and step 22 in FIG. 7). .

  According to the above configuration, the correlation between the presence or absence of the driver's intention to decelerate and the auxiliary braking characteristic can be increased, the operability of the auxiliary brake pedal 3 is further improved, and quick auxiliary braking by the auxiliary brake pedal 3 can be realized.

  Further, as an aspect of the present invention, when the ECU 7 as the determination unit does not satisfy any of the conditions a1 to a4 described above based on the determination table 27 of FIG. When the vehicle speed is a predetermined value or more, or when the vehicle is constant or accelerating, it is determined that there is no intention to decelerate the vehicle (see step 38 in FIG. 5), and the ECU 7 as auxiliary braking characteristic changing means Are determined as “no vehicle deceleration intention” (see Step 4: No. 3 in FIGS. 4 and 7, Step 23: No in FIG. 4, Step 25: No in FIG. 7), “Vehicle When it is determined that “there is a deceleration intention” (see step 37 in FIG. 5) (see step 4 in FIG. 4 and FIG. 7: No. 2, step 23 in FIG. 4: Yes, step 25 in FIG. 7: see Yes) ) Subsidy system than It is possible to adopt a configuration in which the characteristic is changed in a direction in which the braking force is relaxed (deceleration unintentional braking characteristic X31 in FIG. 2, steps 25 and 41 in FIG. 4, unintentional deceleration unintentional braking characteristic X41 in FIG. 7 (see steps 42 and 43).

  According to the above configuration, the correlation between the presence or absence of the driver's intention to decelerate and the auxiliary braking characteristic can be increased, the operability of the auxiliary brake pedal 3 is further improved, and quick auxiliary braking by the auxiliary brake pedal 3 can be realized.

  Further, as an aspect of the present invention, the ECU 7 as the auxiliary braking characteristic changing means (the ECU 7 that executes steps 31 and 39 in FIG. 5 and steps 5 and 6 in FIG. 4 and FIG. 7) is based on the determination table 27 in FIG. When the stepping speed X of the auxiliary brake pedal 3 is equal to or greater than the predetermined value Xb, the auxiliary braking characteristic is changed to a direction in which the braking force is strengthened more than when the stepping speed X of the auxiliary brake pedal 3 is less than the predetermined value Xb. (See the emergency braking characteristic X32, the emergency transition braking characteristic X33 in FIGS. 2 and 6, and steps 5 and 6 in FIGS. 4 and 7).

  According to the above configuration, since the auxiliary braking characteristic is changed in a direction in which the braking force is strengthened only by operating the auxiliary brake pedal 3, it is possible to quickly cope with an emergency.

In the correspondence between the configuration of the present invention and the above-described embodiment, the braking force adjusting device of the present invention corresponds to the ECU 7 of the present embodiment, and similarly,
The operation state of the driver corresponds to the shift lever position, the accelerator opening, and the depression speed of the main brake pedal 2,
The vehicle state corresponds to the vehicle speed, the vehicle acceleration / deceleration and the traveling direction of the vehicle,
The determination means corresponds to the ECU 7 that executes the determination process of FIG. 5 or the ECU 7 that stores the determination table 27 of FIG.
The auxiliary braking characteristic changing means stores the maps in FIGS. 2 and 6 and executes the steps 21 and 41 in FIG. 4, the steps 23 and 43 in FIG. 7, the ECU 7, the brake actuator 8, and the hydraulic pressure control device. 15
The determination of “with vehicle deceleration intention” is made in step 4: No. 4 in FIGS. 2, corresponding to the processing of step 23: Yes in FIG. 4 or step 25: Yes in FIG.
The determination of “no vehicle deceleration intention” is made in Step 4: No. 4 in FIGS. 3, corresponding to the processing of step 23: No in FIG. 4 or step 25: No in FIG.
The auxiliary braking characteristic with enhanced braking force in claim 2 corresponds to the braking characteristic with deceleration intention X36 in FIG. 2 or the braking characteristic with deceleration intention X46 in FIG.
The auxiliary braking characteristic with a reduced braking force in claim 3 corresponds to the unintended deceleration characteristic X31 in FIG. 2 or the unintended deceleration characteristic X41 in FIG.
The auxiliary braking characteristic with enhanced braking force in claim 4 corresponds to the emergency transition braking characteristic X32 in FIGS. 2 and 6, but the present invention is not limited to the configuration of the above-described embodiment. .

  For example, in step 31 of the determination process of FIG. 5, the determination process is performed using the operation amount of the auxiliary brake pedal 3 as the stepping speed X. However, the determination is not limited to this operation amount. At least one operation amount of the stepping stroke may be adopted. In step 32 of the determination process of FIG. 5, the determination process is performed using the operation amount of the main brake pedal 2 as the stepping stroke. Not limited to this, an operation amount of at least one of the depression stroke and the depression force of the main brake pedal 2 may be adopted.

  In step 34 of the determination process of FIG. 5, the condition of the determination condition is that the accelerator opening amount has decreased (see condition a3 in FIG. 3), but not limited to this, the accelerator opening exceeds a predetermined range. Only when it is decreased, it may be considered that the accelerator opening amount is decreased. Similarly, in steps 34 and 35, it may be considered that the vehicle speed is decreased only when the vehicle decelerates beyond a predetermined range.

  The above-described main braking characteristic Y and auxiliary braking characteristics X31, X32, X33, X34, X36, X38, X41, X46, X48, and X49 are not limited to the waveforms shown in FIGS. It may be a non-linear, linear, or a combination of waveforms in which the increase rate varies.

  The accelerator opening sensor 17 provided in the braking device 1 of the present embodiment is, for example, a potentiometer that detects an accelerator opening (depression angle) based on resistance during rotation (peristing), or an accelerator opening based on a pulse. However, the present invention is not limited to the configuration for detecting the rotation angle of the accelerator pedal 4 and may be configured to detect the position and displacement amount of the accelerator pedal 4.

  Similarly to the accelerator opening sensor 17, the stroke detection sensors 6 (6a, 6b) provided in the main brake pedal 2 and the auxiliary brake pedal 3 are not limited to being configured by a potentiometer or an encoder, but the positions of these pedals 2, 3 are also included. Alternatively, the displacement may be detected.

  Further, in the braking device 1 of the present embodiment, as shown in FIG. 1, the main brake pedal 2, the auxiliary brake pedal 3, and the brake actuator 8 are electrically connected via the ECU 7, and the brake actuator 8 is connected to the brake means 16FL. , 16RR, 16FR, and 16RL are used, but the so-called by-wire type brake system is employed. However, the present invention is not limited to this, and although not shown, a master cylinder that generates hydraulic pressure with brake fluid supplied from a reservoir tank, A conventional hydraulic device that boosts the depressing force of the brake pedal 2 and the auxiliary brake pedal 3 and transmits it to the master cylinder, etc., and transmits the brake fluid pressure generated by the brake fluid supplied from the reservoir tank to operate the brake. A brake system of the type may be adopted.

  Further, since the brake fluid pressure has a predetermined relationship such as a proportional relationship with the braking force, in this embodiment, the braking force is indirectly controlled by controlling the brake fluid pressure. However, the present invention is not limited to this. The braking force may be directly controlled without using the brake fluid pressure as the control amount.

  As described above, the present invention provides the main brake pedal provided on the driver's seat side, the braking force adjusting device for adjusting the braking force by operating the main brake pedal, and the main brake pedal provided on the passenger seat side. The present invention is useful for a braking device for an automobile including an auxiliary brake pedal that is controllably connected to the braking force adjusting device independently of the operation of the pedal.

DESCRIPTION OF SYMBOLS 1 ... Braking device 2 ... Main brake pedal 3 ... Auxiliary brake pedal 6 (6a, 6b) ... Stroke detection sensor 7 ... ECU
8 ... Brake actuator 15 ... Hydraulic pressure control device X31, X41 ... Brake characteristic without deceleration intention X32 ... Emergency transition braking characteristic X36 ... Brake characteristic with deceleration intention X48 ... Transition braking characteristic with deceleration intention X38, X49 ... Transition braking characteristic without deceleration intention X ... Depressing speed of auxiliary brake pedal T ... Depressing force of auxiliary brake pedal Xb ... Predetermined value (predetermined depressing speed of auxiliary brake pedal)
Tb ... predetermined value (predetermined depression force of the auxiliary brake pedal)

Claims (4)

A main brake pedal provided on the driver's seat side, a braking force adjusting device that adjusts a braking force by operating the main brake pedal, and a brake force adjusting device provided on the passenger seat side, independent of the operation of the main brake pedal. In an automobile braking device comprising an auxiliary brake pedal connected to the braking force adjusting device so as to control the power adjusting device,
Whether the driver has the vehicle deceleration intention to decelerate the vehicle, vehicle speed, vehicle acceleration, and the at least one of the traveling direction of the vehicle, the shift lever position, an accelerator opening, and the operation of the main brake pedal a determination unit based on at least one bets of amounts,
Vehicle braking system comprising an auxiliary braking characteristic changing means for changing the damping characteristics of the auxiliary brake pedal in accordance with the determination result of said determining means. The determination means is in a state where the operation amount of the main brake pedal is greater than 0, a state where the vehicle travels in a direction different from the direction indicated by the shift lever position, or the vehicle is traveling while decelerating below a predetermined speed. When the accelerator opening is decreased or the accelerator opening is 0 or less, it is determined that there is an intention to decelerate the vehicle,
The auxiliary braking characteristic changing unit is configured to change the auxiliary braking characteristic in a direction in which the braking force is strengthened when the determination unit determines that the vehicle deceleration intention is present than when it is determined that the vehicle deceleration intention does not exist. The braking device for an automobile according to claim 1. The determination means determines that there is no intention to decelerate the vehicle when the accelerator opening is greater than 0, the vehicle speed is greater than or equal to a predetermined value, or the vehicle is accelerating.
The auxiliary braking characteristic changing unit is configured to change the auxiliary braking characteristic in a direction to relax the braking force when the determining unit determines that the vehicle is not intended to decelerate than when it is determined that the vehicle is decelerating. Item 3. The braking device for an automobile according to Item 1 or 2. The auxiliary braking characteristic changing means enhances the auxiliary braking characteristic when the operation amount of the auxiliary brake pedal is equal to or greater than a predetermined value, and strengthens the braking force more than when the operation amount of the auxiliary brake pedal is less than the predetermined value. The braking device for an automobile according to any one of claims 1 to 3, wherein the braking device is configured to be changed to the above.

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