JP6437814B2 - Brake control device for vehicle - Google Patents

Description

  The present invention relates to a vehicle brake control device that executes a braking force distribution control that adjusts a hydraulic pressure of a wheel brake of a rear wheel so as to appropriately distribute a braking force between a front wheel and a rear wheel.

  2. Description of the Related Art As a vehicle brake control device, one that executes braking force distribution (EBD) control that adjusts the hydraulic pressure of a wheel brake of a rear wheel in order to appropriately distribute the braking force of a front wheel and a rear wheel is known. For example, Patent Document 1 discloses a vehicle brake control device that starts EBD control when the difference between the wheel speed of the front wheel and the wheel speed of the rear wheel increases and the amount of deceleration of the rear wheel increases. Is disclosed.

JP 2007-30797 A

  By the way, once the conventional vehicle brake control device starts the EBD control, it does not end the EBD control until the anti-lock brake (ABS) control is executed or the rear wheel deceleration amount is reduced to some extent. For example, when the EBD control is started unintentionally when traveling on a step or turning, the EBD control may continue more than necessary.

  Then, an object of this invention is to provide the brake control apparatus for vehicles which can suppress continuing EBD control more than necessary.

The present invention that solves the above-mentioned problems is a vehicle brake control device that executes a braking force distribution control that adjusts the hydraulic pressure of the wheel brakes of the rear wheels to appropriately distribute the braking force of the front wheels and the rear wheels, A speed deviation obtaining means for obtaining a speed deviation of the rear wheel with respect to the front wheel; a hydraulic pressure deviation obtaining means for obtaining a hydraulic pressure difference between a hydraulic pressure of a hydraulic pressure source and a hydraulic pressure of a wheel brake of the rear wheel; End determination means for determining that the braking force distribution control is to be terminated based on the speed deviation and the hydraulic pressure deviation during execution of power distribution control , wherein the end determination means has the speed deviation as a speed deviation threshold value. If the state less than the predetermined value continues for a predetermined time and the hydraulic pressure deviation is less than the hydraulic pressure deviation threshold, it is determined that the braking force distribution control is to be ended .

According to such a configuration, even when the EBD control is unintentionally started during stepping or turning, the EBD control is terminated based on the speed deviation and the hydraulic pressure deviation. Can be prevented from continuing more than necessary. In addition, according to such a configuration, the state in which the speed deviation of the rear wheel with respect to the front wheel is small and the fluid pressure deviation between the hydraulic pressure of the hydraulic pressure source and the hydraulic pressure of the wheel brake of the rear wheel is small, stable running. Sometimes EBD control can be terminated.

  In the above-described device, when it is determined that the braking force distribution control is to be ended, the hydraulic pressure of the wheel brake of the rear wheel can be increased to the hydraulic pressure of the hydraulic pressure source with a predetermined gradient.

  According to such a configuration, it is possible to suppress fluctuations in the hydraulic pressure of the rear wheel brake after the EBD control is finished.

  According to the present invention, it is possible to suppress the EBD control from continuing more than necessary.

It is a lineblock diagram of vehicles provided with a brake control device for vehicles concerning an embodiment. It is a block diagram which shows the structure of a hydraulic unit. It is a block diagram which shows the structure of a control part. It is a flowchart which shows the process of the completion | finish determination of EBD control. It is a time chart explaining the end determination of EBD control.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
As shown in FIG. 1, the vehicle brake control device 1 according to the present embodiment is a device that appropriately controls the braking force applied to each wheel (front wheels 3F, 3F and rear wheels 3R, 3R) of the vehicle 2. The vehicle brake control device 1 mainly includes a hydraulic unit 10 provided with an oil passage and various components, and a control unit 100 for appropriately controlling various components in the hydraulic unit 10.

  Each wheel is provided with a wheel brake FL, RR, RL, FR, and each wheel brake FL, RR, RL, FR has a braking force by a hydraulic pressure supplied from a master cylinder 5 as an example of a hydraulic pressure source. A wheel cylinder 4 is provided. The master cylinder 5 and the wheel cylinder 4 are each connected to a hydraulic unit 10. Then, the hydraulic pressure generated in the master cylinder 5 in accordance with the depression force of the brake pedal 6 (braking operation by the driver) is supplied to the wheel cylinder 4 after being controlled by the control unit 100 and the hydraulic pressure unit 10.

  The control unit 100 includes front wheel speed sensors 9FL and 9FR that detect the wheel speed Vw of the front wheels 3F and 3F, rear wheel speed sensors 9RL and 9RR that detect the wheel speed Vw of the rear wheels 3R and 3R, and the master cylinder 5 A pressure sensor 91 that detects the hydraulic pressure (master cylinder pressure PM) is connected. The control unit 100 includes, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and an input / output circuit, and each sensor 9FL, 9FR, 9RL, 9RR, 91 is provided. Control is executed by performing various arithmetic processes based on the input from the computer, the program stored in the ROM, data, and the like. Details of the control unit 100 will be described later.

  As shown in FIG. 2, the hydraulic unit 10 is configured by arranging various electromagnetic valves in an oil passage (hydraulic passage 19) provided in a pump body 11 as a base and through which brake fluid flows. Has been. The output ports 5a, 5b of the master cylinder 5 are connected to the inlet port 11a of the pump body 11, and the outlet port 11b of the pump body 11 is connected to each wheel brake FL, RR, RL, FR. In normal times, the oil passage is communicated from the inlet port 11a to the outlet port 11b, so that the depressing force of the brake pedal 6 is transmitted to the wheel brakes FL, RR, RL, FR. . The hydraulic system connected to the output port 5a of the master cylinder 5 is connected to the wheel brakes FL and RR, and the hydraulic system connected to the output port 5b of the master cylinder 5 is connected to the wheel brakes RL and FR. Each of these systems has substantially the same configuration.

  The hydraulic pressure unit 10 is provided with four inlet valves 13, four outlet valves 14, and four check valves 13a corresponding to the wheel brakes FL, RR, RL, FR. In the hydraulic unit 10, a reservoir 16, a pump 17, and an orifice 17 a are provided in each of the hydraulic passages 19 corresponding to the output ports 5 a and 5 b of the master cylinder 5. Further, the hydraulic unit 10 is provided with a common motor 21 for driving each pump 17.

  The inlet valve 13 is a normally open proportional solenoid valve provided between each wheel brake FL, RR, RL, FR and the master cylinder 5. The inlet valve 13 is normally opened to allow the hydraulic pressure to be transmitted from the master cylinder 5 to the wheel brakes FL, RR, RL, FR. In addition, the inlet valve 13 is blocked by the control unit 100 when the wheel is about to lock, thereby blocking hydraulic pressure from being transmitted from the master cylinder 5 to each wheel brake FL, RR, RL, FR. . Further, the inlet valve 13 is controlled by the control unit 100 to have a predetermined valve closing force (valve opening amount), thereby increasing the hydraulic pressure of each wheel brake FL, RR, RL, FR with a predetermined gradient. Let

  The outlet valve 14 is a normally closed electromagnetic valve provided between each wheel brake FL, RR, RL, FR and the reservoir 16. Although the outlet valve 14 is normally closed, the hydraulic pressure applied to the wheel brakes FL, RR, RL, FR is released to the reservoir 16 by being released by the control unit 100 when the wheel is about to be locked. .

  The check valve 13 a is a valve that allows only the brake fluid to flow from the wheel brakes FL, RR, RL, FR side to the master cylinder 5 side, and is connected in parallel to the corresponding inlet valve 13. The check valve 13a allows the flow of brake fluid from each wheel brake FL, RR, RL, FR side to the master cylinder 5 side even when the inlet valve 13 is closed when the input from the brake pedal 6 is released. To do.

The reservoir 16 temporarily stores brake fluid that is released when each outlet valve 14 is opened.
The pump 17 is provided between the reservoir 16 and the master cylinder 5, sucks in the brake fluid stored in the reservoir 16, and returns it to the master cylinder 5 through the orifice 17a.

  The hydraulic unit 10 controls the hydraulic pressure of the wheel cylinders 4 of the wheel brakes FL, RR, RL, FR (hereinafter referred to as “caliper pressure”) by controlling the opening / closing states of the inlet valve 13 and the outlet valve 14 by the control unit 100. ”). For example, in a normal state in which the inlet valve 13 is open and the outlet valve 14 is closed, if the brake pedal 6 is depressed, the master cylinder pressure PM is transmitted to the wheel cylinder 4 as it is and the pressure is increased. When the inlet valve 13 is closed and the outlet valve 14 is opened, the brake fluid flows out from the wheel cylinder 4 to the reservoir 16 side to be in a reduced pressure state, and when both the inlet valve 13 and the outlet valve 14 are closed, the caliper It will be in the holding state where pressure is held. Further, when the inlet valve 13 is opened with a predetermined closing force and the outlet valve 14 is closed, a pressure increasing state in which the caliper pressure is increased with a predetermined gradient is obtained. The control unit 100 supplies a predetermined amount of current or control signal to each inlet valve 13 or each outlet valve 14 in order to switch between a pressure increasing state, a pressure reducing state, and a holding state in accordance with a target hydraulic pressure in each wheel cylinder 4. Output.

Next, details of the control unit 100 will be described.
The control unit 100 mainly executes antilock brake (ABS) control and braking force distribution (EBD) control based on the wheel speed Vw detected by the front wheel speed sensors 9FL, 9FR and the rear wheel speed sensors 9RL, 9RR. Device. Therefore, as shown in FIG. 3, the control unit 100 includes a front wheel speed acquisition unit 111, a rear wheel speed acquisition unit 112, a vehicle body speed acquisition unit 120, an ABS control unit 130, an EBD control unit 140, a valve A drive unit 180 and a storage unit 190 are mainly provided.

  The front wheel speed acquisition unit 111 is a part that acquires information on the wheel speed Vw of the front wheels 3F and 3F from the front wheel speed sensors 9FL and 9FR. The front wheel speed acquisition unit 111 outputs information on the wheel speed Vw of the front wheels 3F and 3F to the vehicle body speed acquisition unit 120, the ABS control unit 130, and the EBD control unit 140.

  The rear wheel speed acquisition unit 112 is a part that acquires information on the wheel speed Vw of the rear wheels 3R, 3R from the rear wheel speed sensors 9RL, 9RR. The rear wheel speed acquisition unit 112 outputs information on the wheel speed Vw of the rear wheels 3R and 3R to the vehicle body speed acquisition unit 120, the ABS control unit 130, and the EBD control unit 140.

  The vehicle body speed acquisition unit 120 is a part that calculates and acquires the vehicle body speed V based on information on the wheel speed Vw. The vehicle body speed acquisition unit 120 outputs information on the vehicle body speed V to the ABS control unit 130.

  The ABS control unit 130 is a part that executes ABS control for adjusting the hydraulic pressures of the wheel brakes FL, RR, RL, FR of each wheel so as to suppress the lock of each wheel. As an example, the ABS control unit 130 closes the inlet valve 13 and the outlet valve 14 when the wheel acceleration is 0 or less and the difference (slip amount) between the vehicle body speed V and the wheel speed Vw is larger than a threshold value. Is output to the valve drive unit 180. Further, after the pressure is reduced, when the acceleration of the wheel becomes larger than 0, an instruction to close the inlet valve 13 and the outlet valve 14 (instruction to hold) is output to the valve drive unit 180. Further, after the holding, when the wheel acceleration becomes 0 or less and the slip amount becomes the threshold value or less, an instruction to open the inlet valve 13 and close the outlet valve 14 (instruction to increase pressure) is output to the valve drive unit 180. To do.

  The EBD control unit 140 is a part that executes EBD control that adjusts the hydraulic pressures of the wheel brakes RL and RR of the rear wheel 3R in order to appropriately distribute the braking force of the front wheel 3F and the rear wheel 3R on the same side on the left and right. The EBD control unit 140 mainly includes a speed deviation acquisition unit 141, a hydraulic pressure deviation acquisition unit 142, and an EBD control execution unit 143.

  The speed deviation acquisition unit 141 is a unit that acquires a speed deviation ΔVw of the rear wheel 3R with respect to the front wheel 3F. Specifically, the speed deviation acquisition means 141 acquires the speed deviation ΔVw by subtracting the wheel speed Vw of the front wheel 3F on the same side as the rear wheel 3R from the wheel speed Vw of the rear wheel 3R. The speed deviation acquisition unit 141 outputs information on the speed deviation ΔVw to the EBD control execution unit 143.

  The hydraulic pressure deviation acquisition means 142 is a means for acquiring the master cylinder pressure PM and the hydraulic pressure deviation ΔP of the hydraulic pressure (caliper pressure) PC of the wheel brakes RL, RR of the rear wheels 3R, 3R. Specifically, the hydraulic pressure deviation acquisition unit 142 first acquires the master cylinder pressure PM from the pressure sensor 91. Next, the hydraulic pressure deviation acquisition unit 142 estimates the caliper pressure PC based on the acquired master cylinder pressure PM and information on the current and control signals output to the inlet valve 13 and the outlet valve 14. Then, the hydraulic pressure deviation acquisition unit 142 acquires the hydraulic pressure deviation ΔP by subtracting the estimated caliper pressure PC from the master cylinder pressure PM. The hydraulic pressure deviation acquisition unit 142 outputs information on the hydraulic pressure deviation ΔP to the EBD control execution unit 143.

  The EBD control execution unit 143 is a unit that outputs an instruction to the valve drive unit 180 based on outputs from the speed deviation acquisition unit 141 and the hydraulic pressure deviation acquisition unit 142. As an example, when the speed deviation ΔVw becomes less than a preset holding reference value (EBD control start threshold), the EBD control execution means 143 closes the inlet valve 13 and closes the outlet valve 14 (holding instruction). Output to the valve drive unit 180. Further, after the holding, when the speed deviation ΔVw becomes less than a preset pressure reduction reference value, an instruction to close the inlet valve 13 and open the outlet valve 14 (pressure reduction instruction) is output to the valve drive unit 180. In addition, after the pressure reduction, when the speed deviation ΔVw becomes equal to or greater than the pressure reduction reference value, a holding instruction is output to the valve drive unit 180. When the speed deviation ΔVw becomes greater than a preset pressure increase reference value after the holding, an instruction to open the inlet valve 13 and close the outlet valve 14 (instruction to increase pressure) is output to the valve drive unit 180. Further, after the pressure increase, when the speed deviation ΔVw becomes equal to or lower than the pressure increase reference value, a holding instruction is output to the valve drive unit 180. When the EBD control is started, the EBD control execution means 143 changes the EBD flag FE from 0 (not executing) to 1 (executing).

  In the present embodiment, the EBD control execution means 143 is also an example of an end determination means, and determines whether or not to end the EBD control based on the speed deviation ΔVw and the hydraulic pressure deviation ΔP during execution of the EBD control. . Specifically, the EBD control execution unit 143 continues the state in which the absolute value of the speed deviation ΔVw is less than the preset speed deviation threshold value ΔVwth for a predetermined time TUth and the fluid pressure deviation ΔP is set in advance. When it is less than the pressure deviation threshold value ΔPth, it is determined that the EBD control is finished. Further, the EBD control execution means 143 determines the absolute value of the deceleration amount of the rear wheels 3R and 3R when the ABS control is started (when the acceleration of the wheel becomes 0 or less and the slip amount becomes larger than the threshold value). EBD control is also performed when any one of the following conditions is satisfied: when the vehicle speed becomes equal to or less than the preset deceleration amount threshold value and when the input from the brake pedal 6 is released (when the brake operation is released) Is determined to end. When the EBD control execution unit 143 determines to end the EBD control, the EBD control execution unit 143 changes (resets) the EBD flag FE from 1 to 0.

  When it is determined that the EBD control is to be terminated, the EBD control execution means 143 opens the inlet valve 13 with a predetermined valve closing force and outputs an instruction to close the outlet valve 14 to the valve drive unit 180. Thereby, the EBD control execution means 143 increases the caliper pressure PC of the rear wheel 3R to the master cylinder pressure PM with a predetermined gradient. The predetermined gradient here can be, for example, the same gradient as in the pressure-increasing state during EBD control or a gentler gradient than in the pressure-increasing state during EBD control.

  The valve drive unit 180 is a part that drives the inlet valve 13 and the outlet valve 14 of the hydraulic unit 10 based on instructions output from the ABS control unit 130 and the EBD control unit 140.

  The storage unit 190 is a part that appropriately stores programs necessary for the operation of the control unit 100, data such as threshold values, calculation results, and the like.

Next, the process for determining the end of EBD control will be described. Note that the termination determination process (the process of FIG. 4) is repeatedly executed for each control cycle (for example, for each time TC).
As shown in FIG. 4, the EBD control execution means 143 determines whether or not the EBD flag FE is 1 (whether or not EBD control is executed) (S10).

  If the EBD flag FE is not 1 (when the EBD flag FE is 0) (S10, No), it means that the EBD control is not being executed, so the EBD control execution means 143 ends the end determination process. On the other hand, when the EBD flag FE is 1 (when EBD control is being executed) (S10, Yes), the EBD control execution means 143 determines whether ABS control has been started (S21), and deceleration of the rear wheel 3R. It is determined whether or not the amount is equal to or less than a deceleration amount threshold value (S22) and whether or not the brake operation is released (S23). If the condition is satisfied in any of steps S21 to S23 (Yes), the EBD control execution unit 143 resets the EBD flag FE to 0 (determines that the EBD control is finished) (S40), Terminate the end determination process.

  On the other hand, when the conditions are not satisfied in all of steps S21 to S23 (No), the EBD control execution unit 143 determines whether or not the absolute value of the speed deviation ΔVw is less than the speed deviation threshold value ΔVwth (S31). . When the speed deviation ΔVw is less than the speed deviation threshold value ΔVwth (S31, Yes), the EBD control execution means 143 is the time during which the speed deviation ΔVw is less than the speed deviation threshold value ΔVwth (hereinafter, referred to as “under-threshold time”) TU. Specifically, the time TC is added to the less than threshold time TU (S32), and the process proceeds to step S34. On the other hand, when the speed deviation ΔVw is not less than the speed deviation threshold value ΔVwth (S31, No), the EBD control execution unit 143 resets the less than threshold time TU to 0 (S33), and ends the end determination process.

  In step S34, the EBD control execution unit 143 determines whether or not the less than threshold time TU is equal to or longer than the predetermined time TUth. If the less than threshold time TU is equal to or longer than the predetermined time TUth (S34, Yes), the EBD control execution unit 143 proceeds to step S35. On the other hand, if the less than threshold time TU is not equal to or longer than the predetermined time TUth (S34, No), the EBD control execution unit 143 ends the end determination process.

  In step S35, the EBD control execution means 143 determines whether or not the hydraulic pressure deviation ΔP is less than the hydraulic pressure deviation threshold value ΔPth. When the hydraulic pressure deviation ΔP is less than the hydraulic pressure deviation threshold value ΔPth (S35, Yes), the EBD control execution means 143 resets the EBD flag FE to 0 (determines that the EBD control is finished) (S40). ), And finishes the end determination process. On the other hand, when the hydraulic pressure deviation ΔP is not less than the hydraulic pressure deviation threshold value ΔPth (S35, No), the EBD control execution unit 143 ends the end determination process.

  In the present embodiment, the order of executing Step S21, Step S22, Step S23, and Steps S31 to S35 (processing for determining whether to end EBD control according to the present invention) is arbitrary.

The effect of this embodiment demonstrated above is demonstrated with reference to FIG.
As shown in FIG. 5, when the brake pedal 6 is depressed at time t1, the caliper pressure PC of the rear wheel 3R increases together with the master cylinder pressure PM. At this time, for example, when the load applied to the vehicle 2 moves forward and the ground load of the rear wheel 3R becomes smaller, the rear wheel 3R tends to be locked and the wheel speed Vw of the rear wheel 3R is the same on the left and right front wheels The wheel speed Vw of 3F becomes smaller and the speed deviation ΔVw (rear wheel speed−front wheel speed) becomes smaller.

  In such a case, when the speed deviation ΔVw becomes less than the holding reference value (EBD control start threshold value) V1 at time t2, the EBD control execution unit 143 starts EBD control (changes the EBD flag FE from 0 to 1). ), Holding the caliper pressure PC of the rear wheel 3R. At time t3, when the speed deviation ΔVw becomes less than the pressure reduction reference value V2, the EBD control execution unit 143 reduces the caliper pressure PC of the rear wheel 3R. As a result, the wheel speed Vw of the rear wheel 3R increases, approaches the wheel speed Vw of the front wheel 3F, and the speed deviation ΔVw increases. When the speed deviation ΔVw becomes equal to or greater than the pressure reduction reference value V2 at time t4, the EBD control execution unit 143 holds the caliper pressure PC of the rear wheel 3R.

  Further, when the speed deviation ΔVw becomes larger than the pressure increase reference value V3 at time t5, the EBD control execution unit 143 increases the caliper pressure PC of the rear wheel 3R. Thereafter, when the speed deviation ΔVw becomes equal to or lower than the pressure increase reference value V3 at time t7, the EBD control execution means 143 holds the caliper pressure PC of the rear wheel 3R, and at time t8, the speed deviation ΔVw is again increased. When it becomes larger than V3, the EBD control execution means 143 increases the caliper pressure PC of the rear wheel 3R.

  When the absolute value of the speed deviation ΔVw becomes less than the speed deviation threshold value ΔVwth (−ΔVwth <ΔVw <ΔVwth) at time t6, the EBD control execution unit 143 starts counting the time TU less than the threshold value. Then, at time t9, when the less than threshold time TU (the state in which the speed deviation ΔVw is less than the speed deviation threshold ΔVwth) continues for a predetermined time TUth, the EBD control indicates that the hydraulic pressure deviation ΔP is less than the hydraulic pressure deviation threshold ΔPth. The execution unit 143 determines to end the EBD control (reset the EBD flag FE from 1 to 0). Thereafter, the EBD control execution means 143 gradually increases the caliper pressure PC of the rear wheel 3R to a master cylinder pressure PM at a predetermined gradient (as an example, a gentler gradient than the pressure increase during EBD control) from time t9 to t10. Press.

  In the present embodiment, for example, even when the EBD control is started unintentionally when the rear wheel 3R is lifted from the road surface when traveling on a step or turning, the EBD control execution means 143 operates as described above. Since the EBD control is terminated based on the deviation ΔVw and the hydraulic pressure deviation ΔP, it is possible to suppress the EBD control from continuing more than necessary.

  Further, in the present embodiment, it is determined that the EBD control is ended when the state where the speed deviation ΔVw is less than the speed deviation threshold value ΔVwth continues for the predetermined time TUth and the hydraulic pressure deviation ΔP is less than the hydraulic pressure deviation threshold value ΔPth. Therefore, the state where the speed deviation ΔVw is small continues and the hydraulic pressure deviation ΔP is small, and the EBD control can be surely ended during stable running.

  Further, in this embodiment, when it is determined that the EBD control is finished, the caliper pressure PC of the rear wheel 3R is gradually increased to the master cylinder pressure PM at a predetermined gradient, so that the caliper pressure of the rear wheel is increased to the master cylinder pressure all at once. Compared to a configuration in which the pressure is increased, fluctuations in the caliper pressure PC of the rear wheel 3R after the EBD control is finished can be suppressed.

  Although the embodiment has been described above, the present invention is not limited to the embodiment. About a concrete structure, it can change suitably in the range which does not deviate from the meaning of invention as follows.

  In the above-described embodiment, when it is determined that the EBD control is to be terminated, the caliper pressure PC of the rear wheel 3R is increased to the master cylinder pressure PM with a predetermined gradient. However, the present invention is not limited to this. For example, the gradient when the caliper pressure of the rear wheel is increased to the master cylinder pressure may be changed instead of a constant gradient. Further, the caliper pressure of the rear wheel may be increased stepwise (stepwise) to the master cylinder pressure.

  In the embodiment, it is determined that the EBD control is terminated when the state where the speed deviation ΔVw is less than the speed deviation threshold ΔVwth continues for the predetermined time TUth and the hydraulic pressure deviation ΔP is less than the hydraulic pressure deviation threshold ΔPth. It is not limited to this. For example, the EBD control may be determined to end when the speed deviation is less than the speed deviation threshold and the hydraulic pressure deviation is less than the hydraulic pressure deviation threshold.

  The ABS control and EBD control methods described in the above embodiments are examples, and are not limited to the above-described methods. For example, in the embodiment, the example in which the ABS control is performed based on the slip amount is shown, but the present invention is not limited to this, and the ABS control may be performed based on a value obtained by dividing the slip amount by the vehicle body speed (slip rate). Good. In addition, the reference values for holding, decompressing, and increasing pressure in the EBD control of the embodiment are examples, and may be changed as appropriate.

  In the above embodiment, the speed deviation ΔVw is obtained by subtracting the wheel speed Vw of the front wheel 3F from the wheel speed Vw of the rear wheel 3R, but the present invention is not limited to this. For example, the speed deviation may be acquired by subtracting the wheel speed of the rear wheel from the wheel speed of the front wheel.

  In the above-described embodiment, the master cylinder pressure PM is acquired from the pressure sensor 91. However, the present invention is not limited to this, and for example, the master cylinder pressure may be acquired by estimating the brake fluid pressure.

  In the above-described embodiment, the present invention is applied to the brake device configured to transmit the hydraulic pressure of the master cylinder 5 to the wheel cylinders 4 of the wheel brakes FL, RR, RL, FR, but is not limited to this. . For example, the present invention is applied to a so-called by-wire type brake device in which the hydraulic pressure of the hydraulic fluid pressurized by an electric motor (hydraulic pressure of the hydraulic pressure source) is transmitted to a wheel cylinder of a wheel brake. You can also

  In the said embodiment, although the example which applied this invention to the four-wheeled vehicle (vehicle 2) was shown, it is not limited to this, For example, this invention can also be applied to a two-wheeled vehicle, a three-wheeled vehicle, etc.

DESCRIPTION OF SYMBOLS 1 Vehicle brake control apparatus 3F Front wheel 3R Rear wheel 5 Master cylinder 100 Control part 140 EBD control part 141 Speed deviation acquisition means 142 Fluid pressure deviation acquisition means 143 EBD control execution means RL Wheel brake RR Wheel brake

Claims (2)

A brake control device for a vehicle that executes a braking force distribution control for adjusting a hydraulic pressure of a wheel brake of the rear wheel so as to appropriately distribute a braking force of a front wheel and a rear wheel,
Speed deviation acquisition means for acquiring a speed deviation of the rear wheel with respect to the front wheel;
A hydraulic pressure deviation obtaining means for obtaining a hydraulic pressure deviation between a hydraulic pressure of a hydraulic pressure source and a hydraulic pressure of a wheel brake of the rear wheel;
End determination means for determining to end the braking force distribution control based on the speed deviation and the hydraulic pressure deviation during execution of the braking force distribution control ,
The end determination means determines to end the braking force distribution control when the state where the speed deviation is less than the speed deviation threshold continues for a predetermined time or more and the hydraulic pressure deviation is less than the hydraulic pressure deviation threshold. A vehicle brake control device. When it is determined to end the braking force distribution control, the vehicle brake according to claim 1, characterized in that pressure increase until the fluid pressure of the hydraulic pressure source to the hydraulic pressure in the wheel brake of the rear wheel at a predetermined gradient Control device.

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