JP6547394B2 - Vehicle braking control device - Google Patents

Description

  The present invention relates to a brake control device for a vehicle.

  As one type of vehicle braking control device, one disclosed in Patent Document 1 is known. As shown in FIG. 3 of Patent Document 1, the vehicle braking control device performs adaptive cruise control, and when traveling following a leading vehicle, the ACC target acceleration for maintaining the set inter-vehicle distance Is calculated. Further, when the pre-crash brake control is started, a PCSB target acceleration for decelerating the host vehicle is calculated. When both the ACC target acceleration and the PCSB target acceleration are calculated, these target accelerations are added to calculate the final target acceleration.

JP 2008-296887 A

  In the vehicle brake control device described in Patent Document 1 described above, two target accelerations are arbitrated and output. However, recently, not only in the case of mediation between target accelerations having the same dimension, but also a request for mediation between the target acceleration and target braking force having different dimensions and target acceleration, ie, a request for mediation between request values having different dimensions. Is rising.

  The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to appropriately arbitrate request values having different dimensions in a vehicle braking control device.

In order to solve the problems described above, the invention of the vehicle braking control device according to claim 1 is capable of inputting the requested vehicle body deceleration from one or more vehicle operation control devices, and the input requested vehicle body deceleration The first input arbitration unit selects the highest priority required vehicle body deceleration from among the above as the priority required vehicle body deceleration, and the braking force calculation unit that calculates the corresponding braking force from the priority required vehicle body deceleration input from the first input arbitration unit And a second input arbitration unit capable of inputting the required braking force from one or more vehicle operation control devices and selecting the required braking force that gives the highest priority among the input required braking forces as the priority required braking force And an output arbitration unit that selects, as an output braking force, a braking force that ultimately gives priority to only one of the corresponding braking force input from the braking force calculation unit and the priority required braking force input from the second input arbitration unit And a conversion output unit that converts the output braking force selected by the output arbitration unit into hydraulic pressure and outputs the hydraulic pressure to the brake actuator, and the output arbitration unit controls any vehicle operation control for the vehicle operation control device. It transmits whether the required vehicle deceleration or the required braking force from the device is finally selected .

  According to this, the braking force calculation unit converts the required vehicle deceleration into a parameter having the same dimension as the required braking force by calculating the corresponding braking force from the priority required vehicle body deceleration input from the first input arbitration unit. be able to. Furthermore, the output arbitration unit finally gives priority to only one of the corresponding braking force corresponding to the requested vehicle body deceleration input from the braking force calculation unit and the priority required braking force input from the second input arbitration unit. Braking force is selected as the output braking force. As a result, the vehicle brake control device can appropriately mediate between request values having different dimensions (for example, the required vehicle body deceleration and the required braking force).

1 is a block diagram showing an embodiment of a vehicle brake control device according to the present invention.

  Hereinafter, an embodiment to which a vehicle brake control device according to the present invention is applied will be described with reference to the drawings. As shown in FIG. 1, the vehicle M is a first to fourth driving support control device (corresponding to a drive control device for a vehicle) 11 a to 11 d, a vehicle body G sensor 12, a brake pedal 13, a brake actuator 14, and a vehicle A braking control device 20 is provided.

  Each of the driving support control devices 11 a to 11 d is a control device that controls the driving of the vehicle M. This vehicle driving control is, for example, driving support control. The driving support control includes inter-vehicle distance control, collision reduction control, vehicle speed maintenance control, lane maintenance control, parking support control, and the like. The inter-vehicle distance control (also referred to as preceding vehicle follow-up control) is control for maintaining the inter-vehicle distance between the vehicle M and the preceding vehicle traveling in front of the vehicle M (for example, constant according to the vehicle speed) The control is to accelerate or decelerate the vehicle M. The collision mitigation control is control in which the vehicle M detects an obstacle and prepares for a collision, and is control in which the vehicle M applies a brake automatically. The vehicle speed maintenance control is control for causing the vehicle M to travel at a constant speed, and control for accelerating or decelerating the vehicle M.

  Lane maintenance control is control for maintaining the lane in which the vehicle M is traveling, and automatically steers a steering actuator (not shown) or applies a braking force to either the left or right wheel (not shown). Control to steer the vehicle M. The parking assist control is control for automatically parking the vehicle M, and is control for automatically advancing, reversing, turning, and stopping the vehicle M. In addition, parking assistance control can also reduce the collision by pedaling mistake and over stepping.

In any control, when the vehicle M is decelerated (stopped), control is performed to reduce the output of the drive source (engine, motor) or apply a braking force.
The driving support control device may be configured by one control device instead of different separate devices. In this case, the one or more control devices have different applications for different controls.

  Each of the driving support control devices 11 a to 11 d transmits a request value related to braking to the vehicle braking control device 20. The types of requests include requested vehicle deceleration, which is a request related to vehicle deceleration, and required braking force, which is a request related to braking force (deceleration equivalent to wheel braking torque). The vehicle deceleration and the braking force have different dimensions.

  The first and second driving support control devices 11a and 11b are the driving support control devices that request the required vehicle body deceleration. The third and fourth driving support control devices 11c and 11d are the driving support control devices that request the required braking force.

  For example, the first driving support control device 11a is a control device that performs inter-vehicle distance control. The second driving support control device 11 b is a control device that performs collision mitigation control. The third driving support control device 11 c is a control device that performs lane keeping control. The fourth driving support control device 11 d is a control device that performs parking support control.

  An imaging device is an apparatus which images the white line which is a division line which shows the lane of the front (vehicles front) of the vehicle M. FIG. The imaging device is, for example, a camera, and more specifically, a CCD camera, a CMOS camera, or the like. The imaging device outputs the imaged image data to the driving support control devices 11a to 11d.

The vehicle speed sensor is a sensor that detects the vehicle speed of the vehicle M. The vehicle speed sensor includes, for example, a wheel speed sensor that detects a wheel speed that is the speed of a wheel of the vehicle M, and a vehicle speed sensor that detects a rotational speed of an output shaft that outputs a drive to a drive wheel. Detection signals of the vehicle speed sensor are output to the driving support control devices 11a to 11d.
The yaw rate sensor is a sensor that detects the yaw rate of the vehicle M. The yaw rate of the vehicle M is the speed at which the yaw angle changes, and is the rotational angular velocity about the vertical axis passing through the center of gravity of the vehicle M. Detection signals of the yaw rate sensor are output to the driving support control devices 11a to 11d.

  The steering angle sensor is a sensor that detects the magnitude of the steering angle of a steering wheel (not shown) of the vehicle M. Detection signals from the steering angle sensors are output to the driving support control devices 11a to 11d.

The vehicle body G sensor 12 detects the deceleration related to the vehicle body of the vehicle M and outputs the detected deceleration to the vehicle braking control device 20.
The brake pedal 13 is operated by a driver and causes the vehicle M to generate a braking force in accordance with the operation state (operation amount, operation force). The operation state of the brake pedal 13 is detected by a detection device (not shown), and the detection result is output to the vehicle braking control device 20.

  The brake actuator 14 is a device that applies a braking force corresponding to the operation of the brake pedal 13 to the wheels. The brake actuator 14 is a device capable of independently and actively applying a braking force to all the wheels when the brake pedal 13 is not operated.

  The vehicle braking control device 20 includes a first input arbitration unit 21, a braking force calculation unit 22, an externally required braking force calculation unit 23, an internally required braking force calculation unit 24, a second input arbitration unit 25, an output arbitration unit 26, and A conversion output unit 27 is provided.

  The first input arbitration unit 21 can input the requested vehicle body deceleration from one or more driving support control devices, and prioritizes the requested vehicle body deceleration that is the highest priority among the input requested vehicle body decelerations. Choose as. The first input arbitration unit 21 is a requested vehicle deceleration input arbitration unit that inputs only requested vehicle decelerations and mediates them. Specifically, the first input arbitration unit 21 inputs the first required vehicle body deceleration from the first driving support control device 11a, and inputs the second required vehicle body deceleration from the second driving support control device 11b.

  Then, the first input arbitration unit 21 selects, as the priority required vehicle body deceleration, the requested vehicle body deceleration that has the highest priority among the first required vehicle body deceleration and the second required vehicle body deceleration. For example, the first input arbitration unit 21 selects (MAX selection) the largest one of the input requested vehicle decelerations. The first input arbitration unit 21 may select by a method other than MAX selection, for example, MIN selection to select the smallest one of the input requested vehicle body decelerations. Alternatively, the selection may be made based on the degree of urgency of the control that the driving support control device is implementing. More specifically, for example, the emergency degree is set high in the safety function such as collision prevention and low in the convenience improvement function such as parking assistance, so as to select the required vehicle deceleration of the control with the highest degree of urgency. You may

  The first input arbitration unit 21 associates the selected priority required vehicle deceleration with the corresponding driving support control device and outputs it. The driving assistance control device corresponding to the selected priority required vehicle body deceleration is a driving assistance control device that has output the selected priority required vehicle body deceleration. For example, when the selected priority required vehicle body deceleration is the first required vehicle body deceleration, the corresponding driving assistance control device is the first driving assistance control device 11a.

  The braking force calculation unit 22 calculates the corresponding braking force from the priority required vehicle body deceleration input from the first input arbitration unit 21. Specifically, the braking force calculation unit 22 calculates a control amount for performing feedback control. For example, the braking force calculation unit 22 inputs the difference (operation signal) of the required vehicle body deceleration degree and the detected vehicle body deceleration degree, and the control amount (control signal) such that the actual vehicle body deceleration becomes the required vehicle body deceleration. calculate. This control amount is a braking force that is a deceleration equivalent to the wheel braking torque. In other words, the control amount is obtained by feeding back the wheel braking torque required to cause the vehicle to generate the required vehicle deceleration according to the difference between the actual vehicle deceleration and the required vehicle deceleration, and the obtained wheel braking torque is used as it is This value is expressed as a wheel braking torque value or other braking force value, and is a value that can be compared with the priority required braking force output from the second input arbitration unit 25.

Furthermore, when the braking force calculation unit 22 calculates the corresponding braking force from the priority required vehicle body deceleration input from the first input arbitration unit 21, the driver request control corresponding to the operation amount of the brake pedal 13 serving as the brake operation member is calculated. Consider the power.
For example, when the brake pedal 13 is not operated, the braking force calculation unit 22 outputs the input corresponding braking force as it is. When the brake pedal 13 is operated, the braking force calculation unit 22 adds the driver request braking force to the input corresponding braking force according to the driving support control device corresponding to the input corresponding braking force. It is output by subtracting or selecting the larger of the driver request braking force and the corresponding braking force, or correcting the corresponding braking force based on the driver request braking force.

The externally required braking force calculation unit 23 inputs the required braking force from one or more driving support control devices, and takes into consideration the driver required braking force related to the operation of the brake pedal 13 in each of the input required braking forces. Do.
For example, the externally required braking force calculation unit 23 receives the first required braking force from the third driving support control device 11c and the second required braking force from the fourth driving support control device 11d.

  Further, for example, when the brake pedal 13 is not operated, the externally required braking force calculation unit 23 outputs the inputted required braking force as it is. When the brake pedal 13 is operated, the externally required braking force calculation unit 23 adds the driver required braking force to the input required braking force according to the driving support control device that has input the required braking force or It is output by subtracting or selecting the larger of the driver request braking force and the corresponding braking force, or correcting the corresponding braking force based on the driver request braking force.

  The internally required braking force calculation unit 24 performs control (application) performed by the vehicle braking control device 20 itself, for example, side slip suppression control (under-steer suppression control, over-steer suppression control), uphill start support control, downhill travel support control, etc. Calculate and output the required braking force to be used. The sideslip suppression control is understeer suppression control and oversteer suppression control, and is control for applying a braking force to a predetermined wheel. The uphill start support control is control for supporting the start of the vehicle M on the uphill, and is control for applying a braking force to a predetermined wheel. The downhill travel support control is control for causing the vehicle M to travel at a constant low speed on a downhill, and is control for applying a braking force to predetermined wheels.

  The required braking force output from the externally required braking force calculation unit 23 is an externally required braking force that is a braking force required from the outside of the vehicle braking control device 20. Further, the required braking force output from the internally required braking force calculation unit 24 is an internally required braking force that is a braking force required inside the vehicle braking control device 20.

  The second input arbitration unit 25 can input the required braking force from one or a plurality of driving support control devices, and selects the required braking force that gives the highest priority among the input required braking forces as the priority required braking force. The second input arbitration unit 25 is a request braking force input arbitration unit that inputs only the required braking forces and arbitrates them.

The second input arbitration unit 25 inputs each externally required braking force corresponding to one or a plurality of driving support control devices or each externally required braking force in consideration of the driver required braking force from the externally required braking force calculation unit 23 . Specifically, the second input arbitration unit 25 inputs the first request braking force from the third driving support control device 11c and the second request braking force from the fourth driving support control device 11d.
Further, the second input arbitration unit 25 receives the internally required braking force from the internally required braking force calculation unit 24.

  Then, the second input arbitration unit 25 selects, as the priority required braking force, the required braking force that gives the highest priority among the first externally required braking force, the second externally required braking force, and the internally required braking force. For example, the second input arbitration unit 25 selects (MAX selects) the largest one of the input required braking forces.

  The second input arbitration unit 25 associates the selected required braking force with the corresponding driving support control device and outputs it. The driving assistance control device corresponding to the selected priority required braking force is a driving assistance control device that has output the selected priority required braking force.

  As described above, the second input arbitration unit 25 gives priority to the request braking forces from the driving support control devices 11c and 11d in consideration of the driver request braking force corresponding to the operation amount of the brake pedal 13, respectively. Select the required braking force.

  The output arbitration unit 26 outputs an output braking force that ultimately gives priority to only one braking force among the corresponding braking force input from the braking force calculation unit 22 and the priority required braking force input from the second input arbitration unit 25. Choose as. For example, the output arbitration unit 26 selects (MAX selects) the largest one of the input braking forces.

The output arbitration unit 26 transmits, to all the driving support control devices 11a to 11d, from which driving support control device the requested vehicle body deceleration or the required braking force is finally selected.
Of the driving assistance control devices 11a to 11d, a driving assistance control device other than the driving assistance control device corresponding to the required vehicle deceleration or the required braking force finally selected by the output arbitration unit 26 (a non-selected driving assistance control device ) May be affected by the fact that different decelerations occur depending on the required vehicle body deceleration to be output and the output braking force, or may be caused by the deviation between the required braking force and the output braking force. Specifically, for example, there is a possibility that the required vehicle deceleration and the required braking force may deviate from the appropriate values, or an abnormality may be erroneously detected. Therefore, the non-selection driving support control device performs non-selection response processing to prevent the occurrence of the influence or reduce the influence as needed. For example, the non-selection response process is a process in which the non-selection vehicle brake control device stops its own control (calculation of the required value) or cancels the abnormality detection until it is selected. The non-selected vehicle brake control device resumes its control when it is selected.

  When the required braking force is finally selected instead of the required vehicle deceleration, the output arbitration unit 26 transmits to the braking force calculating unit 22 that the required braking force is finally selected. At this time, when the braking force calculating unit 22 receives that the required braking force is finally selected, the braking force calculating unit 22 stops the calculation of the corresponding braking force by, for example, stopping the feedback. This makes it possible to reliably prevent the calculation of an erroneous corresponding braking force while not being selected, and also outputs the erroneously calculated corresponding braking force when the final selection is switched to the required vehicle deceleration. Can be prevented.

  The conversion output unit 27 converts the output braking force selected by the output arbitration unit 26 into a hydraulic pressure and outputs the hydraulic pressure to the brake actuator 14.

  The operation of the vehicle brake control device configured as described above will be described. For example, when the own vehicle M is under inter-vehicle distance control with respect to the preceding vehicle, a case where another vehicle cuts in between the own vehicle M and the preceding vehicle will be described. First, when the inter-vehicle distance control is in progress, the vehicle brake control device 20 selects the required vehicle body deceleration (first required vehicle body deceleration) from the first driving support control device 11a as the priority required vehicle body deceleration. This is because there is no input of other required vehicle deceleration.

  When another vehicle breaks in, the vehicle braking control device 20 sets the first required vehicle body deceleration degree from the first driving support control device 11a and the second required vehicle body deceleration degree from the second driving support control device 11b. It inputs and selects the largest among them as the priority required vehicle deceleration (first input arbitration unit 21). Then, the vehicle braking control device 20 calculates a corresponding braking force corresponding to the priority required vehicle body deceleration from the priority required vehicle body deceleration (a braking force calculation unit 22).

  Then, when there is no input of the required braking force, the vehicle braking control device 20 selects the corresponding braking force input from the braking force calculation unit 22 as the output braking force (a braking force that gives priority to one finally). And output (output arbitration unit 26). The vehicle braking control device 20 converts the output braking force selected by the output arbitration unit 26 into a hydraulic pressure and outputs the hydraulic pressure to the brake actuator 14 (conversion output unit 27).

  Therefore, when the own vehicle M is under inter-vehicle distance control with respect to the preceding vehicle and another vehicle breaks in between the own vehicle M and the preceding vehicle, the vehicle braking control device 20 inputs By selecting an appropriate required vehicle deceleration from a plurality of required vehicle decelerations, it is possible to determine an optimal braking control method and an optimal braking amount.

  Furthermore, the case where the own vehicle M is performing inter-vehicle distance control with respect to the preceding vehicle and the case where the own vehicle M performs lane keeping control (in particular, the case where the lane keeping control is performed by application of braking) will be described. First, when the inter-vehicle distance control is in progress, the vehicle brake control device 20 selects the required vehicle body deceleration (first required vehicle body deceleration) from the first driving support control device 11a as the priority required vehicle body deceleration. This is because there is no input of other required vehicle deceleration.

  When the own vehicle M performs lane keeping control, the vehicle braking control device 20 performs the first request vehicle deceleration from the first driving support control device 11a and the first request control from the third driving support control device 11c. The power is input, and the largest one of them based on the braking force is selected and output as the output braking force (output arbitration unit 26). The first required vehicle body deceleration is converted into a corresponding braking force that is a braking force base by the braking force calculation unit 22, and is input to the output arbitration unit 26. The first required braking force is input to the output arbitration unit 26 via the externally required braking force calculation unit 23 and the second input arbitration unit 25. This is because there is no other required braking force input. The vehicle braking control device 20 converts the output braking force selected by the output arbitration unit 26 into a hydraulic pressure and outputs the hydraulic pressure to the brake actuator 14 (conversion output unit 27).

  Therefore, when the own vehicle M is performing inter-vehicle distance control with respect to the preceding vehicle, and the own vehicle M performs lane keeping control, the vehicle braking control device 20 reduces the requested vehicle body having different input dimensions. Optimal braking control method and optimum by appropriately selecting appropriate control target parameters (if the required braking force is larger, the control target parameter is the required braking amount) from the speed and the required braking force Braking amount can be determined.

  When a plurality of required braking forces are input and there is no input of required vehicle deceleration, the vehicle brake control device 20 is optimal by selecting an appropriate required braking force from the plurality of input required braking forces. A braking control method and an optimal braking amount can be determined.

  As is apparent from the above description, the vehicle braking control device 20 according to the present embodiment is capable of inputting the required vehicle deceleration from each of the one or more driving assistance control devices 11a and 11b, and the input required vehicle deceleration The first input arbitration unit 21 selects the highest priority request vehicle deceleration from among the above as the priority request vehicle deceleration, and the braking force to calculate the corresponding braking force from the priority request vehicle deceleration input from the first input arbitration unit 21 The request braking force can be input from the calculation unit 22 and one or more driving support control devices 11c and 11d, and the request braking force that gives the highest priority among the input request braking forces is selected as the priority request braking force. Only one priority is finally given among the two-input arbitration unit 25, the corresponding braking force input from the braking force calculation unit 22, and the priority required braking force input from the second-input arbitration unit 25. An output arbiter unit 26 for selecting a braking force as output a braking force that is provided with a converter output unit 27 that outputs to the brake actuator 14, the converts the output braking force selected by the output arbitration section 26 to the hydraulic.

  According to this, by calculating the corresponding braking force from the priority required vehicle body deceleration input from the first input arbitration unit 21, the braking force calculation unit 22 converts the required vehicle body deceleration into a parameter having the same dimension as the required braking force. It can be converted. Furthermore, one of the response braking force corresponding to the requested vehicle body deceleration input from the braking force calculation unit 22 and the priority required braking force input from the second input arbitration unit 25 is finally one of the output arbitration unit 26. Only one braking force with priority is selected as the output braking force. As a result, the vehicle brake control device 20 can appropriately mediate between request values different in dimension (for example, the required vehicle body deceleration and the required braking force).

  In addition, the output arbitration unit 26 transmits, to the driving support control devices 11a to 11d, from which driving support control devices 11a to 11d the requested vehicle deceleration or the required braking force is finally selected. .

  According to this, when received from the output arbitration unit 26, each of the driving support control devices 11a to 11d receives information on the driving support control devices 11a to 11d corresponding to the finally selected requested vehicle deceleration or the required braking force. It can be confirmed. As a result, the driving support control devices 11 a to 11 d can perform appropriate control based on the information from the output arbitration unit 26.

Further, among the driving support control devices 11a to 11d, the driving support control devices 11a to 11d other than the driving support control devices 11a to 11d corresponding to the required vehicle body deceleration or the required braking force finally selected by the output arbitration unit 26. 11d performs non-selection response processing to prevent or reduce the occurrence of an influence of not being selected.
According to this, the non-selected driving support control devices 11a to 11d (non-selected driving support control devices) perform non-selection response processing to prevent the occurrence of the influence or reduce the influence as necessary. Is possible. Therefore, it is possible to suppress that the required vehicle body deceleration and the required braking force deviate from the appropriate values or erroneous detection of an abnormality.

Further, when the required braking force (the driving support control devices 11 c and 11 d corresponding to the required braking force) is finally selected, the output arbitration unit 26 finally makes the required braking force of the braking force calculation unit 22. When it is received that the required braking force is finally selected, the braking force calculation unit 22 stops the calculation of the corresponding braking force.
According to this, while the braking request braking force by the driver assistance control device 11c, 11d corresponding to the required braking force or the driver's brake operation corresponding to the required braking force is selected, the braking force calculation unit 22 Since the calculation of the corresponding braking force from the body deceleration is stopped, it is possible to reliably suppress the erroneous calculation of the corresponding braking force. Further, even when the driving support control devices 11c and 11d corresponding to the required braking force are switched to the driving support control devices 11a and 11b corresponding to the required vehicle deceleration, the braking force calculation unit 22 determines that the corresponding braking force is incorrect. Since it is possible to suppress the calculation, it is possible to suppress the erroneous vehicle behavior.

  In addition, the vehicle braking control device 20 can omit unnecessary conversion processing, and can reduce the calculation load. Further, even when the number of applications to be arbitrated increases, it can be coped with, and therefore, the extensibility can be enhanced.

Further, the second input arbitration unit 25 selects the priority required braking force in consideration of the driver required braking force corresponding to the operation amount of the brake pedal 13 for the required braking force from each of the driving support control devices 11c and 11d. .
According to this, the vehicle brake control device 20 can more appropriately select the priority required braking force.

Further, when calculating the corresponding braking force from the priority required vehicle body deceleration input from the first input arbitration unit 21, the braking force calculation unit 22 takes into consideration the driver request braking force corresponding to the operation amount of the brake pedal 13.
According to this, the vehicle brake control device 20 can calculate the corresponding braking force more appropriately.

  In the present embodiment, the braking force calculating unit 22 receives from the output arbitration unit 26 that the required braking force is finally selected, and the braking force calculating unit 22 stops the calculation of the corresponding braking force. The second input arbitration unit 25 may transmit the priority required braking force to the braking force calculation unit 22, and the braking force calculation unit 22 may stop the calculation of the corresponding braking force based on the priority required braking force. In this case, a time delay due to passing through the output arbitration unit 26 does not occur.

  Further, in the present embodiment, the externally required braking force calculation unit 23 temporarily calculates the externally required braking force from the required braking force from the driving assistance control device and the corresponding braking force by the brake operation, and the internally required braking force calculation unit 24. The internal request braking force is calculated from the control request braking force performed by the vehicle control device 20 itself, and the second input arbitration unit 25 calculates the priority request braking force based on the external request braking force and the internal request braking force. However, the present invention is not limited to this. For example, the corresponding braking force by the brake operation may also be input to the internally required braking force calculation unit 24 and used to calculate the internally required braking force. Alternatively, the externally required braking force calculation unit 23 and the internally required braking force calculation unit 24 may be deleted, and the second input arbitration unit 25 may directly request the braking request from the driving support control device and the request control made by the vehicle control device 20 itself. Even if the power and the corresponding braking force by the brake operation are input, the priority required braking force is calculated based on the requested braking force input by the second input arbitration unit 25 and the corresponding braking force by the brake operation. Good. Alternatively, the externally required braking force calculation unit 23, the internally required braking force calculation unit 24, and the second input arbitration unit 25 are deleted, and the output arbitration unit 26 receives a braking request from the driving support control device and the vehicle control device 20 itself. The required braking force to be performed and the corresponding braking force by the brake operation are input, and the priority required braking force is calculated based on the required braking force input by the output arbitration unit 26 and the corresponding braking force by the brake operation, and the calculated required braking force The output braking force may be selected from the corresponding braking force input from the braking force calculation unit 22.

  11a to 11d: first to fourth driving support control devices (first to fourth vehicle driving control devices), 12: vehicle body G sensor, 13: brake pedal (brake operation member), 14: brake actuator, 20: vehicle Brake control device 21 request body deceleration input arbitration unit (first input arbitration unit) 22 braking force calculation unit 23 external request braking force calculation unit 24 internal request braking force calculation unit 25 request Braking force input arbitration unit (second input arbitration unit), 26: output arbitration unit, 27: conversion output unit, M: vehicle (vehicle).

Claims (6)

A first input for selecting a requested vehicle body deceleration that is prioritized from among the requested vehicle body decelerations that can be input from the one or more vehicle operation control devices. The arbitration unit,
A braking force calculation unit that calculates a corresponding braking force from the priority required vehicle body deceleration input from the first input arbitration unit;
A second input arbitration unit capable of inputting a required braking force from one or a plurality of vehicle operation control devices and selecting a required braking force that gives the highest priority among the input required braking forces as a priority required braking force;
The braking force to which only one priority is finally given priority is selected as the output braking force from the corresponding braking force input from the braking force calculation unit and the priority required braking force input from the second input arbitration unit. An output arbitration unit,
A conversion output unit that converts the output braking force selected by the output arbitration unit into hydraulic pressure and outputs the hydraulic pressure to a brake actuator;
Equipped with
The output mediation unit is configured to transmit, to the vehicle operation control device, from which vehicle operation control device the requested vehicle deceleration or requested braking force is finally selected . Brake control device. Of the above-described vehicle operation control devices, a vehicle operation control device other than the vehicle operation control device corresponding to the requested vehicle body deceleration or the requested braking force finally selected by the output arbitration unit is selected. vehicle brake control apparatus according to claim 1, characterized in that a non-selection time corresponding processing as to reduce the prevention or influence the occurrence of impact of that none. The non-selection response process is affected by the fact that the required vehicle body deceleration to be output and the vehicle deceleration generated by the output braking force are continuously different, or the difference between the required braking force and the output braking force The vehicle braking control device according to claim 2 , wherein occurrence of the influence is prevented or the influence is reduced. When the required braking force is finally selected, the output arbitration unit transmits, to the braking force calculation unit, that the required braking force is finally selected.
The vehicle braking control device according to claim 1, wherein the braking force calculation unit stops the calculation of the corresponding braking force when it receives that the required braking force is finally selected. The second input mediation unit selects the priority required braking force in consideration of the driver required braking force corresponding to the operation amount of the brake operation member for the required braking force from the vehicle operation control device. The vehicle braking control device according to any one of claims 1 to 4 , characterized in that: The braking force calculation unit takes into consideration the driver request braking force corresponding to the operation amount of the brake operation member when calculating the corresponding braking force from the priority required vehicle body deceleration input from the first input arbitration unit. The vehicle braking control device according to any one of claims 1 to 4 , characterized in that:

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