JPH0569813A - Anti-skid braking device for vehicle - Google Patents

Abstract

PURPOSE:To enable ABS control to be intentionally and simply suspended when the brake is applied to a vehicle. CONSTITUTION:A control means 34 which controls a braking pressure control means based on wheel speed and pseudo vehicle speed, is provided, so that vehicle speed is decelerated at target deceleration or is decelerated at a target slip rate. Meanwhile when the stroke of brake pedal 26 footing is equal to or more than a specified one, control by the control means 34 is made to be suspended by a control restraining means 43.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle anti-skid brake device.

[0002]

2. Description of the Related Art Anti-skid brake systems for vehicles are
Basically, to reduce the wheel speed at the target deceleration, or at the target slip rate,
By increasing / decreasing the braking pressure applied to the wheels (hereinafter, simply referred to as ABS control as necessary), it is possible to prevent the wheels from being locked or skided during braking, and to maintain the directional stability. The vehicle is stopped with a short braking distance.

There are various proposals for controlling the above braking pressure, for example, Japanese Patent Laid-Open No. 62-241757 discloses that
When the brake sensor that detects the depression of the brake pedal is turned on, the braking pressure control is normally performed based on the vehicle speed detected by the ground speed sensor, and when the brake sensor fails, it is detected by the wheel speed sensor. It is disclosed that a pseudo vehicle body speed is set based on the wheel speeds of the four wheels of the vehicle, and the braking pressure control is performed using the pseudo vehicle body speed.

[0004]

By the way, the above ABS
The control is to prevent the wheels from being locked or skid during braking as described above to enhance the braking performance, but it may be better to lock the wheels even during braking. That is, on a gravel road or a fresh snow road, the bite between the road surface and the tires of the vehicle is relatively large, and the locked wheels push the gravel or snow forward, so that the gravel or snow accumulates in front of the wheels. Because of the wedge effect, locking the wheels results in the vehicle stopping earlier.

On the other hand, in a vehicle equipped with a conventional anti-skid brake device, basically, when the wheel starts to lock when the brake pedal is depressed regardless of the road surface condition, the lock is basically prevented. Control is performed in the direction. Therefore, in the gravel road and the fresh snow road as described above, it is considered that the vehicle provided with the anti-skid brake device has a longer braking distance than the vehicle not provided with the device, and the original purpose of the device is considered. Not along. Of course, as a countermeasure, it is conceivable to provide a manual switch that deactivates the anti-skid brake device at the driver's will, but in the case of this switch, manual operation is required in advance, so if you want to stop the vehicle suddenly. This is not preferable because the ABS control may or may not be performed during braking due to forgetting to operate the switch.

That is, an object of the present invention is to allow the ABS control to be intentionally and easily stopped when the vehicle is being braked.

[0007]

SUMMARY OF THE INVENTION In order to solve such a problem, the present invention makes it possible to stop the ABS control when the driver depresses the brake pedal to a larger extent than the normal depression area. It is a thing.

[0008] That is, the first to solve the above problems
Means for detecting the wheel speed, wheel speed detecting means, pseudo vehicle speed setting means for setting a pseudo vehicle speed, braking pressure adjusting means for adjusting the braking pressure of the wheels, and deceleration targeted by the wheel speed. The braking pressure adjusting means is controlled based on the wheel speed detected by the wheel speed detecting means and the pseudo vehicle body speed set by the pseudo vehicle body speed setting means so as to reduce the vehicle speed at a target slip rate. An anti-skid brake device for a vehicle, comprising:
Further, the present invention is characterized by further comprising a control restricting means for stopping the control by the control means when the amount of depression of the brake pedal exceeds a predetermined amount of depression.

A second means for solving the above-mentioned problems is that the pseudo vehicle body speed setting means sets the pseudo vehicle body speed based on the wheel speed detected by the wheel speed detecting means, and the wheel. When the deceleration of the wheel speed detected by the speed detection means exceeds a predetermined value, the vehicle body deceleration detected by the acceleration detection means or the ground surface detected by the ground vehicle speed detection means, not by the first setting means. A second setting means for setting a pseudo vehicle body speed based on the vehicle body speed, wherein the control restricting means controls the control means when the depression amount of the brake pedal is less than the predetermined depression amount. Is to cancel the cancellation.

A third means for solving the above-mentioned problems is that the control regulating means in the above-mentioned first means, when the depression amount of the brake pedal becomes a predetermined depression amount or more, until the depression amount becomes zero. The control by the control means is stopped.

A fourth means for solving the above-mentioned problems is, in the above-mentioned first to third means, further provided with steering detecting means for detecting steering of the front wheels, and each control regulating means has the above-mentioned pedal. When the depression amount of the brake pedal detected by the depression amount detecting means is greater than or equal to a predetermined depression amount and the turning amount of the front wheels detected by the turning detecting means is less than or equal to a predetermined value, the control by the control means is stopped. It is the one to be confused.

[0012]

In the first means, when the driver intentionally depresses the brake pedal with a large depression amount which is not achieved during normal braking, the ABS control is stopped by the control regulating means.

That is, if the amount of depression of the brake pedal is equal to or less than the predetermined amount of depression, if the wheels tend to lock, the wheel speed detected by the wheel speed detecting means and the pseudo vehicle body speed setting means are set. The braking pressure adjusting means is controlled by the control means based on the pseudo vehicle speed. The purpose of this control is to reduce the wheel speed at a target deceleration or at a target slip rate, and as a result, prevent wheel lock or skid from occurring and The vehicle can be stopped for a short braking distance without loss of stability.

On the other hand, when the amount of depression of the brake pedal exceeds the predetermined amount of depression, the ABS control by the control means is stopped by the control regulating means. Therefore, the wheels will be locked due to the large depression of the brake pedal, but on a road surface such as a gravel road or a fresh snow road with a large bite between the tire and the road surface or a road surface producing a wedge effect, the vehicle is The lock will result in a quick stop with a short braking distance.

In the second means, even if the ABS control is temporarily stopped by the control restricting means, the ABS control is restarted when the depression amount of the brake pedal becomes less than the predetermined depression amount. Then, for that purpose, as the pseudo vehicle body speed setting means, in addition to the first setting means for setting the pseudo vehicle body speed based on the wheel speed, a second vehicle body speed setting based on the vehicle body deceleration or the ground vehicle speed is provided. The setting means of is provided.

That is, when the ABS control is stopped, the wheel speed is greatly reduced and the wheels are locked.
In that case, if you set the pseudo vehicle speed based on the wheel speed,
The pseudo vehicle speed becomes substantially zero, which is far from the actual vehicle speed. Therefore, even if the depression amount of the brake pedal becomes less than the predetermined depression amount and the ABS control is restarted, the braking pressure does not decrease because the pseudo vehicle body speed is too low, the wheels remain locked, and the actual restart is resumed. Can not.

On the other hand, in the case of this means, when the deceleration of the wheel speed is large, the second setting means sets the pseudo vehicle speed based on the vehicle deceleration or the ground vehicle speed. It is possible to generate a pseudo vehicle body speed close to the actual vehicle body speed even while the ABS control is stopped. As a result, when the ABS control is restarted, it is determined that the wheel speed is too lower than the pseudo vehicle body speed, the braking pressure reduction control is executed, and the wheel lock is released.

Therefore, after the vehicle speed is reduced by stopping the ABS control, for example, when shifting to turning traveling, the desired ABS control can be restarted to prevent wheel skid.

In the third means, after the brake pedal depression amount exceeds the predetermined depression amount and the ABS control is temporarily stopped, the ABS control is performed even if the brake pedal depression amount is less than the predetermined depression amount. Therefore, it is possible to prevent the braking pressure applied to the wheels from being lowered against the driver's intention when the brake pedal is accidentally released.

In the fourth means, when the steering of the front wheels is detected by the steering detecting means, the ABS control is executed without being stopped even if the depression amount of the brake pedal is equal to or larger than the predetermined depression amount. Therefore, the locking or skid of the wheels during turning can be prevented.

[0021]

Therefore, according to the first means, when the amount of depression of the brake pedal exceeds the predetermined amount of depression A
Since the control control means for stopping the BS control is provided, it is possible to immediately and easily stop the ABS control by the driver's intention while the brake pedal is being stepped on, that is, during braking, and the gravel road or the fresh snow road can be easily stopped. The braking distance of the vehicle can be shortened.

According to the second means, in addition to the first setting means for setting the pseudo vehicle speed based on the wheel speed, the pseudo vehicle speed is set based on the vehicle deceleration or the ground vehicle speed. The setting means of 2 is provided so that the cancellation of the ABS control is canceled when the amount of depression of the brake pedal becomes less than the predetermined amount of depression. Therefore, the ABS control is restarted at the pseudo vehicle speed close to the actual vehicle speed. It is possible to prevent the skid of the wheels and improve the running stability when the ABS control is temporarily stopped and then the vehicle is turned, for example.

According to the third means, when the depression amount of the brake pedal exceeds the predetermined depression amount, the ABS control is stopped until the depression amount of the brake pedal becomes zero. Even if the brake pedal is accidentally released after the ABS control is temporarily stopped, the above control stopped state can be continued, and the braking pressure applied to the wheels decreases against the driver's intention. Can be prevented.

According to the fourth means, steering detection means for detecting steering of the front wheels is further provided, and the front wheel is detected by the steering detection means when the brake pedal depression amount is equal to or greater than a predetermined depression amount. When the steering amount of the vehicle is less than or equal to a predetermined value, AB
Since the S control is stopped, it is possible to prevent the wheels from being locked even when the vehicle is turning.

[0025]

Embodiments of the present invention will be described below with reference to the drawings.

<Overall Configuration of Embodiment> FIG. 1 shows the overall configuration of the embodiment. That is, in the vehicle according to this embodiment, the left and right front wheels 11, 12 are driven wheels, and the left and right rear wheels 1
3, 14 are the driving wheels, and the output torque of the engine 15 changes from the automatic transmission 16 to the propeller shaft 17 to the differential device 1.
8 and the left and right rear wheels 1 via the left and right drive shafts 19, 20
3 and 14 are transmitted.

Each of the wheels 11 to 14 is provided with disks 21a to 24a that rotate integrally with these wheels, and calipers 21b to 24b that receive the supply of braking pressure to brake the rotation of the disks 21a to 24a. Brake device 21
~ 24 are provided.

The brake control system for actuating the brake devices 21-24 includes a booster device 27 for increasing the depression force of the brake pedal 26 by the driver, and a booster device 27 for increasing the force. And a master cylinder 28 that generates a braking pressure. Front wheel braking pressure supply line 2 extending from the master cylinder 28
9 is branched into a braking pressure supply line 29a for the left front wheel and a braking pressure supply line 29b for the right front wheel, and the braking devices 21 and
Twenty-two calipers 21a and 22b are connected. In the braking pressure supply line 29a for the left front wheel, the electromagnetic on-off valve 3
0a and an electromagnetic relief valve 30b, a first valve unit 30 is provided, and an electromagnetic on-off valve 31a and an electromagnetic relief valve 3 are provided in the braking pressure supply line 29b for the right front wheel.
The 2nd valve unit 31 which consists of 1b is provided.

In the rear wheel braking pressure supply line 32 extending from the master cylinder 28, an electromagnetic on-off valve 33a is provided.
And a third relief valve 33b including an electromagnetic relief valve 33b. The rear wheel braking pressure supply line 32 branches downstream of the third valve unit 33 into a left rear wheel braking pressure supply line 32a and a right rear wheel braking pressure supply line 32b, and each brake device. 23, 2
4 calipers 23a, 24b.

That is, in this embodiment, the brake device 2 for the left front wheel 11 is operated by the operation of the first valve unit 30.
A first channel for adjusting the braking pressure of No. 1; a second channel for adjusting the braking pressure of the braking device 22 for the right front wheel 12 by the operation of the second valve unit 31;
By operating the valve unit 33, the left and right rear wheels 13, 1
And a third channel for adjusting the braking pressure of the four braking devices 23, 24, and these channels are controlled independently of each other. And the said 1st-3rd valve unit 30,31,33 comprises a braking pressure adjusting means.

The vehicle is a control unit including a computer having control means for controlling the first to third channels and pseudo vehicle body speed setting means for setting a pseudo vehicle body speed for the control. 34, a pressure sensor 41 for detecting the depression amount of the brake pedal 26 for stopping the ABS control by the driver's intention during braking, and a steering wheel steering angle sensor 42 for detecting the turning of the front wheels 11, 12. And a control regulation means 43.

<Regarding the Control Unit> The control unit 34 has a brake signal from a brake sensor 35 for detecting whether or not the brake pedal 26 is depressed, and a wheel speed detecting means for detecting the speed of each of the wheels 11 to 14. And the wheel speed signals from the wheel speed sensors 37 to 40 are input, and ABS control is performed in parallel for each channel. That is, the control means controls the wheels 11 to 14 by the valve units 30, 31, and 33 according to a predetermined control threshold based on the wheel speeds of the wheels 11 to 14 and the pseudo vehicle speed.
The braking pressure is controlled to increase or decrease, and the opening / closing valves 30a and 3 of the first to third valve units 30, 31, and 33 are controlled.
The control is executed by opening and closing the 1a, 33a and the relief valves 30b, 31b, 33b by duty control. The relief valves 30b, 31b, 33b are provided.
The brake oil discharged from the tank is returned to the reservoir tank of the master cylinder 28 by a drain line (not shown).

The control unit 34 will be specifically described below. The pseudo vehicle speed Vr is equal to the wheels 11-14.
Since the vehicle speed when the vehicle is slipping cannot be accurately detected, it is set as a vehicle speed for convenience. The pseudo vehicle body speed setting means includes first setting means for setting the pseudo vehicle body speed Vr based on the wheel speeds detected by the wheel speed sensors 37 to 40, and vehicle body deceleration detected by the acceleration sensor 43. Pseudo vehicle speed Vr
And a second setting means for setting.

That is, the first setting means is the four wheels 11
The maximum wheel speed MaxVw of 14 to 14 is set as the pseudo vehicle body speed Vr. On the other hand, when the deceleration of the maximum wheel speed MaxVw detected by the wheel speed sensors 37 to 40 is larger than the vehicle body deceleration g (gravitational acceleration) detected by the acceleration sensor 44, the second setting means described above. The pseudo vehicle body speed Vr is set based on the vehicle body deceleration g regardless of the first setting means.

The flow of setting the pseudo vehicle body speed Vr by both of the setting means is shown in FIG. That is, the four wheels 11 to
Data about the wheel speed and the vehicle body deceleration g of 14 are input, and first, the maximum wheel speed MaxVw is calculated (steps S1 and S2). Then, in the first setting means, when the maximum wheel speed MaxVw is higher than the previously set pseudo vehicle speed Vr (Vr = 0 for the first time), and the previous Vr
The deceleration amount of the maximum wheel speed MaxVw (Vr-Max
When Vw) is less than or equal to the vehicle body deceleration amount g · Δt · α detected by the acceleration sensor 43, the maximum wheel speed MaxVw is set as the pseudo vehicle body speed Vr (steps S3 to S).
5). On the other hand, the deceleration amount of the maximum wheel speed MaxVw (Vr-Max
Vw) is larger than the vehicle body deceleration amount g · Δt · α,
By the second setting means, the vehicle deceleration amount g · Δ from the previous Vr
A value obtained by subtracting t is set as the pseudo vehicle body speed Vr (steps S5 and S6). It should be noted that Δt is the sampling period of the control unit (for example, 7 ms). Also, α
Is a constant (> 1) to be multiplied in consideration of the detection error due to the disturbance of the acceleration sensor 43.

The control means is provided with a control threshold value setting section, and by comparing the control threshold value with the acceleration / deceleration of the wheel and the slip ratio, phase 0 (ABS non-control state), phase I (braking pressure reduction state during ABS control). , Phase II (holding state after depressurization), phase III (rapid boosting state after depressurization hold) and phase IV (slow boosting state after rapid boosting), and the braking pressure control signal according to each phase Is output to the first to third valve units 30, 31, 33.

The control threshold is set independently for each channel, and the control thresholds are as follows. First wheel deceleration threshold G1; for determining transition from phase 0 to phase I Second wheel deceleration threshold G2; for determining transition from phase I to phase II First slip ratio threshold S1; from phase II to phase III For determination of transition Wheel acceleration threshold G3; For determination of transition from phase III to phase IV Second slip ratio threshold S2; For determination of transition from phase IV to phase I The above control thresholds are pseudo vehicle speed Vr and friction of the road surface. Depending on the coefficient, as shown in FIG. 3, it is possible to increase μ between the road surface and the wheel without excessively lowering the lateral drag coefficient μL of the wheel with respect to the road surface, that is, a characteristic in the range of Ss is obtained. Is set as follows. That is, a high μ means that braking efficiency is high, and a high lateral drag coefficient μL means that stability or steerability during turning is good. As shown in FIG. 3, it is difficult to achieve both compatibility with sex. Therefore, in the above-mentioned normal ABS control, the control threshold is set so that both of them are compatible with each other as much as possible.

In detecting μ of the road surface, AB
When S is not controlled, it is uniformly judged as a high friction road surface, and AB
After entering the S control, μ of the road surface is detected based on the wheel deceleration and the wheel acceleration. That is, when the wheel deceleration is large and the wheel acceleration is small, it is determined to be a low friction road surface, when the wheel deceleration is small and the wheel acceleration is large, it is determined to be a high friction road surface, and in other cases, it is determined to be a medium friction road surface.

The deceleration and acceleration of the wheel are obtained by dividing the difference between the previous value and the present value of the wheel speed by the sampling period Δt and converting the result into the gravitational acceleration. Regarding the wheel speed of the rear wheels 13 and 14, the smaller wheel speed of the two wheel speeds is selected as the rear wheel speed. Further, the slip ratio is calculated according to the following equation.

Slip rate = (1−wheel speed ÷ pseudo vehicle speed) × 100 Therefore, the control means normally controls the increase / decrease of the braking pressure as shown in FIG.

That is, when the brake pedal 26 is depressed from the constant speed running state, the braking pressure generated in the master cylinder 28 increases, and the wheel speed decreases accordingly. When the wheel deceleration becomes greater than the first wheel deceleration threshold G1, the ABS control is performed, the phase I is selected, and the braking pressure is reduced in accordance with a predetermined pressure reducing mode. When the wheel deceleration becomes smaller than the second wheel deceleration threshold G2, the phase II is selected and the braking pressure is maintained in the reduced pressure state. When the slip ratio decreases as the pressure is maintained and exceeds the first slip ratio threshold S1, Phase III is selected,
The braking pressure is suddenly increased. When the wheel acceleration decreases due to the sudden pressure increase and becomes equal to or less than the wheel acceleration threshold G3, the phase IV is selected and the braking pressure is gradually increased. When the slip ratio exceeds the second slip ratio threshold S2 due to the above-mentioned slow pressure increase, the phase I is selected.

As described above, the braking pressures of the first to third channels are controlled to be increased and decreased independently of each other, thereby preventing the wheels from being locked or skided, and improving the directional stability. It will stop the vehicle for a short braking distance without losing it.

<Regarding Cancellation of ABS Control> Cancellation of ABS control will be described. That is, the pressure sensor 41 provided for that purpose is connected to the first chamber communicating with the rear wheel braking pressure supply line 32 and a predetermined pressure (a brake fluid pressure generated at a large depression amount exceeding the depression amount of the brake pedal during normal braking). It is of a diaphragm type having a diaphragm that separates the second chamber kept at. When the brake fluid pressure of the predetermined pressure or more is generated, that is, the pressure sensor 41 is the brake pedal depression amount B of the predetermined value Bto or more.
When t is detected, an ON signal is output to the control regulating means 43.

Further, the brake pedal 26 is provided with a resistor such as a spring which gives a resistance to the depression of the brake pedal 26 immediately before the brake fluid pressure at which the pressure sensor 41 operates is reached. That is, the pressure sensor 41 operates only when the resistance pedal is overcome and the brake pedal 26 is depressed.
This is because the driver's clear intention is required to stop the S control, and it has an effect of preventing accidental stop of the ABS control.

The steering wheel steering angle sensor 42 detects the steering of the front wheels 11 and 12 (that is, the vehicle is turning) based on the steering wheel steering angle θ.

Thus, the control restricting means 43 receives the ON signal from the pressure sensor 41 during the ABS control and the absolute value of the steering wheel steering angle | θ detected by the steering wheel steering angle sensor 42. When the condition that | is equal to or less than the predetermined value θo (substantially straight running) is satisfied at the same time, the ABS of the control means of the control unit 34 is
The control stop signal is output, and the ABS control execution signal is output when at least one of the above conditions is not satisfied.

The flow of operation of the control regulating means 43 is shown in FIG.
Is shown in. That is, the control restricting means 43 inputs various data, and during the ABS control, the depression amount Bt of the brake pedal 26 is equal to or larger than the predetermined value Bto and the absolute value of the steering angle | θ | is equal to or smaller than the predetermined value θo. At this time, an ABS control stop command is output to the control means (steps S11 to S).
15). On the other hand, when the depression amount Bt of the brake pedal 26 is less than the predetermined value Bto, or when the absolute value | θ |
The ABS control execution command is output (steps S13, S14, S16).

Therefore, in the above embodiment, as shown in FIG. 6, in the case of the normal brake pedal depression amount, the pseudo vehicle body speed Vr is the four wheels 11 to 14 detected by the wheel speed sensors 37 to 40. It is set based on the speed and the vehicle body deceleration g detected by the acceleration sensor 44. And
When the brake pedal 26 is greatly depressed by the driver during straight traveling, the ABS control is stopped by the operation of the control restricting means 43, and accordingly, all the wheels are decelerated more than the vehicle deceleration g due to the increase of the braking pressure. It slows down at speed and locks.

Therefore, on a road such as a gravel road where the tires and the road surface are greatly bitten with each other and a wedge effect is produced, the vehicle is quickly stopped by the locking of the wheels. When the ABS control is stopped,
Since the deceleration of the wheels is greater than the vehicle body deceleration g, the pseudo vehicle body speed Vr does not depend on the wheel speed, and the vehicle body deceleration g is based on the pseudo vehicle body speed Vr when the control restricting means 43 was activated. It is set based on.

As described above, since the pseudo vehicle body speed Vr close to the actual vehicle body speed is set based on the vehicle body deceleration g even after the ABS control is stopped, the brake pedal 26 is stepped on the way. When the ABS control is restarted after returning to the vehicle or turning, the speed of the locked wheels exceeds the second slip ratio threshold S2, pressure reduction control is performed, and the lock is released. For example, it becomes possible to smoothly perform the turning traveling. After the wheel lock is released, the pseudo vehicle body speed Vr is set based on the wheel speed and the vehicle body deceleration g.

In the above embodiment, the amount of depression of the brake pedal is detected by observing the brake fluid pressure. However, when the amount of depression of the brake pedal on the floor of the vehicle becomes a predetermined amount of depression or more as a control regulation means, It is also possible to provide a brake kick down switch that is turned on when the pedal comes into contact, and regulate the ABS control based on a signal from the switch. Even in that case, it is desirable to provide a resistor that provides resistance to the depression of the brake pedal immediately before the brake pedal contacts the switch.

When the ground vehicle speed sensor is used as the second setting means for setting the pseudo vehicle speed, the Doppler type or the spatial filter type can be adopted.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of an anti-skid brake device according to an embodiment.

[Fig. 2] Flow chart for setting pseudo vehicle speed

FIG. 3 is a characteristic diagram showing a relationship between a slip ratio, a friction coefficient, and a lateral drag coefficient.

FIG. 4 is a time chart of normal ABS control.

FIG. 5 is a flowchart showing the operation of ABS control regulation means.

FIG. 6 is a time chart diagram of wheel speed and pseudo vehicle speed when ABS control is restarted after being stopped.

[Explanation of symbols]

11-14 ... Wheels 21-24 ... Brake device 26 ... Brake pedals 30, 31, 33 ... Valve unit (braking pressure adjusting means) 34 ... Control unit (control means, pseudo vehicle body speed setting means) 37- 40 ... Wheel speed sensor 41 ... Pressure sensor 42 ... Steering wheel steering angle sensor 43 ... Control regulation means 44 ... Acceleration sensor

Claims (4)

[Claims] 1. A wheel speed detecting means for detecting a wheel speed, a pseudo vehicle body speed setting means for setting a pseudo vehicle body speed, a braking pressure adjusting means for adjusting a wheel braking pressure, and a target wheel speed reduction. The braking pressure adjusting means is controlled based on the wheel speed detected by the wheel speed detecting means and the pseudo vehicle body speed set by the pseudo vehicle body speed setting means so as to reduce the speed or reduce the slip rate to a target value. An anti-skid brake device for a vehicle equipped with control means for controlling, characterized in that it is provided with a control restricting means for stopping the control by the control means when the amount of depression of the brake pedal exceeds a predetermined amount of depression. Anti-skid brake system for vehicles. 2. The pseudo vehicle body speed setting means sets a pseudo vehicle body speed on the basis of the wheel speed detected by the wheel speed detecting means, and the wheel speed detected by the wheel speed detecting means. When the deceleration of exceeds the specified value,
Not including the first setting means, but a second setting means for setting the pseudo vehicle body speed based on the vehicle body deceleration detected by the acceleration detecting means or the ground vehicle body speed detected by the ground vehicle body speed detecting means. The anti-skid brake device for a vehicle according to claim 1, wherein the control regulating means releases the suspension of the control of the control means when the depression amount of the brake pedal becomes less than the predetermined depression amount. 3. The control restriction means, when the depression amount of the brake pedal becomes a predetermined depression amount or more, stops the control by the control means until the depression amount of the brake pedal becomes zero. Anti-skid braking device for the vehicle described. 4. A steering detecting means for detecting steering of a front wheel is provided, wherein the control regulating means has a stepping amount of the brake pedal equal to or more than a predetermined stepping amount and detects the front wheel of the front wheel. The anti-skid brake device according to any one of claims 1 to 3, wherein the control by the control means is stopped when the turning amount is equal to or less than a predetermined value.