JPH07117648A - Antiskid control method and device - Google Patents

Abstract

PURPOSE:To carry out proper pulse boosting in a certain control cycle, without being given with the influence of the variation of the output brake hydraulic pressure of a master cylinder, in the antiskid control. CONSTITUTION:At least two control modes of decompression mode and the pulse boosting mode are selected alternately by a brake power control means BC, and an actuator AC is driven, and the brake liquid pressure supplied from a msster cylinder MC to a wheel cylinder WC is controlled. A pulse boosting time setting means TS sets each pulse boosting time in one cycle of the pulso boosting mode on the basis of the product of the prescribed time and the correction coefficient, and the total sum of each pulse boosting time of the output pulse boosting signal is stored in a total pulse boosting time storing means TT, and when the pulse boosting mode completes, the correction coefficient supplied to the next one cycle on the basis of the ratio between the total pulse boosting time and the prescribed standard boosting time is set by a correction ccefficient setting means FS.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention controls the brake fluid pressure supplied from a master cylinder to a wheel cylinder in accordance with the rotation state of a wheel to control the braking force on the wheel and prevent the wheel from being locked during braking. The present invention relates to an anti-skid control method and an anti-skid control device, and more particularly to an anti-skid control method and an anti-skid control device for controlling wheel cylinder hydraulic pressure by alternately selecting at least a pressure reducing mode and a pulse pressure increasing mode.

[0002]

2. Description of the Related Art An anti-skid control device is widely used, which controls a braking force by controlling a brake fluid pressure to a wheel cylinder in accordance with a rotation state of each wheel so that the wheel is not locked during sudden braking of a vehicle. Various types of devices are known. Among these, there is a so-called recirculation type anti-skid control device, which controls the braking fluid pressure applied to the wheels during braking by controlling the brake fluid pressure supplied from the master cylinder to the wheel cylinders according to the rotation state of the wheels. When the pressure is reduced, the brake fluid is stored in the reservoir and is returned to the master cylinder side by the hydraulic pump.

In this case, as brake fluid pressure control during anti-skid control, a pressure reducing mode for reducing the brake fluid pressure of the wheel cylinders and a pulse pressure increasing (or so-called step pressure increasing) mode in which pressure increasing and holding are repeated. It is known that control is performed alternately with and, for example, Japanese Patent Publication No.
No. 7-4544. In the device described in the publication, the duration of pressure increase of a large pressure gradient in a control cycle (control cycle) is made to depend on the amount of pressure increase in the preceding cycle or several cycles. It is arranged such that the increasing duration of the pressure rise of the large pressure gradient becomes longer with increasing amount.

However, in the recirculation type anti-skid control device, the brake fluid pressure in the wheel cylinder (hereinafter referred to as wheel cylinder fluid pressure), which is the target of pressure increase / reduction control, is the output brake fluid pressure of the master cylinder (hereinafter referred to as master cylinder). It will fluctuate according to the fluctuation of the liquid pressure). For example, if the control condition of the pulse pressure increase mode is adjusted with reference to when the master cylinder hydraulic pressure is high, when the master cylinder hydraulic pressure is low, the boosting speed becomes slower, the control cycle (control cycle) becomes longer, and the driver is decelerated. It will give a feeling of lack. On the contrary, if the control condition is adjusted based on when the master cylinder hydraulic pressure is low, the control cycle will be shortened when the master cylinder hydraulic pressure is high, which may cause unpleasant vibration in agreement with the unsprung resonance frequency. .

In view of this point, in JP-A-5-213180, at least one of the pressure reducing mode, the rapid pressure increasing mode, and the slow pressure increasing mode is selected in accordance with the rotation state of the wheel, and the wheel cylinder fluid is selected. In the anti-skid control device that controls the pressure, the brake fluid pressure of the wheel cylinders in the slow pressure increase mode is set with the aim of suppressing the influence of fluctuations in the output brake fluid pressure of the fluid pressure generation device and ensuring stable braking operation. The slow pressure increase output time determination means for determining whether the elapsed time after starting the slow pressure increase is equal to or longer than the predetermined time, and the elapsed time is longer than the predetermined time by the slow pressure increase output time determination means. When it is determined that the device is equipped with a pressure increasing ratio adjusting means for increasing the pressure increasing ratio in the slow pressure increasing mode.

[0006]

The relationship between the pressure increasing time of each pulse and the master cylinder hydraulic pressure in the pulse pressure increasing mode will be specifically described with reference to FIG. Transition to boosting mode, for example 10
During 0 msec, the pressure increasing operation for T1 time (for example, 3 msec) and the holding operation for the remaining time (that is, 97 msec) are performed, and when this is performed four times, one cycle is 400 mse.
The pulse pressure increasing mode of c is set. In this case, when the master cylinder hydraulic pressure is low, if the pressure increasing time (T1) and the holding time are the same, it is necessary to repeat the pressure increasing and holding six times as shown in (b) of FIG. 600 msec
The control cycle becomes, and the time until the wheels are locked becomes long. As described above, the control cycle from the pressure reduction output to the next pressure reduction output depends on the master cylinder hydraulic pressure, but the master cylinder hydraulic pressure fluctuates according to the brake operation force of the driver, so stable anti-skid control is performed. It is difficult to do.

In this regard, in Japanese Patent Publication No. 57-4544, the first pulse pressure increasing time of the next cycle is decided according to the number of (pulse) pressure increasing in the control cycle. Prolonging only the pulse pressure boosting time causes a new problem. That is, for example, when the anti-skid control is started and the decompression mode is entered, the load in front of the vehicle is temporarily reduced, and the wheel lock limit is lowered. At this time, if the pressure is greatly increased and a large braking force is applied, the lock immediately occurs, and the variation of the load cannot follow the braking force control, which may cause a so-called hunting phenomenon. Therefore, in the pulse pressure increasing mode, in order to keep the control period constant, it is necessary to control so that the pressure is gradually increased, and each pulse pressure increasing time within the control period can be uniformly increased. desirable.

Further, in the device described in Japanese Patent Laid-Open No. 5-213180, the condition is that the elapsed time after the start of the slow pressure increase is equal to or longer than the predetermined time. It will be inevitable.

Therefore, according to the present invention, at least the control modes of the pressure reducing mode and the pulse pressure increasing mode are alternately selected according to the rotation state of the wheel to control the brake fluid pressure supplied from the master cylinder to the wheel cylinder. Another object of the present invention is to enable an anti-skid control device to perform appropriate pulse pressure increase at a constant control cycle without being affected by fluctuations in the output brake hydraulic pressure of the master cylinder.

[0010]

In order to achieve the above object, the anti-skid control method of the present invention alternately selects at least a pressure reducing mode and a pulse pressure increasing mode control mode according to the rotation state of a wheel, and In an anti-skid control method for controlling a braking force by increasing / decreasing a brake fluid pressure supplied from a master cylinder to a wheel cylinder based on a control mode, each pulse pressure increasing time within one cycle of the pulse pressure increasing mode is corrected to a predetermined time. It is set based on the product of the coefficients, and the sum of the pulse pressure boosting times of the pulse pressure boosting signals actually output in the one cycle is stored as the total pulse pressure boosting time. The ratio between the pulse pressure increasing time and the predetermined reference pressure increasing time is calculated to set the correction coefficient for the next one cycle.

Further, the anti-skid control device of the present invention, as shown in the outline of the configuration in FIG. 1, supplies a brake fluid pressure to the wheel cylinder WC which is mounted on the wheel WL and applies a braking force. Master cylinder MC
And an actuator AC interposed between the master cylinder MC and the wheel cylinder WC to control the brake fluid pressure of the wheel cylinder WC, and at least a pressure reducing mode and a pulse pressure increasing mode control mode depending on the rotation state of the wheel WL. Is alternately selected, the actuator AC is driven based on this control mode, and the braking force control means BC for controlling the braking force by increasing or decreasing the brake fluid pressure supplied to the wheel cylinder WC is provided. Then, the braking force control means BC
Is a pulse pressure increasing time setting means TS for setting each pulse pressure increasing time in one cycle of the pulse pressure increasing mode based on a product of a predetermined time and a correction coefficient, and a pulse pressure increasing signal of each pulse pressure increasing time is an actuator. A pulse pressure boosting output means PI for outputting to AC, a total pulse pressure boosting time storing means TT for storing the sum of each pulse pressure boosting time of the pulse pressure boosting signal outputted from the pulse pressure boosting output means PI, and a pulse pressure boosting When the mode ends, the correction coefficient setting means FS for setting the correction coefficient for the next one cycle based on the ratio of the total pulse pressure increasing time and the predetermined reference pressure increasing time is provided. .

[0012]

In the antiskid control method of the present invention,
At least the control modes of the pressure reducing mode and the pulse pressure increasing mode are alternately selected according to the rotation state of the wheel, and the brake fluid pressure from the master cylinder to the wheel cylinder is increased or decreased based on this control mode to control the braking force. In this case, each pulse pressure increasing time within one cycle of the pulse pressure increasing mode is set based on the product of the predetermined time and the correction coefficient. Further, the sum of the pulse pressure increasing times of the pulse pressure increasing signals actually output in the one cycle is stored as the total pulse pressure increasing time. Then, after the end of the pulse pressure increasing mode, the ratio between the total pulse pressure increasing time and the predetermined reference pressure increasing time is calculated, and the correction coefficient for the next one cycle is set based on the calculation result. As a result, each pulse pressure increasing time of the next one cycle is set to a value corresponding to the brake fluid pressure of the wheel cylinder.

Further, in the anti-skid control device having the above construction, the brake fluid pressure is supplied from the master cylinder MC to the wheel cylinder WC via the actuator AC, and the braking force is applied to the wheels WL. At least the pressure reducing mode and the pulse pressure increasing mode are selected alternately by the braking force control means BC in accordance with the rotation state of the wheel WL, the actuator AC is driven based on this control mode, and the braking to the wheel cylinder WC is performed. The hydraulic pressure is controlled.

In the braking force control means BC, the pulse pressure increasing time setting means TS sets each pulse pressure increasing time within one cycle of the pulse pressure increasing mode based on the product of the predetermined time and the correction coefficient. The pulse pressure increase output means PI outputs a pulse pressure increase signal for each of the pulse pressure increase times to the actuator AC. Further, the sum of the pulse pressure increasing times of the pulse pressure increasing signal is the total pulse pressure increasing time storing means T.
Stored in T. Then, when the pulse pressure increasing mode ends, the correction coefficient setting means FS sets the correction coefficient for the next one cycle based on the ratio between the total pulse pressure increasing time and the predetermined reference pressure increasing time. Is used for the calculation of each pulse pressure increasing time in the next one cycle in the pulse pressure increasing time setting means TS.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 shows an anti-skid control device according to an embodiment of the present invention, which includes a master cylinder 2a and a booster 2b driven by a brake pedal 3 and wheels FR and F.
The pumps 21, 2 are connected to the hydraulic paths connected to the wheel cylinders 51 to 54 arranged in L, RR, RL.
2, reservoirs 23 and 24 and solenoid valves 31 to 38 are interposed. Incidentally, the wheel FR indicates the wheel on the front right side as viewed from the driver's seat, hereinafter the wheel FL indicates the wheel on the front left side, the wheel RR indicates the wheel on the rear right side, and the wheel RL indicates the wheel on the rear left side. As is apparent from FIG. Piping is configured.

Master cylinder 2a and wheel cylinder 5
The actuator 30 is interposed between the actuators 1 to 54. This actuator 30 is a master cylinder 2a.
Electromagnetic valves 31 and 37 are respectively installed in the hydraulic paths connecting one of the output ports and the wheel cylinders 51 and 54, and the pump 21 is connected between these and the master cylinder 2a. Similarly, electromagnetic valves 33 and 35 are respectively installed in the hydraulic paths connecting the other output port of the master cylinder 2a and the wheel cylinders 52 and 53, and the pump 22 is connected between these and the master cylinder 2a. Has been done. The pumps 21 and 22 are driven by the electric motor 20, and the brake fluid pressurized to a predetermined pressure is supplied to these hydraulic pressure passages. Therefore, these hydraulic pressure passages are the supply side of the brake hydraulic pressure to the normally open solenoid valves 31, 33, 35, 37.

The wheel cylinders 51 and 54 are further connected to normally closed electromagnetic valves 32 and 38, and their downstream sides are connected to the reservoir 23 and the suction side of the pump 21. The wheel cylinders 52 and 53 are also connected to normally closed electromagnetic valves 34 and 36, and their downstream sides are connected to the reservoir 24 and the suction side of the pump 22. Reservoirs 23 and 24 are provided with pistons and springs, respectively, and solenoid valves 32, 34 and 3 are provided.
The pump 2 contains the brake fluid discharged from the pumps 6, 38.
1, 22 when the master cylinder 2a and the solenoid valve 31,
It is refluxed to the 33, 35, 37 side.

The solenoid valves 31 to 38 are 2-port 2-position solenoid switching valves, each of which is shown in FIG.
, The wheel cylinders 51 to 54 are connected to the master cylinder 2a and the pump 21 or 22.
Is in communication with. When the solenoid coil is energized, it is in the second position, and the wheel cylinders 51 to 54 are disconnected from the master cylinder 2a and the pumps 21 and 22 and communicate with the reservoir 23 or 24. In FIG. 2, PV
Is a proportioning valve, DP is a damper, CV is a check valve, OR is an orifice, FT is a filter, and the same symbols in FIG. 2 indicate the same parts. The check valve CV allows recirculation from the wheel cylinders 51 to 54 and the reservoirs 23, 24 side to the master cylinder 2a side, and blocks the flow in the opposite direction.

Thus, the brake fluid pressure in the wheel cylinders 51 to 54 can be increased, reduced, or maintained by controlling the energization and de-energization of the solenoid coils of these solenoid valves 31 to 38. That is, when the solenoid coils of the solenoid valves 31 to 38 are not energized, brake fluid pressure is supplied to the wheel cylinders 51 to 54 from the master cylinder 2a and the pump 21 or 22 to increase the pressure, and when energized, the brake fluid pressure is communicated with the reservoir 23 or 24 to reduce the pressure. . If the solenoid coils of the solenoid valves 31, 33, 35 and 37 are energized and the solenoid coils of the other solenoid valves are de-energized, the brake fluid pressure in the wheel cylinders 51 to 54 is maintained. Therefore, by adjusting the time interval of energization / de-energization, it is possible to perform pulse pressure increase (step pressure increase) as will be described later, and control can be performed so that the pressure is gradually increased. Can also be controlled.

The solenoid valves 31 to 38 are electronic control units 1
0 connected to each solenoid coil to energize,
De-energization is controlled. The electric motor 20 is also the electronic control unit 1
It is connected to 0, and is drive-controlled by this. Further, the wheel speed sensors 41 to 4 are provided on the wheels FR, FL, RR, RL.
4 are provided and are connected to the electronic control unit 10 so that the rotational speed of each wheel, that is, a wheel speed signal is input to the electronic control unit 10. The wheel speed sensors 41 to 44 are well-known electromagnetic induction type sensors including a toothed rotor that rotates with the rotation of each wheel and a pickup that is provided so as to face the tooth portion of the rotor. Although a voltage having a frequency proportional to the speed is output, a Hall IC, an optical sensor or the like may be used instead. Further, a brake switch 45 which is turned on when the brake pedal 3 is depressed is connected to the electronic control unit 10.

The electronic control unit 10 is, as shown in FIG.
CPU14 and ROM1 connected to each other via a bus
5, a microcomputer 16 including a RAM 16, a timer 17, an input interface circuit 12 and an output interface circuit 13. The output signals of the wheel speed sensors 41 to 44 and the brake switch 45 are configured to be input to the CPU 14 from the input interface circuit 12 via the amplifier circuits 18a to 18e, respectively. Further, the output interface circuit 13 outputs a control signal to the electric motor 20 via the drive circuit 19a and outputs control signals to the solenoid valves 31 to 38 via the drive circuits 19b to 19i, respectively. Has been done. In the microcomputer 11, the ROM 15 stores a program including the flow charts shown in FIGS. 4 and 5, the CPU 14 executes the program while an ignition switch (not shown) is closed, and the RAM 16 executes the program. This is a memory for temporarily storing variable data required for.

In the present embodiment constructed as described above, the electronic control unit 10 performs a series of processes for anti-skid control and controls the operation of the actuator 30. A description will be given based on the flowchart. When the ignition switch (not shown) is closed in the microcomputer 11, first, in step 101 of FIG. 4, the microcomputer 11 is closed.
Is initialized and various calculated values are cleared. In step 102, the wheel speed of each wheel is obtained based on the output signals from the wheel speed sensors 41 to 44, and various control reference values including the wheel acceleration and the estimated vehicle body speed are calculated.

Next, at step 103, the locked state of each wheel is judged based on, for example, the wheel speed and the wheel acceleration, and it is judged whether or not the start condition of the anti-skid control is satisfied. Step 1 if the start conditions are met
Go to 04, if not satisfied, just step 10
Go to 5. In step 104, energization and de-energization of the solenoid coils of the solenoid valves 31 to 38 are controlled according to the locked state of each wheel, and the brake fluid pressure (wheel cylinder fluid pressure) in the wheel cylinders 51 to 54 is increased. , Reduced pressure or maintained. Then, the control modes of at least the pressure reducing mode and the pulse pressure increasing mode are alternately selected, or in addition to these, the holding mode is appropriately selected, and the wheel cylinder hydraulic pressure is controlled based on each control mode. Then, after fail-safe processing is performed in step 105, the process returns to step 102.

FIG. 5 shows the processing contents at the time of setting the pulse pressure increasing time in the brake fluid pressure control in step 104 of FIG. 4, and first, in step 201, it is judged whether or not it is the output switching timing for the solenoid valves 31 to 38. If it is not the switching timing, the process returns to the routine of FIG. When it is determined to be the output switching timing, it is determined in step 202 whether or not the pressure reducing output has been switched. If it is not the pressure reduction output, the routine proceeds to step 203, where it is judged whether or not the pressure increase output has been switched to. When it is determined in step 203 that the output has been switched to the pressure boosting output, the process proceeds to step 204, and the correction coefficient Kj is set at the predetermined pressure boosting time Tio (this will be described later.
At the start of control, for example, a value obtained by multiplying Kj = 1) is set as the pressure increasing time Ti of each pulse (hereinafter, referred to as each pulse pressure increasing time) Ti in one cycle of the pulse pressure increasing mode. In this embodiment, one cycle of the pulse pressure increasing mode is set to 40
0 msec, and within this one cycle, each pulse pressure increasing time T
The target is to perform pulse pressure increase four times with equal i (3 msec) (thus, in FIG. 6, D is 100 msec and each holding time is 97 msec). Then, in step 205, each pulse pressure increasing time Ti is output.
Then, in step 206, the total of the pulse pressure increasing times Ti actually output in one cycle (for example, (a) in FIG. 6).
4 times, n = 4) is stored in the memory (RAM 16) as the total pulse pressure increasing time Tai.

On the other hand, if it is determined in step 202 that the pressure reduction output has been switched to, the process proceeds to step 207, and the correction coefficient Kj is set. The correction coefficient Kj is a ratio of the total pulse pressure increasing time Tai to a predetermined reference pressure increasing time Tao (for example, 12 msec), and the former is the ROM 15 in advance.
The fixed value set in
The actually output total value of each pulse pressure boosting time Ti obtained in (3) is taken out. The correction coefficient Kj thus obtained is stored in the memory (RAM 16) and the previous correction coefficient Kj is updated. The correction coefficient Kj updated in this way is taken out in step 204 and used for the calculation of each pulse pressure boosting time Ti. And step 2
After the total pulse pressure increasing time Tai is cleared at 08, the pressure reducing time Td is output at step 209, and the process returns to the routine of FIG.

The process in the above flow chart will be described with reference to FIG. 6. When the pulse pressure increase is performed based on each pulse pressure increase time Ti obtained in step 204, the master cylinder hydraulic pressure is low, for example, as shown in FIG. If the predetermined wheel cylinder hydraulic pressure is reached (Ti = T1 to T6) for the first time after the pulse pressure increase has been performed 6 times, as indicated by (B) of 6 (n = 6 in step 205).
Since each pulse pressure increasing time Ti (T1 to T6) is 3 msec, the total pulse pressure increasing time Tai is 18 m.
It becomes sec. Therefore, at the next reduced pressure output, step 2
At 07, total pulse pressure increasing time Tai (18 msec)
Is divided by the reference pressure increase time Tao (for example, 12 msec), the correction coefficient Kj becomes 1.5, and in the next pulse pressure increase mode, each pulse pressure increase time T
i is set to 4.5 msec (= 3 × 1.5). That is, as shown in FIG. 6C, each pulse pressure increasing time T1
˜T4 is a value Kj · T1, K obtained by multiplying each pulse pressure increasing time T1 to T4 in (a) by a correction coefficient Kj (= 1.5).
j · T2, etc., and each pulse pressure increase time Ti is equal (4.5 msec) within a predetermined cycle (400 msec).
Pulse pressure boosting is performed four times.

As a result, the pulse pressure increasing mode can be ended within a predetermined period (400 msec) as shown in FIG. 6C. Thus, according to the present embodiment, not only the required total pulse pressure increasing time can be secured in a constant control cycle, but also each pulse pressure increasing time Ti is set uniformly, so that the pressure is not rapidly increased. The pressure can be increased within the range where the load can be appropriately tracked during braking as described above, and appropriate pulse increase can be performed at a constant control cycle without being affected by fluctuations in the master cylinder hydraulic pressure during the pulse pressure increase mode. Pressure can be applied.

In the above embodiment, the pressure reducing mode and the pulse pressure increasing mode are alternately selected, or in addition to these, the holding mode is selected. However, the pulse pressure reducing mode and the (rapid) pressure increasing mode are further selected. Alternatively, one control mode may be appropriately selected from the control modes including the holding mode.

[0029]

Since the present invention is configured as described above, it has the following effects. That is, in the antiskid control method and the antiskid control device of the present invention, each pulse pressure increasing time within one cycle of the pulse pressure increasing mode is set based on the product of the predetermined time and the correction coefficient, and the following 1 Since the correction coefficient used for the cycle is set based on the ratio of the total pulse pressure increase time of the pulse pressure increase signal actually output to the reference pressure increase time, the master cylinder hydraulic pressure in the pulse pressure increase mode is set. It is possible to perform an appropriate pulse pressure increase in each pulse pressure increase time in a constant control cycle without being affected by the fluctuation of the above, and to secure a stable braking operation.

[Brief description of drawings]

FIG. 1 is a block diagram showing an outline of an anti-skid control device of the present invention.

FIG. 2 is an overall configuration diagram of an embodiment of an anti-skid control device of the present invention.

FIG. 3 is a block diagram showing a configuration of the electronic control device of FIG.

FIG. 4 is a flowchart showing a process for braking force control according to an embodiment of the present invention.

FIG. 5 is a flowchart showing a process of setting a pulse pressure increasing time in braking force control according to an embodiment of the present invention.

FIG. 6 is a graph showing a control situation in a pulse pressure increasing mode according to an embodiment of the present invention.

[Explanation of symbols]

 2a Master cylinder 2b Booster 3 Brake pedal 10 Electronic control device 20 Electric motor 21,22 Pump 23,24 Reservoir 30 Actuator 31-36 Solenoid valve 41-44 Wheel speed sensor 51-54 Wheel cylinder FR, FL, RR, RL Wheel

Claims (2)

[Claims] 1. A control mode of at least a pressure reducing mode and a pulse pressure increasing mode is alternately selected according to a wheel rotation state, and the brake fluid pressure supplied from a master cylinder to a wheel cylinder is increased or decreased based on the control mode. In an anti-skid control method for controlling power, each pulse pressure increasing time in one cycle of the pulse pressure increasing mode is set based on a product of a predetermined time and a correction coefficient, and a pulse actually output in the one cycle. The sum of the pulse pressure boosting times of the pressure boosting signal is stored as the total pulse pressure boosting time, and after the pulse pressure boosting mode is finished, the ratio between the total pulse pressure boosting time and a predetermined reference pressure boosting time is calculated to calculate An anti-skid control method, characterized in that a correction coefficient for one cycle is set. 2. A wheel cylinder mounted on a wheel for applying a braking force, a master cylinder for supplying brake fluid pressure to the wheel cylinder, and a wheel cylinder interposed between the master cylinder and the wheel cylinder. An actuator for controlling the brake fluid pressure is provided, and at least a pressure reducing mode and a pulse pressure increasing mode control mode are alternately selected according to the rotation state of the wheel, and the actuator is driven based on the control mode, and the wheel cylinder is operated. In the anti-skid control device including a braking force control unit that controls the braking force by increasing or decreasing the supplied brake fluid pressure, the braking force control unit is set to the pulse pressure increasing mode 1
A pulse pressure increasing time setting means for setting each pulse pressure increasing time within a cycle based on a product of a predetermined time and a correction coefficient, and a pulse pressure increasing output for outputting a pulse pressure increasing signal of each pulse pressure increasing time to the actuator. Means, and total pulse pressure boosting time storage means for storing the sum of each pulse pressure boosting time of the pulse pressure boosting signal output from the pulse pressure boosting output means,
When the pulse pressure increasing mode ends, the following 1 is calculated based on the ratio between the total pulse pressure increasing time and a predetermined reference pressure increasing time.
An anti-skid control device comprising: a correction coefficient setting means for setting a correction coefficient to be used for a cycle.