JPH07267071A - Antiskid brake device for vehicle - Google Patents

Abstract

PURPOSE:To improve responsiveness by correcting so as to enlarge an initial sudden pressure increase of this time pressure increase phase as pressure reduction in the last time pressure reduction phase enlarges, performing operation on acceleration-deceleration of wheels, and correcting a correction value according to the acceleration-deceleration. CONSTITUTION:Detecting wheel speed signals are inputted to a control unit 24 from wheel speed sensors 27 to 30. The control unit 24 calculates acceleration or deceleration, also a road surface friction coefficient and a pseudo-car body speed in prescribed procedure according to these input signals. A phase is determined according to these calculated results, and opening-closing control is performed on first to third valve units 20, 21 and 23, opening-closing valves 20a, 21a and 23a and relief valves 20b, 21b and 23b, and antiskid control is performed. At this time, an initial sudden pressure increase of this time pressure increase phase is corrected so as to enlarge as pressure reduction in the last time pressure reduction phase enlarges. This correction value is corrected by the calculated acceleration-deceleration.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-skid brake device which suppresses an excessive braking force when a vehicle is braked by appropriately increasing and decreasing the brake hydraulic pressure.

[0002]

2. Description of the Related Art As a vehicle braking system, an anti-skid brake device has been put into practical use, which prevents a wheel from being locked or a skid state from occurring during braking. This type of anti-skid brake device controls a wheel speed sensor that detects the wheel speed of four wheels, an electromagnetic control valve that adjusts the brake hydraulic pressure, and an electromagnetic control valve based on the wheel speed detected by the wheel speed sensor. And a control device. This control device, for example, determines the acceleration / deceleration of the wheel based on the detected wheel speed, and when the wheel deceleration becomes equal to or less than a predetermined value, the electromagnetic control valve is pressure-reduced to reduce the braking pressure, and the braking pressure is reduced. When the wheel speed increases and the wheel acceleration reaches a predetermined value, the braking pressure is increased by increasing the pressure of the control valve. By continuing such a series of braking pressure control (hereinafter referred to as ABS control) until, for example, the vehicle stops, a wheel lock or skid state during sudden braking is prevented and vehicle directional stability is ensured. While stopping, it is possible to stop at a short braking distance. In the case where the ABS control is executed by a control of a plurality of cycles in which four phases of pressure increase, pressure increase retention, pressure reduction and pressure reduction retention are set as one cycle, or control in which two phases of pressure increase and pressure reduction are set as one cycle In order to shorten the time required to raise the pressure to a predetermined pressure as much as possible, there has been proposed a method in which a rapid pressure increase is performed at the beginning of the pressure increase phase, and then a pressure increase is performed to correct the pressure.

Generally, the reason why the brake hydraulic pressure is increased in the braking operation is to suppress the rotation of the wheels to reduce the vehicle speed. However, when the wheel speed decreases due to such an increase in the brake hydraulic pressure, the vehicle pressure decreases. In some cases, due to the inertial force of the wheel, the speed of the wheel becomes faster than the wheel speed. Such a state indicates that the wheel has a decreased grip force with the road surface due to so-called braking, that is, the wheel slips or locks. When such a wheel slip state or lock state occurs, the braking effect of the wheel cannot be enhanced even if the brake hydraulic pressure is increased, and rather the slip causes a decrease in the wheel controllability, resulting in a decrease in running stability. The harmful effect of occurs. In such a case, increasing the brake oil pressure only strengthens the slip tendency and does not improve the braking effect, so increasing the brake oil pressure is not a good idea, but rather decreasing it reduces the wheel speed and vehicle body speed. It is necessary to reduce the difference between and to restore the grip force of the wheel. Therefore, the difference between the wheel rotation speed and the vehicle speed is monitored, and when the difference increases and the braking effect decreases as described above, the brake oil pressure is decreased. The feature of anti-skid control is that it is controlled as follows.

However, since the depressurizing operation of the brake hydraulic pressure during such braking is, so to speak, an operation to reduce the braking effect, it is necessary to consider whether the slip state of the wheels seriously affects the running of the vehicle. Therefore, it is necessary to do it accurately. That is, it is essential that the wheels immediately stop after recovering the grip force with the road surface, increase the pressure, and perform the braking operation again. Further, in the anti-skid control, the pressure increase level of the brake hydraulic pressure needs to be appropriately set so that the brake hydraulic pressure is maximized within the range where the wheel braking effect is most exerted. In this case, in terms of hydraulic control, when the previous pressure reduction is large, the hydraulic pressure control amount for achieving the hydraulic pressure level in the current pressure increase phase becomes large, so that the hydraulic pressure cannot be quickly recovered and the hydraulic pressure is insufficient. May be. Therefore, when setting the pressure increase, it is preferable to consider the hydraulic control in the pressure reduction phase before that. JP-A-2-
Japanese Patent No. 310165 discloses that when performing pressure increase control,
An anti-skid control device is disclosed in which the pressure increase time is determined in consideration of the time of the previous pressure reduction control.

Furthermore, in order to carry out an accurate anti-skid control, a control for determining the content of the initial rapid pressure increase in the pressure increase phase according to the length of the oil pressure holding time after pressure reduction is disclosed in Japanese Patent Application No. No. 2-309134. Similarly, Japanese Patent Application No. 5-112115 proposes an anti-skid control in which the slow pressure increase amount following the previous initial pressure increase is determined in consideration of the wheel deceleration.

[0006]

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention
In the anti-skid control disclosed in Japanese Patent No. 0165, the details of the pressure increase are determined by considering only the pressure reduction amount in the previous cycle. However, under the anti-skid control, the control that grasps the actual condition of the vehicle must be performed. Therefore, there is a problem that the pressure cannot be accurately increased in the next pressure increasing phase. The present invention is configured from such a viewpoint, and considers the behavior of the vehicle in the anti-skid control state and the state of the road surface, and also considers the hydraulic pressure change in the anti-skid control to provide a more responsive and accurate response. It is intended to provide an anti-skid control device.

[0007]

In order to achieve the above object, the present invention is configured as follows. That is, the anti-skid brake device according to the present invention is based on the wheel speed detection means for detecting the rotation speed of the wheel, the hydraulic pressure adjustment means for adjusting the brake hydraulic pressure, and the wheel speed detected by the wheel speed detection means. Anti-skid control means for operating the hydraulic pressure adjusting means to control the brake hydraulic pressure, and an anti-skid control device for a vehicle in which the brake hydraulic pressure is controlled in a control cycle including at least a pressure increasing phase for increasing the brake hydraulic pressure and a pressure reducing phase for decreasing the brake hydraulic pressure. In the skid brake device, as the pressure reduction in the previous pressure reduction phase increased,
Correction means for correcting to increase the pressure increase in the current pressure increase phase, acceleration / deceleration calculation means for obtaining the acceleration / deceleration of the wheels, and acceleration / deceleration correction means for correcting the correction value according to the acceleration / deceleration of the wheels. It is characterized by having.

According to another feature of the present invention, wheel speed detecting means for detecting the rotational speed of the wheel, hydraulic pressure adjusting means for adjusting the brake hydraulic pressure, and hydraulic pressure based on the wheel speed detected by the wheel speed detecting means. Anti-skid control means for activating the adjusting means to control the brake oil pressure, and initializing the pressure increase control of the anti-skid control having a control cycle including at least a pressure increasing phase for increasing the brake oil pressure and a pressure reducing phase for decreasing the brake oil pressure. In an anti-skid brake system for a vehicle that is executed by a rapid pressure increase and a slow pressure increase thereafter, the initial rapid pressure increase in the current pressure increase phase is increased as the pressure decrease in the previous pressure decrease phase increases. Correction means for correcting the acceleration and deceleration of the wheels, and acceleration and deceleration calculation means for obtaining the acceleration and deceleration of the wheels, and the correction value is corrected according to the acceleration and deceleration of the wheels. And acceleration correction means that are provided. In this case, preferably, a friction coefficient correction means is further provided for correcting the correction value by the correction means so as to decrease the correction value based on the friction coefficient of the road surface on which the vehicle travels when the friction coefficient is small.

[0009]

The basic control of the present invention is to increase the pressure increase in the current pressure increase phase when the pressure decrease in the previous pressure decrease phase is large. When the pressure reduction in the previous pressure reduction phase is large, it means that the slip state of the wheel progresses and the pressure reduction must be increased.
Since the grip force of the wheel cannot be recovered, the slip state in this case can be said to be a deep slip state. When a large pressure reducing operation is performed in order to get out of such a deep slip state, the brake hydraulic pressure is much lower than the hydraulic pressure level for giving a desired braking force. In such a case, it is necessary to increase the pressure increase and quickly recover the brake hydraulic pressure.
In consideration of this, according to the present invention, when the previous pressure reduction is large, the current pressure increase is controlled to be increased. Further, according to the present invention, when the pressure increase control in the current pressure increase phase is performed in consideration of the pressure decrease in the previous pressure decrease phase, when the previous pressure decrease is simply performed, the increase in the current pressure increase phase is performed. From the viewpoint that sufficient anti-skid control cannot be performed only by increasing the pressure, the pressure increase level that should be achieved by this pressure increase depends on the acceleration / deceleration of the wheels and the friction coefficient of the road surface at that time. By changing it, more precise anti-skid control is achieved.

When the deceleration in the pressure increasing phase is small and the acceleration (positive change in acceleration / deceleration) in the pressure reducing phase is large, it indicates that the road surface reaction force against the wheels is large, that is, the road surface friction coefficient is large. Yes, in such a case, the antiskid control means, based on the pressure increase amount of the previous cycle and the information obtained from the wheel speed detected by the wheel speed detection means, the pressure increase amount of the current cycle,
In particular, the initial pressure increase amount is modified so as to increase. Because the road surface reaction force is large, the possibility of slipping is small even if the pressure increase is increased. On the contrary, when it is determined from the acceleration / deceleration of the wheels that the road surface reaction force is small, the pressure increase width is set to a relatively small value in the current pressure increase phase even if the previous pressure decrease is large. . As described above, in the present invention, not only the decompression of the previous cycle is taken into consideration, but also the information obtained from the detected wheel speed (vehicle body speed, vehicle body acceleration, road surface friction state, etc.) is taken into consideration to increase the pressure increase of the current cycle. It is possible to properly set the operation and enhance the responsiveness and reliability of the anti-skid brake device. Further, in a preferable mode, when the road surface friction state becomes a low friction state, the lock suppression performance can be enhanced by correcting the pressure increase amount to the decrease side.

It is considered that this is because the road surface having a high coefficient of friction changed to the road surface having a low coefficient of friction, and as a result, the decompression became large. In such a case, the lock of the wheels could be canceled by increasing the pressure increase. Because it will disappear.

[0012]

Embodiments of the present invention will be described below with reference to the drawings. As shown in FIG. 1, in the vehicle according to this embodiment, the left and right front wheels 1 and 2 are driven wheels, and the left and right rear wheels 3 and 4 are driving wheels, and the output torque of the engine 5 is from the automatic transmission 6. It is configured to be transmitted to the left and right rear wheels 3, 4 via the propeller shaft 7, the differential device 8 and the left and right drive shafts 9, 10. Each of the wheels 1 to 4 includes a disk 11a to 14a that rotates integrally with the wheel, and a brake device 11 including a caliber 11b to 14b that receives the supply of a braking pressure and brakes the rotation of the disk 11a to 14a.
14 are provided respectively, and these brake devices 11 to 14 are provided.
There is provided a brake control system 15 for operating the. The brake control system 15 includes a booster device 17 for increasing a stepping force on a brake pedal 16 by a driver.
And a master cylinder 18 that generates a braking pressure according to the stepping force increased by the booster 17. The front wheel braking pressure supply line 19 from the master cylinder 18 is branched into two paths, and the front wheel branch braking pressure lines 19a and 19b are respectively connected to the calibers 11a and 12a of the left and right front wheel 1 and 2 brake devices 11 and 12, respectively. An electromagnetic on-off valve 20a is connected to one front wheel branch braking pressure line 19a that is connected to the brake device 11 for the left front wheel 1.
Similarly, a first valve unit 20 including an electromagnetic relief valve 20b is provided, and similarly to the first valve unit 20, the other front-wheel branch braking pressure line 19b communicating with the brake device 12 of the right front wheel 2 is also provided. A second valve unit 21 including an electromagnetic on-off valve 21a and an electromagnetic relief valve 21b is provided.

On the other hand, an electromagnetic opening / closing valve 23a and an electromagnetic relief valve 23b are provided in the braking pressure supply line 22 for the rear wheel from the master cylinder 18, like the first and second valve units 20 and 21. 3rd valve unit 23 consisting of
Is provided. This rear wheel braking pressure supply line 22
Is branched into two paths on the downstream side of the third valve unit 23, and these rear wheel branch braking pressure lines 22a and 22b are respectively applied to the calibers 13b and 14b of the brake devices 13 and 14 of the left and right rear wheels 3 and 4, respectively. It is connected. The brake control system 15 variably controls the braking pressure of the brake device 11 for the left front wheel 1 via the first valve unit 20.
A channel, a second channel for variably controlling the braking pressure of the brake device 12 for the right front wheel 2 via the second valve unit 21, and both brake devices 13 for the left and right rear wheels 3, 4 via the third valve unit 23. , 14 for variably controlling the braking pressure, and the first to third channels are controlled independently of each other. The brake control system 15 is provided with a control unit 24 for controlling the first to third channels. The control unit 24 has a brake signal from a brake switch 25 for detecting ON / OFF of the brake pedal 16 and a steering wheel. Receiving a steering angle signal from a steering angle sensor 26 that detects a steering angle and a wheel speed signal from wheel speed sensors 27 to 30 that respectively detect the rotation speeds of the wheels, the braking pressure control according to these signals. Signals 1st to 3rd
By outputting to the valve units 20, 21, and 23, respectively, braking control for slippage of the left and right front wheels 1, 2 and rear wheels 3, 4, that is, ABS control is performed in parallel for each of the first to third channels. Has become.

The control unit 24 controls the opening / closing valve 20 in each of the first to third valve units 20, 21, and 23 based on the wheel speed detected by each wheel speed sensor 27-30.
a, 21a, 23a and relief valves 20b, 21b, 23
By controlling the opening and closing of b and b respectively, the braking force is applied to the front wheels 1 and 2 and the rear wheels 3 and 4 with the braking pressure according to the slip state. The relief valves 20b, 2 in the first to third valve units 20, 21, 23 are
The brake oil discharged from 1b and 23b is returned to the reservoir tank 18a of the master cylinder 18 via a drain line (not shown). In the ABS non-controlled state, the braking pressure control signal is not output from the control unit 24, and the first to third valve units 2 as shown in FIG.
Relief valves 20b, 21b, 2 at 0, 21, 23
3b are respectively held closed, and each unit 20, 21, 2
Since the on-off valves 20a, 21a and 23a of No. 3 are each held open, the braking pressure generated in the master cylinder 18 according to the depression force of the brake pedal 16 is applied to the front wheel braking pressure supply line 19 and the rear wheel braking pressure supply. Brake devices 11 to 1 for left and right front wheels 1 and 2 and rear wheels 3 and 4 via a line 22
4, the braking force corresponding to these braking pressures is directly applied to the front wheels 1 and 2 and the rear wheels 3 and 4.

Next, an outline of the brake control performed by the control unit 24 will be described. Control unit 2
4 is the deceleration DVW1 to DVW4 for each wheel based on the wheel speeds Vw1 to Vw4 indicated by the signals from the wheel speed sensors 27 to 30.
And accelerations AVW1 to AVW4 are calculated respectively. Explaining the method of calculating the acceleration or deceleration, the control unit 24 divides the difference between the previous value of the wheel speed and the current value by the sampling period Δt (for example, 7 ms), and then converts the result into the gravitational acceleration. Update the value as the current acceleration or deceleration. The control unit 24 also executes a predetermined rough road determination process to determine whether or not the traveling road surface is a bad road. Explaining the outline of this rough road determination processing, for each wheel corresponding to each channel, the wheel acceleration or wheel deceleration, during a predetermined period, count the number of times the predetermined rough road determination threshold value or more, When the number of times is less than or equal to the predetermined value, the rough road flag Fak is set to 0, and when the number of times is larger than the predetermined value, the rough road flag Fak is set to 1. Further, the control unit 24 selects the rear wheels 3 and 4 that represent the wheel speed and acceleration / deceleration for the third channel, but detects the detection error of both wheel speed sensors 29 and 30 of the rear wheels 3 and 4 at the time of slip. Considering this, the smaller wheel speed of the two wheel speeds is selected as the rear wheel speed, and the acceleration and deceleration obtained from the wheel speed are selected as the rear wheel acceleration and the rear wheel deceleration.

Further, the control unit 24 calculates the road surface friction coefficient and the pseudo vehicle body speed Vr for each of the three channels at predetermined micro time intervals. The control unit 24 controls the rear wheel speed and the wheel speed sensor 27 obtained from the signals from the wheel speed sensors 29 and 30,
The non-slip ratios for the first to third channels are calculated from the wheel speeds of the left and right front wheels 1 and 2 detected at 28 and the vehicle body speed Vr. The rate is calculated. Non-slip rate = (wheel speed / pseudo vehicle speed) × 100 Therefore, as the deviation of the wheel speed from the vehicle speed Vr increases, the non-slip rate decreases and the tendency of slipping of the wheels increases. Next, the control unit 24 sets various control threshold values used for controlling the first to third channels, respectively, and uses these control threshold values to perform a lock determination process for each channel,
A phase determination process for defining control amounts for the first to third valve units 20, 21, 23 and a cascade determination process are performed. Here, the lock determination processing will be described. For example, the first front wheel for the left front wheel
In the lock determination processing for the channel, the control unit 24 first sets the current value of the continuation flag Fcnl for the first channel as the previous value, and then sets the vehicle body speed Vr and the wheel speed Vwl to predetermined conditions (for example, , V
r <5 Km / H, Vwl <7.5 Km / H) is determined, and when these conditions are satisfied, the connection flag Fcal
And the lock flag Flokl are reset to 0 respectively, and if they are not satisfied, it is determined whether or not the lock flag Flokl is set to 1.

If the lock flag Flokl is not set to 1, under a predetermined condition (for example, the wheel deceleration is -3.
When it becomes G), set 1 to the lock flag Flokl. On the other hand, when the lock flag Flokl is set to 1, the control unit 24 sets the phase flag P1 of the first channel to 5 indicating the phase V and sets the non-slip rate Sl to the 5-1 non-slip rate, for example. Continuation flag Fcnl when it is larger than the threshold value Bsz
Set 1 to. The lock determination process is similarly performed for the second and third channels. Explaining the outline of the phase determination process, the control unit 24 indicates the ABS non-control state by comparing the respective control threshold values set according to the running state of the vehicle with the wheel acceleration / deceleration and the non-slip rate. Phase O, Phase I which is a pressure increasing state during ABS control, Phase II which is a holding state after pressure increasing, Phase II which is a pressure reducing state
I, a phase IV that is a sudden pressure reduction state, and a phase V that is a holding state after pressure reduction are selected. In the cascade determination process, particularly on a low friction road surface such as ice burn, even if a small braking pressure is applied to the wheels, the wheels are easily locked. Therefore, the cascade locked state in which the wheels are continuously locked in a short time is determined. The cascade flag Fcs is set to 1 when a predetermined condition in which cascade lock is likely to occur is satisfied.

Thus, the control unit 24
A braking pressure control signal corresponding to the phase instructed by the phase flag P1 is output to each of the first to third valve units 20, 21, and 23 for each channel. As a result, the braking pressure of the front wheel branch braking pressure lines 19a, 19b and the rear wheel branch braking pressure lines 22a, 22b on the downstream side of the first to third valve units 20, 21, 23 is increased or decreased. , The pressure level after pressure increase or pressure reduction is maintained. A method of calculating the road surface friction coefficient (road surface μ) will be described. First, when the road surface friction coefficient Mul of the first channel is calculated, the road surface friction coefficient Mul is calculated based on the wheel speed Vwl of the front wheels 1 and its acceleration Vg. A 500 ms timer and a 100 ms timer are used. , The acceleration Vg does not become sufficiently large after the start of acceleration 5
The acceleration Vg is calculated by the following equation from the change of the wheel speed Vwl for 100 ms every 100 ms until the lapse of 00 ms. Vg = K1 × [Vwl (i) -Vwl (i-100)] After the lapse of 500 ms when the acceleration Vg becomes sufficiently large, from the change of the wheel speed every 500 ms for 500 ms,
The acceleration Vg is calculated by the following equation.

Vg = K2 × [Vwl (i) −Vwl (i-500)] In the above equation, Vwl (i) is the current wheel speed, Vwl
(I-100) is the wheel speed 100 ms before, Vwl (i-5
00) is the wheel speed before 500 ms, and K1 and K2 are predetermined constants. The road surface friction coefficient Mul is calculated by three-dimensional complementation from the μ table shown in FIG. 2 using the wheel speed Vwl and the acceleration Vg thus obtained. However, the road surface μ = 1.0 to 2.5 corresponds to low friction, and the road surface μ = 2.5.
5 to 3.5 corresponds to medium friction, and road surface μ = 3.5 to 5.0 corresponds to high friction. Next, the road surface friction coefficient M of the second channel
When calculating u2, the wheel speed Vw2 is used for the same calculation as described above, and the surface friction coefficient Mu3 of the third channel is set equal to the smaller one of the road surface friction coefficient Mu1 and the road surface friction coefficient Mu2. . However, the road surface μ detected by three dedicated road surface μ sensors corresponding to the first to third channels may be applied. Another method of calculating the friction coefficient value Mu will be described with reference to the flowchart of FIG. The control unit 24 reads various data in step S1 and then determines in step S2 whether or not the ABS flag F _ABS is set to 1. That is, it is determined whether or not ABS control is in progress. This ABS flag F
_ABS, for example one of the lock flag F _LOK1, F _LOK2, F _LOK3 respectively corresponding to the first to third channels is set to 1 when it is set to 1, and the OFF state the brake switch 25 from ON When it switches to, it is reset to 0. Then, the control unit 24 sets the ABS flag F _ABS.
When it is determined that is not set to 1, the process proceeds to step S3, and 3 which indicates a high friction road surface is set as the friction coefficient value Mu. This operation corresponds to a braking operation when traveling on a high friction road surface. In braking on a high friction road surface, the wheels are unlikely to lock or slip, so that a desired braking effect can be obtained without performing ABS control. This is because it is obtained.

If the control unit 24 determines in step S ₂ that the ABS flag F _ABS is set to 1, that is, if the ABS control is in progress, the control unit 24 proceeds to step S 4 to reduce the previous cycle. It is determined whether or not the speed DW is less than -20 G, and when YES is determined, the process proceeds to step S5 and similarly the acceleration AW in the previous cycle (positive change in acceleration / deceleration).
Is determined to be greater than 10 G, and if NO is determined, step S6 is executed to set 1 indicating a low friction road surface as the friction coefficient value Mu. On the other hand, the control unit 24 determines the deceleration D in step S4.
When it is determined that W is not smaller than -20 G, step S5 is skipped, the process proceeds to step S7, and the acceleration A
It is determined whether or not W is larger than 20 G, and when YES is determined, step S8 is executed to set 3 as the friction coefficient value Mu indicating the high friction road surface, while NO is set.
If it is determined that step S9 is executed, 2 indicating a medium friction road surface is set as the friction coefficient value Mu. Next, the calculation processing of the vehicle body speed Vr will be described with reference to the flowchart of FIG. First, the control unit 24 reads various kinds of data (S20), and then selects the highest wheel speed V from the wheel speeds Vw1 to Vw4 indicated by the signals from the sensors 27 to 30.
wm is calculated (S21), and then the maximum wheel speed change amount ΔVwm per sampling period Δt of the maximum wheel speed Vwm is calculated (S22).

Next, the control unit 24 sets S2.
3, the friction state value Mu (first to first) from the map shown in FIG.
The vehicle body speed correction value CVr corresponding to the road surface friction value of the third channel) is read out, and it is determined in S24 whether the maximum wheel speed change amount ΔVwm is equal to or less than the vehicle body speed correction value CVr.
As a result of the determination, the wheel speed change amount ΔVwm is the vehicle body speed correction value C.
When it is determined that it is equal to or lower than Vr, the value obtained by subtracting the vehicle body speed correction value CVr from the previous value of the vehicle body speed Vr is replaced with the current value in S25. Therefore, the vehicle body speed Vr decreases with a predetermined gradient according to the vehicle body speed correction value CVr. On the other hand, when the control unit 24 determines in S24 that the wheel speed change amount ΔVwm is greater than the vehicle body speed correction value CVr, that is, when the maximum wheel speed Vwm shows an excessive change, the control unit 24 determines in S26 the maximum value from the pseudo vehicle body speed Vr. It is determined whether or not the value obtained by subtracting the wheel speed Vwm is equal to or greater than a predetermined value Vo. That is, it is determined whether or not there is a large difference between the maximum wheel speed Vwm and the vehicle body speed Vr. If there is a large difference, the value obtained by subtracting the vehicle body speed correction value CVr from the previous value of the vehicle body speed Vr is replaced with the current value in S25.

Further, when there is no large difference between the maximum wheel speed Vwm and the vehicle body speed Vr, the control unit 24 replaces the maximum wheel speed Vwm with the vehicle body speed Vr in S27. Thus, the vehicle body speed Vr of the vehicle is equal to each wheel speed Vw1.
It is updated every sampling period Δt according to Vw4. Next, the process of setting various control threshold values will be described with reference to FIG.
This will be described with reference to the flowchart of FIG. still,
The control threshold setting process is executed independently for each channel, but here, the control threshold setting process for the first channel for the left front wheel will be described. The control unit 24 reads various data in S30, and then in S31, as shown in FIG. 7, from a table preset with the vehicle speed range and the road surface μ as parameters,
A running state parameter is selected according to the friction state value Mu and the vehicle speed Vr. For example, when the friction state value Mu is 1 indicating a low friction road surface and the vehicle body speed Vr is in the medium speed range, the LM for the medium speed low friction road surface is set as the running state parameter.
2 is selected. The friction state value Mu is the friction coefficient Mu1
~ Mu3 is determined from the minimum, in FIG. 7, Mu = 1 is a low friction state, Mu = 2 is a medium friction state,
Mu = 3 corresponds to a high friction state.

On the other hand, the bad road flag Fak is 1 indicating a bad road condition.
When it is set to, the running state parameter corresponding to the vehicle body speed Vr is selected as shown in FIG. In this case, for example, when the vehicle body speed Vr belongs to the medium speed range, the HM2 for the medium speed / low friction road surface is forcibly selected as the traveling state parameter. In other words, the road surface μ tends to be estimated to be small because the wheel speed fluctuates greatly during traveling on a rough road. After the selection of the traveling state parameter, the control unit 24 reads each control threshold value corresponding to the traveling state parameter from the control threshold value setting table shown in FIG. 8 in S32. Here, as various control threshold values, as shown in FIG. 8, a 1-2 intermediate deceleration threshold value B for determination of switching from phase I to phase II.
12, 2 for judging switching from phase II to phase III
-3 Intermediate non-slip rate threshold value Bsg, 3-5 for determining switching from phase III to phase V 3-5 Intermediate deceleration threshold value B35, 5 for determining switching from phase V to phase I
The -1 non-slip ratio threshold value Bsz and the like are set for each running state parameter. In this case, the deceleration threshold value that greatly affects the control force is such that the frictional state value Mu is set in order to achieve a high level of both the braking performance when the road surface μ is large and the control response when the road surface μ is small. The lower the level of, that is, the smaller the road surface μ, the closer to 0G. Here, when the control unit 24 selects LM2 for the medium speed / low friction road surface as the traveling state parameter, as shown in the column of LM2 in the control threshold setting table of FIG.
2 Intermediate deceleration threshold B12, 2-3 Intermediate non-slip ratio threshold Bsg, 3-5 Intermediate deceleration threshold B35, 5-
1 As the non-slip rate threshold value Bsz, -0.5G, 90
The respective values of%, 0G and 90% are read out respectively.

Next, the control unit 24 sets S3.
At 3, it is determined whether or not the frictional state value Mu is set to 3, which indicates a high friction road surface, and when Yes is determined, at S34, it is determined whether or not the rough road flag Fak is set to 0. As a result of the judgment, a bad road Brag Fak
Is 0, it is determined in S35 whether the absolute value of the snake angle θ detected by the snake angle sensor 26 is smaller than 90 °, and the absolute value of the snake angle θ is not smaller than 90 °. At step S36, the control threshold value is corrected according to the snake angle θ. This control threshold value correction processing is performed based on the control threshold value correction table illustrated in FIG.
That is, in the control threshold value correction table of FIG. 9, in order to secure the steerability when the road is not a bad road with low friction, medium friction, and high friction, and when the steering wheel operation amount is large, it is not possible to use the intermediate value of 2-3. The value obtained by adding 5% to the slip ratio threshold value Bsg and the 5-1 intermediate non-slip ratio threshold value Bsz is the final 2
-3 non-slip rate threshold value Bsg and final 5-1 non-slip rate threshold value Bsz are set, and other intermediate threshold values are set as they are as final threshold values. In order to ensure the running performance when the steering wheel operation amount is small, on a rough road with a high friction (flag Fak = 1), 2-3
The values obtained by subtracting 5% from the intermediate non-slip ratio threshold Bsg and the 5-1 intermediate non-slip ratio threshold Bsz are the final 2-3 non-slip ratio threshold Bsg and the final 5-1 non-slip ratio, respectively. It is set as a threshold value Bsz. next,
When the determination result in S35 is No, each of the intermediate threshold values is directly set as the final threshold value.

On the other hand, the control unit 24 uses S3
When it is determined that the rough road flag Fak is set to 1 in 4, the flow proceeds to S37 and the relation between the rough road flag Fak and the snake angle θ is determined based on the control threshold correction table of FIG. The values obtained by correcting the 2-3 intermediate non-slip rate threshold value Bsg and the 5-1 non-slip rate threshold value Bsz are
A correction process for setting the final 2-3 intermediate non-slip rate threshold value Bsg and the final 5-1 non-slip rate threshold value Bsz is executed. Next, in S38, the control threshold value correction table of FIG. Based on this, a correction process of setting a value obtained by subtracting 1.0 G from the 1-2 intermediate deceleration threshold value B12 as the final 1-2 deceleration threshold value B12 is performed. This is because the wheel speed sensors 27 to 30 are used when determining a rough road.
Is likely to cause erroneous detection, so that the response of the control is delayed and a good braking force is secured. Incidentally, other intermediate threshold values are set as they are as final threshold values. Further, when the control unit 24 determines in S33 that the frictional state value Mu is not 3, the control unit 24 proceeds to S35. The control thresholds are set for the second and third channels as in the case of the first channel.

Next, regarding the control signal output processing for setting the phases and outputting the braking control signals of the respective phases to the valve unit, taking the first channel as an example, FIGS.
This will be described with reference to the flowchart of FIG. 12 and FIGS. First, various data are read (S4
0), it is then determined whether or not the brake switch 25 is ON. If the determination is NO, the process returns through S42, and if the determination is Yes, the vehicle body speed Vr is determined to be a predetermined value C1 (for example, 5. 0 Km / H) or less and wheel speed V
It is determined whether w1 is less than or equal to a predetermined value (for example, 7.5 Km / H). When the determination is Yes, it is in a sufficiently decelerated state, and there is no need for ABS control, and therefore the process returns through S42, but when the determination in S43 is No, the process proceeds to S44. In S42, the phase flag P1 and the lock flag F
The lok1 and the continuation flag Fcn1 are reset to 0, respectively, and then the process returns to S40. Next, in S44, it is determined whether or not the lock flag Flok1 is 0, and before the ABS control is started,
When the flag Flok1 is 0, the process proceeds to S45 and the wheel speed V
It is determined whether or not the deceleration DVw1 of w1 (provided that DVw1 ≦ 0) is less than or equal to a predetermined value D0 (for example, -3G). If the determination is Yes, the process proceeds to S46. On the other hand, when the determination in S44 is No, the process proceeds to S49.

Next, if the determination in S45 is Yes, S
The lock flag Flok1 is set to 1 in 46, the flag P1 is set to 2 in S47, and the process proceeds to phase II (holding phase after pressure increase), and then S48.
The first braking control signal preset for Phase II is
Output to the valve unit 20 and then return. A
Since the flag Flok1 is set to 1 after the BS control is started, the process proceeds from S44 to S49, and it is determined whether the flag P1 is 2 or not. If the flag P1 is 2, the process proceeds to S50 and the flag P1 is 2 If not, the process proceeds to S54. In S50, the non-slip rate S1 is 2-3 non-slip rate threshold B
It is determined whether or not sg or less, and it is determined as No at the beginning. Therefore, the process proceeds from S50 to S48, but when it is repeated and the non-slip ratio S1 becomes equal to or less than the threshold value Bsg, S
The process proceeds from S50 to S51. In S51, the flag P1 is set to 3 and the process moves to phase III (phase of pressure reduction). Next, in S52, the timer T3 for counting the decompression time of the phase III is reset and then started, and then in S53, a braking control signal preset for the phase III is output to the first valve unit 20, and thereafter. To return.

When the flag P1 is not 2, the process proceeds from S49 to S54 and it is determined whether the flag P1 is 3 or not. When the determination is Yes, the process proceeds to S55 and the determination is No.
If so, the process proceeds to S59. Next, in S55, it is determined whether or not the deceleration DVw1 is equal to the 3-5 intermediate deceleration threshold value B35, and it is determined as No at the beginning, so S5
When the deceleration DVw1 becomes equal to the threshold value B35 by repeating the process from 5 to S53, the process proceeds to S56, the flag P1 is set to 5 in S56, and the process proceeds to phase V. Next, in S57, the depressurization time Td is calculated from the count value of the timer T3 and stored.
Next, in S58, a braking control signal preset for phase V is output to the first valve unit 20, and then the process returns. Next, when the determination in S54 is No,
In S59, it is determined whether or not the flag P1 is 5, and if the determination is Yes, the process proceeds to S60, and if No, S
Move to 67. When the flag P1 is 5, it is determined in S60 whether the non-slip rate S1 is 5-1 non-slip rate threshold value Bsz or more.

At the beginning, it is determined as No, so S6
The transition from 0 to S58 is repeated. Then, in the phase V, the non-slip rate S1 increases and S60
If the determination is Yes, the process proceeds to S61. In S61, the flag P1 is set to 1 and the phase I (pressure increase phase) is entered, and the continuation flag Fco1 is set to 1. Next, in S62, the rapid pressure increase time Tpz of the initial rapid pressure increase executed at the beginning of the phase I is calculated.
This subroutine will be described later with reference to FIG. Next, in S63, the timer T1 that counts the elapsed time after the start of the phase I is reset and then started, and then in S64, the count time T1 of the timer T1.
Is determined to be less than or equal to the rapid pressure increase time Tpz set in S62, and when the pressure is less than or equal to the rapid pressure increase time Tpz in the beginning, the process proceeds from S64 to S65, and is preset for the initial rapid pressure increase in phase I in S65. The braking control signal is output to the first valve unit 20, and then the process returns. Next, after the shift to phase I, the determination in S59 is No, so the process proceeds from S59 to S67, and it is determined in S67 whether the flag P1 is 1, and when the flag P1 is 1, S
At 68, it is determined whether or not the deceleration DVw1 is equal to or less than the 1-2 intermediate deceleration threshold value B12. Since the determination is No at the beginning, the process proceeds from S68 to S64, and the rapid pressure increase time Tpz elapses. Before that, the process of shifting from S64 to S65 is repeated. While repeating this, after shifting to Phase I,
When the rapid pressure increase time Tpz has elapsed, the determination in S64 is No, so the process proceeds from S64 to S66, and the braking control signal preset for the slow pressure increase in phase I is output to the first valve unit 20. , And then return again.

Next, when the determination in S68 is Yes, S6
In step S9, the flag P1 is set to 2, and in step S70, the pressure increase time Ti is set based on the time measured by the timer T1.
(That is, the period of Phase I) is calculated and stored,
Then, the process proceeds to S48. In this way, after the ABS control is started, it is executed over a plurality of cycles in the order of phase II, phase III, phase V, phase I, phase II, phase III, ..., And Yes in the judgment of S43, or the brake switch 25. When is turned off, the ABS control ends (see FIG. 19). Then S62
The calculation subroutine of the rapid pressure increase time Tpz executed in step S1 will be described with reference to the flowchart of FIG. 12 and FIGS. After the start of this subroutine, various data as shown in the figure are first read (S80), and then the return acceleration Avw1 at the time of shifting to phase I is calculated (S81), and then the maps shown in FIGS. Therefore, various correction coefficients k1 to k4 and the upper limit value Tuμ,
Tuv is calculated. Here, the coefficients k1 to k4 are
Wheel acceleration / deceleration, vehicle speed Vr, road surface μ, decompression time T
With d as a parameter, the characteristics are set as shown in FIGS. The upper limit values Tuμ and Tuv for controlling the upper limit of the rapid pressure increase time Tpz are the road surface μ and the vehicle speed V, respectively.
The characteristic is set as shown in FIGS. 17 and 18 with r as a parameter.

Next, in S83, the rapid pressure increase time Tpz
Is wheel acceleration / deceleration, vehicle speed Vr, road surface μ, decompression time Td
From the correction coefficients k1 to k4 based on Rapid pressure increase time Tpz = k1 × k2 × k3 × k4 Next, in S84, it is determined whether or not the previous road surface μ is high and the current road surface μ is low. If the determination is No, S
86, and in S86, it is determined whether the previous road surface μ is low and the current road surface μ is high. If the determination is No, the process proceeds to S88. On the other hand, as a result of the jump of the road surface μ, if the determination in S84 is Yes, S
The value calculated by calculating the predetermined value Δ from the rapid pressure increase time Tpz in 85 is set as the current rapid pressure increase time Tpz, and the process proceeds to S88. When the determination in S86 is Yes, the predetermined value is set in the rapid pressure increase time Tpz in S87. The value obtained by adding Δ is set as the current rapid pressure increase time Tpz, and the process proceeds to S88. That is, the rapid pressure increase time Tpz is corrected so as to match the road surface μ of the current cycle. Next, in S88, it is determined whether or not the rapid pressure increase time Tpz is equal to or less than the upper limit value Tuμ. If the determination is Yes, the rapid pressure increase time Tpz is determined in S90.
Is less than or equal to the upper limit value Tuv, and the determination is Yes.
In the case of, the rapid pressure increase time Tpz is stored in the memory and the process returns.

If the determination in S88 is No, in S89, the rapid pressure increase time Tpz is set equal to the upper limit value Tuμ,
The rapid pressure increase time Tpz is stored in the memory and the process returns. If the determination in S90 is No, in S91, the rapid pressure increase time Tpz is set equal to the upper limit value Tuv, the rapid pressure increase time Tpz is stored in the memory, and the process returns. next,
As shown in FIG. 13, the correction coefficient k based on the wheel acceleration / deceleration
1 increases as the wheel acceleration / deceleration AVW, DVW increases. In the pressure-increasing phase, the coefficient k1 becomes small when the deceleration is large, and becomes large when the deceleration is small. The fact that the wheel deceleration DVW is large in the pressure increasing phase means that the wheel speed is drastically reduced when the brake oil pressure is applied to the wheels because the road surface reaction force is small.
Therefore, in such a case, it can be determined that the vehicle is traveling on a road surface having a small friction coefficient, and in consideration of this, the pressure increasing time is set to be short. This is because when traveling on a road surface having a low friction coefficient, even if the pressure increasing level is increased, the slip tendency is strengthened and the braking effect cannot be expected to be enhanced. The value of the coefficient k1 is increased as the wheel acceleration AVW in the depressurization phase increases. The large wheel acceleration AVW in the depressurization phase indicates that when the brake hydraulic pressure is reduced, the road surface friction coefficient is large, that is, the road surface reaction force is large, so that the wheel speed is quickly recovered. In such a case, there is relatively little concern that the vehicle will be locked, so the brake hydraulic pressure is immediately increased to control the wheel braking operation so as to recover quickly. That is, the coefficient k1
The value of is set to be larger as the wheel acceleration AVW in the depressurization phase becomes larger.

As shown in FIG. 13, the coefficient k2 increases with an increase in the vehicle body speed Vr. Therefore, the initial pressure is taken into consideration in consideration of the fact that the pressure reduction amount is decreased in accordance with the road surface reaction force proportional to the increase in the vehicle body speed. The amount of pressure increase can be set appropriately. Further, as shown in FIG. 15, the coefficient k3 is set to decrease as the road surface μ decreases. As the road surface μ becomes smaller, the wheels are more likely to slip. Therefore, in consideration of this, the pressure increasing operation is limited when the road surface μ decreases. This makes it possible to perform appropriate braking control according to the value of the road surface μ while suppressing the lock. Further, as shown in FIG. 16, the coefficient k4 is set so as to increase as the depressurization time Td increases. The long decompression time in the decompression phase means that the slip state occurring on the wheel is deep and that a relatively large decompression is required for the wheel to recover the grip force. At the end of such a relatively large and long depressurization operation, the hydraulic pressure level has dropped considerably. Therefore, in the subsequent pressure increasing operation, it is necessary to quickly recover this lowered hydraulic pressure level. For this purpose, it is effective to increase the initial rapid pressure increase. With this, following a large decompression operation,
It is possible to eliminate the insufficient hydraulic pressure in the pressure boosting phase.

As shown in FIG. 17, the upper limit value Tuμ becomes smaller as the road surface μ becomes lower. Therefore, the upper limit value Tuμ can be adapted to the road surface μ and excessive pressure increase can be suppressed. As shown in FIG. 18, the upper limit value Tuv decreases as the vehicle body speed Vr increases, so that it is possible to adapt to the vehicle body speed and suppress excessive pressure increase. Next, the operation of the ABS control described above will be described with reference to the time chart of FIG. 19 by taking the ABS control for the first channel as an example. In the ABS non-controlled state during deceleration, the braking pressure generated by the depression operation of the brake pedal 16 gradually increases, and the left front wheel 1
When the rate of change of the wheel speed Vw1 (deceleration −G) reaches −3 G, the lock flag Flok1 of the first channel is set to 1, and the ABS control starts from that time ta.
In the first cycle immediately after the start of the control, the frictional state value Mu is set to 3 indicating the high frictional state, and various control threshold values are set according to the traveling state parameter. Next, the non-slip ratio S1, the wheel deceleration DVW1, and the wheel acceleration AVW1 obtained from the wheel speed Vw1 are compared with various control threshold values, and the phase 0 is changed to the phase II.
The braking pressure will be maintained at the level immediately after the pressure increase.

When the non-slip rate S1 falls below the 2-3 intermediate non-slip rate threshold value Bsg, the phase shifts from phase II to III, and the relief valve 20b is turned on / off in a predetermined opening / closing mode.
When turned off, the braking pressure decreases at a predetermined gradient from that time tb, the braking force gradually decreases, and the rotational force of the front wheels 1 begins to recover. Further, the braking pressure continues to decrease and the wheel deceleration DVW
Is decreased to the threshold value B35 (0G), the phase is shifted from Phase III to V, and the braking pressure is maintained at the reduced pressure level from the time tc. When the non-slip rate S1 becomes equal to or higher than the 5-1 non-slip rate threshold value Bsz in this phase V, the continuation flag Fcnl is set to 1 and the ABS
The control shifts from the time td to the second cycle. At this time, the phase is forcibly shifted to the phase I, and immediately after the shift to the phase I, the start valve 20a, as described above, various data obtained from the pressure increase time Ti of the previous cycle and the wheel speed Vw1 ( Open / close valve 2 in the relief valve 20b closed state during the rapid pressure increase time Tpz set by using the wheel acceleration / deceleration, vehicle speed, road surface μ) and the pressure reduction time Td of the previous cycle as parameters.
0a is opened at a duty ratio of 100%, the braking pressure is increased steeply, and after the rapid pressure increase time Tpz elapses, the on-off valve 20a is turned on / off at a predetermined duty ratio.
The braking pressure gradually increases with a gentler gradient.

Thus, immediately after the shift to the second cycle, the braking pressure is reliably increased and a good braking pressure is secured. On the other hand, after the second cycle, the appropriate frictional state value Mu is determined, and various control threshold values corresponding to the running state parameters corresponding to the frictional state value Mu and the vehicle body speed Vr are controlled in FIG. Since it is selected from the threshold value setting table, precise control of the braking pressure according to the running state is performed. Then, in phase V in the second cycle, if it is determined that the non-slip ratio S1 is larger than the threshold value Bsz, for example, phase I in the third cycle
Move to. In the ABS control of the present embodiment, the pressure increase amount of the initial rapid pressure increase is based on the pressure increase amount of the previous cycle,
In addition, since the wheel acceleration / deceleration, the vehicle speed Vr, the road surface μ, and the decompression time Td are set, the initial pressure increase amount is obtained by comprehensively considering not only the wheel slip state but also the vehicle body behavior and the road surface state. Can be appropriately set with high accuracy, and the braking performance can be enhanced while achieving the lock control. Moreover, the initial pressure increase amount is restricted by the upper limit value set according to the road surface μ, and is also restricted by the upper limit value set according to the vehicle speed, so that the vehicle speed can be adjusted while conforming to the road surface μ. While adapting, it is possible to control excessive initial pressure buildup.

In the above description, the initial pressure-increasing time in the pressure-increasing phase is set based on the previous pressure-decreasing operation, but the initial sudden pressure-increasing amount is generally not limited to the initial sudden pressure-increasing amount. Alternatively, the control content of the entire pressure increase including the slow pressure increase may be determined.

[0038]

As described above, according to the present invention, the current pressure increase is determined based on the previous pressure reducing operation, and when the previous pressure decrease is large, the current pressure increase is performed. Since it is configured to increase, insufficient pressure increase in the pressure increase phase can be resolved, and in addition to this, factors such as wheel acceleration / deceleration, road surface friction coefficient, etc. are taken into consideration. Skid control can be achieved. When the wheel acceleration in the depressurization phase is large and the wheel deceleration in the pressure increase phase is small, the road surface reaction force is considered to be large. In this case, therefore, the pressure increase is corrected to be large. Further, when the vehicle is traveling on a road surface with a small road surface μ, the correction is made so as to limit the pressure increase, so that it is possible to effectively prevent the occurrence of wheel locking and the like. That is, according to the present invention, since the fine control is performed in consideration of the parameter affecting the traveling, it is possible to achieve the accurate anti-skid control according to the actual situation of the traveling of the vehicle.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an anti-skid brake device for a vehicle according to an embodiment.

FIG. 2 is a diagram of a μ table.

FIG. 3 is a flowchart of another method for calculating a friction coefficient value.

FIG. 4 is a flowchart of a pseudo vehicle speed calculation process.

FIG. 5 is a diagram of a map of vehicle body speed correction values.

FIG. 6 is a flowchart of control threshold value setting processing.

FIG. 7 is a chart of a table in which running state parameters are set.

FIG. 8 is a chart of a table in which various control threshold values are set.

FIG. 9 is a chart of a table in which correction values of various control threshold values are set.

FIG. 10 is a part of a flowchart of a control signal output process.

FIG. 11 is the rest of the flowchart of the control signal output process.

FIG. 12 is a flowchart of a subroutine for calculating a rapid pressure increase time.

FIG. 13 is a characteristic diagram of a coefficient k1 for setting a rapid pressure increase time.

FIG. 14 is a characteristic diagram of a coefficient k2 for setting a rapid pressure increase time.

FIG. 15 is a characteristic diagram of a coefficient k3 for setting the rapid pressure increase time.

FIG. 16 is a characteristic diagram of a coefficient k4 for setting the rapid pressure increase time.

FIG. 17 is a characteristic diagram of the upper limit value of the rapid pressure increase time.

FIG. 18 is a characteristic diagram of the upper limit value of the rapid pressure increase time.

FIG. 19 is an operation time chart of the anti-skid brake device.

[Explanation of symbols]

 1, 2 Front wheels 3, 4 Rear wheels 11-14 Brake device 15 Brake control system 27-30 Wheel speed sensor 20, 21, 23 1st-3rd valve unit 20a, 21a, 23a Open / close valve 20b, 21b, 23b Relief valve 24 control unit

Claims (4)

[Claims] 1. A wheel speed detecting means for detecting a rotation speed of a wheel, a hydraulic pressure adjusting means for adjusting a brake hydraulic pressure, and a hydraulic pressure adjusting means for operating the brake hydraulic pressure based on a wheel speed detected by the wheel speed detecting means. In an anti-skid brake device for a vehicle in which the brake oil pressure is controlled in a control cycle including at least a pressure increasing phase for increasing the brake oil pressure and a pressure decreasing phase for decreasing the brake oil pressure, In accordance with the increase in the depressurization in the, the correction means for correcting to increase the pressure increase in the current pressure increase phase, the acceleration / deceleration calculating means for obtaining the acceleration / deceleration of the wheel, and the acceleration / deceleration of the wheel according to An anti-skid brake device for a vehicle, comprising: an acceleration / deceleration correction means for correcting a correction value. 2. A wheel speed detecting means for detecting a rotation speed of a wheel, a hydraulic pressure adjusting means for adjusting a brake hydraulic pressure, and a hydraulic pressure adjusting means for operating the brake hydraulic pressure based on the wheel speed detected by the wheel speed detecting means. Anti-skid control means for controlling the brake pressure, and a pressure increasing control of the anti-skid control having a control cycle including at least a pressure increasing phase for increasing the brake oil pressure and a pressure reducing phase for decreasing the brake oil pressure. In the vehicle anti-skid brake device which is executed by the correction means for correcting so as to increase the initial rapid pressure increase in the current pressure increase phase in response to the increase in the pressure decrease in the previous pressure decrease phase, Acceleration / deceleration calculating means for obtaining acceleration / deceleration of wheels, and acceleration / deceleration correcting means for correcting a correction value according to the acceleration / deceleration of the wheels. An anti-skid brake device for a vehicle, characterized by being equipped with. 3. The friction coefficient correction means according to claim 1, wherein the correction value by the correction means is corrected so as to be small when the friction coefficient is small, based on the friction coefficient of the road surface on which the vehicle travels. An anti-skid brake device for a vehicle, further comprising: 4. The acceleration / deceleration correction means according to claim 1, wherein the acceleration / deceleration correction means increases the correction value when the wheel acceleration during ABS control is equal to or more than a predetermined value and / or the wheel deceleration is less than or equal to a predetermined value. A featured vehicle anti-skid brake system.