JPH082397A - Brake control method and brake control device of vehicle provided with anti-skid braking device and rear wheel steering system - Google Patents

Abstract

PURPOSE:To heighten traveling stability by making anti-skid control and yaw rate feedback system rear wheel steering control cooperate with each other. CONSTITUTION:The control threshold values (control threshold values for determining pressure intensifying, intensified pressure holding, pressure reducing and reduced pressure holding phases) in ABS control are set every braking system of lateral front wheels and lateral rear wheels, on the basis of the body speed Vr, a road surface friction coefficient Mu, an off-road flag Fak, a steering angle theta, and the like (S50-S58). These threshold values are corrected according to yaw rate deviation and a rear wheel steering angle in rear wheel steering control, and at least rear wheel braking pressure is corrected (S59) to the shallower side of lock (pressure reducing side) as the yaw rate deviation and the rear wheel steering angle are larger. Lateral force is thereby heightened to secure traveling stability.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle brake control method and a brake control device provided with an anti-skid brake device and a yaw rate feedback type rear wheel steering device, and more particularly to an anti-skid control and a rear wheel steering control device. The present invention relates to a technology that enhances driving stability by coordinating.

[0002]

2. Description of the Related Art Conventionally, various anti-skid brake devices for controlling brake fluid pressure based on vehicle speed and wheel speed have been put into practical use in order to suppress wheel lock during braking of the vehicle and ensure braking performance. Has been done. On the other hand, a four-wheel steering device (4WS) has been practically used in the past.
Among the wheel steering devices, a yaw rate feedback type four-wheel steering device that steers the rear wheels based on the deviation between the actual yaw rate of the vehicle and the target yaw rate to ensure traveling stability has also been put into practical use.

In Japanese Patent Laid-Open No. 213175/1993, when the rear wheel steering angle is constant and the drive current of the rear wheel steering motor decreases, that is, when the lateral force of the rear wheels decreases, the anti An anti-lock brake control system configured to reduce the brake fluid pressure by skid control (ABS control) to recover the lateral force of the rear wheels is disclosed. In this brake control system, the lateral force of the rear wheels is described. Is reduced,
Immediately reduce the brake fluid pressure.

On the other hand, in Japanese Unexamined Patent Application Publication No. 1-208256, when an unstable running state is detected, at least the target slip state of the rear wheels is changed to reduce the brake torque, and the insufficient steering property is detected. In this case, an anti-skid control device configured to reduce the brake torque by changing the target slip state of at least the front wheels is described. In this anti-skid control device, it is determined based on the steering angle and the actual yaw rate whether or not the traveling state is unstable, stable, or insufficiently steered, while the front and rear wheels are independently brake fluid when the wheel speed is below the reference speed. When the wheel speed deceleration is equal to or lower than the reference deceleration, the brake fluid pressure is maintained, and when the wheel speed is equal to or higher than the reference speed, the brake fluid pressure is increased.

[0005]

As described above, in the four-wheel steering system that steers the rear wheels based on the deviation between the actual yaw rate and the target yaw rate, depending on the driving state of the vehicle,
The yaw rate deviation may increase. For example, on a low-friction road surface, even if the rear wheels are steered, the lateral force (cornering force) of the rear wheels may be small, resulting in oversteering. ,
When the amount of slip on the rear wheels is large, sufficient lateral force on the rear wheels may not be generated and an oversteer condition may appear remarkably.Because the steering angle of the rear wheels is large in the in-phase direction, Lateral force may be reduced.

In the conventional anti-skid brake device, since the brake fluid pressure is controlled regardless of the yaw rate deviation and the rear wheel steering angle, it is difficult to sufficiently improve the running stability of the vehicle. For example, when the rear wheel steering angle is large, there is a limit to increase the traveling stability through the rear wheel steering. In such a case,
It is desirable to reduce the brake fluid pressure to increase the lateral force on the rear wheels. However, when the rear-wheel steering angle is small, there is still room for increasing the lateral force of the rear wheels through the rear-wheel steering, so it is not necessary to reduce the brake fluid pressure so much. An object of the present invention is to provide a brake control method and a brake control device that enhance the running stability by coordinating the anti-skid control and the yaw rate feedback type rear wheel steering control.

[0007]

According to a first aspect of the present invention, there is provided a vehicle brake control device including an anti-skid brake device and a rear wheel steering device, wherein a wheel speed detecting means for detecting a rotational speed of a wheel and a brake fluid pressure are adjusted. Anti-skid brake device including a hydraulic pressure adjusting means for controlling the hydraulic pressure adjusting means based on the detected wheel speed, a target yaw rate setting means for setting a target yaw rate, and an actual yaw rate detecting means. A vehicle equipped with a yaw rate feedback type rear wheel steering device including a yaw rate detection means and a rear wheel steering control means for controlling a rear wheel steering angle so as to eliminate a deviation between a target yaw rate and an actual yaw rate. When the deviation between the actual yaw rate and the target yaw rate is occurring, the control means at least brake hydraulic pressure of the rear wheels. , Those having a hydraulic correcting means for correcting the running stability increasing direction.

[0008] Here, the hydraulic pressure correction means may be constructed so as to make the lock shallower when the rear wheel steering angle is large compared to when the rear wheel steering angle is small (claim 2 subordinate to claim 1). . In addition, "to the lock shallower" means "to the pressure reducing side". The hydraulic pressure correction means may be configured to make the rear wheel rudder angle the same, and to make the lock shallower when the deviation between the actual yaw rate and the target yaw rate is large compared to when the deviation is small (claim 1). Claim 3) dependent on.

The hydraulic pressure correction means may be configured to set the rear wheel steering angle for starting the lock shallow correction smaller when the deviation between the actual yaw rate and the target yaw rate is large compared to when the deviation is small. Claim 4) dependent on claim 3.

According to a fifth aspect of the present invention, there is provided a brake control method for a vehicle equipped with an anti-skid brake device and a rear wheel steering device. Braking in a vehicle equipped with a yaw rate feedback type rear wheel steering device including an anti-skid brake device including a rear yaw rate control device for controlling a rear wheel steering angle so as to eliminate a deviation between a target yaw rate and an actual yaw rate. The control method is characterized in that at least when the deviation between the actual yaw rate and the target yaw rate occurs, the brake fluid pressure of at least the rear wheels is corrected in the direction of increasing the running stability.

Here, when the rear wheel steering angle is large, the brake fluid pressure may be corrected to a shallower lock than when the rear wheel steering angle is small (claim 6 dependent on claim 5). Further, the brake fluid pressure may be corrected based on the deviation between the actual yaw rate and the target yaw rate and the rear wheel steering angle (claim 5).
Claim 7) dependent on.

[0012]

In the brake control device for a vehicle having the anti-skid brake device and the rear wheel steering device according to the first aspect of the present invention, the anti-skid brake device adjusts the wheel speed detecting means and the hydraulic pressure of the brake. The yaw rate feedback type rear wheel steering device has a hydraulic pressure adjusting means and an anti-skid control means, and controls the rear wheel steering angle so as to eliminate the deviation between the actual yaw rate and the target yaw rate. The hydraulic pressure correction unit of the anti-skid control unit corrects at least the brake hydraulic pressure of the rear wheels in the direction of increasing the running stability when the deviation between the actual yaw rate and the target yaw rate occurs.

That is, when the rear wheel is running on a low friction road surface, when the rear wheel is locked and the slip amount is large, or when the lateral force of the rear wheel is reduced by steering the rear wheel in the in-phase direction, The oversteering tendency occurs due to the skid of the vehicle and yaw rate deviation occurs, but in such a case, at least the brake fluid pressure of the rear wheels is corrected in the direction of increasing the running stability (for example, in the direction of decreasing the brake fluid pressure). As a result, the lateral force of the rear wheels can be increased and running stability can be ensured.

According to a second aspect of the present invention, there is provided a vehicle brake control system according to the first aspect, wherein the hydraulic pressure correction means is
When the rear wheel steering angle is large, it is corrected to a shallower lock (that is, to the pressure reducing side) than when the rear wheel steering angle is small. in this way,
When the brake fluid pressure of the rear wheels is corrected to the pressure reducing side, the lateral force of the rear wheels is increased, so that the running stability is improved. That is, when the rear-wheel steering angle is small, there is still room for improving the traveling stability through the rear-wheel steering, and therefore, there is not a great demand for the lock to be corrected shallowly. On the other hand, when the steering angle of the rear wheels is large, there is almost no room for enhancing the running stability through the steering of the rear wheels. It is possible to secure the sex.

According to a third aspect of the present invention, there is provided a vehicle brake control system according to the first aspect, wherein the hydraulic pressure correction means is
With the rear wheel steering angle in the same state, when the deviation between the actual yaw rate and the target yaw rate is large compared to when it is small,
Correct the lock shallowly. That is, when the deviation between the actual yaw rate and the target yaw rate is larger, the running stability is lower, and therefore when the yaw rate deviation is large, at least the brake fluid pressure on the rear wheels is locked shallower than when it is small. By correcting, the lateral force of the rear wheel is increased,
Driving stability can be ensured.

According to a fourth aspect of the present invention, there is provided a vehicle brake control system according to the third aspect, wherein the hydraulic pressure correction means is
When the deviation between the actual yaw rate and the target yaw rate is large, the rear wheel steering angle at which the lock shallower correction is started is set smaller than when the deviation is small. That is, as the yaw rate deviation is larger, the running stability is lower. Therefore, when the yaw rate deviation is large, the running stability is ensured by starting the lock shallow correction while the rear wheel steering angle is small. You can

According to a fifth aspect of the present invention, there is provided a brake control method for a vehicle equipped with an anti-skid brake device and a rear wheel steering device, wherein the anti-skid brake device and the rear wheel steering angle are adjusted so as to eliminate the deviation between the target yaw rate and the actual yaw rate. In a brake control method for a vehicle provided with a yaw rate feedback type rear wheel steering system including a rear wheel steering control means for controlling the rear wheel steering control means, when there is a deviation between the actual yaw rate and the target yaw rate, at least the brake fluid for the rear wheels. The pressure is corrected to increase the running stability. Therefore, similar to claim 1, at least the brake fluid pressure of the rear wheels is increased in the running stability direction (for example, in the brake fluid pressure reduction direction).
By performing the correction, the lateral force of the rear wheels can be increased and the running stability can be ensured.

According to the vehicle brake control method of claim 6, in the control method of claim 5, when the rear wheel steering angle is large, the brake fluid pressure is corrected to a lock shallower than when the rear wheel steering angle is small. Similar to the item 2, traveling stability can be ensured. In a vehicle brake control method according to a seventh aspect, in the control method according to the fifth aspect, the brake fluid pressure is corrected based on the deviation between the actual yaw rate and the target yaw rate and the rear wheel steering angle. In this case, for example, when the yaw rate deviation is large, the brake fluid pressure of the rear wheels is corrected to a lock shallower, and the rear wheel steering angle at which the lock shallower starts is set to be smaller as the yaw rate deviation is larger. As described above, the traveling stability can be secured as in the third and fourth aspects.

[0019]

Embodiments of the present invention will be described below with reference to the drawings. The present embodiment is an example in which the present invention is applied to a brake control device and a brake control method for a vehicle including an anti-skid brake device and a yaw rate feedback type rear wheel steering device.

First, the brake system of this vehicle will be described. 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 from the automatic transmission 6 is changed. Propeller shaft 7, differential 8 and left and right drive shafts
It is configured to be transmitted to the left and right rear wheels 3,4 via 9,10. Each of the wheels 1 to 4 has disks 11a to 14a that rotate integrally with the wheels and calipers 11b to 14b that receive the supply of braking pressure to brake the rotation of these disks 11a to 14a.
Brake devices 11 to 14 are provided, respectively, and a brake control system 15 that operates these brake devices 11 to 14 is provided.

The brake control system 15 includes a booster device 17 for increasing the stepping force on the brake pedal 16 by the driver.
And a master shilling 18 for generating a braking pressure according to the stepping force increased by the booster 17. Front wheel braking pressure supply line 19 from this master shilling 18
Is branched into two routes, and the front wheel branch braking pressure line 19
a, 19b are connected to the calipers 11a, 12a of the brake devices 11, 12 of the left and right front wheels 1, 2 respectively, and the brake device 11 of the left front wheel 1 is connected.
One branch brake pressure line 19a for the front wheel, which is connected to, is provided with a first valve unit 20, which includes an electromagnetic on-off valve 20a and an electromagnetic relief valve 20b, which leads to the braking device 12 for the right front wheel 2. Branch braking pressure line 19 for the other front wheel
Similarly to the first valve unit 20, a second valve unit 21 including an electromagnetic on-off valve 21a and an electromagnetic relief valve 21b is also provided at b.

On the other hand, the rear wheel braking pressure supply line 22 from the master cylinder 18 is connected to the first and second valve units 20, 2.
As in the case of 1, a third valve unit 23 including an electromagnetic on-off valve 23a and an electromagnetic relief valve 23b is provided. The rear wheel braking pressure supply line 22 is branched into two paths on the downstream side of the third valve unit 23, and the rear wheel branch braking pressure lines 22a and 22b are connected to the brake devices 13 of the left and right rear wheels 3 and 4. , 14 calipers 13b, 14b are connected respectively. The brake control system 15 includes a first channel that variably controls the braking pressure of the brake device 11 for the left front wheel 1 via the first valve unit 20, and a brake device 12 for the right front wheel 2 via the second valve unit 21. Via the second channel that variably controls the braking pressure and the third valve unit 23, the left and right rear wheels
A third channel for variably controlling the braking pressure of both the braking devices 3, 14 is provided, and the first to third channels are controlled independently of each other.

The brake control system 15 includes the first to
An ABS control unit 24 for controlling the third channel is provided, and the ABS control unit 24 includes the brake pedal 16
The brake signal from the brake switch 25 that detects ON / OFF of the steering wheel, the steering angle signal from the steering angle sensor 26 that detects the steering angle of the steering wheel, and the wheel speed sensors 27 to 30 that respectively detect the rotation speed of each wheel. In response to the wheel speed signals, braking pressure control signals corresponding to these signals are sent to the first to third valve units 20, 2
By outputting to the front wheels 1 and 23 respectively, braking control for slips of the left and right front wheels 1 and 2 and rear wheels 3 and 4, that is, ABS control, is performed in parallel for each of the first to third channels.

The ABS control unit 24 is a wheel speed sensor.
Slip is performed by controlling the opening / closing valves 20a, 21a, 23a and the relief valves 20b, 21b, 23b in the first to third valve units 20, 21, 23, respectively, based on the wheel speeds detected by 27 to 30. The braking force is applied to the front wheels 1 and 2 and the rear wheels 3 and 4 according to the braking pressure. The relief valves 20b, 21b, 23 in the first to third valve units 20, 21, 23
The brake oil discharged from b is supplied to the reservoir tank 18a of the master cylinder 18 via a drain line (not shown).
Is returned to.

In the ABS non-control state, the braking pressure control signal is not output from the ABS control unit 24, and the relief valves 20b, 21b, 23b in the first to third valve units 20, 21, 23 as shown in FIG. Each is closed and each unit is 2
Since the on-off valves 20a, 21a, 23a of 0, 21, 23 are held open,
Depending on the stepping force of the brake pedal 16, the master cylinder 18
The braking pressure generated in 1 is supplied to the braking devices 11 to 14 of the left and right front wheels 1 and 2 and the rear wheels 3 and 4 via the front wheel braking pressure supply line 19 and the rear wheel braking pressure supply line 22. The braking force according to the braking pressure is directly applied to the front wheels 1 and 2 and the rear wheels 3 and 4.

Next, the four-wheel steering system for the vehicle will be described. As shown in FIG. 2, the four-wheel steering system for this vehicle includes a front-wheel steering system 30 for steering left and right front wheels 1, 2, a rear-wheel steering system 40 for steering left and right rear wheels 3, 4. A rear wheel steering control unit 50 for controlling the rear wheel steering device 40 and various sensors are provided. Regarding the front wheel steering system 30,
The steering wheel 31 is linked to a steering shaft 32 and a relay rod 34 through a pinion 33, and both ends of the relay rod 34 are knuckles for the left and right front wheels 1 and 2 through a pair of left and right tie rods 35a and 35b. The left and right front wheels 1 and 2 are steered by the steering handle 31 connected to the arms 36a and 36b.

With respect to the rear wheel steering system 40, the relay rod 41
Both ends of are connected to the knuckle arms 43a and 43b of the left and right rear wheels 3 and 4 through a pair of left and right tie rods 42a and 42b, and the relay rod 41 is elastically biased to the neutral position by the centering spring 44. The driving mechanism 45 that drives the relay rod 41 in the left-right direction includes a stepping motor 46 and a driving force transmission mechanism 47 that converts the rotation of the stepping motor 46 into the lateral displacement of the relay rod 41. A clutch 48 is provided at 47.

Regarding the control system for steering the rear wheels, the steering angle sensor 26 for detecting the steering angle of the steering shaft 32 to detect the steering angle of the steering wheel, the vehicle speed sensor 52 for detecting the vehicle speed V of the vehicle, and the stepping motor 46. After detecting the rear wheel steering angle by detecting the encoder 53 for detecting the rotational position of the vehicle, a pair of front and rear lateral velocity sensors 54a, 54b for detecting the lateral acceleration of the vehicle body, and the vehicle width direction position of the relay rod 41. Wheel steering angle sensor
55 and a longitudinal acceleration sensor 56 that detects the longitudinal acceleration of the vehicle
A torque sensor 57 and the like for detecting the self-aligning torque acting on the front wheels 1 and 2 are provided, and the detection signals of these sensors are supplied to the rear wheel steering control unit 50. The ABS control unit 24 and the rear wheel steering control unit 50 are electrically connected to each other so as to exchange necessary signals and data with each other.

Next, an outline of the brake control performed by the ABS control unit 24 will be described. The ABS control unit 24 calculates decelerations DVw1 to DVw4 and accelerations AVw1 to AVw4 for each wheel based on the wheel speeds Vw1 to Vw4 indicated by the signals from the wheel speed sensors 27 to 30, respectively. A method of calculating the acceleration or deceleration will be described. ABS control unit
24 divides the difference between the previous value of the wheel speed and the current value by the sampling cycle Δt (for example, 8 ms), and updates the value obtained by converting the result into gravity acceleration as the current acceleration or deceleration.

Further, the ABS control unit 24 executes a predetermined rough road judgment processing to judge 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 ABS control unit 24 includes rear wheels 3 and 4 that represent wheel speed and acceleration / deceleration for the third channel.
However, the smaller wheel speed of the two wheel speeds is selected as the rear wheel speed in consideration of the detection error of the both wheel speed sensors 29,30 of the rear wheels 3,4 during slip. The acceleration and deceleration obtained from the speed are selected as the rear wheel acceleration and the rear wheel deceleration.

Further, the ABS 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 ABS control unit 24 determines the rear wheel speed obtained from the signals from the wheel speed sensors 29, 30 and the vehicle speed Vr from the wheel speeds of the left and right front wheels 1, 2 detected by the wheel speed sensors 27, 28. The slip ratios for the first to third channels are calculated respectively. In that case, the slip ratio is calculated by the following relational expression. Slip rate = (wheel speed / pseudo vehicle speed) × 100 Therefore, as the deviation of the wheel speed from the vehicle speed Vr increases, the slip rate decreases, and the slip tendency of the wheel increases.

Next, the ABS control unit 24 sets various control threshold values used for the control of the first to third channels, respectively, and uses these control threshold values to perform a lock determination process for each channel. , First to third valve units 20,2
The phase determination processing for defining the control amount for 1,23 and the cascade determination processing are performed.

The lock determination process will be described. For example, in the lock determination process for the first channel for the left front wheel, the ABS control unit 24 first sets the current value of the continuation flag Fcn1 for the first channel to the previous value. After setting it as a value, then the vehicle speed Vr and the wheel speed Vw1
And a predetermined condition (for example, Vr <5 Km / H, Vw1 <7.5
Km / H) is satisfied, and when these conditions are satisfied, the continuation flag Fcn1 and the lock flag Flok1 are reset to 0, respectively, and if they are not satisfied, the lock flag Flok1 is set to 1. It is determined whether it has been done. If the lock flag Flok1 is not set to 1, the lock flag Flok1 is set to 1 under a predetermined condition (for example, when the wheel deceleration becomes -3G).

On the other hand, when the lock flag Flok1 is set to 1, the ABS control unit 24 sets, for example, the phase flag P1 of the first channel to 5 indicating the phase V and the slip ratio S1 to 5-1. When it is larger than the slip ratio threshold Bsz, the continuation flag Fcn1
Set 1 to. The lock determination process is similarly performed for the second and third channels.

Explaining the outline of the phase determination processing, the ABS control unit 24 compares the control threshold values set according to the running state of the vehicle with the wheel acceleration / deceleration and the slip ratio to make ABS non-control. Phase 0 indicating the state, Phase I which is a pressure increasing state during ABS control, Phase II which is a holding state after pressure increasing, Phase III which is a pressure reducing state, Phase IV which is a pressure reducing state, and Holding state after pressure reducing A certain phase V is 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 ABS control unit 24 outputs the braking pressure control signal corresponding to the phase designated by the phase flag P1 to each of the first to third valve units 20, 21, 23 for each channel. . With this,
Front wheel branch braking pressure lines 19a, 19b and rear wheel branch braking pressure lines on the downstream side of the third valve unit 20, 21, 23
The braking pressure of 22a, 22b is increased or decreased, or is maintained at the pressure level after the increased or decreased pressure.

A method of calculating the road surface friction coefficient (road surface μ) will be described. First, when the road surface friction coefficient Mu1 of the first channel is calculated, the road surface friction coefficient Mu1 is calculated based on the wheel speed Vw1 of the front wheels 1 and its acceleration Vg.
Using a timer of 00 ms and a timer of 100 ms, the acceleration Vg is calculated by the following equation from the change of the wheel speed Vw1 for 100 ms every 100 ms until the acceleration Vg does not become sufficiently large after the start of acceleration for 500 ms.

Vg = K1 × [Vw1 (i) −Vw1 (i-100)] After the lapse of 500 ms when the acceleration Vg becomes sufficiently large, the wheel speed changes every 500 ms for 500 ms.
The acceleration Vg is calculated by the following equation. Vg = K2 × [Vw1 (i) −Vw1 (i-500)] In the above equation, Vw1 (i) is the current wheel speed, Vw1.
(I-100) is the wheel speed 100 ms before, Vw1 (i-5
00) is the wheel speed before 500 ms, and K1 and K2 are predetermined constants. The road surface friction coefficient Mu1 is calculated by three-dimensional complementation from the μ table shown in FIG. 3 using the wheel speed Vw1 and the acceleration Vg obtained as described above. However, a road surface friction coefficient of 1.0 to 2.5 corresponds to low friction, a road surface friction coefficient of 2.5 to 3.5 corresponds to medium friction, and a road surface friction coefficient of 3.5 to 5.0 corresponds to high friction.

Next, the road surface friction coefficient Mu2 of the second channel
When the wheel speed Vw2 is calculated, the wheel speed Vw2 is calculated in the same manner 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, a road surface friction coefficient detected by three dedicated road surface μ sensors corresponding to the first to third channels may be applied.

Next, the calculation process for obtaining the vehicle body speed Vr will be described with reference to the flowchart of FIG. This process is a process executed by the ABS control unit 24 at every predetermined minute time (for example, 8 ms). First, various signals (wheel speeds Vw1 to Vw4, friction state values Mu1, Mu2, M
u3, the previous vehicle speed Vr, etc.) are read (S20), and the maximum wheel speed Vwm is calculated from among the wheel speeds Vw1 to Vw4 indicated by the signals from the sensors 27 to 30 (S21), and the maximum wheel speed is then calculated. The maximum wheel speed change amount ΔVwm per sampling period Δt of the speed Vwm is calculated (S22). Next, in S23, the vehicle body speed correction value CVr corresponding to the friction state value Mu (the minimum value of the road surface friction of the first to third channels) is read from the map shown in FIG. 5, and the maximum wheel speed change amount is read in S24. It is determined whether ΔVwm is equal to or less than the vehicle body speed correction value CVr.

As a result of the determination, when it is determined that the wheel speed change amount ΔVwm is equal to or less than the vehicle body speed correction value CVr, 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. To be Therefore, the vehicle speed Vr
Will decrease at a predetermined gradient according to the vehicle body speed correction value CVr. On the other hand, when the wheel speed change amount ΔVwm is larger than the vehicle body speed correction value CVr in S24, that is, when the maximum wheel speed Vwm shows an excessive change, the value obtained by subtracting the maximum vehicle wheel speed Vwm from the pseudo vehicle body speed Vr is obtained in S26. It is determined whether the value is equal to or greater than the predetermined value V0.

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 vehicle body speed correction value CVr is subtracted from the previous value of the vehicle body speed Vr in S25. The value is replaced with the value this time. Further, when there is no large difference between the maximum wheel speed Vwm and the vehicle body speed Vr, the maximum wheel speed Vwm is replaced with the vehicle body speed Vr in S27. In this manner, the vehicle body speed Vr of the vehicle is varied depending on the wheel speeds Vw1 to Vw4, and the sampling period Δt is set.
It will be updated every time.

Next, the yaw rate feedback type rear wheel steering control executed by the rear wheel steering control unit 50 will be described with reference to the flow charts of FIGS. 6 and 7. Time (eg,
It is repeatedly executed every 8 ms). In the main routine shown in FIG. 6, various signals (lateral acceleration, steering angle θ, vehicle speed V, and other data) are first read (S30), and then the read data is filtered (S31). Then, in S32, the turning motion state of the vehicle is calculated. The turning motion state of the vehicle is the yaw rate ψv which is the angular velocity about the vertical axis of the vehicle.
(Actual yaw rate ψv), and this yaw rate ψv is
It is calculated by a predetermined calculation formula from the lateral accelerations of the vehicle body front part and the vehicle body rear part detected by the lateral velocity sensors 54a and 54b.

Next, in S33, for example, the yaw rate ψ
Based on a predetermined map with v and its rate of change as a parameter, it is determined whether or not the current turning motion state of the vehicle is in the feedback controllable region. When the determination is Yes, the driver operates the steering wheel. Is stable, and when the determination is Yes, in S35, feedforward control and feedback control are executed in parallel. The feedforward control is
This is a control performed with a control amount obtained by adding a predetermined value to the control amount obtained by the feedback control.

On the other hand, the determination in S33 or S34 is
If No, in S36, it is determined whether or not the feedback control is being performed until the last time. If the determination is Yes,
In S37, the transition control for transitioning from the feedback control to the feedforward control is executed, and then the process returns. On the other hand, when the determination in S36 is No, it is determined in S38 whether or not the transition control is in progress, and when the transition control is in progress,
If the shift control is not in progress, the process proceeds to S37.
At 39, the feedback control is stopped, only the feedforward control is executed, and then the process returns.

Next, the feedback control subroutine will be described with reference to FIG. First, various signals (vehicle speed V, vehicle body speed Vr, steering wheel steering angle θh, lateral acceleration, yaw rate ψv, and other data) are read (S40), and then at S41, the target yaw rate ψ is read.
vt is calculated by the following equation. A is a stability factor and L is a wheel base. ψvt = V × θ / [(1 + A × Vr ² ) × L]

Next, in S42, the actual yaw rate ψv
The yaw rate deviation Δψv between the target yaw rate ψvt and
It is calculated as ψv = | ψv−ψvt |. Next, S43
In, the operation change amount ΔMn of the rear wheel steering is calculated by the following equation. ΔMn = Ki × Δψv−Kp [ψv (i) −ψv (i-1)]
−Kd × [ψv (i) −2ψv (i-1) + ψv (i-2)] where ψv (i) is the current real yaw rate, ψv (i-1) is the previous real yaw rate, and ψv (i- 2) shows the actual yaw rate two times before, Ki is a predetermined integral constant, Kp is a predetermined proportional constant,
Kd is a predetermined differential constant.

Next, at S44, the rear wheel steering operation output value Mn (i) of this time becomes the previous operation output value Mn (i-1),
By adding the operation change amount ΔMn this time, Mn
(i) = Mn (i-1) + ΔMn. Next, in S45, it is determined whether or not the operation output value Mn (i) is within a predetermined limit value. If the determination is No, the limit value is added to the operation output value Mn (i) in S46. Then, in S47, the operation output value Mn
The control signal based on (i) is output to the stepping motor 46, and then the process returns. In this way, the yaw rate feedback type rear wheel steering control is executed.

Next, the process of setting various control threshold values executed by the ABS control unit 24 will be described with reference to the flowchart of FIG. 8 and FIGS. 9 to 12.
Note that this control threshold setting processing is executed independently for each channel every predetermined minute time (for example, 8 ms), but here, the control for the first channel for the left front wheel is performed. The threshold value setting process will be described. First, S5
0, various signals (vehicle speed Vr, friction state value Mu,
Flag Fak, steering angle θ, yaw rate ψv, rear wheel steering angle θr,
Etc.), and then, in S51, as shown in FIG. 9, a traveling state parameter corresponding to the friction state value Mu and the vehicle body speed Vr is determined from a table in which the vehicle speed range and the road surface friction coefficient are preset as parameters. select. For example, when the friction state value Mu is 1 indicating a low friction road surface, the vehicle speed Vr
Is in the medium speed range, LM2 for the medium speed and low friction road surface is selected as the traveling state parameter. The frictional state value Mu is determined from the minimum one of the friction coefficients Mu1 to Mu3. In FIG. 9, Mu = 1 indicates a low frictional state, M
u = 2 corresponds to a medium friction state, and 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 condition parameter corresponding to the vehicle body speed Vr is selected as shown in FIG. In this case, for example, when the vehicle speed Vr belongs to the medium speed range, the HM2 for the medium speed and low friction road surface is forcibly selected as the traveling state parameter. That is, the road friction coefficient tends to be estimated to be small because the wheel speed fluctuates greatly when traveling on a rough road.

After selecting the running condition parameters, in S52, various control threshold values corresponding to the running condition parameters are read out from the control threshold value setting table shown in FIG. Here, various control threshold values are shown in FIG.
As shown in 0, 1-2 intermediate deceleration threshold B12 for switching determination from phase I to phase II, 2-3 intermediate slip ratio threshold Bsg for switching determination from phase II to phase III, 3-5 intermediate deceleration threshold value B35 for phase III to phase V switching determination, 5-1 slip ratio threshold value B for phase V to phase I switching determination
sz and the like are set for each running state parameter.

In this case, the deceleration threshold value which has a great influence on the braking force has a high level of both the braking performance when the road surface friction coefficient is large and the control response when the road surface μ is small. It is set so as to approach 0G as the level of the frictional state value Mu decreases, that is, as the road surface friction coefficient decreases. Here, when LM2 for medium speed / low friction road surface is selected as the traveling state parameter,
As shown in the column of LM2 in the control threshold setting table of FIG. 10, 1-2 intermediate deceleration threshold B12, 2-3
Intermediate slip rate threshold Bsg, 3-5 intermediate deceleration threshold B35, and 5-1 slip rate threshold Bsz are set to -0.
The respective values of 5G, 90%, 0G and 90% will be read respectively.

Next, in S53, it is determined whether or not the frictional state value Mu is set to 3, which indicates a high friction road surface. When the determination is No, the process proceeds to S55, and
When the determination in S53 is Yes, it is determined whether or not the rough road flag Fak is set to 0 in S54. As a result of the determination, when the rough road flag Fak is 0, the absolute value of the steering angle θ detected by the steering angle sensor 26 is 90 at S55.
It is determined whether or not it is smaller than 0 °, and the absolute value of the steering angle θ is 90 °.
If it is not smaller than the above, in S56, correction processing of the control threshold value according to the steering angle θ is performed. 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. 11, in order to secure the steerability when the steering wheel operation amount is large when the road is not a bad road with low friction, medium friction and high friction, 3 Intermediate slip ratio thresholds Bsg and 5-1
The values obtained by adding 5% to the intermediate slip ratio threshold value Bsz are set as the final 2-3 slip ratio threshold value Bsg and the final 5-1 slip ratio threshold value Bsz, and other intermediate values. The threshold value is set as it is as the final threshold value.

When the road has a high friction (flag Fak = 1),
In order to ensure running performance when the steering wheel operation amount is small,
The values obtained by subtracting 5% from the 2-3 intermediate slip ratio threshold Bsg and the 5-1 intermediate slip ratio threshold Bsz are the final 2-3 slip ratio threshold Bsg and the final 5-1.
It is set as a slip ratio threshold value Bsz. next,
When the determination result in S55 is Yes, the control threshold values are set as the final control threshold values.

On the other hand, in S54, the rough road flag Fak = 1
If it is determined that the intermediate slip ratio is 2-3, the control proceeds to S57 and the control threshold value correction table of FIG. A correction process for setting the corrected values of the threshold value Bsg and the 5-1 slip ratio threshold value Bsz as the final 2-3 intermediate slip ratio threshold value Bsg and the final 5-1 slip ratio threshold value Bsz, respectively. Is executed, and then S58
In accordance with the control threshold value correction table of FIG.
A correction process is performed in which a value obtained by subtracting 1.0 G from the 1-2 intermediate deceleration threshold B12 is set as the final 1-2 deceleration threshold B12.

This is because the wheel speed sensors 27 to 30 are likely to make erroneous detections at the time of determining a bad road, so that the response of the control is delayed and a good braking force is secured. The other intermediate threshold values are set as they are as final threshold values. Next, in S59, the yaw rate deviation Δψv
And the rear wheel steering angle θr are applied to the control threshold value correction table of FIG. 12, the control threshold value is corrected, and then the process returns. 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, FIG.
This will be described with reference to the flowchart of FIG. It should be noted that this processing is executed by the ABS control unit 24 for each channel at every predetermined minute time (for example, 8 ms). First, various signals required for the following arithmetic processing are read (S60), and then it is determined whether the brake switch 25 is ON. If the determination is No, the process returns via S62 and the determination is Yes. At this time, in S63, it is determined whether the vehicle body speed Vr is a predetermined value C1 (eg, 5.0 Km / H) or less and the wheel speed Vw1 is a predetermined value (eg, 7.5 Km / H) or less. 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 S62, but when the determination in S63 is No, the process proceeds to S64.

At S62, the phase flag P1, the lock flag Flok1, and the continuation flag Fcn1 are reset to 0, respectively, and then the process returns to S60. Next, in S64,
It is determined whether the lock flag Flok1 is 0, and before the ABS control is started, if the flag Flok1 is 0, the process proceeds to S65.
Deceleration DVw1 of wheel speed Vw1 (however, DVw1 ≤ 0)
Is less than or equal to a predetermined value D0 (for example, -3G),
When the determination is Yes, the process proceeds to S66. On the other hand, S6
If the determination result in No. 4 is No, the process proceeds to S69.

Next, if the determination in S65 is Yes, S6
The lock flag Flok1 is set to 1 in 6 and then the flag P1 is set to 2 in S67 to set the phase.
The process proceeds to II (holding phase after pressure increase), and then a braking control signal preset for phase II is output to the first valve unit 20 in S68 and then the process returns. AB
After the S control is started, the flag Flok1 is set to 1. Therefore, the process proceeds from S64 to S69 to determine whether the flag P1 is 2, and when the flag P1 is 2, the process proceeds to S70 and the flag P1 is 2. If not, the process proceeds to S73. At S70, it is determined whether or not the slip ratio S1 is equal to or less than the 2-3 slip ratio threshold value Bsg, and it is determined as No at the beginning.
The process proceeds from S70 to S68, and when the slip ratio S1 becomes less than or equal to the threshold value Bsg by repeating this, the process proceeds from S70 to S71. In S71, the flag P1 is 3
Is set to and phase III (decompression phase) is entered.

Next, in S72, a braking control signal preset for phase III is output to the first valve unit 20, and then the process returns. When the flag P1 is not 2, the process proceeds from S69 to S73, and it is determined whether the flag P1 is 3, and when the determination is Yes, the process proceeds to S74.
When the determination is No, the process proceeds to S77.

Next, in S74, the deceleration DVw1 is 3-5.
It is determined whether or not it is equal to the intermediate deceleration threshold value B35, and it is determined as No at the beginning, so the process proceeds from S74 to S72. By repeating this, the deceleration DVw1 is equal to the threshold value B35.
When it becomes equal to 35, the process proceeds to S75, the flag P1 is set to 5 in S75, and the process proceeds to the phase V. Next, in S76, the braking control signal preset for phase V is output to the first valve unit 20, and then the process returns. Next, if the judgment in S73 is No,
In S77, it is determined whether or not the flag P1 is 5, and if the determination is Yes, the process proceeds to S78, and if No, S8.
Move to 4. When the flag P1 is 5, it is determined in S78 whether the slip rate S1 is equal to or higher than the 5-1 slip rate threshold value Bsz.

Since it is determined to be No at the beginning, S7
The process from 8 to S76 is repeated. Then, in phase V, when the slip ratio S1 increases and the determination in S78 becomes Yes, the process proceeds to S79, and in S79,
The flag P1 is set to 1 and the phase I (pressure increase phase) is entered, and the continuation flag Fcn1 is set to 1. Next, in S80, the timer T1 that counts the elapsed time after the start of the phase I is reset and then started, and then in S81, the count time T of the timer T1 is counted.
It is determined whether or not 1 is less than or equal to the preset rapid pressure increase time Tpz, and if it is less than or equal to the rapid pressure increase time Tpz at the beginning, the process proceeds from S81 to S82 and is preset for the initial rapid pressure increase of phase I in S82. 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 S77 is No, so the flow shifts from S77 to S84, and
At 84, it is determined whether or not the flag P1 is 1, and the flag P
If 1 is 1, the deceleration DVw1 is 1-
2 It is determined whether or not the intermediate deceleration threshold value B12 or less. Since the determination is No at the beginning, the process proceeds from S85 to S81, and from S81 to S82 before the rapid pressure increase time Tpz elapses.
Repeat the transition to. While repeating this, when the rapid pressure increase time Tpz elapses after shifting to the phase I, S8
Since the determination of 1 is No, the process proceeds from S81 to S83, the braking control signal preset for the slow pressure increase of phase I is output to the first valve unit 20, and then the process returns.

Next, when the determination in S85 is Yes, S8
In step 6, the flag P1 is set to 2, and then S68.
Move to. Thus, after the start of ABS control, the phase
II, Phase III, Phase V, Phase I, Phase
.. are executed in this order over a plurality of cycles, and if the determination in S63 is Yes or the brake switch 25 is off, the ABS control ends (see FIG. 15).

Next, regarding the operation of the ABS control described above, the ABS control for the first channel will be taken as an example.
This will be described with reference to the time chart of FIG. In the ABS non-controlled state during deceleration, the braking pressure generated by stepping on the brake pedal 16 gradually increases, and the left front wheel 1
When the rate of change of the vehicle wheel speed Vw1 (deceleration DVW1) reaches -3G, the lock flag Flok1 of the first channel is set to 1
Is set to the ABS control 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 a high frictional state,
Various control thresholds are set according to the running state parameters.

Next, the slip ratio S obtained from the wheel speed Vw1
1, the wheel deceleration DVw1, the wheel acceleration AVw1 and various control threshold values are compared, the phase 0 is changed to the phase II, and the braking pressure is maintained at the level immediately after the pressure increase. When the slip rate S1 falls below the 2-3 intermediate slip rate threshold value Bsg, the phase II shifts to the phase III, the relief valve 20b is turned on / off in a predetermined opening / closing mode, and the braking pressure becomes a predetermined value from the time tb. The braking force gradually decreases as the gradient decreases, and the rotational force of the front wheels 1 begins to recover.
When the wheel pressure deceleration DVw1 continues to decrease to the threshold value B35 (0G), the phase III shifts to the phase V, and the braking pressure is maintained at the reduced pressure level from the time tc. .

When the slip ratio S1 becomes equal to or higher than the 5-1 slip ratio threshold value Bsz in this phase V, the continuation flag Fcnl is set to 1 and the ABS control shifts from the time td to the second cycle. At this time, the phase is forcibly shifted to phase I, and immediately after shifting to phase I, the relief valve 20b is closed and the on-off valve 20a is opened at a duty ratio of 100% for a preset rapid pressure increase time Tpz. Then, the braking pressure is increased in a steep gradient, and after the sudden pressure increase time Tpz elapses, the on-off valve 20a is turned ON / OFF at a predetermined duty ratio, and the braking pressure gradually rises in 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, an appropriate friction state value Mu is determined, and these friction state values Mu are determined.
Since various control threshold values corresponding to the traveling state parameters corresponding to the vehicle speed Vr and the vehicle body speed Vr are set based on the control threshold value setting table of FIG. 10 and the control threshold value correction table of FIGS. 11 and 12. A precise control of the braking pressure is performed according to the running state. Then, in phase V in the second cycle, for example, when it is determined that the slip ratio S1 is larger than the threshold value Bsz, the process shifts to phase I in the third cycle.

Here, in the ABS control of the present application, as shown in the control threshold value correction table of FIG. 12, the yaw rate deviation Δ between the actual yaw rate ψv and the target yaw rate ψvt.
The control thresholds B12, Bsg, B35, and Bsz are locked shallower when the yaw rate deviation Δψv is larger and when the rear wheel steering angle θr is larger using ψv and the rear wheel steering angle θr as parameters. , To the decompression side).

That is, 2-3 intermediate slip ratio threshold value Bsg
The larger the correction, the earlier the decompression start time becomes, and the lock becomes shallower. Further, the larger the 3-5 intermediate deceleration threshold value B35 is corrected, the later the decompression end timing becomes, so the lock becomes shallower. Further, the larger the 5-1 slip ratio threshold value Bsz is corrected, the later the start timing of pressure increase becomes, so the lock becomes shallower. Also, 1-2 intermediate deceleration threshold B12
The greater the correction of, the earlier the pressure increase finishes, so the lock becomes shallower.

When the yaw rate deviation Δψv is generated, at least the braking pressure of the rear wheels 3 and 4 is corrected in the direction of increasing the running stability. Especially, the larger the yaw rate deviation Δψv is, the unstable the running state of the vehicle is. In view of this, the larger the yaw rate deviation Δψv is, the larger the yaw rate deviation Δψv is, and by correcting the braking pressure to the pressure reducing side (locking shallower),
In particular, the lateral force (cornering force) of the rear wheels 3 and 4 can be increased to ensure running stability.

Further, when the yaw rate deviation Δψv is in the same state, when the rear wheel steering angle θr is large, the braking pressure is corrected to the pressure reducing side (shallow lock) as compared with the case where the rear wheel steering angle θr is small. When the wheel steering angle θr is large, there is little room for modifying the traveling stability through the rear wheel steering, and when the rear wheel steering angle θr is small, there is a large room for modifying the traveling stability through the rear wheel steering. is there. In addition, the rear wheel steering angle θr
If the yaw rate deviation Δφv is large, the larger the yaw rate deviation Δφv is, the larger the yaw rate deviation Δψv is, and the traveling stability can be secured by correcting the braking pressure to the pressure reducing side.

Further, when the yaw rate deviation Δψv is large, the rear wheel steering angle for starting the lock shallowing correction is set smaller than when the yaw rate deviation Δψv is small.
As ψv is larger, running stability is lower, so
When the yaw rate deviation Δψv is large, the rear wheel steering angle θr
By starting the lock shallow correction while the
Driving stability can be secured.

Next, various modification modes for partially modifying the embodiment will be described. 1] The correction by the control threshold value correction table of FIG. 12 in the above embodiment may be applied at least only to the ABS control of the rear wheels 3 and 4, that is, to the third channel only. 2] In the brake control system of the above embodiment,
Although it was configured to control the three channels of the third channel,
The four wheels may be provided with independent channels to be controlled independently. 3] In the above embodiment, the cycle consisting of four phases of pressure increasing, pressure maintaining, depressurizing and pressure maintaining is repeated. However, ABS control in which a cycle consisting of two phases of pressure increasing and pressure decreasing is repeated. To configure.

[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 schematic configuration diagram of a four-wheel steering system for the vehicle.

FIG. 3 is a diagram of a μ table.

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 a main routine of rear wheel steering control.

FIG. 7 is a flowchart of a feedback control routine in rear wheel steering control.

FIG. 8 is a flowchart of a control threshold value setting process.

FIG. 9 is a chart of a table in which running state parameters are set.

FIG. 10 is a chart of a table in which various control threshold values are set.

FIG. 11 is a diagram of a control threshold value correction table in which correction values for various control threshold values are set.

FIG. 12 is a diagram of a control threshold value correction table in which correction values of various control threshold values are set.

FIG. 13 is a part of a flowchart of control signal output processing.

FIG. 14 is the rest of the flowchart of the control signal output process.

FIG. 15 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 ABS control unit 30 front wheel steering device 40 rear wheel steering device 50 rear wheel steering control unit 52 vehicle speed sensor 54a, 54b lateral acceleration sensor

Claims (7)

[Claims] 1. A wheel speed detecting means for detecting a rotational speed of a wheel, a hydraulic pressure adjusting means for adjusting a brake hydraulic pressure, and an anti-skid control means for controlling the hydraulic pressure adjusting means based on the detected wheel speed. Anti-skid brake device, target yaw rate setting means for setting the target yaw rate,
A yaw rate feedback type rear wheel steering device including an actual yaw rate detecting means for detecting an actual yaw rate and a rear wheel steering control means for controlling a rear wheel steering angle so as to eliminate a deviation between the target yaw rate and the actual yaw rate is provided. In the vehicle, the anti-skid control means includes a hydraulic pressure correction means that corrects at least the brake hydraulic pressure of the rear wheels in the direction of increasing the running stability when a deviation between the actual yaw rate and the target yaw rate occurs. A brake control device for a vehicle equipped with an anti-skid brake device and a rear wheel steering device. 2. The anti-skid brake according to claim 1, wherein the hydraulic pressure correction means is configured to perform a shallow lock correction as compared with a small rear wheel steering angle when the rear wheel steering angle is large. A brake control device for a vehicle, which includes a steering device and a rear wheel steering device. 3. The hydraulic pressure compensating means is configured to compensate for a shallower lock when the deviation between the actual yaw rate and the target yaw rate is large compared to when the deviation is small with the rear wheel steering angle kept in the same state. A brake control device for a vehicle comprising the anti-skid brake device and the rear wheel steering device according to claim 1. 4. The hydraulic pressure correction means is configured to set the rear wheel steering angle for starting the lock shallow correction smaller when the deviation between the actual yaw rate and the target yaw rate is large compared to when the deviation is small. A brake control device for a vehicle comprising the anti-skid brake device and the rear wheel steering device according to claim 3. 5. An anti-skid braking device including anti-skid control means for controlling brake fluid pressure based on the detected wheel speed that detects the rotational speed of the wheel, and a deviation between the target yaw rate and the actual yaw rate is eliminated. In a brake control method for a vehicle having a yaw rate feedback type rear wheel steering device including a rear wheel steering control means for controlling a rear wheel steering angle, at least when the deviation between the actual yaw rate and the target yaw rate occurs, A brake control method for a vehicle including an anti-skid brake device and a rear wheel steering device, characterized in that a brake fluid pressure of a wheel is corrected in a direction of increasing running stability. 6. The antiskid brake device and the rear wheel steering device according to claim 5, wherein the brake fluid pressure is corrected to a shallower lock when the rear wheel steering angle is large compared to when the rear wheel steering angle is small. Brake control method for the equipped vehicle. 7. The anti-skid brake device and the rear wheel steering according to claim 5, wherein the brake fluid pressure is corrected based on the deviation between the actual yaw rate and the target yaw rate and the rear wheel steering angle. Brake control method for a vehicle equipped with a device.