JPH10250558A - Brake control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To stabilize the behavior of a vehicle by applying the constitution that a control signal for a smaller braking force generated with a target deceleration coincidence control means or a slip ratio control means is selected at an ABS control process and a braking force is thereby generated. SOLUTION: A control device 100 has a slip ratio control means 102B to perform ABS control, in addition to a target deceleration coincidence control means 102A. In addition, a selector control means 102C selects a control signal for a smaller braking force, generated with the target deceleration coincidence control means 102A or the slip ratio control means 102B when the ABS control is under way, and then outputs the signal to a feedback control means 102D. Thus, when any of wheels 22, 24, 38 and 40 tends to lock and subsequently a control signal from the slip ratio control means 102B is selected for reducing a generated braking force, a wheel slip ratio is controlled so as to be within an allowable range. According to this construction, the wheels 22, 24, 38 and 40 are prevented from falling in a locked state.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake control device, and more particularly to a brake control device for electrically controlling a braking force by converting an operation amount of a brake pedal into an electric signal.

[0002]

2. Description of the Related Art As a brake control device for decelerating and stopping an automobile, there is one disclosed in Japanese Patent Application Laid-Open No. Hei 5-39008. The brake control device includes an operation amount detection unit that detects an operation amount of a brake pedal, a brake force generation unit that is controlled by a control signal to generate a braking force, and an operation amount of the brake pedal detected by the operation amount detection unit. Target deceleration matching control means for setting a target deceleration according to the control signal and outputting a control signal for controlling the braking force so that the actual vehicle deceleration coincides with the target deceleration to the braking force generation means. The deceleration coincidence control means controls the braking force so as to obtain a target deceleration according to the operation amount of the brake pedal.

[0003]

Incidentally, the above-mentioned brake control device does not have an ABS function for preventing the wheels from falling into a locked state, but naturally, the wheels fall into a locked state. Therefore, there is a problem that the behavior of the vehicle tends to be unstable. Therefore, an object of the present invention is to provide a brake control device capable of stabilizing the behavior of a vehicle.

[0004]

According to a first aspect of the present invention, there is provided a brake control device, comprising: an operation amount detecting means for detecting an operation amount of a brake pedal; and a brake controlled by a control signal. Braking force generating means for generating a force, and a target deceleration corresponding to the operation amount of the brake pedal detected by the operation amount detecting means, and the braking force is set so that the actual vehicle deceleration coincides with the target deceleration. Target deceleration coincidence control means for outputting a control signal to be controlled,
An ABS for detecting and calculating a slip ratio of a wheel and outputting a control signal for controlling a braking force so that the slip ratio falls within an allowable range when the slip ratio exceeds a predetermined value. A slip rate control means for performing control; and determining whether or not the ABS control is being performed by the slip rate control means. If the ABS control is being performed, the target deceleration coincidence control means and the slip Selection control means for selecting a control signal with a smaller braking force to be generated from the rate control means and outputting the selected control signal to the braking force generating means. Thus, in addition to the target deceleration coincidence control means for outputting a control signal for controlling the braking force so that the target deceleration corresponding to the operation amount of the brake pedal and the actual vehicle deceleration match, In the case where the slip rate control means for performing ABS control which outputs a control signal for controlling the braking force so as to fall within the allowable range is provided, and the selection control means performs the ABS control by the slip rate control means. Then, the control signal that generates the smaller braking force from the target deceleration coincidence control means and the slip rate control means is selected and output to the braking force generation means. Therefore, when any of the wheels has a tendency to lock, the control signal of the slip ratio control means is selected by reducing the braking force to be generated, so that the slip ratio of the wheel falls within an allowable range. The braking force will be controlled.

According to a second aspect of the present invention, there is provided a brake control apparatus according to the first aspect, wherein the target deceleration coincidence control means is configured to control the ABS by the slip rate control means.
It is determined whether or not the control is being performed, and when the ABS control is being performed, the control signal is output while maintaining the relationship between the operation amount of the brake pedal and the generated braking force. And Thus, while the control signal of the slip ratio control means is employed, the control signal of the target deceleration coincidence control means is changed due to the fact that the actual vehicle deceleration does not reach the target deceleration by the ABS operation. The brake force is updated in the direction of increasing the braking force with respect to the operation amount of the brake pedal, the locking tendency is avoided, the ABS control of the slip rate control means is stopped, and the slip signal of the target deceleration coincidence control means is determined from the control signal of the slip rate control means. This prevents the control from being unnecessarily increased to increase the braking force when switched to the control signal.

According to a third aspect of the present invention, there is provided a brake control apparatus according to the second aspect, wherein the target deceleration coincidence control means is configured to control the ABS by the slip rate control means.
Prior to determining whether or not the control is being performed, it is determined whether or not the absolute value of the actual vehicle deceleration is greater than a predetermined ratio than the target deceleration, and the actual vehicle deceleration is determined from the target deceleration. If the absolute value of the deceleration is larger than a predetermined ratio,
The control signal is output by changing the relationship between the operation amount of the brake pedal and the generated braking force so as to reduce the generated braking force with respect to the operation amount of the brake pedal. With this, the target deceleration coincidence control means, when the actual vehicle deceleration is larger than the target deceleration, regardless of whether or not the ABS control is performed by the slip rate control means, On the other hand, since the control signal is output by changing the generated braking force to be small, the control can be speeded up.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIGS. In FIG. 1, reference numeral 10 denotes a brake pedal as a brake operation member. The brake pedal 10 is connected to the master cylinder 12, and a hydraulic pressure corresponding to the depression force of the brake pedal 10 is generated in each of the two pressurizing chambers of the master cylinder 12. One pressurizing chamber of the master cylinder 12 is connected to front wheel cylinders 26, 28 of brakes provided on the left and right front wheels 22, 24 by liquid passages 14, 16 and branch passages 18, 20, respectively. The pressurizing chamber includes the liquid passages 30, 32 and the branch passages 34, 36.
Are connected to rear wheel cylinders 42, 44 of brakes provided on the left and right rear wheels 38, 40, respectively. Reference numeral 46 denotes a proportioning valve provided in the liquid passage 32 for the rear wheels 38 and 40.

The branch passages 18, 20, 34, 36 are provided with electromagnetic directional control valves 50, 52, 54, 56, respectively, and hydraulic control valves (brake force generating means) 58, 6 are provided.
0, 62 and 64 are connected. Electromagnetic directional valve 50
The solenoids No. to No. 56 are always demagnetized and are at the original positions shown in the figure, and connect the wheel cylinders 26, 28, 42, and 44 to the hydraulic pressure control valves 58 to 64. And the wheel cylinders 26, 28, 42, 44 are communicated with the master cylinder 12.

The hydraulic pressure control valves 58 to 64 are connected to an accumulator 70 and a reservoir 72 by liquid passages 74 and 76, respectively.
The second liquid is pumped by the pump 80 and stored in a certain range. The hydraulic pressure control valves 58 to 64 control the hydraulic pressure of the accumulator 70 to a height required to suppress the rotation of the wheels by controlling the exciting current of the solenoid, and supply the hydraulic pressure to the wheel cylinders 26, 28, 42, 44. Then, the brake is operated based on the hydraulic pressure, and the rotation of the wheel is suppressed by the operating force of the brake.

Between the liquid passages 14 and 16 connecting the master cylinder 12 and the front wheel cylinders 26 and 28, and between the master cylinder 12 and the wheel cylinder 4
Electromagnetic directional switching valves 84 and 86 are provided between the liquid passages 30 and 32 connecting the fluid flow paths 2 and 44, respectively, and stroke simulators 88 and 90 are connected thereto. The stroke simulators 88 and 90 accommodate the brake fluid discharged from the master cylinder 12 and allow the brake pedal 10 to be depressed, and apply a reaction force corresponding to the depressed stroke to the brake pedal 10. In a state where the rotation of the wheels is suppressed based on the hydraulic pressure controlled by the hydraulic pressure control valves 58 to 64, the electromagnetic directional control valves 84,
The solenoid 86 is demagnetized and the master cylinder 12 is communicated with the stroke simulators 88 and 90 so that the driver can feel as if the wheel cylinders 26, 28, 42 and 44.
It gives an operational feeling as if it were connected to a computer.

The brake control device is controlled by a control device 100. The control device 100 includes a CPU 102 and an RO
M104, RAM 106, input unit 108, output unit 110
And a bus. Input unit 10 of control device 100
8, a brake switch 112 for detecting depression of the brake pedal 10, a depression force detection device 114 as operation amount detection means for detecting the depression force of the brake pedal 10, a hydraulic pressure sensor 116 for detecting the hydraulic pressure of the accumulator 70,
Hydraulic pressure sensors 118, 120, 122, 124 for detecting hydraulic pressures of the wheel cylinders 26, 28, 42, 44, wheel speed sensors 126 for detecting respective rotational speeds of the left and right front wheels 22, 24 and rear wheels 38, 40. 128, 130, 13
2. Vehicle height sensor 13 for detecting the height of the vehicle body at each wheel
4, 136, 138, 140, and a front-rear G sensor 144 for detecting the deceleration of the vehicle body in the front-rear direction.

The front / rear G sensor 144 has a fan-shaped weight supported by a bearing so as to be rotatable around a left-right axis of the vehicle. In this weight, a number of slits are formed at a minute interval on an arc centered on the rotation axis, and two notches at a relatively large interval are formed. By detecting the notch photoelectrically, the origin, rotation direction, and rotation angle of the weight are detected, and the acceleration in the front-rear direction is detected. Output unit 110
Include the hydraulic pressure control valves 58 to 64 and the electromagnetic directional control valve 5
0, 52, 54, 56, 84 and 86 are connected.
Further, the ROM 104, another map that defines the relationship between the depression force and the target deceleration G _r of the brake pedal 10 shown in the graph in FIG. 5, the wheel rotation control routine shown in the flowchart in FIG. 2 to be executed by the CPU 102, FIG. 3 is a flowchart showing a brake fluid pressure determination routine shown in the flowchart of FIG.
A routine and an ABS flag operation routine shown in the flowchart of FIG. 4 are stored.

The operation control of the brake control device will be described below. The CPU 102 sets a target deceleration in accordance with the operation amount of the brake pedal 10 and outputs a control signal for controlling the braking force so that the actual vehicle deceleration matches the target deceleration. 102
A; a slip rate control means 102B for performing ABS control for outputting a control signal for controlling a braking force so that the slip rate falls within an allowable range when the slip rate of the wheel exceeds a predetermined value; Selection control means 102C for selecting and outputting one of the control signals, and feedback control means (brake force generation) for performing feedback control of the hydraulic pressure control valves 58 to 64 based on the control signal output from the selection control means 102C. Means 102D).

The braking by the brake control device is normally performed based on the hydraulic pressure controlled by the hydraulic pressure control valves 58 to 64, and the electromagnetic directional control valves 50 to 56, 8
4,86 are always demagnetized and wheel cylinders 26,2
8, 42 and 44 are communicated with hydraulic pressure control valves 58 to 64, and the master cylinder 12 is connected to the stroke simulator 8
8,90. At the same time when the ignition switch is turned on, the CPU 102 executes a main routine (not shown) by the CPU 102. In the initial setting, the friction coefficient μ of the friction material of the brake is set to the basic value μ _B and the friction coefficient stored in the RAM 106 is stored. Stored in the area. Basic value mu _B is defined by design, or a measured value at room temperature of the friction material in the dry state.

When the brake pedal 10 is depressed, C
In the target deceleration coherence control unit 102A of the PU 102, step SA1 is executed, after the depression force of the brake pedal 10, the vehicle deceleration G and the vehicle height is loaded, the target deceleration G _r is calculated in step SA2 . Here, from the map shown in FIG. 5 which defines the relationship between the depression force and the target deceleration G _r of the brake pedal 10,
Target deceleration G _r for the loaded depression force is being computed. Next, step SA3 is executed, and A
BS flag is ON (ABS flag = 1) or OFF
(ABS flag = 0) is determined.

Here, the ABS flag is turned on by the ABS flag operation routine shown in FIG. 4 which is executed in parallel by the target deceleration coincidence control means 102A of the CPU 102 at the same time when the ignition switch is turned on.
・ OFF is controlled. That is, the ABS flag is temporarily turned off (step SB1), and then all the wheels 22,
It is determined whether or not the ABS control is being performed on at least one of the wheels 24, 38, and 40 (step SB2), and if the ABS control is being performed on at least one of the wheels, The ABS flag is turned on (step SB3), and the wheels 22, 24, 3
If the ABS control is not executed in any of the steps 8 and 40, the ABS flag is kept OFF.

On the other hand, at the same time when the ignition switch is turned on, the slip
At 02B, an ABS routine for performing ABS control is also executed in parallel. That is, the slip rate control means 102B outputs the wheel speed sensors 126, 128, 13
The slip ratio of each wheel 22, 24, 38, 40 is detected and calculated based on the relationship between each wheel speed output from 0, 132 and the simulated vehicle speed. When there is a wheel whose slip ratio exceeds a predetermined value, each wheel cylinder 26, 28, 42, 44 is set so that the slip ratio of the wheel falls within a predetermined allowable range. The ABS control for setting the braking force, that is, the brake fluid pressure P of the corresponding one of the above, and outputting a control signal indicating the set brake fluid pressure P to the selection control means 102C is executed.

As described above, the ABS control is performed for each wheel 22,
Each of the wheel cylinders 26, 28, 42, and 4 is executed for each of the wheels 24, 38, and 40, and is a control target (that is, provided on a wheel where a slip occurs).
4, after the first pressure reduction command is output for the corresponding one, the slip ratio falls within a preset allowable range and the slip is recovered, and then the wheel cylinders 26, 28,
This means that the control signal is being output until it is determined that a slip tendency does not occur after the brake fluid pressure is increased and returned for the corresponding one of 42 and 44.

[0019] In the target deceleration coherence control unit 102A, if it is not turned ON ABS flag at step SA3, judgment becomes NO in step SA3, step SA4~SA8 is performed, and the actual target deceleration G _r In order to match the vehicle deceleration G, the wheel cylinder 2
To set the braking fluid pressures of 6, 28, 42, and 44, the friction coefficient μ of the friction material is set.

The friction coefficient μ is set in accordance with the ratio to the target deceleration G _r of the actual vehicle deceleration G. Step S
Actual vehicle deceleration the absolute value of G in A4 | G | is made is determined whether 95% or less of the target deceleration G _r, the determination result of step SA4 not more than 95% Y
As ES, step SA7 is executed, the friction coefficient μ is determined to be 0.99μ, and replaced with the previous friction coefficient μ stored in the friction coefficient storage area until then.
Further, the actual vehicle deceleration the absolute value of the G | G | is the step SA5 is executed when greater than 95% of the target deceleration G _r, the actual vehicle deceleration the absolute value of the G | G | is the target deceleration determination of whether or not 105% or more of G _r is performed.

[0021] Step SA8 and equal to or greater than 105% of the target deceleration G _r is determined in step SA5 becomes YES is performed, the friction coefficient μ is determined to 1.01Myu, stored in the coefficient of friction storage area until it Is replaced with the previous coefficient of friction μ. Furthermore, the actual vehicle deceleration the absolute value of the G | G | is larger than 95% of the target deceleration G _r, 1
If it is smaller than 05%, step SA6 is executed,
The friction coefficient μ is determined to the same value as before. Thus, the actual vehicle deceleration the absolute value of the G | G | between is less than 95% of the target deceleration G _r is the coefficient of friction for each execution cycle of the wheel rotation suppressing routine μ is subtracted by 1% 1
While it is over 05%, it is increased by 1%, 95% and 10%.
It will not be changed between 5%. In this embodiment, the target deceleration coincidence control means 102A
Indicates that the ABS flag is O
N, that is, the slip ratio control means 102B
Accordingly, when the ABS control is performed on at least one of the wheels 22, 24, 38, and 40, the process proceeds to Step SA6, and the friction coefficient μ is not changed.

Next, in step SA9, the respective wheel loads of the left and right front wheels 22, 24 and the rear wheels 38, 40 are determined. The size of each load of the four wheels differs depending on the structure of the vehicle and the load movement from the rear to the front that occurs during braking,
Since the rotation of the wheels cannot be suppressed so that the four wheels lock simultaneously with the same braking force, the wheel load is determined so that an appropriate braking force is obtained for each wheel. The load F _FL of the left front wheel 22 is determined according to the following equation. F _FL = W _FL + ｛(H · G _X ) / 2L− (H · R _F · G _Y )
/ T｝ -M, where W _FL : weight of the vehicle applied to the left front wheel 22 in a stopped state H: height of the center of gravity of the vehicle G _X : longitudinal acceleration L: wheel base _RF : distribution of roll rigidity of the front wheels G _Y : lateral acceleration T ： Tread M ： Mass of vehicle

At the time of braking, a moment (M · H · G _X ) of a magnitude obtained by multiplying the longitudinal acceleration G _X by the height H of the center of gravity of the vehicle and the mass M of the vehicle is generated, and this moment is applied to the front wheels from the ground. Since it is balanced with the moment (FL) obtained by multiplying the reaction force F by the wheelbase L, F = (MH
G _X ) / L, and the reaction force F is equal to the left and right front wheels 2
2 and 24, the load on the left front wheel 22 is increased by (M · H · G _X ) / 2L.

Further, when the vehicle turns, the load moves in the left-right direction of the vehicle. At the time of turning the vehicle, a moment (M · H · G _Y ) of a magnitude obtained by multiplying the lateral acceleration G _Y by the height H of the center of gravity is generated, and the moment (the reaction force F applied to the left front and rear wheels from the ground) is applied to the tread T ( F ・ T)
= (M · H · G _Y ) / T. This force F is shared between the front wheels and the rear wheels according to the magnitude of the roll rigidity distribution R _F , R _R. Roll stiffness distribution is the distribution ratio between the front and rear wheels of the restoring moment transmitted from the suspension to the sprung mass when the vehicle turns around the longitudinal axis.
A value obtained by multiplying the roll stiffness distribution R _F of _{(M · H · G Y)} / T to the front wheels 22, 24 is a variation of the load of the left front wheel 22 with the turning. If the lateral acceleration G _Y at the time of turning left is expressed as a positive value, in the case of the left front wheel 22, the load decreases due to the load movement at the time of turning left of the vehicle.
R _F · G _r ) / Τ is subtracted, G _Y becomes a negative value when turning right, and the load increases.

The load F _FR of the right front wheel 24 is obtained by the following equation. _{F FR = W FR + {(} H · G X) / 2L + (H · R F · G Y)
/ T｝ · M where W _FR = vehicle weight applied to the right front wheel 24 in a stopped state In the case of the right front wheel 24, when the vehicle makes a left turn, the load increases due to lateral load movement, and by adding this, the load F _FR is determined, the value of G _Y is negative when the right turning, the load is reduced.

Further, the loads F _RL and F _RR of the left rear wheel 38 and the right rear wheel 40 are obtained by the following equations. F _RL = W _RL -｛(H · G _X ) / 2L + (H · R _R · G _Y )
/ T｝ · MF _RR = W _RR -｛(H ・ G _X ) / 2L- (H ・ R _R・ G _Y )
/ T｝ · M, where: W _RL : weight of the vehicle on the left rear wheel 38 when stopped R _R : distribution of roll stiffness of the rear wheel W _RR : weight of the vehicle on the right rear wheel 40 when stopped The front-rear direction accompanying braking Since the load on the rear wheel is reduced by the load movement, (M · H · G _X ) / 2L is subtracted. The moving load in the left-right direction is determined by multiplying the allocation ratio R _R of the roll stiffness of the rear wheels _{(M · H · G Y)} / T, pull when the value of the left rear wheel 38, right In the case of the rear wheel 40, it is added.

If the loads on the left and right front wheels 22, 24 and the rear wheels 38, 40 have been determined in this manner, step SA1 is performed.
0, and the wheel cylinders 26, 28, 42, 4 of each wheel are obtained so that a braking force corresponding to the magnitude of the load is obtained.
The brake fluid pressures P _FL , P _FR , P _RL , and P _RR supplied to 4 are calculated by the following equations. P _FL = (F _FL · G _r ) / (μ · b _F ) P _FR = (F _FR · G _r ) / (μ · b _F ) P _RL = (F _RL · G _r ) / (μ · b _R ) P _RR = (F _RR · G _r ) / (μ · b _R ) where b _F is a front wheel brake factor, b _R is a rear wheel brake factor, and b _F and b _R are respectively expressed by the following equations. Is done. b _F = 2 · A _F · (r / R) b _R = 2 · A _R · (r / R) where A _F : Piston cross-sectional area of left and right front wheels 22, 24 A _R : Left and right rear wheels 38, Piston area of 40 brakes r: Effective radius of disk rotor R: Effective radius of tire

As described above, the target deceleration coincidence control means 10
2A, the actual vehicle deceleration the absolute value of the G | G | case is less than 95% of the target deceleration G _r, the coefficient of friction μ is reduced, so that the brake fluid pressure P to the same target deceleration G _r It will be set higher. In this case, since the amount of suppression of the wheel rotation is insufficient, the control is performed in the direction in which the braking hydraulic pressure P increases. Further, the actual vehicle deceleration the absolute value of the G | G | if is not less than 105% of the target deceleration G _r is the coefficient of friction μ
Increase. As a result, the setting a low _r against brake fluid pressure P in the same target deceleration G. In this case, since the suppression of the wheel rotation is excessive, the braking fluid pressure P is controlled in a lower direction.

Further, the absolute value of the actual vehicle deceleration G | G
| Is when 105% of the target deceleration G 95% greater than the target deceleration G _r of _r less than, to maintain the coefficient of friction mu,
As a result, the relationship between brake hydraulic pressure P to the same target deceleration G _r is to be set to be maintained just prior relationship.
In addition, even if the ABS flag is ON in the determination of step SA3, the friction coefficient μ is not changed, and the brake fluid pressure P corresponding to the same target deceleration _Gr, that is, the operation amount of the brake pedal 10, that is, the brake to be generated, is not changed. The force relationship will be set to be maintained at the last relationship.

Then, the target deceleration coincidence control means 102A
Is the braking fluid pressure P for each wheel set as described above.
Is output to the selection control means 102C. Then, the selection control means 102C inputs the control signal output from the target deceleration coincidence control means 102A for each of the wheels 22, 24, 38, and 40, but separately from the wheels 22, 24. , 38, and 40 have a slip ratio exceeding a predetermined value, a control signal output from the slip ratio control means 102B for such a wheel so that the slip ratio falls within an allowable range is also input. And for each wheel 22, 24, 38, 40,
One of these control signals is selected and the hydraulic pressure control valve 58 is selected.
６４64 is executed.

That is, as shown in FIG.
ABS for corresponding one of 24, 38, 40
It is determined whether or not the control is being executed (step SC
1) When the ABS control is being executed, the target deceleration coincidence control means 102A and the slip rate control means 10
2B, the control signal with the smaller braking force, that is, the braking fluid pressure P, is selected (step SC2), and AB
If the S control has not been executed, the control signal output from the target deceleration coincidence control means 102A is selected (step SC3). Such a brake hydraulic pressure determination routine is executed for all the wheels 22, 24, 38, and 40.

Then, the selection control means 102C selects each of the wheels 22, 22 selected in the above-described brake fluid pressure determination routine.
The control signal for each of 24, 38, and 40 is output to the feedback control means 102D. Then, the feedback control means 102D controls the fluid so that the brake fluid pressure P for each of the wheels 22, 24, 38, 40 indicated by the selected control signal is supplied to the wheel cylinders 26, 28, 42, 44. The magnitudes of the exciting currents of the solenoids of the pressure control valves 58 to 64 are individually feedback-controlled. That is, the wheel cylinder 2 detected by the hydraulic pressure sensors 118 to 124
6, 28, 42, 44, each hydraulic pressure and each wheel 2
The braking fluid pressure P set for each wheel 2, 24, 38, 40 is compared for each correspondence, and the braking fluid pressure P set for each wheel 22, 24, 38, 40 is actually obtained. The current is feedback controlled.

[0033] As described above, when the control signal of the target deceleration coherence control unit 102A is selected, in order to obtain the target deceleration G _r corresponding to a depression force of the brake pedal 10, the actual vehicle body, down changing the height of the brake fluid pressure P by a percentage of the target deceleration G _r speed G. That is, the actual vehicle deceleration G is the coefficient of friction between 95% or less for each step SA7 is executed in the target deceleration G _r mu 1%
By a small, than the brake fluid pressure P is increased, while the actual vehicle deceleration G is equal to or greater than 105% of the target deceleration G _r by 1% friction coefficient μ is each time step SA8 is executed The brake hydraulic pressure P is decreased. Also, the actual vehicle deceleration G is 95 _% of the target deceleration Gr.
% And smaller than 105%, the friction coefficient μ is maintained at a constant value, and the actual vehicle deceleration G becomes equal to the target deceleration _Gr.
Even if they do not exactly match, the braking fluid pressure P is kept constant within that range. Therefore, the electromagnetic hydraulic pressure control valves 58 to 64
Is not frequently switched between the pressure increasing state and the pressure decreasing state, and the rotation of the wheels is suppressed without generating vibration.

The target deceleration coincidence control means 102
In addition to A, a slip rate control means 102B for performing ABS control for outputting a control signal for controlling a braking force so as to keep the slip rate of the wheel within an allowable range is provided. Rate control means 1
02B, when the ABS control is being performed, the target deceleration coincidence control means 102A and the slip rate control means 102B
Of these, the control signal with the smaller braking force to be generated is selected and output to the feedback control means 102D. Therefore, when any one of the wheels 22, 24, 38, and 40 has a tendency to lock, the slip ratio control means 102
The control signal B is selected by reducing the braking force to be generated, and the braking force is controlled so that the wheel slip ratio falls within an allowable range. Therefore, it is possible to prevent the wheels 22, 24, 38, and 40 from falling into a locked state, and to stabilize the behavior of the vehicle.

In addition, the target deceleration coincidence control means 102A
Indicates that the ABS flag is O
N, ie, all wheels 22, 24, 38, 4
If the ABS control is performed on at least one of the zeros by the slip ratio control means 102B, the friction coefficient μ is not changed and the braking is performed for the same target deceleration _Gr, that is, the operation amount of the brake pedal 10. The relationship between the hydraulic pressure P, that is, the generated braking force, is maintained at the immediately preceding relationship.

Therefore, while the ABS control is being performed and the actual vehicle deceleration does not reach the target deceleration in the ABS operation while the control signal of the slip ratio control means 102B is employed, the target deceleration occurs. Speed coincidence control means 102A
Is updated in the direction of increasing the friction coefficient μ, that is, in the direction of increasing the braking force with respect to the operation amount of the brake pedal 10, the locking tendency is avoided, and the ABS control of the slip ratio control means 102B is stopped. When the control signal of the slip rate control means 102B is switched to the control signal of the target deceleration coincidence control means 102A, it is possible to prevent unnecessary control to increase the braking force.

In the above embodiment, the target deceleration coincidence control means 102A controls the ABS for at least one of all the wheels 22, 24, 38, 40 by the ABS flag operation routine shown in FIG. When the control is performed by the slip rate control means 102B, the ABS
Although the case where the flag is turned on has been described as an example, it is also possible to make a change like the ABS flag operation routine in the flowchart shown in FIG. 6 or FIG.

That is, in FIG. 6, the ABS flag is temporarily turned off (step SB1).
24, it is determined whether or not the ABS control is being executed (step SD2).
If the ABS control is being executed for any one of the front wheels 2, 24, the ABS flag is turned on (step SB3). If the ABS control is not executed for both the front wheels 22, 24, the ABS is turned on. The flag remains OFF. In FIG. 7, the ABS flag is once turned off.
Then, it is determined whether the ABS control is being performed on both front wheels 22 and 24 (step SE2). If the ABS control is being performed on both front wheels 22 and 24, it is determined. Set ABS flag to O
N (step SB3), and if the ABS control has not been executed for both the front wheels 22, 24, the ABS flag remains OFF. Here, since the configuration of the brake control device is set such that the front wheel side is locked before the rear wheel side during the brake operation, such a determination only for the front wheels can be employed.

Next, a second embodiment of the present invention will be described below with reference to FIG. 8, focusing on differences from the first embodiment. In the second embodiment, in the wheel rotation suppression routine, the target deceleration coincidence control unit 102A performs step S3 before determining whether or not the ABS control is being performed by the slip ratio control unit 102B in step SA3. SA5 running, the absolute value of the target deceleration G _r than the actual vehicle deceleration G | G | is greater than a predetermined ratio, specifically, a determination is made whether greater than 105%, the target deceleration the absolute value of the actual vehicle deceleration G from G _r | G | is larger than a predetermined ratio, and executes step SA8, thereby determining the frictional coefficient μ in 1.01Myu. On the other hand, if the absolute value | G | of the actual vehicle deceleration G is not larger than the target deceleration _Gr by a predetermined ratio or more, step SA3 is executed. In addition, with this change, the above-mentioned step S
In A3, it is determined that the ABS flag is not ON, and in step SA4, the absolute value of the actual vehicle deceleration G |
G | if is not less than 95% of the target deceleration G _r, the coefficient of friction μ proceeds to step SA6 is to be determined to the value of the street before.

Thus, the target deceleration coincidence control means 10
2A, the absolute value of the actual vehicle deceleration G from the target deceleration G _r | G | if large than the predetermined ratio, regardless of whether ABS control is performed by the slip ratio control means 102B Since the control signal is output by changing the friction coefficient μ to be small, that is, by changing the braking force generated for the operation amount of the brake pedal 10 to be small, the control can be speeded up.

FIGS. 9 and 10 show a third embodiment of the present invention.
The following description will be made focusing on the differences from the first embodiment with reference to FIG. The third embodiment is different from the hydraulic pressure control valves 58, 6 shown in FIG.
The main difference is that a booster (braking force generating means) 160 whose output can be modulated is used instead of 0, 62, and 64. The brake control device according to the third embodiment is interposed between the brake pedal 10 and the master cylinder 12, and is provided in each of two pressurizing chambers of the master cylinder 12.
The booster 160 generates a hydraulic pressure corresponding to the depression force of the brake pedal 10 while assisting the depression force of the brake pedal 10, and the booster 160 outputs the output from the control device 100 as described above. By modulating the pressure with a signal, the hydraulic pressure generated from the master cylinder 12 is modulated (the booster 160 is disclosed in Japanese Utility Model Laid-Open No. 60-140467 and Japanese Utility Model No.
JP-A-134068 and Jpn.
Reference).

One of the pressurizing chambers of the master cylinder 12 has a front wheel cylinder 26 for a brake provided on a left front wheel 22 (not shown in FIG. 9) and a right rear wheel 40 (FIG. 9).
Are not connected to a rear wheel cylinder 44 of a brake provided on the right front wheel 24 (not shown in FIG. 9). Left rear wheel 38 (FIG. 9)
(Not shown) are connected to a rear wheel cylinder 42 of a brake provided in the vehicle. Proportioning valves 46 are provided in the liquid passages for the rear wheels 38 and 40, respectively.

Reference numeral 162 denotes the master cylinder 12
The hydraulic pressure from the cylinders 26, 28, 42, 44 to the wheel cylinders 26, 28, 42, 44 is shut off as necessary.
ABS that reduces and increases the hydraulic pressure of 8, 42 and 44
Actuator, and the ABS actuator 1
The control unit 62 simultaneously controls, for example, the wheel cylinders 26 and 44 which are used as a common brake piping system, and separately controls the wheel cylinders 28 and 42 which are used as a common brake piping system.

Further, similarly to the first embodiment, the pedaling force detecting device 114 as the operation amount detecting means for detecting the pedaling force of the brake pedal 10, the rotational speeds of the left and right front wheels 22, 24 and the rear wheels 38, 40. Wheel speed sensor 12 for detecting
6, 128, 130, 132 (not shown in FIG. 9)
Etc. are provided. The brake control device according to the third embodiment is different from the first embodiment in that the booster 16
As shown in FIG. 10, in the wheel rotation suppression routine, the target deceleration coincidence control means 102A uses the ratio between the target deceleration _Gr and the actual vehicle deceleration G as shown in FIG. The control signal for changing the output of the booster 160 in accordance with the control signal is output to the selection control means 102C.
When C is selected, the control signal causes the booster 160 to output. Further, the determination of the wheel load in step SA9 and the feedback control of the brake fluid pressure in step SA10 are abolished, and the reading of the vehicle height and the vehicle body deceleration is deleted from step SA1 instead of step SA1. Step SA101 to which the reading of
And a step SA102 of calculating the vehicle body deceleration G from the wheel speed detected at step SA102.

[0045] Here, in the third embodiment, the control unit as a map set output characteristics of the reference of the corresponding booster 160 in advance in one-to-one to each stepping force of the target deceleration G _r i.e. the brake pedal 10 This setting is initially set when the ignition key is turned ON. Then, as in the first embodiment, in step SA3 of the wheel rotation suppression routine, the target deceleration coincidence control unit 102A sets the ABS flag that is turned on when the ABS control is being executed to ON (A
BS flag = 1) or OFF (ABS flag = 0)
Is determined.

Here, at the same time when the ignition switch is turned on, the slip rate control means 102B determines the relationship between each wheel speed output from the wheel speed sensors 126, 128, 130 and 132 and the simulated vehicle speed. Then, the slip ratio of each wheel 22, 24, 38, 40 is detected and calculated. If there is a wheel whose slip ratio exceeds a predetermined value, the slip ratio is set in advance for the wheel. The ABS actuator 162 is controlled so as to fall within the allowable range, and the output of the booster 160 is adjusted so as to obtain an output such that the slip ratio falls within a preset allowable range without using the ABS actuator 162. Selection control means 1 for selecting a control signal to control
The ABS control to output to 02C is executed.

Then, the target deceleration coincidence control means 102A
In, unless ABS flag is ON at step SA3, the actual vehicle deceleration G is made is determined whether 95% or less of the target deceleration G _r, step SF4 not more than 95% Is YES, step SF7 is executed, and the coefficient value of the actual output characteristic with respect to the reference output characteristic of the booster 160 is increased by 1% with respect to the immediately preceding value. As a result, the actual output of the booster 160 is increased. The booster 1 according to the new output characteristic is changed so that the characteristic is increased by 1% with respect to the immediately preceding output characteristic.
The control signal indicating the output of 60 is output to the selection control means 102C. The output characteristic of the booster 160 is an output characteristic of the booster 160 with respect to an input, and an output (an output obtained for the same input) corresponding to each input from the brake pedal 10 on a one-to-one basis. The output characteristics are changed as a whole so as to be increased by 1% with respect to the immediately preceding one.

[0048] Step SF5 is executed when the actual vehicle deceleration G in step SF4 is greater than 95% of the target deceleration G _r, it is the actual vehicle deceleration G is more than 105% of the target deceleration G _r Is determined. Step SF8 equal to or greater than 105% of the target deceleration G _r is the determination in step SF5 becomes YES is executed, the coefficient values of the actual output characteristic with respect to the output characteristics of the reference of the booster 160 to the latest value 1 % So that the actual output characteristic of the booster 160 is reduced by 1% with respect to the immediately preceding output characteristic, in other words, the output corresponding to each input from the brake pedal 10 on a one-to-one basis. The output characteristics are changed as a whole so as to be reduced by 1%, and the control signal indicating the output of the booster 160 according to this new output characteristic is output to the selection control means 102C.

The actual vehicle body deceleration G is 9 as the target deceleration _Gr .
If it is larger than 5% and smaller than 105%, step SF6 is executed, and the coefficient value of the actual output characteristic with respect to the reference output characteristic of the booster 160 is maintained at the immediately preceding value, and as a result, the output characteristic of the booster 160 becomes The control signal for controlling to maintain the state immediately before that is output to the selection control means 102C. Then, in the present embodiment, the target deceleration coincidence control means 102A performs step SA
If the ABS flag is ON in the determination of 3, that is, the slip ratio
If the ABS control is being performed for any of 2, 24, 38, and 40, the process proceeds to step SF6, where the coefficient value of the actual output characteristic with respect to the reference output characteristic of the booster 160 becomes the value immediately before it. Maintained, resulting in booster 1
The output characteristic of 60 is maintained in the state immediately before, and the control signal indicating the output of the booster 160 according to this output characteristic is output to the selection control means 102C.

Then, the selection control means 102C inputs the control signal output from the target deceleration coincidence control means 102A.
If any of the wheels 24, 38, and 40 has a slip ratio exceeding a predetermined value, the output of the booster 160 is displayed by the slip ratio control means 102B for such a wheel so that the slip ratio falls within an allowable range. Control signals are also input, and among these control signals, the booster 160
Is selected and output to the booster 160. According to the third embodiment having such a configuration, the same effects as those of the first embodiment can be obtained. In addition, the front and rear G sensor and the vehicle height sensor can be eliminated.

Next, a fourth embodiment of the present invention will be described with reference to FIG.
The following describes mainly the differences from the third embodiment with reference to FIG. In the fourth embodiment, as shown in FIG. 11, in the wheel rotation suppression routine, the target deceleration coincidence control means 102A determines whether or not the ABS control is being performed by the slip rate control means 102B in step SA3. prior to performing the determination, and performs step SF5, the target deceleration G actual vehicle deceleration G is equal to or more than a predetermined ratio than _r, in particular a determination is made whether greater than 105%, the target If the deceleration G _r actual vehicle deceleration G from greater than a predetermined ratio, and executes step SF8, the coefficient value of the actual output characteristic with respect to the output characteristics of the reference of the booster 160 to the latest value 1 % Decrease.
On the other hand, if the actual vehicle deceleration G from the target deceleration G _r is not greater than the predetermined ratio, it executes step SA3. Note that, with this change, the above step SA3
In, it is determined that ABS flag is not turned ON, if the actual vehicle deceleration G is not less than 95% of the target deceleration G _r in step SF4, the friction coefficient μ is a value of as far proceeds to step SF6 Will be determined.

Thus, the target deceleration coincidence control means 10
2A, when the actual vehicle deceleration G from the target deceleration G _r is greater than the predetermined ratio, the slip ratio control means 10
Regardless of whether or not the ABS control is performed by 2B, the output characteristic of the booster is reduced, that is, the control signal is output by changing the brake force generated for the operation amount of the brake pedal 10 to be small. Therefore, control can be speeded up.

FIGS. 12 and 1 show a fifth embodiment of the present invention.
With reference to FIG. 3, a description will be given below focusing on differences from the first embodiment. The fifth embodiment is different from the first embodiment in a part of the control contents. That is, in the fifth embodiment, as shown in FIG.
Each output characteristics of the brake fluid pressure of the corresponding reference one-to-one to each depression force of the target deceleration G _r i.e. the brake pedal 10 is stored in the control unit 100 as a map in advance initialized. The determination of the wheel load in step SA9 is abolished. In addition, instead of step SA1, the reading of the vehicle height and the vehicle body deceleration is deleted from step SA1 and the reading of the wheel speed is added.
And Step SA102 of calculating the vehicle body deceleration G from the wheel speed detected in Step SA101.

[0054] Then, target deceleration coherence control unit 102A in the wheel rotation suppression routine, the actual vehicle deceleration G at step SG4 is executed is determined whether 95% or less of the target deceleration G _r, 95 % Or less, step S
When the determination result of G4 is YES, step SG7 is executed, and the coefficient value of the output characteristic of the actual brake fluid pressure with respect to the output characteristic of the reference brake fluid pressure is increased by 1% with respect to the immediately preceding value. The output characteristic of the actual brake hydraulic pressure is increased by 1% with respect to the output characteristic of the immediately preceding brake hydraulic pressure. The output characteristic of the brake hydraulic pressure is the output characteristic of the brake hydraulic pressure with respect to the input. In step SG7, the output characteristic of the brake hydraulic pressure corresponding to each input from the brake pedal 10 on a one-to-one basis. The output characteristic of the brake fluid pressure is changed as a whole so that the output obtained for the same input is increased by 1% with respect to the immediately preceding one.

[0055] Step SG5 is executed when the actual vehicle deceleration force G is greater than 95% of the target deceleration G _r,
Actual vehicle deceleration G is a determination whether or not more than 105% of the target deceleration G _r is performed. Target deceleration _Gr 105
If it is not less than%, the determination in step SG5 becomes YES and step SG8 is executed, and the coefficient value of the actual brake fluid pressure output characteristic with respect to the reference brake fluid pressure output characteristic decreases by 1% from the immediately preceding value. As a result, the output characteristic of the actual brake hydraulic pressure is 1% of the output characteristic of the immediately preceding brake hydraulic pressure.
In other words, the output characteristics of the brake fluid pressure as a whole are reduced so that the brake fluid pressure corresponding to each input from the brake pedal 10 is reduced by 1% with respect to the immediately preceding brake fluid. Let me change.

The actual vehicle body deceleration G is 9 as the target deceleration _Gr .
When it is larger than 5% and smaller than 105%, step SG6 is executed, and the coefficient value of the output characteristic of the actual brake hydraulic pressure with respect to the output characteristic of the reference brake hydraulic pressure is maintained at the immediately preceding value. The output characteristics of the hydraulic pressure are maintained in the same state as immediately before. Then, in the present embodiment, the target deceleration coincidence control means 102A performs step SA
If the ABS flag is ON in the determination of 3, that is, the slip ratio
If the ABS control is being performed for any one of 2, 24, 38, and 40, the process proceeds to step SG6, where the coefficient value of the actual output characteristic of the brake hydraulic pressure with respect to the output characteristic of the reference brake hydraulic pressure is changed. The immediately preceding value is maintained, and as a result, the output characteristic of the brake fluid pressure is maintained in the immediately preceding state.

As described above, the target deceleration coincidence control means 10
2A, the actual vehicle deceleration G is the target deceleration G _r 95%
In the following cases, be increased one percent coefficient values to the previous value, as a result, the brake fluid pressure P to the same target deceleration G _r
Will be set higher. Also, the actual vehicle deceleration G
There the case of more than 105% of the target deceleration G _r is 1% decrease coefficient values to the previous value, which results in setting the brake fluid pressure P low for the same target deceleration G _r . Further, the actual vehicle deceleration G is set to 9 of the target deceleration _Gr .
When 5% greater than less than 105% of the target deceleration G _r is the coefficient value is maintained at a value immediately before, as a result,
Relationship brake fluid pressure P is to be set to be maintained just prior relationship to the same target deceleration G _r. In addition, even if the ABS flag is ON in the determination in step SA3, the same target deceleration G is not changed without changing the coefficient value.
That is, the relationship between _r, that is, the braking fluid pressure P, that is, the amount of operation of the brake pedal 10, that is, the braking force to be generated, is maintained so as to maintain the relationship immediately before.

Then, the target deceleration coincidence control means 102A
Is the braking fluid pressure P for each wheel set as described above.
Is output to the selection control means 102C. Then, the target deceleration coincidence control means 102A outputs a control signal indicating the brake fluid pressure P for each wheel set as described above to the selection control means 102C. Then, step SA10 is executed, and the selection control means 102C sends the target deceleration coincidence control means 102A to each of the wheels 22, 24, 3
The control signal output every 8, 40 is input. Apart from this, the wheels 22, 24, 38, 40
If the slip ratio exceeds a predetermined value, the slip ratio control means 1
A control signal output from 02B to keep the slip ratio within an allowable range is also input.
For each of 38 and 40, a brake hydraulic pressure determination routine for selecting one of these control signals and outputting it to the hydraulic control valves 58 to 64 is executed.

That is, similarly to the first embodiment, it is determined whether or not the ABS control is being performed on the corresponding one of the wheels 22, 24, 38, and 40 (step SC1), and the ABS is determined. If the control is being executed, a control signal of the target deceleration coincidence control means 102A and the slip rate control means 102B with the smaller braking force, that is, the braking fluid pressure P, is selected (step SC
2) If the ABS control has not been executed, the control signal output from the target deceleration coincidence control means 102A is selected (step SC3). Such a brake hydraulic pressure determination routine is executed for all the wheels 22, 24, 38, and 40.

In the selection control means 102C, each of the wheels 22, 22 selected in the above-described braking fluid pressure determination routine is selected.
The control signal for each of 24, 38, and 40 is output to the feedback control means 102D. Then, the feedback control means 102D controls the fluid so that the brake fluid pressure P for each of the wheels 22, 24, 38, 40 indicated by the selected control signal is supplied to the wheel cylinders 26, 28, 42, 44. The magnitudes of the exciting currents of the solenoids of the pressure control valves 58 to 64 are individually feedback-controlled. That is, the wheel cylinder 2 detected by the hydraulic pressure sensors 118 to 124
6, 28, 42, 44, each hydraulic pressure and each wheel 2
The braking fluid pressure P set for each wheel 2, 24, 38, 40 is compared for each correspondence, and the braking fluid pressure P set for each wheel 22, 24, 38, 40 is actually obtained. The current is feedback controlled. The fifth of such a configuration
According to the embodiment, the same effects as in the first embodiment can be obtained. In addition, the front and rear G sensor and the vehicle height sensor can be eliminated.

Next, a sixth embodiment of the present invention will be described with reference to FIG.
The following describes mainly the differences from the fifth embodiment with reference to FIG. In the sixth embodiment, in the wheel rotation suppression routine, the target deceleration coincidence control unit 102A performs step S3 before determining whether or not the ABS control is being performed by the slip ratio control unit 102B in step SA3. run the SG5, target deceleration G _r actual vehicle deceleration G is equal to or more than a predetermined ratio than, specifically 105
% Or more is performed is determined whether or not large, when the target deceleration G _r actual vehicle deceleration G from greater than a predetermined ratio, and executes step SG8, indeed for the output characteristics of the brake fluid pressure of the reference The coefficient value of the output characteristic of the brake fluid pressure is reduced by 1% from the immediately preceding value. On the other hand, if the actual vehicle deceleration G from the target deceleration G _r is not greater than the predetermined ratio, it executes step SA3. Incidentally, with this change, in step SA3, it is determined that ABS flag is not turned ON, if the actual vehicle deceleration G at step SG4 is not less than 95% of the target deceleration G _r, in step SG6 The friction coefficient μ will be determined to the same value as before.

Thus, the target deceleration coincidence control means 10
2A, when the actual vehicle deceleration G from the target deceleration G _r is greater than the predetermined ratio, the slip ratio control means 10
Regardless of whether or not the ABS control is performed by 2B, the control signal is output by reducing the output characteristic of the brake fluid pressure, that is, by changing the brake force generated for the operation amount of the brake pedal 10 to be small. Therefore, control can be speeded up. In the above first to sixth embodiments, the case where the target deceleration is set using the depression force of the brake pedal 10 as the brake operation amount has been described as an example, but the brake pedal 10 is used as the brake operation amount. FIG.
The target deceleration may be set based on the relationship between the depression amount of the brake pedal 10 and the target deceleration shown in FIG.

[0063]

As described in detail above, claim 1 of the present invention
According to the brake control device described above, in addition to the target deceleration coincidence control means that outputs a control signal for controlling the braking force so that the target deceleration corresponding to the operation amount of the brake pedal and the actual vehicle deceleration coincide with each other. And a slip rate control means for performing an ABS control for outputting a control signal for controlling a braking force so as to keep the wheel slip rate within an allowable range is provided.
When the BS control is being performed, the control signal that generates the smaller braking force among the target deceleration coincidence control means and the slip ratio control means is selected and output to the braking force generation means. Therefore, when any of the wheels has a tendency to lock, the control signal of the slip ratio control means is selected by reducing the braking force to be generated, so that the slip ratio of the wheel falls within an allowable range. The braking force will be controlled. Therefore, the behavior of the vehicle can be stabilized.

According to the brake control device of the second aspect of the present invention, the actual vehicle deceleration does not reach the target deceleration by the ABS operation while the control signal of the slip ratio control means is employed. As a result, the control signal of the target deceleration coincidence control means is updated in a direction to increase the braking force with respect to the operation amount of the brake pedal, the tendency to lock is avoided, and the ABS control of the slip rate control means is stopped. When the control signal of the slip ratio control means is switched to the control signal of the target deceleration coincidence control means, it is possible to prevent unnecessary control to increase the braking force.

According to the third aspect of the present invention, the target deceleration coincidence control means performs the ABS control by the slip rate control means when the actual vehicle deceleration is larger than the target deceleration. Regardless of whether or not the brake pedal is operated, the control signal is output by changing the braking force to be generated with respect to the operation amount of the brake pedal to be small, so that the control can be speeded up.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a brake control device according to a first embodiment of the present invention.

FIG. 2 is a flowchart illustrating a wheel rotation suppression routine stored in the control device according to the first embodiment of the brake control device of the present invention.

FIG. 3 is a flowchart illustrating a brake fluid pressure determination routine stored in the control device according to the first embodiment of the brake control device of the present invention.

FIG. 4 is a flowchart showing an ABS flag operation routine stored in the control device according to the first embodiment of the brake control device of the present invention.

FIG. 5 is a graph showing a relationship between a depression force of a brake pedal and a target deceleration stored in the control device according to the first embodiment of the brake control device of the present invention.

FIG. 6 is a flowchart illustrating another example of the ABS flag operation routine stored in the control device according to the first embodiment of the brake control device of the present invention.

FIG. 7 is a flowchart showing yet another example of the ABS flag operation routine stored in the control device according to the first embodiment of the brake control device of the present invention.

FIG. 8 is a flowchart showing a wheel rotation suppression routine stored in a control device according to a second embodiment of the brake control device of the present invention.

FIG. 9 is a configuration diagram of a brake control device according to a third embodiment of the present invention.

FIG. 10 is a flowchart illustrating a wheel rotation suppression routine stored in a control device according to a third embodiment of the brake control device of the present invention.

FIG. 11 is a flowchart illustrating a wheel rotation suppression routine stored in a control device according to a fourth embodiment of the brake control device of the present invention.

FIG. 12 is a flowchart illustrating a wheel rotation suppression routine stored in a control device according to a fifth embodiment of the brake control device of the present invention.

FIG. 13 is a graph showing a relationship between an operation amount of a brake pedal and a brake fluid pressure stored in a control device according to a fifth embodiment of the brake control device of the present invention.

FIG. 14 is a flowchart illustrating a wheel rotation suppression routine stored in a control device according to a sixth embodiment of the brake control device of the present invention.

FIG. 15 is a graph showing a relationship between a depression amount of a brake pedal and a target deceleration which can be stored in the control devices according to the first to sixth embodiments of the brake control device of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 Brake pedal 58, 60, 62, 64 Hydraulic pressure control valve (braking force generation means) 102A Target deceleration coincidence control means 102B Slip rate control means 102C Selection control means 102D Feedback control means 114 Depressing force detection device (operation amount detection means) )

Claims (3)

[Claims] 1. An operation amount detection means for detecting an operation amount of a brake pedal, a brake force generation means controlled by a control signal to generate a braking force, and an operation amount of the brake pedal detected by the operation amount detection means A target deceleration matching control means for setting a target deceleration according to and outputting a control signal for controlling a braking force so that the actual vehicle deceleration coincides with the target deceleration. Slip rate control means for detecting and calculating the slip rate and performing ABS control for outputting a control signal for controlling a braking force so that the slip rate falls within an allowable range when the slip rate exceeds a predetermined value; The slip ratio control means determines whether or not the ABS control is being performed. If the ABS control is being performed, the target deceleration is determined. Brake control apparatus characterized by selected control signals towards the braking force is small to generate includes a selection control means for outputting to said braking force generating means of the coherence control unit and the slip ratio control means. 2. The target deceleration coincidence control means determines whether or not the ABS control is being performed by the slip rate control means, and when the ABS control is being performed, the target of the brake pedal is determined. The brake control device according to claim 1, wherein the control signal is output while maintaining a relationship between the operation amount and the generated braking force. 3. The target deceleration coincidence control means determines the absolute value of the actual vehicle deceleration from the target deceleration prior to determining whether or not the ABS control is being performed by the slip rate control means. Is determined to be greater than or equal to a predetermined ratio, and if the absolute value of the actual vehicle deceleration is greater than or equal to the predetermined ratio than the target deceleration, the relationship between the operation amount of the brake pedal and the braking force to be generated 3. The brake control device according to claim 2, wherein the control signal is output by changing the control signal to reduce the braking force generated with respect to the operation amount of the brake pedal.