KR0149748B1 - Brake control device of a vehicle - Google Patents

Abstract

The present invention relates to a brake control device which increases the convergence of control when anti-lock brake control is performed, in addition to controlling the brake force of the front and rear two-wheel brakes by a single modulator. The present invention relates to a front wheel slip ratio and a rear wheel. On the orthogonal coordinate with the slip ratio as the coordinate axis, a target slip rate line having a functional relationship in which the rear slip rate decreases as the front slip rate increases is determined, and from the upper brake brake control region and target slip rate line of the target slip rate line The dead zone up to the lower portion by the predetermined width and the brake booster control zone below the dead zone are respectively defined, and the control region is at which the slip ratio current position on the rectangular coordinates determined based on the front and rear wheel slip ratios. The brake control mode is determined based on whether The tenderness and at the same time, the slip rate brake control mode when the dead zone area, the current position to determine the control amount of the modulator to "0".

Description

Vehicle brake control

1 is a side view of a scooter to which the present invention is applied.

2 is a front view of the scooter of FIG.

3 is an overall configuration diagram of a brake apparatus according to an embodiment of the present invention.

4 is a side view showing a connection portion with a modulator of a front wheel brake side and a rear wheel brake side transmission system according to an embodiment of the present invention.

5 is a cross-sectional view of the modulator along line 5-5 of FIG.

6 is a longitudinal sectional view showing the structure of the damping mechanism in one embodiment of the present invention.

7 is an enlarged sectional view taken along line 7-7 of FIG.

8 is a view showing the interlocking brake characteristics at the time of operating the front wheel brake operating lever in one embodiment of the present invention.

9 is a view showing the interlocking brake characteristics at the time of operation of the rear brake operating lever in one embodiment of the present invention.

10 is a block diagram showing the configuration of a control unit according to an embodiment of the present invention.

11 is a block diagram showing the configuration of a driving information calculation unit according to an embodiment of the present invention.

12 is a block diagram showing a configuration of a breaking state determining unit according to an embodiment of the present invention.

13 is a timing chart for explaining the requirements of the condition A when determining the brake control mode according to an embodiment of the present invention.

14 is a timing chart for explaining the requirements of condition B in determining the brake control mode according to an embodiment of the present invention.

FIG. 15 is a diagram illustrating a setting map of a duty vehicle speed correction coefficient during CBS according to an estimated vehicle speed according to an embodiment of the present invention. FIG.

16 is a diagram illustrating a target slip rate line according to an embodiment of the present invention.

FIG. 17 is a view showing a change of a target slip rate line by a brake input mode in an embodiment of the present invention. FIG.

18 is a view showing a change of a target slip rate line according to ABS control and non-ABS control in one embodiment of the present invention.

19 is a view showing a change of a target slip rate line according to vehicle speed in one embodiment of the present invention.

20 is a view showing a change in the brake control mode of the width of the dead zone in one embodiment of the present invention.

* Explanation of symbols for main parts of the drawings

15: motor 45 _F : front wheel speed sensor

45 _R : rear wheel speed sensor 52: control amount determining means

53: modulator drive means 61 _F , 61 _R : slip rate calculation means

64: brake input / control mode determination means as determination means

66: means for determining the target slip rate B _F : front wheel brake

B _R : Rear brakes C: Control unit

M: Modulator W _F : Front wheel

W _R : Rear wheel

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake control apparatus for a vehicle, and more particularly, to an apparatus in which brake control of front and rear wheel brakes is varied by a single modulator to perform brake control.

A brake control device for varying the brake force of front and rear wheel brakes is already known, for example, by Japanese Patent Laid-Open No. 2-234869.

Japanese Patent Laid-Open No. 2-234869 discloses that since a modulator is required for each wheel brake, it is difficult to apply to a vehicle having a low cost such as a scooter due to an increase in cost and weight.

In order to solve such a problem, the applicant has already proposed (Japanese Patent Application No. 6-108753) that it is possible to change the brake force of the front wheel brake and the rear wheel brake by a single modulator. However, when the brake force of the front and rear brakes is simply controlled by a single modulator, the front and rear brakes influence each other, so the slip ratios of the front and rear wheels cannot be controlled independently, so that the slip rates of the front and rear wheels cannot be controlled independently. It is desirable to control so as to converge at a quick and appropriate value.

Therefore, the target slip rate line is defined on the rectangular coordinates with the front wheel slip rate and the rear wheel slip rate as the coordinate axis, and the brake force control area is provided on the upper side of the target slip rate line, and the brake power is applied on the lower side of the target slip rate line. By setting the control area respectively and controlling the modulator according to which control area the slip rate in the rectangular coordinates, which is determined by the current front wheel slip ratio and the rear wheel slip ratio, is used to quickly and appropriately adjust the slip ratio of the front wheel and the rear wheel. It was considered to proceed with the value. Nevertheless, performing brake boost control immediately when the slip ratio of the front and rear wheels has been shifted to the lower side than the target slip ratio line by the brake force control causes the slip ratio to be large again, which hinders control convergence.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and provides a brake control apparatus for a vehicle in which a single modulator is used to control the braking force of the front and rear two-wheel brakes, and the control convergence of the anti-lock brake control is enhanced. It aims to do it.

In order to achieve the above object, the invention of claim 1 is a front wheel brake mounted on the front wheel, a rear wheel brake mounted on the rear wheel, a single modulator capable of changing the brake force of the front wheel and the rear wheel brake, a front wheel speed sensor, A rear wheel speed sensor, and a control unit for controlling the operation of the modulator, wherein the control unit includes slip rate calculating means for calculating front wheel and rear wheel slip ratios based on detection values of the front wheel and rear wheel speed sensors; A target slip rate determining means for determining a target slip rate line having a functional relationship in which rear wheel slip rate decreases with an increase in front wheel slip rate on an orthogonal coordinate with the rear wheel slip rate as a coordinate axis; and brake brake control on the upper side of the target slip rate line. Area, dead zone from the target slip rate line to the lower portion by a predetermined width, and brake booster control area below the dead zone Determination means for determining the brake control mode on the basis of which control region the slip position present position on the rectangular coordinates determined on the basis of the front wheel and the rear wheel slip ratio obtained by the slip rate calculation means is determined, respectively; Control amount determination means for determining the control amount of the modulator based on the determination result of the determination means and for setting the control amount of the modulator to "0" in the brake control mode when the slip ratio current position is in the dead zone; and the control amount determination means. And modulator driving means for outputting a signal for driving the modulator on the basis of the control amount obtained in the above.

Further, according to the invention of claim 2, in addition to the configuration of the invention of claim 1, the determining means further includes the dead zone in the non-antilock brake control in which the slip rate current position is out of the brake force control region. Increment the width.

According to the configuration of the invention of claim 3, in addition to the configuration of the invention of claim 1, the control amount determining means is provided for a predetermined time at the time of the shift from the brake force control region at the slip position to the lower side of the target slip rate line. The control amount of the modulator to the brake gravity side is determined based on the subtracted width of the dead zone from the distance between the target slip rate line and the current position of the slip rate. After the predetermined time has elapsed, the control amount of the modulator to the brake force side is fixed. Decide on

According to the invention of claim 4, in addition to the configuration of the invention of claim 1, the modulator includes a motor capable of applying a brake, and the modulator driving means applies the power generation brake to the motor when the control amount of the modulator is "0". Hang.

According to the configuration of the invention of claim 1, the target slip rate line, in which both the front wheel slip ratio and the rear wheel slip ratio are appropriate values, is set so as to supplement the slip ratio decrease of one of the front and rear sides with the increase of the other slip ratio, By controlling the modulator to match the slip rate of the front and rear wheels to the target slip rate line, it becomes possible to obtain an appropriate slip ratio in the front and rear wheels. In addition, a dead zone is defined on the lower side of the target slip rate line, and the control amount of the modulator is set to "0" in this dead zone to avoid an increase in slip rate due to the assist force from the modulator during antilock brake control. This makes it possible to increase the convergence of the anti-lock brake control.

Further, according to the configuration of the invention of claim 2, the width of the dead zone is made smaller during anti-lock brake control and larger during non-anti-lock brake control, thereby stabilizing and ratio of slip rate during anti-lock brake control. The vehicle body stability at the time of anti-lock brake control can be made compatible, and the change in the behavior of the control can be suppressed small as the change in the width is moderate.

According to the configuration of the invention as set forth in claim 3, it is possible to suppress an increase in the brake force at the time of shifting from the brake force control region at the current position of the slip rate to the lower side of the target slip rate line to avoid an unexpected increase in the slip rate. do.

According to the configuration of the invention of claim 4, when the modulator control amount is " 0 ", it is possible to speed up the slip ratio by applying a power generation brake to the motor.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

1 to 20 show an embodiment of the present invention, Figure 1 is a side view of the scooter to which the present invention is applied,

2 is a front view of the scooter of FIG. 1,

3 is an overall configuration of the brake device,

4 is a side view showing a connection portion with a modulator of the front wheel brake side and rear wheel brake side transmission systems,

5 is a cross-sectional view of the modulator along line 5-5 of FIG. 4,

6 is a longitudinal sectional view showing the configuration of the damping mechanism;

7 is an enlarged cross-sectional view taken along line 7-7 of FIG.

8 is a view showing the interlocking brake characteristics when operating the front wheel brake lever;

9 is a view showing the interlocking brake characteristics when operating the rear brake operating lever;

10 is a block diagram showing the configuration of a control unit;

11 is a block diagram showing the configuration of a travel information calculation unit;

12 is a block diagram showing the configuration of the breaking status judgment unit;

13 is a timing chart for explaining the requirements of the condition A in determining the brake control mode;

14 is a timing chart for explaining the requirements of the condition B at the time of determining the brake control mode;

FIG. 15 is a diagram showing a setting map of the duty vehicle speed correction coefficient at CBS according to the estimated vehicle speed; FIG.

16 is a diagram showing a target slip rate line;

17 is a view showing a change of a target slip rate line by a brake input mode;

18 is a view showing the change of the target slip rate line by ABS control and non-ABS control;

19 is a view showing a change in the target slip rate line according to the vehicle speed;

20 is a diagram showing a change in the brake control mode of the deadband width.

First, in FIGS. 1 and 2, the body frame F of the scooter is provided with a head pipe 1 at its front end, and a steering column steerably supported by the head pipe 1. The front wheels W _F are suspended in the body frame _F through a pair of left and right front forks 3 and 3 connected to (2). In addition, the middle case of the body frame (F), the mission case (4) containing a transmission for transmitting power from the engine (not shown) mounted on the body frame (F) is connected to the swingable, the mission The rear wheel W _R is rotatably supported by the rear portion of the case 4.

The rear wheel W _R is equipped with a conventionally known mechanical rear wheel brake B _R which exerts a brake force according to the amount of operation of the operating lever 56 _R , and the front wheel W _F is operated with the operating lever 5 _F. The conventional well-known mechanical front wheel brake B _F which exhibits the brake force according to the quantity is mounted.

Further, the left and right ends of the steering handle 6 is connected to the upper end of the steering column (2), the handle portion (6 _L) (6, _R) is arranged, a left end portion of the steering wheel 6, the handle part (6 _L The rear brake control lever L _R as a rear brake operating member which can be operated with the left hand holding the) is supported by rotation, and the front brake operation member operable with the right hand holding the handle 6 _R at the right end of the steering wheel 6. The front wheel brake operating lever L _R is rotated and supported.

Referring to FIG. 3 with the rear wheel brake operating lever (L _R) and the rear wheel brake (B _R) operating lever (5 _R) of the rear wheel brake force in accordance with the operation of the rear wheel brake operating lever (L _R) brake (B _R) to be connected with the rear wheel brake side of the delivery system (T _R) can pass the mechanical front wheel brake operating lever (L _F) and a front wheel brake (B _F the operating lever (5 _F) in) is the brake control lever (L _The brake force according to the operation of _F ) is connected via the front wheel brake side transmission system T _F which can be mechanically transmitted to the front wheel brake B _F.

A rear wheel brake side of the delivery system (T _R) is a rear wheel brake operating lever (L _R) in one end is connected to the brake cable (7 _R) and the brake cable and the damping sphere (8 _R) one end connected to the other end of (7 _R) , an electric lever (10 _R) connected to the other end of the damping mechanism brake cable connected at one end to the other end of (8 _R) (9 _R), and the brake cable (9 _R), the actuating lever (5 of a rear wheel brake (B _{R) R} ) and a brake cable (11 _R ) connecting between the electric lever (10 _R ), the brake cable (9 _R ) (11 _R ) is an electric lever (10 _R ) in accordance with the traction operation of the brake cable (9 _R ). ) Is connected to the electric lever (10 _R ) so that the traction force is actuated on the brake cable (11 _R ). Further, the front wheel brake side of the delivery system (T _F) is as being configured as the rear wheel brake side of the delivery system (T _R), the front wheel brake operating lever, one end is connected to the brake cable (7 _F) to (L _F) and the a brake cable (7 _F) one end and is connected to a damping mechanism (8 _F) to the other end, a damping mechanism end is connected to the brake cable to the other terminal of the (8 _F) (9 _F) with, connected to the other end of the brake cable (9 _F) It comprises a transmission lever (10 _F), and a front wheel brake (B _F) the operating lever (5 _F) and the electric lever (10 _F) a brake cable (11 _F) connecting between the.

However, the modulator M is connected to the electric lever 10 _{F in} the middle of the rear brake side transmission system T _R and the electric lever 10 _F in the middle of the front wheel brake side transmission system T _F. The modulator (M) enables the planetary gear mechanism (14) and the rotation direction to be freely reversed and reversed so as to apply a rotational input to the planetary gear mechanism (14) while enabling free rotation during non-energization. It consists of the motor 15 which made it possible to apply a brake.

Referring to FIGS. 4 and 5 together, the casing 16 of the modulator M includes a first case member 17 on which the motor 15 is mounted, and a first case member on the opposite side from the motor 15. And a second case member 18 coupled to the second case member 18, and a third case member 19 coupled to the second case member 18 on the opposite side from the first case member 17. ) is accommodated in a gear chamber 21 formed in the casing 16, the rear wheel brake side and a front wheel brake side of the delivery system (T _R) (T _F) transmission lever (10 _R) (10 _F portion in the middle) is the third case The operating chamber 22 formed between the member 19 and the cover 20 coupled to the third case member 19 is accommodated to enable the rotation operation. The motor 15 is also coupled to the first case member 17 of the casing 16 so as to drive the output shaft 23 into the gear chamber 21.

The planetary gear mechanism 14 includes a sun gear 24, a ring gear 25, and a planet carrier 34 for supporting a plurality of planet gears 26 ... engaged with the sun gear 24 and the ring gear 25. will, in the electric lever (10 _F), the transmission lever (10 _F), the planet carrier 34 of the ring gear 25, the front wheel brake side of the delivery system (T _F) of the rear wheel brake side of the delivery system (T _R), The output shaft 23 of the motor 15 is connected to the sun gear 24, respectively.

The first case member 17 in the casing 16 has an axis parallel to the output shaft 23 of the motor 15 and one end of the rotating shaft 27 disposed in the gear chamber 21 is rotatably supported. The rotary shaft 27 rotatably penetrates through the third case member 19 so that the other end of the rotary shaft 27 enters the operation chamber 22. The intermediate part in the gear chamber 21 of this rotating shaft 27 is provided with the flange part 27a extended radially outside, and is rotated between the said flange part 27a and the 1st case member 17. As shown in FIG. In (27), the driven gear (29) fixedly coupled to the sun gear (24) in engagement with the sun gear (24) and the drive gear (28) disposed on the output shaft (23) of the motor (15) is relative to the rotation shaft (27). It is mounted to enable rotation. Thus, the motor 15 is connected to the sun gear 24 through the drive gear 28 and the driven gear 29.

Also, the operation chamber 22 end of the rotary shaft 27 in a has transmission lever (10 _F) is fixed, the transmission lever (10 _F) and has the rotation axis (27) between the flange portion (27a) on the same axis A cylindrical body 30 is disposed while wrapping, and a bearing 31 is opened between the cylindrical body 30 and the rotating shaft 27. The ring gear 25 is fixed to the gear chamber 21 side end of the cylindrical body 30. Therefore, the electric lever 10 _F is connected to the ring gear 25 through the cylindrical body 30. Further, the ring gear 25 and the transmission lever (10 _F) between is surrounding the cylinder body 30 on the same axis, and a spacer 32 having a cylindrical shape is inserted, between the spacer 32 and the third case member 19 has The bearing 33 is fitted.

In addition, the flange portion (27a) of the transmission lever (10 _F), the rotary shaft 27 which is secured is fixed the planetary carrier 34. Accordingly, the electric lever 10 _F is connected to the planetary carrier 34 through the rotation shaft 27.

Claim 6 according to Fig. And 7, a damping mechanism (8 _R) is a rear-wheel brake operating lever (L _R) side of the brake cable (7 _R) operating-side member 36 is connected to the base end side, the rear wheel brake (B _The damper spring 38 is interposed between the actuation side member 37 in which the brake cable 9R on the _R ) side is connected to the proximal end.

The operation side member 36 is formed in the shape of a rod, and an accommodating portion 36a extending radially outward is integrally disposed at the tip thereof, and the operation side member 37 is capable of sliding the accommodating portion 36a. It is formed in a cylindrical shape with a bottom to be fitted to the fitting, the front end side of the operating side member 37 has a cylindrical portion (39a) through which the operation side member 36 is inserted into the axial movement relative to the disk shape The seat plate 39 formed is slidably fitted. In addition, a damping spring 38 is arranged between the receiving portion 36a and the seat plate 39 in the operating side member 37, and the movement in the direction away from the receiving portion 36a of the seat plate 39 is prevented. The fixed wheel 40 is mounted on the inner surface of the distal end of the operating side member 37 so as to regulate it.

Work-side member 37 is accommodated slidably in the housing 41, the brake cable (7 _R) are inserted to be movable on one end side of the housing 41 is connected to the operating-side member 36, the brake cable 9 _R is movably inserted into the other end side of the housing 41 and connected to the operation side member 37. Further, the spring load of the damper spring 38 in accordance with a usual brake operation input by the rear wheel brake operating lever (L _R) is set so do not contract the damper (8 _R).

The damping mechanism 8 _F has the same configuration as the damping mechanism 8 _F and is disposed between the brake cable 7 _F and the brake cable 9 _F.

However, first, as shown in Fig. And FIG. 2, the front portion of the vehicle body frame (F) and covered with a cowling portion 12, and the amount of damping mechanism (8 _F), (8 _R), the modulator (M ) Is fixed to the body frame (F) by being covered with the cowling portion 12, in particular the modulator (M) is located below the floor surface (12a) formed of the cowling portion (12) Is excreted in.

In such a brake device, when the brake operation of the front brake operation lever L _F is performed without the brake operation of the rear brake operation lever L _R , the planetary carrier 34 rotates and the front brake side transmission system The front wheel brake B _F is braked by the brake operating force transmitted through T _F. However, when the motor 15 is in the non-energized state, the sun gear 24 is free to rotate so that the rear wheel brake B _R is non-operated. It is in working condition. Nevertheless, when the motor 15 is rotated in reverse, as the sun gear 24 rotates in the same direction as the planet carrier 34, the ring gear 25 rotates in the reverse direction, and at the same time the rear brake B _R is operated, An assist force from the motor 15 is applied to the front wheel brake B _F.

That is, as shown in FIG. 8, the brake force obtained by applying the assist force according to the operation of the motor 15 to the brake operation force of the front wheel brake operating lever L _F is exerted on the front wheel brake B _F and the motor 15 ) Brake force of the interlocking portion in accordance with the operation is exerted on the rear brake B _R so that the total brake force indicated by the straight line A is obtained as a vector value.

At this time, the reduction ratio from the input to the sun gear 24 to the output of the ring gear 25 is iR, and the reduction ratio from the input to the sun gear 24 to the output of the planetary gear 26... Is the tooth of the ring gear 25. When the number is ZR and the number of teeth of the sun gear 24 is ZS, the inclination tanθ indicated by the straight line B (see Fig. 8) indicating the assist force is determined by the following equations (1) to (3).

tanθ = iR / iC ‥‥‥‥‥ ①

iR = ZR / ZS ‥‥‥‥‥‥ ②

iC = (ZR + ZS) / ZS ‥‥‥ ③

In addition, when the output torque of the motor 15 is T and the reduction ratio from the motor 15 to the sun gear 24 is iS, the rear brake force is obtained as (T x iS x ZR / ZS), and the front wheel brake force is The assist force is obtained by (T x iS x (ZR + ZS) / ZS).

On the contrary, if the motor 15 is operated while the rear brake control lever L _R is braked without the brake operation of the front wheel brake operating lever L _F , as shown in FIG. 9, The brake force obtained by applying the assist force according to the operation of the motor 15 to the brake operation force of the rear brake operating lever L _R is exerted on the rear brake B _R , and the brake force of the interlocking portion according to the operation of the motor 15 It is exerted on the front wheel brake B _F.

However, when it is determined that the possibility of causing a wheel lock on at least one of the rear wheels W _R and the front wheels W _F is increased at the time of brake operation, the motor 15 is operated in the reverse direction to the interlock braking, and the sun gear 24 ) Rotates in the forward direction as opposed to the brake power. Accordingly, the planetary gear 26 is rotated while the ring gear 25 is rotated once in the direction of depressing the brake force of the rear wheel brake B _R , and the planetary carrier is driven by the reaction force from the ring gear 25 side. 34) also rotates in a direction to alleviate the brake force of the front wheel brake B _F. As a result, the braking force of the rear wheels W _R and the front wheels W _R is reduced, and the wheels trying to enter the locked state are avoided from falling into the locked state. When the brake force is recovered during the anti-lock brake control, the motor 15 is operated in the reverse direction.

3 again, the operation of the motor 15 in the modulator M is controlled by the control unit C, which is operated by the front wheel brake operating lever L _F. front wheel stroke sensor (44 _F) for detecting an input, the rear wheel brake operating lever (L _R) for detecting the rotational speed of the rear wheel stroke sensor (44 _R), a front wheel (W _F) for detecting an operation input by the front wheel speed sensor (45 _F), a rear wheel (W _R) rear wheel speed sensor (45 _R), the front wheel brake switch (47 _F) for detecting an operation by the front wheel brake operating lever (L _F) which detects the rotational speed of the rear wheel brake The detection values of the acceleration / deceleration sensor 48 for detecting acceleration and deceleration of the rear body brake switch 47 _R for detecting operation by the operation lever L _R and the vehicle body are input, respectively. ) Controls the operation of the motor 15 based on their detected values.

In Figure 6, both the stroke sensor (44 _R) (44 _F) is detected as having a chair (49), respectively, it is mounted to the housing 41 of the damping mechanism _(R 8) (8 _F). On the other hand, and a damping mechanism (8 _R) (8 _F), the housing 41 and the operating side has a slit (41a) (37a) extending in the direction of movement of the keyboard 39 of the side member 37 is the elimination of the, seat plate (39) there protrudes out of the housing (41) from the slit (41a), (37a), the detected part (39b) is disposed integrally, and a stroke sensor (44 _R) in contact each to the detected characters (49) ( 44 _F ) is mounted to the housing 41 so that the detector 49 contracts in accordance with the movement of the detected portion 39b according to the operation of the rear wheel and front wheel brake operating levers L _R (L _F ).

In FIG. 10, the control unit C includes a front wheel speed sensor 45 _F , a rear wheel speed sensor 45 _R , a front wheel brake switch 47 _F , a rear wheel brake switch 47 _R and acceleration / deceleration speed. The travel information calculation unit 50 which obtains the travel information of the vehicle based on the detected value of the sensor 48, the travel information obtained by the travel information calculation unit 50, the front wheel stroke sensor _44F , and the rear wheel stroke. sensor (44 _F), and the braking state determining section 51 for determining a braking condition based on the detected value of the front wheel brake switch (47 _F) and a rear wheel brake switch (47 _R) for said braking condition determining section (51 Control amount determining means 52 for determining the control amount of the motor 15 in the modulator M, and a signal for driving the motor 15 based on the control amount obtained from the control amount determining means 52, based on the determination result of? Modulator drive means 53 for outputting the.

In FIG. 11, the driving information calculation unit 50 includes the front wheel speed V _WF , the rear wheel speed V _WR , the front wheel acceleration / deceleration (ω _WF ), the rear wheel acceleration / deceleration speed (ω _WR ), and the front wheel slip ratio ( λ _WF ), rear wheel slip ratio λ _WR and estimated body speed V _R are obtained as travel information. Then, the travel information calculation unit 50 is the front wheel speed calculating means 55 _F for calculating the front wheel speed V _WF from the output signal of the front wheel speed sensor 45 _F , and the output signal of the rear wheel speed sensor 45 _R. from the rear wheel speed (V _WR), the operation rear wheel speed calculating means (55 _R), and a, a sense of speed sensors (48) a / D converter 56 which changes the analog signal obtained from a digital signal, both the brake switch (47 _F, 47 _R) and of which one is based on the output signal of the OR gate 57 and the, a / D converter 56 and the OR gate 57 outputting a high level signal when detecting a brake operation Acceleration / deceleration judging means 58 for judging whether or not the vehicle body is in an acceleration / deceleration state, front wheel speed (V _WF ), which is the driven wheel speed, and the digitized vehicle body · deceleration (G _X ) and acceleration / deceleration Estimated body speed calculating means 59 for calculating the estimated body speed V _R based on the discrimination result of the discriminating means 58, and front wheel speed calculating means 5; And by differentiating the front wheel speed (V _WF) obtained in 5 _F) differentiating the wheel speeds (V _WR) obtained by the front wheel acceleration (differential means (60 _F) and a rear wheel speed calculating means (55 _R) to get ω _WF) rear wheel Differential means 60 _R for obtaining the acceleration ω _WR , slip rate calculating means 61 _F for calculating the front wheel slip ratio λ _WF based on the estimated body speed V _R and front wheel speed V _WF . and it estimates a vehicle body speed (V _R) and the rear wheel speed (V _WR) and having a rear-wheel slip ratio (λ _WR) slip rate calculating means (61 _R) for calculating the basis of the.

Is, when the deceleration determination means 58 in the vehicle body, the deceleration (G _X) Absolute value │G _X │ is above a predetermined value (α) (│G │α _X) of the, or the OR gate (57 ), It is judged that the vehicle is in the acceleration / deceleration state when the output of the motor becomes high level.

In the estimated body speed calculating means 59, when it is determined by the acceleration / deceleration discrimination means 58 that the vehicle body is not in the acceleration / deceleration state, the estimated front wheel speed V _{WF (n)} obtained by this time and the previous calculation are obtained. Based on the result of comparison with the vehicle speed V _{R (n-1)} , the estimated vehicle speed V _{R (n} ) is obtained as follows.

That is, when V _{WF (n)} V _{R (n-1)} ,

V _{R (n)} = V _{R (n-1)} + G ₁ × t

When V _{WF (n)} V _{R (n-1)}

V _{R (n)} = V _{R (n-1)} -G ₂ × t

When V _{WF (n)} = V _{R (n-1)} ,

V _{R (n)} = V _{R (n-1)}

As an example, the estimated body speed V _{R (n)} can be obtained. In addition, G ₁ (0) is a constant acceleration, G ₂ is a constant deceleration, t is a calculation cycle.

In addition, when it is determined by the acceleration / deceleration discrimination means 58 that the vehicle body is in the acceleration / deceleration state, the estimated vehicle body speed calculating means 59 calculates the estimated vehicle body speed V _{R (n)} by the following equation.

V _{R (n)} = V _{R (n-1)} + ∫ G _X dt

In addition, the slip rate calculating means (61 _F, 61 _R) in the front wheel slip ratio (λ _WF) and the rear wheel slip ratio (λ _WR) is _{λ WF = (V R -V WF} ) / V R, λ WF = (V R It is calculated as -V _WR ) / V _R , respectively.

In FIG. 12, the braking state determination unit 51 includes brake control provision determination means 63, brake input / control mode determination means 64 as determination means, correction coefficient setting means 65, and target slip. The rate determining means 66, the slip rate correcting means 67, and the slip rate deviation calculating means 68 are provided.

The brake control provision determination means 63 determines whether the anti-lock brake control (ABS control) and the brake gravity control (CBS control) by the operation control of the motor 15 can be executed. The determination means 63 inputs the estimated body speed V _R , front wheel speed V _WF , and rear wheel speed W _WR obtained from the travel information calculator 50.

Then, the brake control provisional determination means 63 is ABS when the front wheel speed (V _WF ) and the rear wheel speed (W _WR ) are both the set value (V _ABSH ) or more (V _WF ≥ V _ABSH or V _WR ≥ V _ABSH ). deny the ABS control when the output a signal which has shown the control is possible, but the estimated vehicle body speed (V _R) is the set value (V _ABSH) setting that is set to not more than the value (V _ABSL) under (V _R V _ABSL) Outputs an off signal. Further, in the initial state of data input, the off signal is output from the brake control provision determination means 63 for the ABS control.

Regarding the CBS control, when the estimated body speed V _R is equal to or greater than the set value V _CBSH , (V _R ≥ V _CBSH ), an ON signal for enabling CBS control is output from the brake control provision determination means 63. , the estimated vehicle body speed (V _R) is the set value (V _CBSH) setting that is set to be no greater than less than the value (V _CBSL) (V _R V _CBSL) days when the off signal to deny the CBS control brake control permission judgment means ( 63). In the initial state of data input, the off signal is output from the brake control provision determination means 63 for the CBS control.

In the brake input / control mode determining means 64, according to the following table 1 on the basis of the determination result in the brake control provision determination means 63 and the slip rate deviation Sλ obtained by the slip rate deviation calculating means 68. the brake input mode is set according to the output signal of the soon as the brake control mode is set at the same time both the brake switch (47 _F, 47 _R).

In Table 1, Sλ is a slip ratio deviation determination value, and condition A is the set time T for both or one of the front and rear wheel brake switches 47 and 47, as shown in FIG. The condition is set so as to be maintained when the brake operation input is detected in a continuous state, and condition B is as shown in FIG. 14, when the time Sλ≤0 is equal to or less than the set time T when Sλ≤0 is set in Sλ. When it is established. In addition, the slip rate deviation determination value Sλ is changed linearly over a predetermined time from Sλ to Sλ when the condition B is not satisfied, that is, when the state where Sλ≤0 continues beyond the set time T. , SλSλ.

And, according to the above Table 1, in the state where the signal on the ABS control from the brake control provision determination means 63 is input to the brake input / control mode determination means 64, the ABS mode is Sλ≤0 when Sλ0 is set. The ABS-C mode is set when the time to be set is shorter than or equal to the set time T, and the CONV mode is set when the time when S-≤ 0 is long or longer than the set time T. . Further, in a state in which an on signal from the brake control provision determination means 63 with respect to the CBS control is input to the brake input / control mode determination means 64, (Sλ ≦ -Sλ), the brake operation is longer than the set time T. When it continues, the CBS mode is set. The OFF mode is set as a control mode in a state other than the control modes of the ABS, ABS-C, CONV, and CBS. The ABS mode is the brake force control in the anti-lock brake control by the modulator M, the ABS-C mode is the brake boost control in the anti-lock brake control by the modulator M, and the CONV mode is the modulator M. The control stop by and the CBS mode execute brake boost control by the modulator M, respectively.

In the brake input / control mode determination means 64, when both detection signals of the front wheel and rear wheel brake switches 47 and 47 are off, the brake input mode is set to off, and the brake switch 47 is detected. When the signal is on but the detection signal of the brake switch 47 is off, the brake input mode is set to the front, and when the detection signal of the brake switch 47 is on but the detection signal of the brake switch 47 is off, the brake is turned off. When the input mode is set to rear and the detection signals of both brake switches 47 and 47 are both on, the brake input mode is set to double.

In the correction coefficient setting means 65, only one slip ratio is based on the determination result at the brake input / control mode determination means 64, based on the estimated body speed V and the detected values of both stroke sensors 44 and 44. Correction Factor (K, K), Duty Factor (K) at ABS, Initial Operation Factor (K) at CBS, Brake Input Amount Correction Factor (K) at CBS, Duty Differential Speed Factor (K) at CBS and Duty Factor (C) at CBS Are set respectively.

Only one slip ratio correction coefficient (K, K) is set to K = K, K = K when the brake control mode is continuous for more than a predetermined time other than the ABS mode, and otherwise K = K, K Is set to = K. And KK and KK.

The duty factor K in ABS is set to its initial value K when the brake control mode is in the ABS mode, and changes to K in a predetermined time. And KK. When the brake control mode is set to the ABS-C mode, the ABS duty cycle K at that time is maintained as it is, and the elapsed time in the ABS-C mode is not counted. In addition, the duty factor K in ABS is reset when the brake control mode becomes the CONV, CBS and OFF modes.

The initial operation coefficient (K) at CBS is that the value is changed from "0" to "10" when the brake control mode is in the CBS mode for a predetermined time, and is initialized when the brake control mode is other than the CBS mode. The operation coefficient K is reset.

In the case of CBS, the brake input amount correction coefficient K is the larger of the detected values of the stroke sensors 44 and 44, that is, the brake operating force input from the front brake operating lever L and the rear brake operating lever L. It is set in accordance with the larger brake operation force, and is set so as to increase as the brake operation input becomes larger.

The duty vehicle speed coefficient K at CBS is set to increase as the estimated vehicle body speed V increases, as shown in FIG.

The duty coefficient K at CBS is set in accordance with the brake input mode determination result in the brake input / control mode determination means 64, that is, each brake input mode of off, front, rear and double.

In the target slip rate determining means 66, as shown in FIG. 16, the target slip rate line L on the Cartesian coordinate with the front wheel slip rate and the rear wheel slip rate as the coordinate axis is set.

The target slip rate line L is determined to have a functional relationship in which the rear wheel slip rate decreases as the front wheel slip rate increases. For example, the target slip rate line L when the rear wheel slip rate is "0" and It sets to the straight line which connects the rear wheel target slip ratio (lambda) when a front wheel slip ratio is "0". Further, the brake force control region is set on the upper side of the target slip rate line L. FIG.

The front wheel target slip ratio λ and the rear wheel target slip ratio λ are calculated by the following equation according to the brake input mode.

(1) brake input mode; off

λ = (V × K × λ) / (V + K)

λ = (V × K × λ) / (V + K)

(2) brake input mode; front

λ = (V × K × λ) / (V + K)

λ = (V × K × λ) / (V + K)

(3) brake input mode; Rear

λ = (V × K × λ) / (V + K)

λ = (V × K × λ) / (V + K)

(4) brake input mode; double

λ = (V × K × λ) / (V + K)

λ = (V × K × λ) / (V + K)

In each of the above equations, V is a front wheel target slip ratio vehicle speed correction coefficient, V is a rear wheel target slip ratio vehicle speed correction coefficient, and K is a front wheel slip ratio correction coefficient, and K is a rear wheel slip ratio correction coefficient.

Λ off front wheel target slip rate, λ off rear target goal slip rate, λ front front target slip rate, λ front front target slip rate, λ rear front target slip rate, λ rear The rear wheel target slip ratio, lambda is a double-wheel front target slip ratio, and lambda is a predetermined double wheel rear-slip target slip ratio. The target slip ratios λ, λ, λ, λ, λ, λ, λ, and λ are set so that the target slip rates and lines are determined as shown in FIG. 17 according to the brake input mode. That is, when the brake input mode is off, only the assist force by the modulator M is exerted by the front wheel brake B and the rear wheel brake B, and the target slip ratio line L is used to narrow the brake sensitivity control region. When the brake input mode is set to the front, the assist force of the modulator M acts on the front wheel brake B in addition to the operation force by the brake operating lever L, while the rear brake B has a modulator M. ), The target slip rate line (L) is set so as to widen the brake force control area on the front wheel slip ratio, and modulator in addition to the operation force by the brake operation lever (L) when the brake input mode is rear. While the assist force of (M) acts on the rear brake B, the assist force of the modulator M acts on the front brake B only toward the rear slip ratio. The target slip rate line L is set to widen the brake sensitivity control area. When the brake input mode is double, the assist force of the modulator M is added to both brakes in addition to the operation force of both brake control levers L and L. Since it acts on (B, B), the target slip rate line L is set to widen the brake sensitivity control area on both the front wheel and rear wheel slip ratios.

The slip ratio correction coefficients K and K in the above equations are set to K and K when the state in which the brake control mode becomes other than the ABS mode continues for a predetermined time or longer. That is, even if the brake control mode is in the ABS mode or the non-ABS mode, the state is set to K and K smaller than the K and K when the state is less than the predetermined time. Therefore, the front wheel target slip ratio λ and the rear wheel target slip ratio λ when the brake control mode is the non-ABS mode are the front wheel target slip ratio λ and the rear wheel target slip ratio when the brake control mode is the ABS mode. By being larger than [lambda], as shown in FIG. 18, the target slip rate line L when the brake control mode is the ABS mode is the target slip rate line L when the brake control mode is the non-ABS mode. It is set to widen the brake pressure control area rather than). In each of the above formulas, as the estimated body speed V increases, the front wheel target slip ratio λ and the rear wheel target slip ratio λ become smaller, and as shown in FIG. 19, the target In the slip rate determining means 66, the target slip rate line L when the estimated body speed V is relatively low is higher than the target slip rate line L when the estimated body speed V is relatively high. It is set to narrow down.

In the slip ratio correcting means 67, front wheel acceleration ω, rear wheel acceleration ω, front wheel slip ratio λ, rear wheel slip ratio λ are input from the travel information calculation unit 50, and this slip ratio correction means In (67), the following operation is made.

λ _WFX = λ _WF -ω _WF × K _RF

λ _WRX = λ _WR -ω _WR × K _RR

In the above formula, K _RF is a front wheel slip ratio correction coefficient and K _RR is a set value as the rear wheel slip ratio correction coefficient. In the slip ratio correction means 67, the front wheel slip ratio λ _WF and the rear wheel slip ratio λ _WR are corrected by the front wheel acceleration ω _WF and the rear wheel acceleration ω _WR , respectively.

In the slip ratio deviation calculating means 68, correction is performed in the slip ratio correcting means 67 on a rectangular coordinate on which the target slip ratio line L is set, that is, on a rectangular coordinate with the front wheel slip ratio and the rear wheel slip ratio as the coordinate axes. The distance between the current slip rate determined by the rear front slip ratio λ _WFX and the rear wheel slip ratio λ _WRX and the target slip ratio L, that is, the slip ratio deviation Sλ, is calculated.

However, when the configuration of the modulator M is determined, the change rate of the brake force of the front brake B _F and the rear brake B _R according to the operation of the modulator M, that is, the change of the front wheel slip ratio and the rear wheel slip ratio. As shown by the line L _C of FIG. 16, the ratio is determined in a direction having a constant angle β, and the slip ratio deviation Sλ is calculated in the direction along the line Lc.

That is, when tan β = γ, the slip ratio deviation Sλ is calculated according to the following equation.

The slip ratio deviation Sλ obtained in the above formula is a value of "+" in the state where the slip ratio current position is in the position exceeding the brake force control region, that is, the target slip rate line L, as indicated by position A in FIG. In addition, as indicated by position B in FIG. 16, the slip rate indicates a value of "-" in a state where the slip rate current position is below the non-break force control area, that is, the target slip rate line L, and the slip rate deviation Sλ is It is provided to the brake input / control mode determining means 64 and is used as one of the determination elements when determining the brake control mode.

10 again, the control amount determining means 52 includes the brake control mode, the respective correction coefficients K _DABS , K _CBSI , K _CBSST , K _CBSV , and K _DCBS obtained in the braking state determination unit 51, and the slip ratio deviation. (Sλ) is input. In the control amount determining means 52, the duty DUTY and the rotation direction of the motor 15 in the modulator M are determined in accordance with each brake control mode as follows.

(1) brake control mode; ABS

DUTY = │Sλ│ × K _DABS + O _DABS (O _DABS ; setting offset value)

Direction of rotation; Forward rotation

In this ABS mode, as can be seen from the above equation, the duty is determined by the multiplication value between the slip ratio deviation (Sλ) and the duty ratio (K _DABS ) in ABS, and the duty coefficient (K _DABS ) in ABS is When it is set to the initial value (K _DABSH ) and at the same time, K _DABSL flashes for a predetermined time, so the duty is set large in the ABS mode.

(2) brake control mode; ABS-C

DUTY = (Sλ -Sλ _CBS ) × K _CBSV × K _DCBS + O _DCBS

(O _CDBS ; setting offset value)

Direction of rotation; Reverse rotation

In this ABS-C mode, i.e., when the slip rate deviation Sλ is changed from Sλ0 to Sλ≤0, when the time Sλ≤0 is less than the predetermined time T ₂ , the DUTY slips as shown in the above equation. The determination is made based on the difference between the absolute value of the rate deviation Sλ and the slip rate deviation determination value.

(3) brake control mode; CBS

DUTY = CBS _DO × K _CBSV × K _DCBS × K _CBSI × K _CBSST + O _DCBS

(CBS _DO ; Fixed Duty)

Direction of rotation; Reverse rotation

DUTY in this CBS mode, i.e., when performing brake boost control, is obtained at a constant value as can be seen from the above equation, and the modulator M exhibits a constant assist force toward the brake boost force. In addition, the initial operating coefficient K _CBSI at CBS is changed from "0" to "1" after a predetermined time when the brake control mode is set to the CBS mode, and the assist force exerted by the modulator M is predetermined. It is incremented to a predetermined value which takes time. The duty vehicle speed coefficient K _CBSV at CBS is set to increase as the estimated body speed V _R increases, and the assist force exerted by the modulator M increases as the body speed increases. In addition, the duty coefficient K _{CBS at CBS} is set according to each brake input mode of off, front, rear, and double, and the assist force exerted by the modulator M is changed according to the brake operation status.

(4) brake control mode; CONV

DUTY = 0, and the brake is applied to the motor 15 preferably.

When the brake control mode is the CONV mode, that is, when the slip rate change Sλ becomes Sλ≤0 from the state of Sλ0, and the state continues for the set time T ₂ , the slip rate deviation Sλ is ( When it is in the range of -Sλ _CBS Sλ≤0), the brake control by the modulator M is not executed. As shown in FIG. 20, the width of the width Sλ _CBS below the target slip rate line L is shown. The dead zone is set at, and the lower part of the dead zone becomes the brake boost control area. Further, the width of the dead band, i.e. a slip ratio deviation determination value (Sλ _CBS) is then the brake control mode, the predetermined mode CONV takes time to be changed so as to increase in the Sλ _CBS1 by Sλ _CBS2, the brake control mode, the ABS mode and ABS- In the C mode, that is, when the anti-lock brake control is executed, it is relatively narrow, and when the non-anti-lock brake control is executed, it is relatively wide.

Next, the operation of this embodiment will be described. A target slip rate line L in which both the front wheel slip ratio and the rear wheel slip ratio are appropriate values is set as shown in FIG. 16, and the target slip rate line ( since L) to the to the front wheel brake (B _F) and the brake force of the rear wheel brake (B _R) matching control, though control of the front wheel brake (B _F) and the rear wheel brake (B _R) by a single modulator (M) Nevertheless, it becomes possible to stably converge the slip ratios of the front and rear wheels to the target slip ratio. In addition, the target slip rate line L is set to have a functional relationship in which the rear slip ratio decreases as the front slip ratio increases on an orthogonal coordinate using the front slip ratio and the rear slip ratio as a coordinate axis. The rate reduction is supplemented with the increase of the other slip rate, so that sufficient deceleration can be achieved while securing body stability.

In braking force control, the motor 15 in the modulator M is based on the distance between the target slip rate line L and the position indicated by the slip ratio of the current front and rear wheels, that is, the slip ratio deviation Sλ. Since the operation is controlled, the convergence to the target slip rate is quick. In addition, since the control amount of the modulator M, that is, the duty of the motor 15 is relatively large in the ABS mode, that is, in the initial stage of the brake force control, the relatively large brake force control is performed in the early stage of the antilock brake control in which the slip ratio is rapidly increased. This can prevent a large slip rate from occurring.

As shown in FIG. 19, the target slip rate line L is changed to narrow the brake pressure control region in response to the decrease in the vehicle body speed. Accordingly, the change in the wheel speed due to unevenness or cornering of the road surface is large. Unexpected braking force control can be avoided in low speed driving, and quick braking force control can be executed in high speed driving.

In addition, as shown in FIG. 18, the target slip rate line L is changed to narrow the brake sensitivity control area in the non-braking force control rather than in the brake force control, so that the driving speed of the wheel with a large amount of change in the wheel speed is increased. Although it is not easily entered into the brake deceleration control state, once the brake deceleration control state is entered, the brake deceleration control can be continued until the slip ratio is lowered by focusing on the body stability.

Further, since the change of the target slip rate line L from the brake force control to the non-break force control is performed after the time to be in the non-brake force control state continues for a predetermined time or more, the increase in the initial antilock brake control start Even if an overshoot occurs, the antilock brake control can be avoided and the divergence of the antilock brake control can be prevented.

Further, as the target slip rate line is set as shown in FIG. 17 in accordance with the operating conditions of both brake operating levers L _F and L _R , the brake operation input by the driver and the assist force from the modulator M are provided. In combination with the above, it becomes possible to obtain an appropriate slip ratio by the front and rear wheels.

However, in calculating the distance between the target slip rate line L and the slip rate present position in the brake force control, that is, the slip rate deviation Sλ, the front wheel slip rate and the rear wheel by the operation of the modulator M are calculated. The calculation is performed in a direction that follows the rate of change of the slip rate, thereby increasing the convergence to the target slip rate due to the operation of the modulator M.

In the ABS-C mode when the time when Sλ≤0 is less than the predetermined time T ₂ when the transition from the anti-lock brake control to the non-anti-lock brake control, the duty is the absolute value of the slip rate deviation (Sλ) and the slip rate deviation. The control amount DUTY of the motor 15 in the modulator M is determined to be constant based on the difference in the determination value. Therefore, it is possible to suppress the increase of the braking force when the transition from the antilock brake control to the non-antilock brake control, thereby avoiding an unexpected increase in the slip ratio, and a relatively small front and rear slip ratio during the brake power control. In this way, the assist force from the modulator M can be avoided from becoming larger than necessary to prevent an unexpected increase in the vehicle body deceleration.

The brake boost control is executed when the brake operation input is maintained for a predetermined time (T ₁ ) or more, and the slip ratio of the front wheel and the rear wheel during the short time sudden brake operation that often requires anti-lock brake control is increased. Even if it shifts from the area to the brake deceleration control area, it is possible to quickly change the operating direction of the motor 15 in the modulator M without switching from the brake reinforcement operation direction (reverse rotation direction) to the brake deceleration operation direction (forward rotation direction). It becomes possible to execute the lock brake control.

In addition, the assist force exerted by the modulator M at the time of brake boost control increases to a certain value, whereby the driver's controllability can be improved at the time of brake boost control. In addition, since the assist force by the modulator M is determined according to the estimated body speed V _R , the body deceleration suitable for the vehicle driving speed can be obtained, and the assist force by the modulator M is dependent on the brake input mode. By being determined, it is possible to obtain a body deceleration intended by the driver.

Further, a dead zone is set between the target slip rate line L and the brake boost control region, and in this dead zone, control in the brake boost direction by the modulator M is stopped, thereby preventing the antilock brake control. The provision of the assist force from the modulator M at the time of execution does not inadvertently increase the front and rear two-wheel slip ratios, thereby speeding up the procedure to the target slip rate line L. At this time, when the power generation brake is applied to the motor 15, the convergence to the target slip rate line L becomes more efficient.

However, since the width of the dead zone, that is, the slip ratio deviation determination value Sλ _CBS , is set relatively narrow when anti-lock brake control is being performed and relatively wide when non-anti-lock brake control is executed, the anti-lock brake control is performed. In addition to stabilizing the slip ratio, the vehicle body stability at the time of non-anti-lock brake control can be achieved. In addition, since the width of the dead zone is changed gently, it is possible to suppress a change in control behavior due to the change of the dead zone.

As mentioned above, although embodiment of this invention was described above, this invention is not limited only to the said embodiment, A various design change is possible for it, unless it deviates from this invention described in a claim.

As described above, according to the invention described in claim 1, the target slip rate line, in which both the front wheel slip ratio and the rear wheel slip ratio are appropriate values, is set so as to supplement the slip ratio decrease of one of the front and rear sides with the increase of the other slip ratio. Therefore, the slip ratio of the front and rear wheels can be obtained at the target slip rate line. In addition, a dead zone is set at the lower side of the target slip rate line. In this dead zone, the control amount of the modulator is set to "0" to avoid an increase in the slip ratio due to the assist force from the modulator during antilock brake control. The convergence of lock brake control can be improved.

In addition, according to the invention described in claim 2, the width of the dead zone is made smaller during anti-lock brake control and larger during non-anti-lock brake control, thereby achieving stabilization of the slip ratio during anti-lock brake control, and at the same time. The vehicle body stability at the time of anti-lock brake control can be achieved, and the change in the behavior of the control can be suppressed small as the width change is gentle.

According to the invention as set forth in claim 3, it is possible to suppress an increase in the brake force at the time of shifting from the brake sensitivity control region at the slip rate current position to the lower side of the target slip rate line, and to avoid an unexpected increase in the slip rate.

According to the invention described in claim 4, when the control amount of the modulator is " 0 ", the slip rate convergence can be made faster by applying a power generation brake to the motor.

Claims (4)

The brake force of the front wheel brake (B _F ) attached to the front wheel (W _F ), the rear wheel brake (B _R ) attached to the rear wheel (W _R ), and the front and rear wheel brakes (B _F , B _R ) can be changed. that includes a single modulator (M), and a front wheel speed sensor (45 _F) and a rear wheel speed sensor (45 _R), and a control unit (C) for controlling the operation of the modulator (M), said control unit (C) Slip rate calculating means (61 _F , 61 _R ) for calculating the front and rear wheel slip ratios based on the detected values of the front and rear wheel speed sensors (45 _F , 45 _R ), and the front and rear wheel slip ratios as the coordinate axes. A target slip rate determining means 66 for defining a target slip rate line having a functional relationship in which a rear wheel slip rate decreases in accordance with an increase in the front wheel slip rate on a rectangular coordinate; The dead zone from the slip rate line to the lower portion by a predetermined width and the brae on the lower side than the dead zone At the same time as placing set the jeungryeok control region, respectively, on the basis of the front wheel and the rear wheel slip ratio obtained by the slip ratio calculating means (61 _F, 61 _R) on the basis of whether there is a slip ratio of the current location on the predetermined orthogonal coordinates in which the control region The brake control mode when the slip means current position is in the dead zone while determining the control amount of the modulator M based on the judging means 64 for judging the brake control mode and the determination result of the judging means 64. In the control amount determining means 52 which sets the control amount of the modulator M to "0", and the modulator driving means 53 which outputs the signal which drives the modulator M based on the control amount obtained by the control amount determining means 52 Brake control apparatus of a vehicle comprising a. 2. The brake control apparatus of a vehicle according to claim 1, wherein said determination means (64) makes the width of the dead zone region deviate during non-anti-lock brake control as the slip position current position deviates from the brake force control region. The distance between the target slip rate line and the slip rate current position for a predetermined time when the control amount determining means 52 moves from the brake sensitivity control region of the slip rate current position to the lower side of the target slip rate line. The control amount of the modulator M on the brake power side is determined based on the subtracted width of the dead zone, and the control amount of the modulator M on the brake power side is fixed after the predetermined time has elapsed. Brake control device. 2. The modulator (M) according to claim 1, wherein the modulator (M) has a motor (15) capable of applying a brake, and the modulator driving means (53) generates power to the motor (15) when the control amount of the modulator (M) is "0". Brake control device characterized in that the brake.