KR102226870B1 - Breaking force control system, device, and method - Google Patents

Abstract

As a vehicle braking force control system, a plurality of actuators capable of generating the vehicle's braking force, and the other line detects that the other line state, in which the accelerator operation is not performed and the brake operation is not performed, is established while the vehicle is running. Each actuator generates a target braking force calculation unit that calculates a target braking force based on the state of the vehicle when the state detection unit and the other travel state detection unit detect that the other travel state has been established, and a distributed braking force that is the braking force to be generated for each actuator. It is provided with a braking force distribution control unit that determines that the braking force is less than the possible braking force and that the sum of the divided braking forces becomes the target braking force, and performs control to generate the distributed braking force to each actuator.

Description

Braking force control system, device, and method {BREAKING FORCE CONTROL SYSTEM, DEVICE, AND METHOD}

The present invention relates to a braking force control system mounted on a vehicle or the like.

In a vehicle, it is important for ease of driving to perform acceleration/deceleration as desired by the user without delay, and various technologies for this have been proposed. Patent Document 1 (Japanese Laid-Open Patent Application Publication No. Hei 10-280990) discloses that in the case of prohibiting fuel cut during deceleration in order to prevent catalyst deterioration at a high temperature of the catalyst, an alternator, air conditioner, brake, gear It is disclosed to supplement the deceleration force by shifting or the like. Patent Document 2 (Japanese Unexamined Patent Application Publication No. 2006-297994) discloses, in a vehicle integrated control device, a control target determined according to a driver's operation amount, to a drive system system and a control system system according to a ratio in charge, while stabilizing By transmitting the control target before distribution to the system and calculating a correction process, synchronization of the distribution value of the control target by the stabilization system is unnecessary, and failure safety is maintained while reducing the delay.

During driving in which the user does not depress both the accelerator pedal and the brake pedal while driving the vehicle, the braking force expected by the user can be estimated based on vehicle speed, drive mode, road surface gradient, and the like. In contrast, the braking force is determined according to the driving resistance of the vehicle and the control state of the actuator that generates the braking force, such as gear shift, fuel cut, and alternator. Fig. 6 shows an example of a graph comparing a target braking force estimated as a braking force expected by a user during driving in another line with a braking force actually generated. In the example shown in Fig. 6, the target braking force is set to increase smoothly as the vehicle speed increases. However, the actuator operates independently at least partially in response to a request from each individual control system at the time of other driving, and the actual braking force is deviated from the target braking force. Particularly, for example, in the case where the fuel cut is performed or not performed at a speed of 40 km/h per hour, the actual braking force greatly fluctuates beyond the target braking force. In this way, it is said that the braking force of the entire vehicle is left to the flow, and it cannot be said that it is desirable for the user.

An object of the present invention is to provide a vehicle braking force control system, an apparatus, and a method capable of appropriately obtaining a braking force expected by a user in other driving in view of the above problems.

In order to solve the above problems, an aspect of the present invention is a vehicle braking force control system, a plurality of actuators capable of generating a vehicle braking force, an accelerator operation is not performed while the vehicle is running, and a brake operation is performed. An other travel state detection unit that detects that the other travel state is established, the other travel state detection unit, when the other travel state detection unit detects that the other travel state is established, a target braking force calculation unit that calculates a target braking force based on the state of the vehicle; A braking force distribution control unit that determines the braking force that is the braking force to be generated in the actuator is equal to or less than the braking force that can be generated by each actuator, and the sum of the braking forces that are distributed to be the target braking force, and generates a braking force that is distributed to each actuator. , Braking force control system.

Advantageous Effects of Invention According to the present invention, it is possible to provide a vehicle braking force control system, apparatus, and method capable of appropriately obtaining a braking force expected by a user in a driving state of the vehicle.

1 is a functional block diagram of a braking force control system and a peripheral portion thereof according to an embodiment of the present invention.
2 is a sequence diagram showing processing of the braking force control system according to an embodiment of the present invention.
3 is a graph showing an example of a target braking force map according to an embodiment of the present invention,
4 is a graph showing an example of a target braking force map according to an embodiment of the present invention,
5 is a graph showing an example of a target braking force map according to an embodiment of the present invention,
6 is a graph showing an example of a braking force and a target braking force at the time of conventional driving in other lines.

(Embodiment)

The braking force control system according to an embodiment of the present invention calculates a desired target braking force based on the vehicle speed, etc. in the driving state of the vehicle, and collectively cooperatively controls a plurality of actuators such as brakes and transmissions, which can be generated respectively. By generating a braking force within the range, the target braking force is realized.

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

<Configuration>

In Fig. 1, a functional block diagram of a braking force control system 10 and its periphery according to the present embodiment is shown. The braking force control system 10 includes a braking force control device 100 and a plurality of actuators 400 (400-1 to 400-N). The actuator 400 is a brake, an alternator, an engine, a transmission, etc., capable of generating a braking force in a driving vehicle. The braking force control device 100 includes a driving state detection unit 11, a target braking force calculation unit 12, and a braking force distribution control unit 13. The braking force control system 10 is mounted on a vehicle and is connected to a brake pedal sensor 201, an accelerator opening degree sensor 202, various other sensors, and a sensor/ECU group 203 which is a control unit called an ECU. The braking force control device 100 acquires information indicating various conditions around the vehicle or vehicle detected or controlled by the brake pedal sensor 201, the accelerator opening degree sensor 202, and the sensor/ECU group 203, and thereby Based on this, the actuator 400 is controlled.

<processing>

Hereinafter, processing executed by each unit of the braking force control system 10 will be described. 2 is a sequence diagram illustrating processing. 3, 4, and 5 are diagrams showing examples of maps used for calculation of target braking force. This process is started when the user does not perform an accelerator operation, and does not perform a brake operation, and performs other driving.

(Step S101): The riding state detection unit 11 acquires information from the brake pedal sensor 201 and the accelerator opening degree sensor 202, respectively, indicating that the brake stepped amount and the accelerator opening degree are 0, and the riding state is It detects what has been established.

(Step S102): The target braking force calculation unit 12 acquires, from the sensor/ECU group 203, the driving state, the control state, and the surrounding environment of the vehicle as the state of the vehicle. For example, the target braking force calculation unit 12 acquires the vehicle speed from a vehicle speed sensor or the like as the state of the vehicle, or acquires a drive mode, which is a driving characteristic designated by the user, from an ECU that manages various driving characteristics of the vehicle, or The road surface gradient is acquired from an acceleration sensor or the like. Alternatively, the target braking force calculation unit 12 may acquire map information from the car navigation system, or acquire information on other vehicles or obstacles around the vehicle from a camera or radar.

(Step S103): The target braking force calculation unit 12 calculates a target braking force as a preferable braking force estimated to be expected by the user from the plurality of actuators based on the vehicle condition. An example of a method of calculating the target braking force will be described with reference to FIGS. 3, 4, and 5. In the examples shown in these drawings, a map in which a target braking force is previously determined with respect to the vehicle speed is used. In either example, when the vehicle speed exceeds the predetermined value V ₀ , the braking force is generated, and the larger the vehicle speed is, the larger the braking force is set. In the example shown in Fig. 4, further consider the drive mode indicating the driving characteristics specified by the user, and when the drive mode is an eco mode that designates driving at low fuel economy, in the case of a normal mode that is a drive mode other than the eco mode. Furthermore, it is set so that the braking force becomes small. For example, the map shown in Fig. 3 is a map in the case of a normal mode, and the map in the eco mode shown in Fig. 4 is obtained by multiplying the value of the map shown in Fig. 3 by a coefficient α less than 1 Can be generated. In the example shown in FIG. 5, the road surface gradient is further considered, and when the road surface is a downhill road, the braking force is set so as to increase as compared to the case of a flat road. For example, the map shown in FIG. 3 is a map in the case of a flat road, and the map on the downhill road shown in FIG. 5 is obtained by multiplying the value of the map shown in FIG. 3 by a coefficient β greater than 1 Can be generated. In addition, when the road surface is an uphill road, it may be set so that the braking force becomes smaller than when the road surface is a flat road. For example, the map shown in FIG. 3 is a map in the case of a flat road, and a map on an uphill road can be generated by multiplying the value of the map shown in FIG. 3 by a coefficient γ smaller than 1. Further, the target braking force may be calculated based on both the drive mode and the road surface gradient. For example, the map shown in Fig. 3 is a map in the case of a flat road and a normal mode, and by multiplying the value of the map shown in Fig. 3 by the coefficient α and the coefficient β, You can create a map. Similarly, by multiplying the coefficient α and the coefficient γ by the value of the map shown in Fig. 3, it is possible to generate a map in the uphill and eco mode. In addition to or instead of these, other states may be used. For example, when a camera or radar detects that another vehicle exists within a predetermined distance in front of the vehicle, the target braking force may be calculated larger than that in the case where it does not exist. According to this example, it is possible to calculate a particularly desirable target braking force according to the user's expectation according to various conditions of the vehicle. The above description is only an example, and the method of calculating the target braking force is not particularly limited. As described above, depending on the state of the vehicle, different coefficients may be used for calculation, or a map individually generated for each state may be used.

(Step S104): Each actuator 400 is provided with a calculation unit that calculates a braking force that can be generated. When the actuator 400 is, for example, a brake, the braking force that can be generated is based on one or a combination of the rating, the estimated friction material temperature based on the use history within the nearest predetermined period, and the brake torque request value from another control system. Can be calculated by In addition, when the actuator 400 is, for example, an alternator, the braking force that can be generated can be calculated based on one or a combination of rating, battery temperature, battery charge amount (SOC), charge/discharge request value from another control system, etc. I can. In addition, when the actuator 400 is, for example, an engine, it can be calculated based on one or a combination of a catalyst warm-up state and a fuel cut request from another control system. In addition, when the actuator 400 is, for example, a transmission, a certain level of noise generated according to the engine speed, a gear shift request from another control system, etc., which is assumed during a downshift, is constant based on one or a combination. It can be calculated with accuracy. In addition, the actuator 400 is not limited to these, and may be other devices, and the braking force that can be generated may be calculated based on factors other than the above-described factors. The calculation units included in each actuator 400 respectively notify the calculated braking force to the braking force control device 100. Such calculation and notification of the possible braking force may be performed at any time by the calculation unit provided in the actuator 400 or in response to a request from the braking force control device 100. In this way, by calculating the braking force that can be generated based on the characteristics, conditions, etc. of the actuator 400, the calculation units each provided by the actuators 400 can calculate the braking force that can be generated of each actuator 400 with good accuracy. .

(Step S105): The braking force distribution control unit 13, based on the possible braking force calculated by the calculation unit provided in each actuator 400 and the target braking force calculated by the target braking force calculation unit 12, each actuator 400 ), allocates the distributed braking force. The divided braking force allocated to each actuator 400 is, for example, less than or equal to the braking force that the actuator 400 can generate, and is determined so that the sum of the divided braking forces becomes the target braking force. That is, each divided braking force is determined so as to satisfy the expression (2) while satisfying the constraint expression of the following expression (1).

Equation (1):

Distributed braking force of the actuator 400-1 ≤ braking force that can be generated by the actuator 400-1,

Distributed braking force of the actuator 400-2 ≤ braking force that can be generated by the actuator 400-2,

… ,

Distributed braking force of the actuator 400-N ≤ braking force that can be generated by the actuator 400-N

Equation (2):

Distributed braking force of the actuator 400-1

+ Distributed braking force of actuator 400-2

+…

+ Distributed braking force of actuator (400-N)

= Target braking force

In addition, in Formula (1), only an upper limit value was provided as a restriction|limiting to the distributed braking force of each actuator 400, and the lower limit value was assumed to be 0. However, for each actuator 400, there may also be a restriction that the lower limit of the braking force is greater than zero in response to requests from other control systems. For example, in an alternator, when the power storage amount of the battery is lowering, there is a case where a braking force is generated by receiving a request from the power supply control system to generate electricity with high priority, and generating electricity according to the request. The braking force distribution control unit 13, as a possible braking force calculated by a calculation unit provided in each actuator 400, also obtains such a lower limit value, and satisfies the above-described equations (1) and (2) for each divided braking force. In addition, you may determine so that the following formula (3) may be satisfied.

Equation (3):

The lower limit of the braking force of the actuator 400-1 ≤ the distributed braking force of the actuator 400-1,

The lower limit of the braking force of the actuator 400-2 ≤ the distributed braking force of the actuator 400-2,

… ,

The lower limit of the braking force of the actuator 400-N ≤ distributed braking force of the actuator 400-N

Further, for each actuator 400, a priority may be provided based on a predetermined control policy, and values of the actuator 400 to which the distributed braking force are allocated and the values of the distributed braking force may be determined in the order of priority. In other words, a large distributed braking force in a range satisfying the above equations may be sequentially assigned from the actuator 400 having a high priority, and the actuator 400 having a low priority may be assigned a distributed braking force as small as possible. For example, the higher the durability, the lower the fuel economy, or the longer the period during which the braking force can be continuously generated, the higher the priority may be determined.

The actuator 400, among a transmission, an engine, an alternator, and a brake, generally operates at all times while driving, and an engine or transmission that generates and transmits a large force has particularly high durability. As an example, when the durability is high, the transmission (gear shift down), the engine (fuel cut), the alternator (power generation), and the brake can be selected in the order of the transmission, the engine, the alternator, and the brake, starting with the high priority.

The actuator 400 may have a characteristic that makes it difficult to temporarily generate a braking force. In order to obtain the certainty of generation of the braking force, the priority of the above description may be increased as the actuator 400 is more likely to generate the braking force at an arbitrary timing. For example, among transmissions, engines, alternators, and brakes, in general, a brake that is designed with the main purpose of generating the braking force itself, and does not have a factor to suppress the generation of braking force, provides the braking force at the most arbitrary timing. It is likely to occur. As an example, from those with a high probability of generating a braking force at an arbitrary timing, a brake, a transmission, an engine, and an alternator can be set in the order of a brake, a transmission, an engine, and an alternator with a higher priority.

In addition, in order to obtain the braking force effectively, the higher the priority of the above description as the actuator 400 has a larger braking force (braking torque amount) that can be generated. For example, among transmissions, engines, alternators, and brakes, in general, a brake designed with the main purpose of generating the braking force itself generates the greatest braking force. In addition, in the transmission and engine, the mechanical resistance of the internal parts is greater than that of the alternator and may generate a braking force greater than that of the alternator. As an example, from those with a high probability of generating a large braking force, a brake, a transmission, an engine, and an alternator can be set in the order of a brake, a transmission, an engine, and an alternator with a higher priority.

In addition, in order to obtain the braking force with good accuracy, the priority of the above description may be increased as the actuator 400 easily controls the braking force with good accuracy. For example, among transmissions, engines, alternators, and brakes, in general, a brake designed with the main purpose of generating a braking force itself is likely to generate a desired braking force with the best accuracy. In addition, the transmission and the alternator can gradually control the braking force rather than the fuel cut of the engine by gradually changing the gear ratio and the amount of power generation, respectively. As an example, if a braking force is likely to be generated with good accuracy, a brake, a transmission, an alternator, and an engine can be selected in the order of a brake, a transmission, an alternator, and an engine with a high priority.

In addition, in order to stably obtain the braking force, the priority of the above description may be increased as the actuator 400 is less susceptible to disturbances and has stable characteristics. For example, among transmissions, engines, brakes, and alternators, generally, the braking force of the transmission is determined according to the gear ratio, and is relatively difficult to be affected by other factors. In addition, the alternator is liable to change its operating characteristics due to a difference in charge/discharge capability depending on the temperature of the battery. As an example, from the ones that are less susceptible to the influence of disturbances and the characteristics are highly likely to be stable, the transmission, the engine, the brake, and the alternator can be referred to as the transmission, the engine, the brake, and the alternator in the order of the highest priority.

In addition, in order to improve fuel efficiency or suppress fuel efficiency deterioration, the priority of the above description may be increased as the actuator 400 has a small adverse effect on fuel efficiency. For example, among transmissions, engines, brakes, and alternators, in general, fuel cut in the engine or regenerative power generation by an alternator rather contributes to fuel economy improvement. As an example, when the possibility of adverse effects on fuel economy is small, engine, alternator, transmission, and brake are referred to as engines, alternators, transmissions, and brakes, the order of priority is high, engine, alternator, transmission, and brake.

The above priority is an example, and the priority or the method of determining the distributed braking force is not limited. The priority may be, for example, an engine, a transmission, an alternator, or a brake from a high one. According to this priority, it is possible to stably and effectively generate a braking force by the transmission, while the engine and the transmission are preferentially used, and fuel economy deterioration is suppressed by fuel cut of the engine. Further, the priority may be set according to the vehicle type, driving mode, or the like. For example, in the low fuel economy mode, the priority is set in the order of engine, alternator, transmission, and brake from the one having a small adverse effect on fuel economy, and in other modes, the priority is set from the high durability to the transmission, engine, alternator, and so on. You may set it in the order of the brakes.

(Step S106): The braking force distribution control unit 13 instructs each actuator 400 to generate the assigned braking force distribution.

(Step S107): Each actuator 400 generates a distributed braking force according to the instruction.

The above sequence is terminated when, for example, the user performs an accelerator operation or a brake operation to cancel the riding state, but until then, the processes from steps S102 to S106 are repeated, and the braking force control according to the vehicle speed, etc. is continued. . Further, when the other line operation is performed again after the other line state is canceled, the processing from step S101 is executed again. In addition, when the vehicle is an electric vehicle, a motor may be used instead of an engine or the like as an actuator. In addition, the configuration of each part of the braking force control system according to the present invention is not limited to this embodiment, and a plurality of actuators capable of generating the braking force of the vehicle, and a target braking force calculation that calculates the target braking force based on the state of the vehicle When the accelerator operation is not performed and the brake operation is not performed while the vehicle is running, the distributed braking force allocated to each actuator is determined so that the sum of these becomes the target braking force, and distributed to each actuator. When the function of the braking force distribution control unit for controlling generating braking force is realized, various modifications can be made. In addition, the plurality of actuators 400 may be other than the illustrated brake, alternator, engine, and transmission as long as they are functional units capable of generating braking force provided in the vehicle, and combinations of two or more actuators 400 are not limited.

In addition, as an external device of the braking force control system 10, when the vehicle is equipped with a vehicle-mounted device called an exercise manager that collectively manages and controls the movement of the vehicle, the braking force control system 10 You may receive from the exercise manager in the form of braking force (N) or the like.

In this case, since the braking force control system 10 itself does not need to calculate the target braking force, it is not necessary to have the riding state detection unit 11 and the target braking force calculation unit 12. In addition, the braking force control system 10 does not need to acquire information from the brake pedal sensor 201, the accelerator opening degree sensor 202, the sensor/ECU group 203, or the like. In this configuration, the braking force distribution control unit 13 notifies the exercise manager of the range (availability) of the braking force N that can be currently generated.

The exercise manager, for example, from one or more other on-vehicle devices having a function of determining acceleration/deceleration of the vehicle based on information from various sensors for driving assistance, in the form of ^{acceleration (m/s 2 ), etc.} The acceleration/deceleration request is received, and based on this and at least the availability, a target braking force is determined within the range of the availability.

In this way, the braking force distribution control unit 13 acquires the target braking force from the exercise manager. With such a configuration, the braking force control system 10 can receive a target braking force matched with an acceleration/deceleration request from other on-vehicle devices that provide various driving assistance without independently calculating the target braking force. Accordingly, redundancy of processing can be eliminated, designing and mounting can be facilitated, and it is possible to easily cope with expansion of future driving support functions. In this way, the braking force control system 10 may be mounted as part of an integrated driving support system on the premise of an exercise manager.

<Effect>

According to the present invention, in the other driving state of the vehicle, a desired target braking force expected by the user is estimated based on various conditions of the vehicle, and braking force can be generated by cooperatively controlling a plurality of actuators so that the target braking force is achieved. Desirable braking force control can be performed.

In addition, the present invention is not only understood as a braking force control system including a braking force control device and an actuator, but also a braking force control device and a computer-readable non-transitory recording medium storing a method, program, and program executed by the computer or braking force control It is also possible to identify as a vehicle equipped with the system.

The present invention is useful for a braking force control system such as a vehicle.

Claims (14)

As a vehicle braking force control system,
A plurality of actuators capable of generating a vehicle braking force,
An off-road state detection unit that detects that the off-road state has been established when no accelerator operation is performed while the vehicle is running, and no brake operation is performed, and
A target braking force calculation unit configured to calculate a target braking force, which is a braking force estimated to be expected by a user from the plurality of actuators, based on the state of the vehicle, when the driving state detection unit detects that the driving state is established;
A distributed braking force, which is a braking force to be generated in each of the actuators, is determined to be less than or equal to the braking force that can be generated by each of the actuators, and the sum of the distributed braking forces is the target braking force, and control for generating the distributed braking force to each of the actuators It is provided with a braking force distribution control unit to perform,
The state of the vehicle includes the speed of the vehicle,
The target braking force calculation unit, when the vehicle speed is large, calculates the target braking force as a larger value than when the vehicle speed is small. delete delete The method of claim 1,
The state of the vehicle further includes a drive mode indicating a driving characteristic designated by the user,
The target braking force calculation unit further calculates the target braking force to a smaller value when the drive mode is a low fuel economy mode than in other modes. The method of claim 1,
The state of the vehicle further includes a road surface gradient,
The target braking force calculation unit further calculates the target braking force as a larger value when the road surface is a downhill road than when the road surface is a flat road. The method of claim 1,
Each of the actuators each has a calculation unit for calculating a braking force that can be generated by each of the actuators,
The braking force distribution control unit obtains a braking force that can be generated by each of the actuators from each of the calculation units provided in each of the actuators. The method of claim 6,
The plurality of actuators,
A brake having the calculation unit calculating the possible braking force based on at least one of a rating, an estimated friction material temperature based on a usage history, and a brake torque request value,
An alternator including the calculation unit calculating the possible braking force based on at least one of a rating, a battery temperature, a battery charge amount, and a charge/discharge request value,
An engine including the calculation unit for calculating the possible braking force based on at least one of a catalyst warm-up state and a fuel cut request, and
A braking force control system comprising at least one of a transmission including the calculation unit that calculates the generated braking force based on at least one of a noise after a downshift and a gear shift request. The method of claim 1,
The braking force distribution control unit determines the actuators that generate braking force in order of a predetermined priority. The method of claim 8,
The braking force distribution control unit determines the predetermined priority based on at least one of the certainty of operation, possible braking force, control accuracy, stability against disturbance, influence on fuel economy, and durability of each of the actuators. , Braking force control system. The method of claim 8,
The braking force distribution control unit sets the order of the predetermined priority from high to a transmission, an engine, an alternator, and a brake. As a vehicle braking force control device,
An off-road state detection unit that detects that the off-road state has been established when no accelerator operation is performed while the vehicle is running, and no brake operation is performed, and
A target braking force calculation unit configured to calculate a target braking force, which is a braking force estimated to be expected by a user from a plurality of actuators, based on a state of the vehicle, when the driving state detection unit detects that the driving state is established;
A distributed braking force, which is a braking force to be generated for each of a plurality of actuators capable of generating a braking force of a vehicle, is less than or equal to the braking force that can be generated by each of the actuators, and the sum of the distributed braking forces is determined to be the target braking force, and each of the above And a braking force distribution control unit for controlling to generate the distribution braking force to the actuator,
The state of the vehicle includes the speed of the vehicle,
The target braking force calculation unit, when the vehicle speed is large, calculates the target braking force as a larger value than when the vehicle speed is small. As a braking force control method executed by a computer of a vehicle braking force control device,
An off-road state detection step of detecting that the off-road state has been established when no accelerator operation is performed while the vehicle is running, and no brake operation is performed; and
A target braking force calculation step of calculating a target braking force, which is a braking force estimated to be expected by a user from a plurality of actuators, based on a state of the vehicle, when detecting that the driving condition is established in the riding state detection step; and
A distributed braking force, which is a braking force to be generated for each of a plurality of actuators capable of generating a braking force of a vehicle, is less than or equal to the braking force that can be generated by each of the actuators, and the sum of the distributed braking forces is determined to be the target braking force, and each of the above A braking force distribution control step of performing control to generate the distribution braking force to the actuator,
The state of the vehicle includes the speed of the vehicle,
In the step of calculating the target braking force, when the vehicle speed is large, the target braking force is calculated as a larger value than when the vehicle speed is small. As a vehicle braking force control system,
A plurality of actuators capable of generating a vehicle braking force,
A target braking force calculation unit that calculates a target braking force, which is a braking force estimated to be expected by a user from the plurality of actuators, based on the state of the vehicle;
When the accelerator operation is not performed and the brake operation is not performed while the vehicle is running, a plurality of distributed braking forces are determined so that the sum of the distributed braking forces becomes the target braking force, and the distributed braking force is applied to each of the actuators. It has a braking force distribution control unit that performs control to generate,
The state of the vehicle includes the speed of the vehicle,
The target braking force calculation unit, when the vehicle speed is large, calculates the target braking force as a larger value than when the vehicle speed is small. As a vehicle braking force control system,
A plurality of actuators capable of generating a vehicle braking force,
Notifying an external device of the range of braking force that can be generated using the plurality of actuators,
From the external device, a target braking force, which is a braking force estimated to be expected by a user, is acquired from the plurality of actuators determined within the range and calculated based on the state of the vehicle,
A distributed braking force, which is a braking force to be generated in each of the actuators, is determined so that the sum of the distributed braking forces is the target braking force within the range of the braking force that can be generated by each of the actuators, and generating the distributed braking force to each of the actuators. It is provided with a braking force distribution control unit for controlling,
The state of the vehicle includes the speed of the vehicle,
When the vehicle speed is large, the target braking force is calculated as a larger value than when the vehicle speed is small.

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