Control device, control method, and control system

Abstract

To appropriately perform pressure increase control for automatically increasing wheel cylinder pressure.SOLUTION: The control device is a control device for a vehicle including the pressure increasing device (electric booster 22) that automatically increases the wheel cylinder pressure by increasing the master cylinder pressure, and the pump 46 that automatically increases the wheel cylinder pressure by supplying the brake fluid from the master cylinder 23 to the wheel cylinder 25. The brake control device is provided with a control unit for executing a first pressure increasing control for automatically increasing the wheel cylinder pressure using a pressure increasing device on the basis of the detection result of the hydraulic pressure of the brake fluid and a second pressure increasing control for automatically increasing the wheel cylinder pressure using a pump (46), and when both a request for the first pressure increasing control and a request for the second pressure increasing control occur, the control unit executes a third pressure increasing control for automatically increasing the wheel cylinder pressure using one of the pressure increasing device and the pump (46) without using the other of the pressure increasing device and the pump (46).SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a control device, a control method, and a control system. [Background technology]

[0002] In a vehicle, for example, a hydraulic control unit is provided as a device for controlling the braking force acting on the wheels. For example, as disclosed in Patent Document 1, a plurality of valves and a pump are provided in a flow path within the hydraulic control unit, and by controlling the operation of each valve and pump, the wheel cylinder pressure, which is the hydraulic pressure in the wheel cylinder, is controlled, thereby controlling the braking force acting on the wheels. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-052519 Summary of the Invention [Problem to be solved by the invention]

[0004] Here, various types of assistance controls for assisting the driver of a vehicle may include pressure increase control that automatically increases wheel cylinder pressure. The pressure increase control may be performed in two ways: a first pressure increase control that uses a pressure increase device that automatically increases the wheel cylinder pressure by increasing the master cylinder pressure, which is the hydraulic pressure in the master cylinder; and a second pressure increase control that uses a pump that automatically increases the wheel cylinder pressure by supplying brake fluid from the master cylinder to the wheel cylinder. When two types of devices are installed to automatically increase the wheel cylinder pressure, it is necessary to appropriately control the two devices and appropriately perform the pressure increase control.

[0005] In view of the above, an object of the present invention is to provide a control device, a control method, and a control system that can appropriately perform pressure increase control to automatically increase wheel cylinder pressure. [Means for solving the problem]

[0006] In order to solve the above problem, the control device is a vehicle control device that includes a pressure booster device that automatically increases the wheel cylinder pressure, which is the hydraulic pressure in the wheel cylinder, by increasing the master cylinder pressure, which is the hydraulic pressure in the master cylinder, and a pump that automatically increases the wheel cylinder pressure by supplying brake fluid from the master cylinder to the wheel cylinder, and is equipped with a control unit that executes a first pressure boost control that automatically increases the wheel cylinder pressure using the pressure booster device based on the detection results of the hydraulic pressure of the brake fluid, and a second pressure boost control that automatically increases the wheel cylinder pressure using the pump, and when a request for both the first pressure boost control and the second pressure boost control is issued, the control unit executes a third pressure boost control that automatically increases the wheel cylinder pressure using either the pressure booster device or the pump, but not using the other.

[0007] In order to solve the above problem, the control method is a control method for a vehicle equipped with a pressure booster device that automatically increases the wheel cylinder pressure, which is the hydraulic pressure in the wheel cylinder, by increasing the master cylinder pressure, which is the hydraulic pressure in the master cylinder, and a pump that automatically increases the wheel cylinder pressure by supplying brake fluid from the master cylinder to the wheel cylinder, in which a control unit of the control device executes a first pressure boost control that automatically increases the wheel cylinder pressure using the pressure booster device based on the detection result of the hydraulic pressure of the brake fluid, and a second pressure boost control that automatically increases the wheel cylinder pressure using the pump, and when a request for both the first pressure boost control and the second pressure boost control is made, the control unit executes a third pressure boost control that automatically increases the wheel cylinder pressure using one of the pressure booster device and the pump, but not using the other.

[0008] In order to solve the above problem, the control system is a vehicle control system comprising: a first control unit including a pressure booster device that automatically increases the wheel cylinder pressure, which is the hydraulic pressure in the wheel cylinder, by increasing the master cylinder pressure, which is the hydraulic pressure in the master cylinder; and a second control unit including a pump that automatically increases the wheel cylinder pressure by supplying brake fluid from the master cylinder to the wheel cylinder, wherein the first control unit includes a first control unit that executes a first pressure boost control that automatically increases the wheel cylinder pressure using the pressure booster device based on the detection result of the hydraulic pressure of the brake fluid, and the second control unit includes a second control unit that executes a second pressure boost control that automatically increases the wheel cylinder pressure using the pump, and when a request for both the first pressure boost control and the second pressure boost control is made, the second control unit stops driving the pressure booster device and executes a third pressure boost control that automatically increases the wheel cylinder pressure using the pump. [Effects of the Invention]

[0009] According to the present invention, it is possible to appropriately execute pressure increase control for automatically increasing the wheel cylinder pressure. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic diagram showing a general configuration of a vehicle according to an embodiment of the present invention; [Figure 2] 1 is a schematic diagram showing a general configuration of a brake system for a vehicle according to an embodiment of the present invention; [Figure 3] 1 is a block diagram showing an example of a functional configuration of a vehicle control system according to an embodiment of the present invention; [Figure 4] 4 is a flowchart illustrating an example of a flow of processing performed by a control device according to an embodiment of the present invention. [Figure 5] 10 is a graph showing an example of transitions of various state quantities according to a comparative example. [Figure 6] 4 is a graph showing an example of transitions of various state quantities according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0011] Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Dimensions, materials, and other specific values ​​shown in the embodiments are merely examples for facilitating understanding of the invention and, unless otherwise specified, do not limit the present invention. In this specification and drawings, elements having substantially the same functions and configurations are designated by the same reference numerals to avoid redundant explanation, and elements not directly related to the present invention are not shown.

[0012] <Vehicle configuration> The configuration of a vehicle 10 according to an embodiment of the present invention will be described.

[0013] 1 is a schematic diagram showing the general configuration of a vehicle 10. As shown in FIG. 1, the vehicle 10 includes a steering mechanism 11, a drive source 12, a hydraulic control unit 13, a plurality of ambient environment sensors 14, a plurality of wheel speed sensors 15, a cabin camera 16, and an input device 17.

[0014] The steering mechanism 11 is a mechanism that changes the steering angle of the vehicle 10. The steering angle of the vehicle 10 means the turning angle of the tires of the vehicle 10. The steering mechanism 11 includes a steering wheel 11a. The driver of the vehicle 10 can change the steering angle by performing a steering operation using the steering wheel 11a.

[0015] The drive source 12 outputs a drive force that is transmitted to the drive wheels of the vehicle 10. Examples of the drive source 12 include an engine and an electric motor.

[0016] The hydraulic pressure control unit 13 controls the braking force of the vehicle 10. The hydraulic pressure control unit 13 controls the braking force applied to the wheels by controlling the wheel cylinder pressure, which is the hydraulic pressure of the brake fluid in the wheel cylinder. Details of the hydraulic pressure control unit 13 will be described later.

[0017] The ambient environment sensors 14 detect ambient environment information relating to the environment around the vehicle 10. In the example of FIG. 1 , four ambient environment sensors 14 are provided at the left front, right front, left rear, and right rear of the vehicle 10, respectively. The left front ambient environment sensor 14 detects ambient environment information on the left front of the vehicle 10. The right front ambient environment sensor 14 detects ambient environment information on the right front of the vehicle 10. The left rear ambient environment sensor 14 detects ambient environment information on the left rear of the vehicle 10. The right rear ambient environment sensor 14 detects ambient environment information on the right rear of the vehicle 10.

[0018] The ambient environment information detected by the ambient environment sensor 14 may be information related to the distance or direction to an object located around the vehicle 10 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of the object located around the vehicle 10 (e.g., type of object, shape of the object itself, markings on the object, etc.). The ambient environment sensor 14 may be, for example, a radar, a lidar sensor, an ultrasonic sensor, etc.

[0019] The wheel speed sensor 15 is provided on each wheel and detects the wheel speed of each wheel.

[0020] The interior camera 16 is a camera for detecting the condition inside the cabin of the vehicle 10. The interior camera 16 is provided inside the cabin of the vehicle 10. For example, the interior camera 16 is provided near the rearview mirror inside the cabin of the vehicle 10 and faces downward and rearward. In particular, the interior camera 16 can capture an image of the driver of the vehicle 10. As will be described later, the image captured by the interior camera 16 is used to obtain information about the driver's physical condition.

[0021] The input device 17 is a device that accepts operations by the driver of the vehicle 10. The input device 17 is provided, for example, near the driver's seat. However, the location of the input device 17 is not particularly limited. The input device 17 includes, for example, a push button or the like that is used for operation by the driver. As will be described later, the input device 17 can be used when activating control for automatically braking the vehicle 10 (specifically, brake maintenance control, which will be described later).

[0022] Fig. 2 is a schematic diagram showing the general configuration of a brake system 20 of a vehicle 10. The brake system 20 is mounted on the vehicle 10 and controls the braking force generated in the vehicle 10. As shown in Fig. 2, the brake system 20 includes a hydraulic control unit 13, a brake pedal 21, an electric booster 22, a master cylinder 23, a reservoir 24, a wheel cylinder 25, and wheels 26.

[0023] The vehicle 10 has, for example, four wheels 26. The brake system 20 controls the braking force acting on each wheel 26 by controlling the hydraulic pressure (i.e., wheel cylinder pressure) of the wheel cylinders 25 provided in each of these wheels 26. In FIG. 2, for ease of understanding, only the parts related to two of the four wheels 26 (e.g., the left front wheel and the right rear wheel) are shown, and the parts related to the other two wheels 26 (e.g., the right front wheel and the left rear wheel) are not shown. Note that the number of wheels 26 may be other than four.

[0024] The brake pedal 21 is used by the driver to apply the brakes. When applying the brakes, the driver depresses the brake pedal 21. The electric booster 22 is connected to the brake pedal 21 and works in conjunction with the brake pedal 21 to amplify the force applied to the brake pedal 21. Specifically, the electric booster 22 incorporates a piston that reciprocates in conjunction with the brake pedal 21, and is connected to a master cylinder 23. As the piston moves in response to the brake application, the master cylinder pressure, which is the hydraulic pressure in the master cylinder 23, is increased. In this way, the electric booster 22 can generate master cylinder pressure in accordance with the amount of brake application. The reservoir 24 is attached to the master cylinder 23 and stores brake fluid.

[0025] Here, the electric booster 22 is electrically operable. Therefore, by operating the electric booster 22 (specifically, a piston) using electric power, it is possible to assist the depression force on the brake pedal 21. Furthermore, by operating the electric booster 22 (specifically, a piston) using electric power, it is possible to increase the master cylinder pressure without requiring a brake operation, thereby automatically increasing the wheel cylinder pressure. The electric booster 22 is included in the boost control unit 18. The boost control unit 18 will be described in detail later.

[0026] The hydraulic pressure control unit 13 includes a base 13a in which a flow path for brake fluid is formed. The master cylinder 23 and each wheel cylinder 25 are connected to the base 13a of the hydraulic pressure control unit 13. When the wheel cylinder pressure, which is the hydraulic pressure in the wheel cylinder 25, increases, the brake pads (not shown) operate to press against the brake discs (not shown), thereby applying a braking force corresponding to the wheel cylinder pressure to the wheels 26.

[0027] The base body 13a of the hydraulic control unit 13 is formed with brake fluid flow paths, including a main flow path 31, a sub-flow path 32, and a supply flow path 33. The main flow path 31 distributes the brake fluid in the master cylinder 23 to the wheel cylinders 25. The sub-flow path 32 releases the brake fluid in the wheel cylinders 25. The supply flow path 33 supplies the brake fluid in the master cylinder 23 to the sub-flow path 32.

[0028] In addition, the base 13a of the hydraulic control unit 13 is provided with components for controlling the braking force generated on each wheel 26, including an inlet valve (EV) 41, a release valve (AV) 42, a first valve (USV) 43, a second valve (HSV) 44, an accumulator 45, a pump 46, and a motor 47.

[0029] The main flow path 31 connects the master cylinder 23 and the wheel cylinders 25. The main flow path 31 includes one first main flow path 31a and two second main flow paths 31b. The first main flow path 31a is connected to the master cylinder 23. The two second main flow paths 31b branch off from the first main flow path 31a and are connected to the wheel cylinders 25, respectively. A first valve 43 is provided in the first main flow path 31a. An inlet valve 41 is provided in the second main flow path 31b.

[0030] The sub-path 32 communicates the wheel cylinder 25 side of the main path 31 relative to the inlet valve 41 with the master cylinder 23 side of the main path 31 relative to the inlet valve 41 and the wheel cylinder 25 side of the first valve 43. The sub-path 32 includes two first sub-paths 32a and one second sub-path 32b. Each first sub-path 32a is connected to the wheel cylinder 25 side of the main path 31 relative to the inlet valve 41. The second sub-path 32b connects the junction of the two first sub-paths 32a with the master cylinder 23 side of the main path 31 relative to the inlet valve 41 and the wheel cylinder 25 side of the first valve 43. A release valve 42 is provided in the first sub-path 32a. An accumulator 45 and a pump 46 are provided in the second sub-path 32b, in this order from the first sub-path 32a side.

[0031] The pump 46 is driven by the motor 47 and sucks brake fluid from the first sub-channel 32a and discharges it to the main channel 31. The pump 46 is a reciprocating plunger pump. Specifically, the plunger of the pump 46 is intermittently pressed by an eccentric cam provided on the output shaft of the motor 47, thereby causing the pump 46 to pump and deliver brake fluid.

[0032] The supply passage 33 communicates the master cylinder 23 side of the first valve 43 in the main passage 31 with the suction side of the pump 46 in the sub-passage 32. A second valve 44 is provided in the supply passage 33.

[0033] The inlet valve 41 is, for example, a solenoid valve that is open in a de-energized state and closed in a powered state. The release valve 42 is, for example, a solenoid valve that is closed in a de-energized state and open in a powered state. The first valve 43 is, for example, a solenoid valve that is open in a de-energized state and closed in a powered state. The second valve 44 is, for example, a solenoid valve that is closed in a de-energized state and open in a powered state. By controlling the operation of these valves and the motor 47, the braking force acting on each wheel 26 is controlled.

[0034] The hydraulic control unit 13 is provided with a master cylinder pressure sensor 48. The master cylinder pressure sensor 48 detects the hydraulic pressure (i.e., the master cylinder pressure) of the master cylinder 23. The master cylinder pressure sensor 48 is provided, for example, on the master cylinder 23 side of the second valve 44 in the supply flow path 33. However, the location of the master cylinder pressure sensor 48 is not particularly limited.

[0035] For example, during normal operation when antilock brake control (described later) or the like is not being executed, inlet valve 41 is open, release valve 42 is closed, first valve 43 is open, and second valve 44 is closed. This allows brake fluid to flow from master cylinder 23 to wheel cylinders 25 only through main flow path 31, without passing through sub-flow path 32 and supply flow path 33. When brake pedal 21 is depressed in this state, the master cylinder pressure is increased, which in turn increases wheel cylinder pressure, thereby applying braking force to wheels 26.

[0036] Furthermore, for example, when anti-lock brake control, which is a control for preventing the wheels 26 from locking, is executed, first, the inlet valve 41 is closed, the release valve 42 is opened, the first valve 43 is opened, and the second valve 44 is closed. This stops the flow of brake fluid between the main flow path 31 and the wheel cylinders 25, allowing brake fluid to flow from the wheel cylinders 25 to the secondary flow path 32. Therefore, brake fluid flows from the wheel cylinders 25 to the accumulator 45, reducing the wheel cylinder pressure and the braking force applied to the wheels 26. The brake fluid that has flowed into the accumulator 45 is returned to the main flow path 31 via the secondary flow path 32 by driving the pump 46.

[0037] Then, from the above state, both the inlet valve 41 and the release valve 42 are closed, stopping the flow of brake fluid between the main flow path 31 and the sub-flow path 32 and the wheel cylinders 25, maintaining the wheel cylinder pressure and maintaining the braking force applied to the wheels 26. Thereafter, the inlet valve 41 is opened and the release valve 42 is closed, restarting the flow of brake fluid between the main flow path 31 and the wheel cylinders 25, increasing the wheel cylinder pressure and increasing the braking force applied to the wheels 26.

[0038] Here, the hydraulic control unit 13 can also automatically increase the wheel cylinder pressure without requiring a brake operation. For example, when automatically increasing the wheel cylinder pressure without requiring a brake operation, the inlet valve 41 is opened, the release valve 42 is closed, the first valve 43 is closed, and the second valve 44 is opened. This allows brake fluid to flow from the master cylinder 23 to the wheel cylinder 25 via the supply flow path 33 and the sub-flow path 32. In this state, the pump 46 is driven to increase the wheel cylinder pressure, generating a braking force that brakes the wheel 26.

[0039] FIG. 3 is a block diagram showing an example of the functional configuration of a control system 100 for vehicle 10. The control system 100 is mounted on vehicle 10 and controls the operation of each device on vehicle 10. As shown in FIG. 3, the control system 100 includes a boost control unit 18 and a hydraulic control unit 13. The boost control unit 18 is an example of a first control unit that includes an electric booster 22, which is a pressure booster that automatically boosts wheel cylinder pressure by boosting master cylinder pressure. The hydraulic control unit 13 is an example of a second control unit that includes a pump 46 that automatically boosts wheel cylinder pressure by supplying brake fluid from the master cylinder 23 to wheel cylinders 25.

[0040] The control system 100 includes a first control device 50a and a second control device 50b as control devices 50. The first control device 50a is included in the boost control unit 18. As described above, the boost control unit 18 includes the electric booster 22. The second control device 50b is included in the hydraulic control unit 13. As described above, the hydraulic control unit 13 includes various devices such as the pump 46, the motor 47, and the master cylinder pressure sensor 48. The first control device 50a and the second control device 50b are capable of communicating with each other.

[0041] Each control device 50 of the first control device 50a and the second control device 50b includes a CPU (Central Processing Unit), which is an arithmetic processing device, a ROM (Read Only Memory), which is a memory element that stores programs and calculation parameters used by the CPU, and a RAM (Random Access Memory), which is a memory element that temporarily stores parameters that change appropriately during CPU execution.

[0042] 3, each control device 50 includes, for example, an acquisition unit 51 and a control unit 52. Specifically, the first control device 50a includes a first acquisition unit 51a as the acquisition unit 51 and a first control unit 52a as the control unit 52. Furthermore, the second control device 50b includes a second acquisition unit 51b as the acquisition unit 51 and a second control unit 52b as the control unit 52.

[0043] As described above, in the control system 100, the control device 50 is divided into a first control device 50a of the boost control unit 18 and a second control device 50b of the hydraulic control unit 13. However, there may be only one control device 50, and in that case, the control device 50 may be included in any of the control units. The control device 50 may also be divided into three or more. Furthermore, when the control device 50 is divided into multiple devices, each device may be divided into any of the control units. Furthermore, when the control device 50 is divided into multiple devices, the way in which the functions of the acquisition unit 51 and the control unit 52 are shared can be set arbitrarily.

[0044] The acquisition unit 51 acquires information from each device in the vehicle 10. In this specification, acquisition of information may include extraction or generation (for example, calculation) of information.

[0045] The first acquisition unit 51a of the first control device 50a acquires information from the ambient environment sensor 14, the wheel speed sensor 15, the cabin camera 16, and the master cylinder pressure sensor 48. For example, the first acquisition unit 51a can acquire ambient environment information about the vehicle 10 based on the detection result of the ambient environment sensor 14. Also, for example, the first acquisition unit 51a can acquire speed information about the vehicle 10 based on the detection result of the wheel speed sensor 15. Also, for example, the first acquisition unit 51a can acquire physical condition information about the driver based on the detection result of the cabin camera 16. Also, for example, the first acquisition unit 51a can acquire master cylinder pressure information based on the detection result of the master cylinder pressure sensor 48.

[0046] The physical condition information may be information that directly indicates the physical condition of the driver, or may be information that can be substantially converted into the physical condition of the driver. The first acquisition unit 51a can acquire the physical condition information of the driver, for example, by performing image processing on an image of the driver captured by the vehicle interior camera 16.

[0047] The second acquisition unit 51b of the second control device 50b acquires information from the input device 17. For example, the second acquisition unit 51b can acquire information related to an operation by the driver of the vehicle 10 (for example, information indicating whether or not an operation for activating brake maintenance control, which will be described later, has been performed) based on the detection result of the input device 17.

[0048] The control unit 52 controls the operation of each device in the vehicle 10. Here, the control unit 52 can execute various types of assistance control to assist the driver of the vehicle 10 by controlling the operation of each device in the vehicle 10. In these various types of assistance control, the control unit 52 executes braking control to automatically brake the vehicle 10.

[0049] The first control unit 52a of the first control device 50a can execute, as an assist control, a control that uses information about the surrounding environment of the vehicle 10. Examples of such assist control include adaptive cruise control and automatic emergency braking.

[0050] Adaptive cruise control is a control for maintaining a constant inter-vehicle distance between the vehicle 10 and a preceding vehicle. For example, the first control unit 52a uses information on the inter-vehicle distance between the vehicle 10 and the preceding vehicle as ambient environment information, and automatically controls the speed of the vehicle 10 so that the inter-vehicle distance is maintained at a target distance.

[0051] Automatic emergency braking is a control that automatically brakes the vehicle 10 to avoid a collision between the vehicle 10 and a surrounding object (e.g., another vehicle). For example, the first control unit 52a uses information on the distance between the vehicle 10 and the surrounding object and information on the relative speed of the vehicle 10 with respect to the surrounding object as surrounding environment information, and automatically brakes the vehicle 10 when the possibility of a collision between the vehicle 10 and the surrounding object, which is identified based on the information, is higher than a reference value.

[0052] In the above-described assistance control, the first control unit 52a automatically brakes the vehicle 10 based on the ambient environment information of the vehicle 10. In this way, braking control that automatically brakes the vehicle 10 based on the ambient environment information is also referred to as first braking control.

[0053] Furthermore, the first control unit 52a can execute, as the assistance control, for example, control that uses physical condition information of the driver of the vehicle 10. An example of such assistance control is medical braking.

[0054] The medical brake is a control that automatically brakes the vehicle 10 when it is determined that the driver of the vehicle 10 is in poor physical condition. For example, the first control unit 52a determines whether the driver is in poor physical condition based on the physical condition information, and automatically brakes the vehicle 10 when it is determined that the driver of the vehicle 10 is in poor physical condition.

[0055] In the above-described assistance control, the first control unit 52a automatically brakes the vehicle 10 based on the physical condition information of the driver of the vehicle 10. This braking control that automatically brakes the vehicle 10 based on the physical condition information of the driver is also referred to as second braking control.

[0056] Then, the first control unit 52a executes a first pressure increase control that automatically increases the wheel cylinder pressure using the electric booster 22 during the first braking control based on the above-mentioned ambient environment information or the second braking control based on the above-mentioned physical condition information.

[0057] In the first pressure increase control, the first control unit 52a controls the hydraulic control unit 13 to a state in which the inlet valve 41 is open, the release valve 42 is closed, the first valve 43 is open, and the second valve 44 is closed. For example, the first control unit 52a can control the open / closed state of each valve as described above by sending control commands for each valve to the second control unit 52b. This causes brake fluid to flow from the master cylinder 23 to the wheel cylinders 25 only through the main flow path 31, without passing through the sub-flow path 32 or the supply flow path 33. In this state, the first control unit 52a increases the master cylinder pressure by operating the electric booster 22 (specifically, the piston of the electric booster 22) using electric power. This automatically increases the wheel cylinder pressure.

[0058] Here, in the first pressure-increase control, the first control unit 52a automatically increases the wheel cylinder pressure based on the detection result of the master cylinder pressure. Specifically, in the first pressure-increase control, the first control unit 52a regards the detected value of the master cylinder pressure as the actual value of the wheel cylinder pressure, determines a control command for the electric booster 22 through feedback control, and controls the electric booster 22. In the above feedback control, the first control unit 52a outputs a control command to the electric booster 22 according to the difference between the detected value of the master cylinder pressure and the target value of the wheel cylinder pressure so that the detected value of the master cylinder pressure approaches the target value of the wheel cylinder pressure. This makes it possible to bring the actual value of the wheel cylinder pressure closer to the target value of the wheel cylinder pressure. Note that the above feedback control may be, for example, PID control, PI control, or P control.

[0059] The second control unit 52b of the second control device 50b can execute, as the assist control, for example, a control that starts in response to a switch operation by the driver of the vehicle 10. An example of such an assist control is brake maintenance control.

[0060] The brake maintenance control is a control that automatically brakes the vehicle 10 when a switch operation is performed by the driver of the vehicle 10. In the vehicle 10, for example, the driver can activate the brake maintenance control by performing a switch operation using the input device 17. For example, by activating the brake maintenance control while the vehicle 10 is stopped, the driver can maintain the vehicle 10 in a stopped state without continuously performing a brake operation. The second control unit 52b determines whether a switch operation has been performed based on information related to the driver's operation acquired from the input device 17, and automatically brakes the vehicle 10 when it is determined that a switch operation has been performed.

[0061] In the above-described assistance control, the second control unit 52b automatically brakes the vehicle 10 when a switch operation is performed by the driver of the vehicle 10. In this way, braking control that automatically brakes the vehicle 10 when a switch operation is performed is also referred to as third braking control.

[0062] Then, the second control section 52b executes second pressure increase control, which automatically increases the wheel cylinder pressure using the pump 46, during the third braking control based on the switch operation.

[0063] In the second pressure-increase control, the second control unit 52b controls the hydraulic control unit 13 to a state in which the inlet valve 41 is open, the release valve 42 is closed, the first valve 43 is closed, and the second valve 44 is open. This allows brake fluid to flow from the master cylinder 23 to the wheel cylinders 25 via the supply flow path 33 and the sub-flow path 32. In this state, the second control unit 52b uses electric power to operate the motor 47, thereby driving the pump 46. This automatically increases the wheel cylinder pressure.

[0064] <Control device operation> The operation of the control device 50 according to the embodiment of the present invention will be described.

[0065] As described above, the control unit 52 can execute a first pressure-increase control that automatically increases the wheel cylinder pressure using the electric booster 22, and a second pressure-increase control that automatically increases the wheel cylinder pressure using the pump 46. Specifically, the first control unit 52a of the first control device 50a executes the first pressure-increase control, and the second control unit 52b of the second control device 50b executes the second pressure-increase control. In other words, the vehicle 10 is equipped with two types of devices, the electric booster 22 and the pump 46, that automatically increase the wheel cylinder pressure.

[0066] However, a situation may arise in which both a request for the first pressure-increase control and a request for the second pressure-increase control are made (i.e., simultaneously). For example, in a situation in which a deceleration request is made in the adaptive cruise control, an automatic emergency brake is activated, or a medical brake is activated (i.e., a situation in which a request for the first pressure-increase control is made), the driver may erroneously operate a switch to activate the brake maintenance control, causing the brake maintenance control to start and a request for the second pressure-increase control to be made.

[0067] As described above, in the first pressure-increase control, the first control unit 52a automatically increases the wheel cylinder pressure based on the detection result of the master cylinder pressure. Specifically, in the first pressure-increase control, the first control unit 52a regards the detected value of the master cylinder pressure as the actual value of the wheel cylinder pressure and controls the electric booster 22 so that the detected value of the master cylinder pressure approaches the target value of the wheel cylinder pressure. This allows the actual value of the wheel cylinder pressure to approach the target value of the wheel cylinder pressure. Here, if a request for both the first pressure-increase control and the second pressure-increase control is issued and the first pressure-increase control and the second pressure-increase control are executed in parallel, the second pressure-increase control will cause the wheel cylinder pressure to be higher than the master cylinder pressure. Therefore, because the detected value of the master cylinder pressure deviates from the actual value of the wheel cylinder pressure, it may be difficult to bring the actual value of the wheel cylinder pressure closer to the target value of the wheel cylinder pressure in the first pressure-increase control.

[0068] Therefore, in this embodiment, as will be described later, when a request for both the first pressure increase control and the second pressure increase control is made, the control unit 52 executes third pressure increase control, which automatically increases the wheel cylinder pressure, by using the other of the electric booster 22 and the pump 46, without using one of the electric booster 22 and the pump 46. This makes it possible to appropriately execute pressure increase control, which automatically increases the wheel cylinder pressure, as will be described later. Below, a detailed description will be given of an example of processing related to the pressure increase control performed by the control device 50.

[0069] 4 is a flowchart showing an example of the flow of processing performed by the control device 50. Step S101 in FIG. 4 corresponds to the start of the processing flow shown in FIG.

[0070] When the process flow shown in FIG. 4 starts, in step S102, the second control section 52b determines whether or not a request for pressure increase control has occurred.

[0071] For example, the second control unit 52b can determine whether a request for pressure increase control has occurred based on the operating status of the various assist operations described above (specifically, whether the various assist operations are operating or not, and what requests have occurred in the various assist operations that are operating).

[0072] If it is determined that a request for pressure increase control has not occurred (step S102 / NO), step S102 is repeated. On the other hand, if it is determined that a request for pressure increase control has occurred (step S102 / YES), the process proceeds to step S103.

[0073] If the determination in step S102 is YES, the second control section 52b determines in step S103 whether or not both a request for the first pressure increase control and a request for the second pressure increase control have occurred.

[0074] For example, the second control unit 52b can determine whether a request for both the first pressure-increase control and the second pressure-increase control has occurred based on the operating states of the various assist operations described above. As described above, a situation in which a request for both the first pressure-increase control and the second pressure-increase control has occurred can occur, for example, when a request for either the first pressure-increase control or the second pressure-increase control has occurred while the other request has occurred. However, a situation in which a request for both the first pressure-increase control and the second pressure-increase control has occurred can also occur when a request for both the first pressure-increase control and the second pressure-increase control has occurred while neither the first pressure-increase control nor the second pressure-increase control has occurred.

[0075] If it is determined that neither the first pressure increase control nor the second pressure increase control is required (i.e., only one of the first pressure increase control and the second pressure increase control is required) (step S103 / NO), the process proceeds to step S104. On the other hand, if it is determined that both the first pressure increase control and the second pressure increase control are required (step S103 / YES), the process proceeds to step S107.

[0076] If the result of step S103 is NO (i.e., if a request for only one of the first pressure increase control and the second pressure increase control has occurred), then in step S104, the second control unit 52b determines whether a request for the first pressure increase control has occurred.

[0077] For example, the second control unit 52b can determine whether or not a request for first pressure increase control has been issued based on the operating states of the various assist operations described above.

[0078] If it is determined that a request for the first pressure-increase control has been made (that is, a request for the second pressure-increase control has not been made, and only a request for the first pressure-increase control has been made) (step S104 / YES), the process proceeds to step S105. Then, in step S105, the second control unit 52b permits the driving of the electric booster 22, and the first control unit 52a executes the first pressure-increase control, and the process returns to step S102. Note that the second control unit 52b permits the first control unit 52a to drive the electric booster 22, for example, by outputting a signal to the first control unit 52a indicating that the driving of the electric booster 22 is permitted.

[0079] In the first pressure-increase control, the first control unit 52a determines a target value of the wheel cylinder pressure and increases the wheel cylinder pressure so that the actual value of the wheel cylinder pressure approaches the target value. The first control unit 52a determines the target value of the wheel cylinder pressure in the first pressure-increase control, for example, depending on the type of assist operation that triggers the request for the first pressure-increase control. For example, when a request for the first pressure-increase control is generated by adaptive cruise control, the first control unit 52a determines the target value as the wheel cylinder pressure value required to maintain the inter-vehicle distance between the vehicle 10 and a preceding vehicle at a target distance. For example, when a request for the first pressure-increase control is generated by automatic emergency braking, the first control unit 52a determines the target value as the wheel cylinder pressure value required to avoid a collision between the vehicle 10 and a surrounding object. For example, when a request for the first pressure-increase control is generated by medical braking, the first control unit 52a determines the target value as the wheel cylinder pressure value required to safely stop the vehicle 10 when it is determined that the driver of the vehicle 10 is in poor physical condition.

[0080] On the other hand, if it is determined that the first pressure-increasing control is not required (i.e., the first pressure-increasing control is not required, and only the second pressure-increasing control is required) (step S104 / NO), the process proceeds to step S106. Then, in step S106, the second control unit 52b executes the second pressure-increasing control, and the process returns to step S102.

[0081] In the second pressure-increase control, the second control unit 52b determines a target value for the wheel cylinder pressure and increases the wheel cylinder pressure using the pump 46 so that the actual value of the wheel cylinder pressure approaches the target value. Note that the second control unit 52b determines the target value for the wheel cylinder pressure in the second pressure-increase control, for example, depending on the type of assist operation that is the cause of the request for the second pressure-increase control. For example, when a request for the second pressure-increase control is issued by the brake maintenance control, the second control unit 52b determines the value of the wheel cylinder pressure required to maintain the vehicle 10 in a stopped state as the target value.

[0082] Here, in this embodiment, if the determination in step S103 is YES (i.e., if a request for the first pressure increase control and a request for the second pressure increase control both occur), in step S107, the second control unit 52b executes the third pressure increase control and returns to step S102.

[0083] As described above, the third pressure-increase control is a pressure-increase control that automatically increases the wheel cylinder pressure by using either the electric booster 22 or the pump 46, without using one of the electric booster 22 or the pump 46. In this embodiment, in the third pressure-increase control, the second control unit 52b stops the drive of the electric booster 22 and automatically increases the wheel cylinder pressure by using the pump 46. For example, the second control unit 52b can prohibit the first control unit 52a from driving the electric booster 22 and stop the drive of the electric booster 22 by outputting a signal to the first control unit 52a to prohibit the drive of the electric booster 22.

[0084] In the third pressure-increase control, the second control unit 52b determines the larger of the target value of the wheel cylinder pressure in the first pressure-increase control and the target value of the wheel cylinder pressure in the second pressure-increase control as the target value of the wheel cylinder pressure. The second control unit 52b can obtain the target value of the wheel cylinder pressure in the first pressure-increase control from the first control unit 52a.

[0085] For example, if the target value of the wheel cylinder pressure in the first pressure-increase control is greater than the target value of the wheel cylinder pressure in the second pressure-increase control, the second control unit 52b increases the wheel cylinder pressure in the third pressure-increase control so that the actual value of the wheel cylinder pressure approaches the target value of the wheel cylinder pressure in the first pressure-increase control.On the other hand, if the target value of the wheel cylinder pressure in the first pressure-increase control is smaller than the target value of the wheel cylinder pressure in the second pressure-increase control, the second control unit 52b increases the wheel cylinder pressure in the third pressure-increase control so that the actual value of the wheel cylinder pressure approaches the target value of the wheel cylinder pressure in the second pressure-increase control.

[0086] An example of the transition of various state quantities in each of the comparative example and this embodiment will be described below with reference to FIGS.

[0087] Fig. 5 is a graph showing an example of the transitions of various state quantities in a comparative example. In Fig. 5, the horizontal axis T represents time and the vertical axis P represents pressure, and the transitions of various state quantities related to pressure are shown. Specifically, the dashed line represents the target value P1 of the wheel cylinder pressure in the first pressure-increasing control, the dashed-dotted line represents the target value P2 of the wheel cylinder pressure in the second pressure-increasing control, and the solid line represents the actual value P3 of the wheel cylinder pressure.

[0088] In the comparative example of FIG. 5, unlike this embodiment, when a request for the first pressure increase control and a request for the second pressure increase control both occur, the first pressure increase control and the second pressure increase control are executed in parallel.

[0089] In the example of FIG. 5, a request for the first pressure-increase control is made at time T1, and the target value P1 of the wheel cylinder pressure in the first pressure-increase control increases. Then, at time T1, the first control unit 52a starts the first pressure-increase control. Here, in the first pressure-increase control, the first control unit 52a regards the detected value of the master cylinder pressure as the actual value of the wheel cylinder pressure, and controls the electric booster 22 so that the detected value of the master cylinder pressure approaches the target value of the wheel cylinder pressure. As a result, the actual value P3 of the wheel cylinder pressure is controlled to approach the target value P1 of the wheel cylinder pressure in the first pressure-increase control.

[0090] At time T2 after time T1, a request for the second pressure-increase control is made, and the target value P2 of the wheel cylinder pressure in the second pressure-increase control increases. Then, at time T2, the second control unit 52b starts the second pressure-increase control. As a result, the pump 46 is driven in addition to the electric booster 22.

[0091] Thereafter, at time T3 after time T2, the request for the second pressure-increasing control ends, and the second control unit 52b ends the second pressure-increasing control. Then, at time T4 after time T3, the request for the first pressure-increasing control ends, and the first control unit 52a ends the first pressure-increasing control.

[0092] As described above, in the comparative example of FIG. 5 , the first pressure-increase control and the second pressure-increase control are executed in parallel during the period from time T2 to time T3 when both the first pressure-increase control and the second pressure-increase control are requested. Therefore, a situation arises in which the first pressure-increase control is executed based on the detected master cylinder pressure when the wheel cylinder pressure is higher than the master cylinder pressure due to the second pressure-increase control. This makes it difficult to control the actual wheel cylinder pressure value P3 as expected during the first pressure-increase control. As a result, during the period from time T2 to time T3, the actual wheel cylinder pressure value P3 is not stably controlled and deviates from both the target wheel cylinder pressure value P1 for the first pressure-increase control and the target wheel cylinder pressure value P2 for the second pressure-increase control, resulting in an unstable transition with sudden increases and decreases. Such sudden changes in the actual wheel cylinder pressure value P3 can cause the vehicle 10 to exhibit unstable behavior.

[0093] As described above, the above phenomenon occurs because the second pressure increase control causes the wheel cylinder pressure to become higher than the master cylinder pressure, causing the detected value of the master cylinder pressure to deviate from the actual value P3 of the wheel cylinder pressure, making it difficult to bring the actual value P3 of the wheel cylinder pressure closer to the target value of the wheel cylinder pressure in the first pressure increase control.

[0094] Fig. 6 is a graph showing an example of the transitions of various state quantities according to this embodiment. In Fig. 6, similar to Fig. 5, the horizontal axis T represents time and the vertical axis P represents pressure, and the transitions of various state quantities related to pressure are shown. Specifically, similar to Fig. 5, the dashed line represents the target value P1 of the wheel cylinder pressure in the first pressure-increasing control, the dashed-dotted line represents the target value P2 of the wheel cylinder pressure in the second pressure-increasing control, and the solid line represents the actual value P3 of the wheel cylinder pressure.

[0095] As described above, in this embodiment, when a request for both the first pressure-increase control and the second pressure-increase control is made, the control unit 52 executes the third pressure-increase control, which automatically increases the wheel cylinder pressure by using the other of the electric booster 22 and the pump 46, without using one of the electric booster 22 and the pump 46. Specifically, in the third pressure-increase control, the second control unit 52b stops driving the electric booster 22 and automatically increases the wheel cylinder pressure by using the pump 46.

[0096] In the example of Fig. 6, similarly to the example of Fig. 5, a request for the first pressure-increasing control is generated at time T1, and the target value P1 of the wheel cylinder pressure in the first pressure-increasing control increases. Then, at time T1, the first control unit 52a starts the first pressure-increasing control.

[0097] Furthermore, at time T2 after time T1, a request for the second pressure-increase control is made, and the target value P2 of the wheel cylinder pressure in the second pressure-increase control rises. Here, since a request for both the first pressure-increase control and the second pressure-increase control is made at time T2, the second control unit 52b starts the third pressure-increase control. That is, the second control unit 52b prohibits the first control unit 52a from driving the electric booster 22, stops driving the electric booster 22, and automatically increases the wheel cylinder pressure using the pump 46. Furthermore, at time T2, with the start of the third pressure-increase control, the first control unit 52a ends the first pressure-increase control.

[0098] Thereafter, at time T3 after time T2, the request for the second pressure-increase control ends, and the situation in which both the request for the first pressure-increase control and the request for the second pressure-increase control are occurring is resolved, so the second control unit 52b ends the third pressure-increase control. Furthermore, at time T3, with the end of the third pressure-increase control, the first control unit 52a restarts the first pressure-increase control. Then, at time T4 after time T3, the request for the first pressure-increase control ends, so the first control unit 52a ends the first pressure-increase control.

[0099] As described above, in the present embodiment of FIG. 6, during the period from time T2 to time T3 when both the first pressure-increase control and the second pressure-increase control are requested, the first pressure-increase control and the second pressure-increase control are not executed in parallel, and the third pressure-increase control is executed. As described above, during the third pressure-increase control, the second control unit 52b determines the larger of the wheel cylinder pressure target value P1 for the first pressure-increase control and the wheel cylinder pressure target value P2 for the second pressure-increase control as the target value of the wheel cylinder pressure. Therefore, during the period from time T2 to time T3, the actual wheel cylinder pressure value P3 stably changes along the larger of the wheel cylinder pressure target value P1 for the first pressure-increase control and the wheel cylinder pressure target value P2 for the second pressure-increase control. As a result, the actual wheel cylinder pressure value P3 changes stably without experiencing an unstable change accompanied by sudden increases and decreases. Therefore, it is possible to prevent the behavior of the vehicle 10 from becoming unstable due to a sudden change in the actual value P3 of the wheel cylinder pressure. As described above, according to this embodiment, it is possible to appropriately execute pressure increase control that automatically increases the wheel cylinder pressure.

[0100] 4 to 6, examples of processing performed by the control device 50 have been described. However, the processing performed by the control device 50 is not limited to the above examples of processing, and may be, for example, processing obtained by appropriately modifying the above examples of processing.

[0101] For example, in the above description, in the third pressure increase control, the second control unit 52b stops driving the electric booster 22 and automatically increases the wheel cylinder pressure using the pump 46. That is, in the third pressure increase control, the control unit 52 automatically increases the wheel cylinder pressure using the pump 46 without using the electric booster 22. However, in the third pressure increase control, the control unit 52 may automatically increase the wheel cylinder pressure using the other of the electric booster 22 and the pump 46, without using one of the electric booster 22 and the pump 46. For example, in the third pressure increase control, the control unit 52 may automatically increase the wheel cylinder pressure using the electric booster 22 without using the pump 46. This also allows the pressure increase control that automatically increases the wheel cylinder pressure to be appropriately executed.

[0102] Also, for example, in the above, the control unit 52 (first control unit 52a in the above example) automatically increases the wheel cylinder pressure based on the detection result of the master cylinder pressure in the first pressure increase control. However, in the first pressure increase control, the control unit 52 may automatically increase the wheel cylinder pressure based on the detection result of a brake fluid pressure other than the master cylinder pressure (for example, the pressure of the brake fluid at a location in the flow path formed in the hydraulic control unit 13 that is different from the installation position of the master cylinder pressure sensor 48).

[0103] Also, for example, in the above example, the control unit 52 (second control unit 52b in the above example) determines, in the third pressure-increase control, the larger of the wheel cylinder pressure target value P1 in the first pressure-increase control and the wheel cylinder pressure target value P2 in the second pressure-increase control as the wheel cylinder pressure target value. However, the control unit 52 may determine, in the third pressure-increase control, a value other than the above-mentioned values ​​as the wheel cylinder pressure target value. For example, in the third pressure-increase control, the control unit 52 may determine, as the wheel cylinder pressure target value, the average value of the wheel cylinder pressure target value P1 in the first pressure-increase control and the wheel cylinder pressure target value P2 in the second pressure-increase control.

[0104] In addition, for example, adaptive cruise control, automatic emergency braking, and medical braking are given above as examples of assist controls that utilize the first pressure-increase control. However, the assist controls that utilize the first pressure-increase control are not limited to the above examples. For example, the first pressure-increase control does not have to be used in at least one of the above assist controls, and may be used in assist controls other than the above assist controls.

[0105] In addition, for example, in the above, the brake maintenance control is given as an example of the assist control in which the second pressure increase control is used. However, the assist control in which the second pressure increase control is used is not limited to the above example. For example, the second pressure increase control does not have to be used in the above assist control, and may be used in assist control other than the above assist control.

[0106] Furthermore, for example, in the above description, the electric booster 22 has been described as a pressure booster that automatically boosts the wheel cylinder pressure, which is the hydraulic pressure in the wheel cylinder 25, by boosting the master cylinder pressure, which is the hydraulic pressure in the master cylinder 23. However, the pressure booster is not limited to the electric booster 22. For example, the pressure booster may be driven using energy other than electric power. For example, the pressure booster may not have a built-in piston.

[0107] <Effects of the control device> The effects of the control device 50 according to the embodiment of the present invention will be described.

[0108] The control device 50 is a control device for the vehicle 10 that includes a pressure increase device (electric booster 22 in the above example) that automatically increases the wheel cylinder pressure, which is the hydraulic pressure in the wheel cylinders 25, by increasing the master cylinder pressure, which is the hydraulic pressure in the master cylinder 23, and a pump 46 that automatically increases the wheel cylinder pressure by supplying brake fluid from the master cylinder 23 to the wheel cylinders 25. The control device 50 includes a control unit 52 that executes a first pressure increase control that automatically increases the wheel cylinder pressure using the pressure increase device based on the detection result of the hydraulic pressure of the brake fluid, and a second pressure increase control that automatically increases the wheel cylinder pressure using the pump 46. When both a request for the first pressure increase control and a request for the second pressure increase control are issued, the control unit 52 executes a third pressure increase control that automatically increases the wheel cylinder pressure using either the pressure increase device or the pump 46, but not using the other. This prevents the first pressure-increasing control, which is performed based on the detection result of the brake fluid pressure, from being executed in parallel with the second pressure-increasing control. Therefore, problems resulting from the first pressure-increasing control and the second pressure-increasing control being executed in parallel (for example, unstable behavior of the vehicle 10 due to a sudden change in the actual wheel cylinder pressure value P3) can be prevented. As described above, according to this embodiment, pressure-increasing control that automatically increases the wheel cylinder pressure can be executed appropriately.

[0109] Preferably, in the control device 50, the control unit 52 determines, in the third pressure-increase control, the larger of the wheel cylinder pressure target value P1 in the first pressure-increase control and the wheel cylinder pressure target value P2 in the second pressure-increase control as the wheel cylinder pressure target value. This allows the actual wheel cylinder pressure value P3 to stably change in accordance with the larger of the wheel cylinder pressure target value P1 in the first pressure-increase control and the wheel cylinder pressure target value P2 in the second pressure-increase control. This appropriately achieves stable change in the wheel cylinder pressure actual value P3 without an unstable change accompanied by abrupt increases and decreases. This appropriately achieves suppression of unstable behavior of the vehicle 10 caused by abrupt changes in the wheel cylinder pressure actual value P3.

[0110] Preferably, in the control device 50, the control unit 52 executes a first braking control that automatically brakes the vehicle 10 based on ambient environment information about the vehicle 10, and executes a first pressure increase control in the first braking control. This makes it possible to appropriately execute pressure increase control that automatically increases the wheel cylinder pressure when the first pressure increase control is used in the first braking control.

[0111] Preferably, in the control device 50, the control unit 52 executes second braking control to automatically brake the vehicle 10 based on physical condition information of the driver of the vehicle 10, and executes first pressure increase control in the second braking control. Thereby, when the first pressure increase control is used in the second braking control, it is possible to appropriately execute pressure increase control to automatically increase the wheel cylinder pressure.

[0112] Preferably, in the control device 50, the control unit 52 executes a third braking control for automatically braking the vehicle 10 when a switch operation is performed by the driver of the vehicle 10, and executes the second pressure increase control in the third braking control. Thereby, when the second pressure increase control is used in the third braking control, it is possible to appropriately execute the pressure increase control for automatically increasing the wheel cylinder pressure.

[0113] The above describes a preferred embodiment of the present invention with reference to the accompanying drawings. However, it goes without saying that the present invention is not limited to the above-described embodiment, and various modified or altered examples within the scope of the claims also fall within the technical scope of the present invention.

[0114] For example, the processes described herein using flowcharts do not necessarily have to be performed in the order shown in the flowcharts, some process steps may be performed in parallel, additional process steps may be employed, and some process steps may be omitted.

[0115] Furthermore, for example, the series of processes performed by the control device 50 described above may be realized using software, hardware, or a combination of software and hardware. The programs constituting the software are stored in advance in, for example, a storage medium provided inside or outside the information processing device. [Explanation of symbols]

[0116] 10 vehicles 11 Steering mechanism 11a Steering wheel 12 Power source 13 Hydraulic pressure control unit (second control unit) 13a Base 14 Ambient environment sensor 15 Wheel speed sensor 16. Cabin camera 17 Input Devices 18 Boost control unit (first control unit) 20 Brake System 21 Brake pedal 22 Electric booster (pressure booster) 23 Master cylinder 24 reservoir 25 Wheel cylinder 26 wheels 31 Main channel 31a 1st main channel 31b 2nd main channel 32 Subchannel 32a 1st subchannel 32b 2nd sub-channel 33 Supply channel 41 Inlet valve 42 Release valve 43 First Valve 44 Second valve 45 Accumulator 46 Pump 47 Motor 48 Master cylinder pressure sensor 50 Control device 50a First control device 50b Second control device 51 Acquisition Department 51a 1st acquisition part 51b 2nd Acquisition Part 52 Control section 52a First control section 52b Second control section 100 Control System P1 target value P2 target value P3 Actual value

Claims

1. A control device (50) for a vehicle (10) including a pressure booster (22) that automatically boosts a wheel cylinder pressure, which is the hydraulic pressure in a wheel cylinder (25), by boosting a master cylinder pressure, which is the hydraulic pressure in a master cylinder (23), and a pump (46) that automatically boosts the wheel cylinder pressure by supplying brake fluid from the master cylinder (23) to the wheel cylinder (25), a control unit (52) that executes a first pressure increase control for automatically increasing the wheel cylinder pressure using the pressure increase device (22) based on the detection result of the hydraulic pressure of the brake fluid, and a second pressure increase control for automatically increasing the wheel cylinder pressure using the pump (46), When both the first pressure increase control and the second pressure increase control are requested, the control unit (52) executes a third pressure increase control to automatically increase the wheel cylinder pressure by using one of the pressure increase device (22) and the pump (46) without using the other of the pressure increase device (22) and the pump (46). Control device.

2. The control unit (52) determines, in the third pressure increase control, the larger of the target value of the wheel cylinder pressure in the first pressure increase control and the target value of the wheel cylinder pressure in the second pressure increase control as the target value of the wheel cylinder pressure. The control device according to claim 1 .

3. The control unit (52) Executing a first braking control to automatically brake the vehicle (10) based on ambient environment information of the vehicle (10); In the first braking control, the first pressure increase control is executed. The control device according to claim 1 or 2.

4. The control unit (52) A second braking control is executed to automatically brake the vehicle (10) based on physical condition information of the driver of the vehicle (10); In the second braking control, the first pressure increase control is executed. The control device according to claim 1 or 2.

5. The control unit (52) a third braking control for automatically braking the vehicle (10) when a switch operation is performed by a driver of the vehicle (10); In the third braking control, the second pressure increase control is executed. The control device according to claim 1 or 2.

6. A control method for a vehicle (10) including a pressure booster (22) that automatically boosts a wheel cylinder pressure, which is the hydraulic pressure in a wheel cylinder (25), by boosting a master cylinder pressure, which is the hydraulic pressure in a master cylinder (23), and a pump (46) that automatically boosts the wheel cylinder pressure by supplying brake fluid from the master cylinder (23) to the wheel cylinder (25), a control unit (52) of the control device (50) executes a first pressure increase control for automatically increasing the wheel cylinder pressure using the pressure increase device (22) based on the detection result of the hydraulic pressure of the brake fluid, and a second pressure increase control for automatically increasing the wheel cylinder pressure using the pump (46); When both the first pressure increase control and the second pressure increase control are requested, the control unit (52) executes a third pressure increase control to automatically increase the wheel cylinder pressure by using one of the pressure increase device (22) and the pump (46) without using the other of the pressure increase device (22) and the pump (46). Control method.

7. a first control unit (18) including a pressure booster (22) that automatically boosts a wheel cylinder pressure, which is a hydraulic pressure in a wheel cylinder (25), by boosting a master cylinder pressure, which is a hydraulic pressure in a master cylinder (23); a second control unit (13) including a pump (46) that automatically increases the wheel cylinder pressure by supplying brake fluid from the master cylinder (23) to the wheel cylinder (25); A control system (100) for a vehicle (10) comprising: the first control unit (18) includes a first control section (52a) that executes a first pressure increase control for automatically increasing the wheel cylinder pressure using the pressure increase device (22) based on a detection result of the hydraulic pressure of the brake fluid; the second control unit (13) includes a second control section (52b) that executes a second pressure increase control that automatically increases the wheel cylinder pressure using the pump (46); When both the first pressure increase control and the second pressure increase control are requested, the second control unit (52b) stops driving the pressure increase device (22) and executes a third pressure increase control to automatically increase the wheel cylinder pressure using the pump (46). Control system.

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