Braking force control method and braking force control system

Abstract

The present invention provides a braking force control method that can suppress the change in the amount of brake pedal depression required for a vehicle to generate a predetermined braking force, which can occur due to differences in the driver's physique. [Solution] The main brake device and sub-brake device that generate braking force on the vehicle are controlled according to the amount the brake pedal of the vehicle is pressed. Then, specific parameters that correspond to the physique of the vehicle driver (for example, the vertical position of the seat cushion in the vehicle, and the longitudinal position of the seat cushion in the vehicle) are acquired (S104). Subsequently, based on the acquired specific parameters, the main brake device and sub-brake device are controlled so that when the driver is small in stature, the amount the driver has to press the brake pedal to generate a predetermined braking force on the vehicle is smaller compared to when the driver is large (S105~S107).

Description

Technical Field

[0001] The present disclosure relates to a braking force control method and a braking force control system.

Background Art

[0002] Conventionally, a pedal device has been proposed that can adjust the position and height of a vehicle's brake pedal in the vehicle's front-rear direction according to the driver's physique (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Here, for example, the size of the foot (foot length) is different between a driver with a large physique and a driver with a small physique. Therefore, when the driver's physique is different, the height position of the portion where the driver steps on the brake pedal may change. Therefore, due to the difference in the driver's physique, the amount of depression of the brake pedal required for the vehicle to generate a predetermined braking force may change. However, in the pedal device described in Patent Document 1, it is only possible to adjust the position and height of the brake pedal in the vehicle's front-rear direction according to the driver's physique. An object of the present disclosure is to provide a braking force control method and a braking force control system capable of suppressing a change in the amount of depression of the brake pedal required for a vehicle to generate a predetermined braking force due to a difference in the driver's physique.

Means for Solving the Problems

[0005] A braking force control method according to one aspect of the present disclosure is a braking force control method that controls an actuator that generates braking force in a vehicle according to the amount the brake pedal of the vehicle is pressed down, and acquires specific parameters which are parameters corresponding to the physique of the vehicle's driver, and controls the actuator based on the acquired specific parameters such that when the driver is small in stature, the amount the driver presses down on the brake pedal required for the vehicle to generate a predetermined braking force is smaller compared to when the driver is large in stature.

[0006] Furthermore, a braking force control system according to one aspect of the present disclosure includes a detection unit that detects the amount of pressure applied to the vehicle's brake pedal and generates a detection value, and a control unit that controls an actuator that generates braking force to the vehicle based on the detection value generated by the detection unit, wherein the control unit acquires specific parameters which are parameters corresponding to the physique of the vehicle's driver, and based on the acquired specific parameters, controls the actuator such that when the driver is small, the amount of pressure applied to the brake pedal by the driver required to generate a predetermined braking force is smaller than when the driver is large. [Effects of the Invention]

[0007] According to this disclosure, it is possible to provide a braking force control method and a braking force control system that can suppress changes in the force required to depress the brake pedal due to differences in the driver's physique. [Brief explanation of the drawing]

[0008] [Figure 1] This figure shows the overall configuration of the braking force control system according to the embodiment. [Figure 2A] This diagram shows the points where pedal pressure is applied by the driver when the driver is of a large build (tall person). [Figure 2B] This diagram shows the points where pedal pressure is applied by the driver when the driver is small in stature (low build). [Figure 3] This diagram shows the functional configuration of the pedal device, seat position adjustment mechanism, and brake device. [Figure 4]This is a flowchart showing the overall flow of the braking force control method according to the embodiment. [Figure 5A] This diagram shows the relationship between brake pedal stroke and target braking force. [Figure 5B] This diagram shows the relationship between the pedal force applied to the brake pedal and the target braking force. [Figure 6A] This figure shows the relationship between the position of the seat cushion in the vehicle's longitudinal direction and the amount of correction. [Figure 6B] This diagram shows the relationship between the vertical position of the seat cushion in the vehicle and the amount of correction. [Figure 7] Figure 7 shows the main brake target braking force before and after correction. [Figure 8A] This diagram shows the relationship between pedal force and the output signal of the pedal force sensor. [Figure 8B] This diagram shows the relationship between pedal force and the output signal of the stroke sensor. [Figure 9A] This diagram shows the pedal force and the corrected main brake target braking force when the driver is large in stature (tall). [Figure 9B] This diagram shows the pedal force and the corrected main brake target braking force when the driver is small in stature (low build). [Figure 10] This diagram shows a time chart for the scene in which the driver presses the brake pedal further. [Figure 11] This is a flowchart showing the overall flow of the braking force control method for modified example (1). [Figure 12] This diagram shows the overall configuration of the braking force control system in modified example (2). [Figure 13] This is a flowchart showing the overall flow of the braking force control method for modified example (2). [Figure 14] This diagram shows the relationship between the axial position of the steering wheel and the target braking force correction amount. [Modes for carrying out the invention]

[0009] Hereinafter, this embodiment will be described in detail with reference to the drawings. Note that each drawing is schematic and may differ from the actual one. Further, the embodiments of the present invention shown below exemplify devices and methods for embodying the technological idea of the present invention, and the technological idea of the present invention does not specify the structure, arrangement, etc. of the components as follows. The technological idea of the present invention can be variously modified within the technical scope defined by the claims described in the claims.

[0010] (Configuration) In this embodiment, as shown in FIG. 1, a case where the braking force control method and the braking force control system of the present disclosure are applied to a braking force control system 1 that controls an actuator that generates a braking force for a vehicle according to the depression amount Δ of the brake pedal 2 of the vehicle is exemplified. FIG. 1 is a diagram showing the overall configuration of the braking force control system 1 of this embodiment. The braking force control system 1 of this embodiment shown in FIG. 1 constitutes a brake-by-wire type brake mechanism. As shown in FIG. 1, the braking force control system 1 includes a pedal device 2, a seat position adjustment device 3, and a brake device 4. As shown in FIG. 2A, the pedal device 2 has a housing 5, a brake pedal 6, an operation rod 7, and a stroke simulator 8. FIG. 2A is a diagram showing the configuration of the pedal device 2. In FIG. 2A, a case where an organ-type pedal device arranged at the foot position of the driver's seat of the vehicle and operated by the driver's stepping operation is used as the pedal device 2 is exemplified. The housing 5 is fixed to the floor surface of the driver's seat. Further, the brake pedal 6 has a pedal arm 9 and a pedal pad 10. The lower end side of the pedal arm 9 is rotatably supported by the housing 5 and rotates around the lower end side. Further, the pedal pad 10 is formed on the upper end side of the pedal arm 9 and can be stepped on by the driver's foot when the brake pedal 6 is depressed. Thereby, when the pedal pad 10 of the brake pedal 6 is depressed by the driver, the upper end side of the pedal arm 9 is inclined toward the floor side.

[0011] The operation rod 7 is connected at one end to the vertical center of the pedal arm 9 and at the other end to the input section 12 (described later) of the stroke simulator 8. As a result, the operation rod 7 transmits the pedal force from the brake pedal 6 to the stroke simulator 8 due to the driver's pressing operation, and also transmits the reaction force (i.e., pedal reaction force) generated by the stroke simulator 8 in response to that pedal force back to the brake pedal 6. The stroke simulator 8 comprises a case 11, an input section 12, an elastic member 13, and a fixed section 14. The case 11 is a cylindrical member fixed to the housing 5 and housing the input section 12, the elastic member 13, and the fixed section 14. The input section 12 is connected to the operation rod 7 and the elastic member 13. As a result, when pedal force is transmitted from the operation rod 7, the input section 12 moves along the case 11 and transmits the pedal force during the brake pedal 6 operation to the elastic member 13. The elastic member 13 is compressed along the longitudinal direction of the case 11 when pedal force is transmitted from the input section 12. The fixed section 14 is formed at the bottom of the case 11 and receives the reaction force when the elastic member 13 is compressed.

[0012] Furthermore, as shown in Figure 3, the pedal device 2 includes a first main sensor 15, a first sub-sensor 16, a second main sensor 17, and a second sub-sensor 18. Figure 3 is a diagram showing the functional configuration of the pedal device 2, the seat position adjustment device 3, and the brake device 4. Each of the first main sensor 15 to the second sub-sensor 18 (broadly speaking, the "detection unit") detects the amount of depression Δ of the brake pedal 6 and generates a detected value. The amount of depression Δ of the brake pedal 6 can be, for example, the stroke of the brake pedal 6 or the pedal force applied to the brake pedal 6. The first main sensor 15 is, for example, positioned on the rotation axis at the lower end of the pedal arm 9, and is a sensor that detects the rotation angle of the pedal arm 9 on the rotation axis as the stroke (pressure amount Δ) of the brake pedal 6. The detection result is converted into an electrical signal by the first main signal calculation unit 19 and output to the main brake controller 52 via the first main signal output unit 20. The first sub-sensor 16 is, for example, positioned at the connection between the brake pedal 6 and the operation rod 7, and is a sensor that detects the load and stress acting on the connection as the pedal force (pressure amount Δ) of the brake pedal 6. The detection result is converted into an electrical signal by the first sub-signal calculation unit 21 and output to the main brake controller 52 via the first sub-signal output unit 22.

[0013] The second main sensor 17 is, for example, located at the input section 12 of the stroke simulator 8 and detects the amount of movement of the input section 12 within the case 11 as the stroke (pressure amount Δ) of the brake pedal 6. The detection result is converted into an electrical signal by the second main signal calculation unit 23 and output to the sub-brake controller 53 via the second main signal output unit 24. The second sub-sensor 18 is, for example, positioned on the fixed part 14 of the stroke simulator 8 and is a sensor that detects the load and stress acting between it and the elastic member 13 as the pedal force (depression amount Δ) of the brake pedal 6. The detection result is converted into an electrical signal by the second sub-signal calculation unit 25 and output to the sub-brake controller 53 via the second sub-signal output unit 26.

[0014] As shown in Figure 1, the seat position adjustment device 3 includes a slide rail 27, a slide motor 28, a lifter link 29, a lifter motor 30, a reclining motor 31, and a seat position controller 32. The slide rail 27 is fixed to the floor of the driver's seat and extends in the longitudinal direction of the vehicle. The seat 33 in which the driver sits has a seat cushion 34 and a seat back 35. The seat cushion 34 is supported by the slide rail 27 and is slidable in the longitudinal direction of the vehicle. The seat back 35 is positioned at the rear end of the seat cushion 34 and is tiltable relative to the seat cushion 34. The slide motor 28 is positioned on the slide rail 27 and moves the seat cushion 34 along the slide rail 27 in the longitudinal direction of the vehicle between its maximum forward position and maximum rearward position according to a signal from the seat position controller 32. The slide motor 28 also has a slide switch 36 (see Figure 3) for operating the longitudinal position of the seat cushion 34. The amount of operation of the slide switch 36 is converted into the longitudinal position of the seat cushion 34 by the slide amount calculation unit 37 and output to the main brake controller 52 and sub brake controller 53 via the slide & lift amount signal output unit 38. The position in the vehicle's longitudinal direction can be a relative position from any point, such as the maximum forward position or the maximum rearward position. The position of the seat cushion 34 is also output to the slide actuator output unit 39 and used to control the slide motor 28.

[0015] Furthermore, the lifter link 29 is positioned between the slide rail 27 and the seat cushion 34, allowing the seat cushion 34 to move vertically within the vehicle. The lifter motor 30 is positioned on the lifter link 29 and moves (raises and lowers) the seat cushion 34 vertically within the vehicle between its maximum raised position and maximum lowered position according to a signal from the seat position controller 32. The lifter motor 30 also has a lifter switch 40 (see Figure 3) for controlling the vertical position of the seat cushion 34 within the vehicle. The amount of operation of the lifter switch 40 is converted into the vertical position of the seat cushion 34 within the vehicle by the lift amount calculation unit 41 and output to the main brake controller 52 and sub-brake controller 53 via the slide & lift amount signal output unit 38. The vertical position in front of the vehicle can be a relative position from any point, such as the maximum raised position or the maximum lowered position. The vertical position of the seat cushion 34 within the vehicle is also output to the lifter actuator output unit 42 and used to control the lifter motor 30. Furthermore, the reclining motor 31 is positioned on the rotation axis at the lower end of the seat back 35 and tilts the seat back 35 between the maximum reclined position and the upright position according to the signal from the seat position controller 32. The reclining motor 31 also has a reclining switch 43 (see Figure 3) for controlling the tilt position of the seat back 35. The amount of movement of the reclining switch 43 is converted into the amount of tilt of the seat back 35 by the reclining amount calculation unit 44 and output to the reclining actuator output unit 45.

[0016] As shown in Figure 1, the brake system 4 includes wheel cylinders 46-49, a main brake system 50 (broadly referred to as an "actuator"), and a sub-brake system 51 (broadly referred to as an "actuator"). Each of the wheel cylinders 46-49 is positioned on each wheel of the vehicle and is fitted with a brake pad. The main brake system 50 supplies brake fluid to each wheel cylinder 46-49 based on a control signal output from the main brake controller 52, increasing the hydraulic pressure in each wheel cylinder 46-49. The sub-brake system 51 also supplies brake fluid to each wheel cylinder 46-49 based on a control signal output from the sub-brake controller 53, increasing the hydraulic pressure in each wheel cylinder 46-49. This presses the brake pads of the wheel cylinders 46-49 against the brake disc, generating braking force in the vehicle. For example, a VDC (Vehicle Dynamic Control) system may be used as the sub-brake system 51.

[0017] Furthermore, the brake system 4 includes a main brake controller 52 (broadly defined as a "control unit") and a sub-brake controller 53 (broadly defined as a "control unit"). The main brake controller 52 and sub-brake controller 53 include a microcontroller, a memory device, and a drive circuit, etc. The main brake controller 52 outputs a control signal to the main brake system 50 based on signals output from the pedal device 2 and the seat position adjustment device 3. The sub-brake controller 53 also outputs a control signal to the sub-brake system 51 based on signals output from the pedal device 2 and the seat position adjustment device 3. The control signals output from the main brake controller 52, etc., are obtained, for example, by the main brake controller 52 and sub-brake controller 53 executing a program stored in the memory device using a microcontroller to realize each function of the brake system 4 described below.

[0018] Next, we will explain in detail each function that the braking system 4 provides. The brake device 4, as shown in Figure 3, is powered by a microcontroller executing a program and includes a fault detection unit 54, a first main signal acquisition unit 55, a first sub-signal acquisition unit 56, a slide & lift amount input unit 57, a main brake force calculation unit 58, a main actuator brake force output unit 59, a fault detection unit 60, a second main signal acquisition unit 61, a second sub-signal acquisition unit 62, a slide & lift amount input unit 63, a sub-brake force calculation unit 64, and a sub-actuator brake force output unit 65. The fault detection unit 54 to the main actuator brake force output unit 59 are implemented by the main brake controller 52. The fault detection unit 60 to the sub-actuator brake force output unit 65 are implemented by the sub-brake controller 53.

[0019] The fault detection unit 54 determines whether there is a fault in the main brake device 50 (S101 in Figure 4). Figure 4 is a flowchart showing the overall flow of the braking force control method of this embodiment. If it is determined that there is no fault (S101 "Yes" in Figure 4), the first main signal acquisition unit 55 acquires the signal (pressure amount Δ, stroke) output from the first main signal output unit 20, and the first sub-signal acquisition unit 56 acquires the signal (pressure amount Δ, pedal force) output from the first sub-signal output unit 22 (S102 in Figure 4). Next, the main brake braking force calculation unit 58 calculates the target braking force TD and target braking force SD based on the signal (pressure amount Δ) acquired in S102, according to the maps shown in Figures 5A and 5B. Next, the target braking force TD and target braking force SD are added together to calculate the main brake target braking force (S103 in Figure 4). Figure 5A is a diagram showing the relationship between the stroke of the brake pedal 6 and the target braking force TD. Figure 5B shows the relationship between the pedal force applied to the brake pedal 6 and the target braking force SD.

[0020] Next, the slide & lift amount input unit 57 acquires the signal output from the slide & lift amount signal output unit 38 (the position of the seat cushion 34 in the vehicle longitudinal direction and the vehicle vertical direction) (S104 in Figure 4). Subsequently, the main brake braking force calculation unit 58 calculates the correction amount SS and correction amount SL based on the signal acquired in S104 (the position of the seat cushion 34 in the vehicle longitudinal direction and the vehicle vertical direction) according to the maps shown in Figures 6A and 6B. Subsequently, the correction amount SS and correction amount SL are added together to calculate the target braking force correction amount (S105 in Figure 4). Figure 6A shows the relationship between the position of the seat cushion 34 in the vehicle longitudinal direction and the correction amount SS. Figure 6B shows the relationship between the position of the seat cushion 34 in the vehicle vertical direction and the correction amount SL. In the map shown in Figure 6A, the further forward the position of the seat cushion 34 in the vehicle longitudinal direction is, the larger the correction amount SS is. Also, in the map shown in Figure 6B, the further upward the position of the seat cushion 34 in the vehicle vertical direction is, the larger the correction amount SL is. Here, the smaller the driver's physique, the further forward the seat cushion 34 is positioned in the vehicle's longitudinal direction, and the higher the seat cushion 34 is positioned in the vehicle's vertical direction. In other words, the vertical and longitudinal positions of the seat cushion 34 are parameters (hereinafter also referred to as "specific parameters") corresponding to the driver's physique. Specifically, these are vehicle parameters set according to the driver's physique. Therefore, S105 can be described as a step in which the target braking force correction amount is set to a larger value when the driver is small compared to when they are large.

[0021] Next, the main brake force calculation unit 58 corrects the main brake target braking force calculated in S103 by the target braking force correction amount calculated in S105, as shown in Figure 7 (S106 in Figure 4). For example, the main brake target braking force and the target braking force correction amount are added together to obtain the corrected main brake target braking force. Figure 7 shows the main brake target braking force before and after correction. Next, the main actuator braking force output unit 59 controls the main brake device 50 based on the corrected main brake target braking force (S107 in Figure 4). That is, by executing S101 to S107 above, specific parameters are obtained, and based on the obtained specific parameters, the main brake device 50 is controlled so that when the driver's physique is small, the braking force generated by the vehicle is greater in relation to the amount the driver depresses the brake pedal 6 compared to when the driver's physique is large. In other words, in this embodiment, based on acquired specific parameters, the main brake device 50 is controlled such that when the driver is small, the amount of depression Δ of the brake pedal 6 required for the vehicle to generate a predetermined braking force (various braking forces desired by the driver) is smaller compared to when the driver is larger. Specifically, based on acquired specific parameters, the main brake device 50 is controlled such that the smaller the driver's physique, the smaller the amount of depression Δ of the brake pedal 6 required for the vehicle to generate a predetermined braking force. Subsequently, the above braking force correction is repeatedly performed by repeating the flow from S101 to S107 based on the detection of a failure in the main brake device 50.

[0022] On the other hand, if it is determined that there is a malfunction in the main brake device 50 (S101 "Yes" in Figure 4), the malfunction determination unit 60 determines whether there is a malfunction in the sub-brake device 51 (S108 in Figure 4). If it is determined that there is no malfunction in the sub-brake device 51 (S108 "Yes" in Figure 4), the second main signal acquisition unit 61 acquires the signal (push amount Δ) output from the second main signal output unit 24, and the second sub-signal acquisition unit 62 acquires the signal (push amount Δ) output from the second sub-signal output unit 26 (S109 in Figure 4). Subsequently, the sub-brake braking force calculation unit 64 calculates the target braking force TD and target braking force SD based on the signal (push amount Δ) acquired in S109, according to the maps shown in Figures 5A and 5B, and calculates the sub-brake target braking force by adding the calculated target braking force TD and target braking force SD (S110 in Figure 4).

[0023] Next, the slide & lift amount input unit 63 acquires the signal output from the slide & lift amount signal output unit 38 (the position of the seat cushion 34 in the vehicle longitudinal direction and the vehicle vertical direction) (S111 in Figure 4). Next, the sub-brake braking force calculation unit 64 calculates the correction amount SS and correction amount SL based on the signal acquired in S111, according to the map shown in Figures 6A and 6B, and adds the calculated correction amounts SS and SL to calculate the target braking force correction amount (S112 in Figure 4). Next, the sub-brake braking force calculation unit 64 corrects the sub-brake target braking force calculated in S110 with the target braking force correction amount calculated in S112 (S113 in Figure 4). Next, the sub-actuator braking force output unit 65 controls the sub-brake device 51 based on the corrected sub-brake target braking force (S114 in Figure 4). In other words, by executing S108 to S114 above, specific parameters are obtained, and based on the obtained specific parameters, the sub-brake device 51 is controlled so that when the driver is small in stature, the braking force generated by the vehicle is greater in proportion to the amount the driver presses the brake pedal 6 compared to when the driver is large. Subsequently, the above braking force correction is repeatedly performed by repeating the flow of S101, S108 to S114 based on the detection of a malfunction in the main brake device 50.

[0024] (Effects of this embodiment) (1) When the brake pedal 6 is pressed, as shown in Figures 2A and 2B, the driver places their heel on the floor of the driver's seat and presses down on the pedal pad 10 using their heel as a pivot point. Therefore, for example, the larger the driver's foot (foot length), the higher the point of contact of the driver's shoe sole with the pedal pad 10, that is, the point where the pressing force is applied, will be located on the upper side in the vertical direction of the vehicle. In Figures 2A and 2B, L1+L2>L1+L3. Also, the higher the point where the pressing force is applied is located on the upper side in the vertical direction of the vehicle, the greater the force applied to the operation rod 7. Furthermore, the greater the force applied to the operation rod 7, the greater the output signal of the pressing force sensor (first sub-sensor 16, second sub-sensor 18 in Figure 3), and the greater the compression amount of the elastic member 13, which increases the output signal of the stroke sensor (first main sensor 15, second main sensor 17 in Figure 3). Therefore, as shown in Figures 8A and 8B, the larger the driver's feet (leg length), that is, the larger their physique, the larger the output signal of the pedal force sensor and the stroke sensor will be in relation to the driver's pedal force. For this reason, for example, if the system were configured to generate braking force simply according to the magnitude of the output signal of the pedal force sensor and the stroke sensor, the braking force of the vehicle may differ depending on the driver's physique. In other words, the amount of brake pedal depression required for the vehicle to generate a predetermined braking force (various braking forces desired by the driver) may change depending on the driver's physique. Figure 2A shows the points where pedal force is applied by the driver when the driver is large (tall). Figure 2B shows the points where pedal force is applied by the driver when the driver is small (small). Figure 8A shows the relationship between pedal force and the output signal of the pedal force sensor. Figure 8B shows the relationship between pedal force and the output signal of the stroke sensor.

[0025] In contrast, in this embodiment, the main brake device 50 and sub-brake device 51 (actuator), which generate braking force on the vehicle, are controlled according to the amount Δ of the brake pedal 6 pressed down on the vehicle. Then, specific vehicle parameters (for example, the vertical position of the seat cushion 34 and the longitudinal position of the seat cushion 34) corresponding to the physique of the vehicle driver are acquired. Subsequently, based on the acquired specific parameters, the main brake device 50 and sub-brake device 51 are controlled so that when the driver is small, the amount Δ of the brake pedal pressed down by the driver is smaller than when the driver is large, in order for the vehicle to generate a predetermined braking force (various braking forces desired by the driver). Specifically, based on the specific parameters, as shown in Figures 9A, 9B, and 10, the main brake device 50 and sub-brake device 51 are controlled so that when the driver is small, the braking force generated by the vehicle is larger than when the driver is large, in relation to the amount Δ of the brake pedal pressed down by the driver. Therefore, it is possible to suppress the change in the amount of the brake pedal 6 pressed down required for the vehicle to generate a predetermined braking force due to differences in the driver's physique. Figure 9A shows the pedal force and corrected main brake target braking force for a driver with a large build (tall person). Figure 9B shows the pedal force and corrected main brake target braking force for a driver with a small build (small person). Figure 10 shows a time chart of a scene in which the driver presses the brake pedal 6 further. In Figures 9A and 9B, the amount of target braking force correction relative to the pedal force is larger for smaller drivers than for larger drivers. Therefore, the pedal force of the brake pedal 6 required to control the deceleration desired by the driver is smaller for smaller drivers. Also in Figure 10, the pedal force relative to the stroke of the brake pedal 6 is larger for smaller drivers. However, the amount of target braking force correction relative to the stroke of the brake pedal 6 is also larger for smaller drivers. Therefore, the increase in pedal force can be suppressed by increasing the amount of target braking force correction.

[0026] (2) In this embodiment, the specific parameter is a vehicle parameter set according to the driver's physique. Therefore, for example, the specific parameter can be obtained from the vehicle, making it easier to obtain the specific parameter compared to having the driver input it.

[0027] (3) In this embodiment, the specific parameter is the position of the seat 33 (seat cushion 34) on which the driver sits in the vehicle's longitudinal direction. Here, the seat 33 is set further forward in the vehicle's longitudinal direction the smaller the driver's physique, and further back in the vehicle's longitudinal direction the larger the driver's physique. In other words, the position of the seat 33 in the vehicle's longitudinal direction is a specific parameter set according to the driver's physique. Therefore, the specific parameter can be easily obtained.

[0028] (4) In this embodiment, the specific parameter is the vertical position of the seat 33 (seat cushion 34) on which the driver sits. Here, the seat 33 is set higher in the vertical direction of the vehicle the smaller the driver's physique, and lower in the longitudinal direction of the vehicle the larger the driver's physique. In other words, the vertical position of the seat 33 is a specific parameter set according to the driver's physique. Therefore, the specific parameter can be easily obtained.

[0029] (modified version) (1) In this embodiment, an example is shown in which a specific parameter is always detected, but other configurations can also be adopted. For example, as shown in Figure 11, the specific parameter may be detected when the driver is not pressing the brake pedal 6. This prevents the braking force of the vehicle from changing when, for example, the position of the seat 33 changes while the driver is pressing the brake pedal 6. Figure 11 is a flowchart showing the overall flow of the braking force control method of modification (1). In Figure 11, S201 and S202 are located between S103 and S104 in the flowchart shown in Figure 4, and S203 and S204 are located between S110 and S111. In S201, it is determined whether the brake pedal 6 is in the off state. For example, if the main brake target braking force calculated in S103 is "0", it is determined that the brake pedal 6 is in the off state. When it is determined that the brake pedal 6 is in the off state (S201 "Yes" in Figure 11), the process moves to S104 and then to S105. On the other hand, if it is determined that the brake pedal 6 is in the ON position (S201 "No" in Figure 11), the system retains the previously acquired signal (the position of the seat cushion 34 in the vehicle's longitudinal and vertical directions) from the slide and lift amount signal output unit 38 (S202 in Figure 11), and then proceeds to S105. In S105, according to the maps shown in Figures 6A and 6B, the system calculates the correction amount SS and correction amount SL based on the signal acquired in S104 or the signal retained in S202, and then calculates the target braking force correction amount by adding the correction amount SS and correction amount SL together (S105 in Figure 11). The same operation is performed in S203, S204 and S112 in Figure 11.

[0030] (2) In this embodiment, examples were shown in which the position of the seat cushion 34 in the vehicle's vertical direction and the position of the vehicle's longitudinal direction are used as specific parameters, but other configurations can also be adopted. For example, as shown in Figure 12, the vehicle's steering device 66 may be configured to have a telescopic mechanism 68 that can move the steering wheel 67 in the direction of the axis L of the steering wheel 67, or as shown in Figure 13, the position of the steering wheel 67 in the direction of the axis L may be used as a specific parameter. Here, the steering wheel 67 is set further forward in the vehicle's longitudinal direction the smaller the driver's physique, and further back in the vehicle's longitudinal direction the larger the driver's physique. That is, the position of the steering wheel 67 in the vehicle's longitudinal direction is a specific parameter set according to the physique of the vehicle's driver. Therefore, according to the configuration of modification (2), the specific parameter can be easily obtained. Figure 12 is a diagram showing the overall configuration of the braking force control system 1 of modified example (2). Figure 13 is a flowchart showing the overall flow of the braking force control method of modified example (2). In Figure 13, S301 and S302 are replaced with S104 and S202 in the flowchart shown in Figure 11, and S303 and S304 are replaced with S111 and S204. In S301, after acquiring the signal output from the telescopic sensor 70 that detects the position of the steering wheel 67 in the axis L direction (hereinafter also referred to as the "telescopic signal"), the process proceeds to S105. As the position in the axis L direction, for example, a relative position from any point such as the maximum forward position or the maximum rearward position can be used. On the other hand, in S302, after retaining the telescopic signal acquired previously from the telescopic sensor 70 (S302 in Figure 13), the process proceeds to S105. In S105, the target braking force correction amount is calculated based on the telescopic signal acquired in S301 or the telescopic signal held in S302, according to the map shown in Figure 14 (S105 in Figure 13). Figure 14 shows the relationship between the position of the steering wheel 67 in the axis L direction and the target braking force correction amount. In the map shown in Figure 14, the further the position of the steering wheel 67 in the axis L direction is towards the front of the vehicle, the larger the target braking force correction amount is. Then, as shown in Figure 7, the main brake target braking force is corrected with the target braking force correction amount calculated in S105 (S106 in Figure 13). Similarly, S303, S304 and S112 in Figure 13 perform the same operation.

[0031] (3) In this embodiment, an example was shown in which vehicle parameters set according to the driver's physique are used as specific parameters, but other configurations can also be adopted. For example, a grid using physical data such as the driver's height and sitting height may be used. In this case, the driver's physical data is obtained by manual input by the driver or by calculation from the image captured by the in-vehicle camera.

[0032] (4) In this embodiment, an example was shown in which the main brake device 50 is controlled so that the smaller the driver's physique, the greater the braking force generated by the vehicle in relation to the amount the driver presses the brake pedal 6. However, other configurations can also be adopted. For example, the system may determine whether the driver's physique is below a certain threshold, and if it is below the threshold, the main brake device 50 and the sub-brake device 51 may be controlled so that the braking force generated by the vehicle in relation to the amount the driver presses the brake pedal 6 is greater than when it is above the threshold. [Explanation of Symbols]

[0033] 1... Brake force control system, 2... Pedal device, 3... Seat position adjustment device, 4... Brake device, 5... Housing, 6... Brake pedal, 7... Operation rod, 8... Stroke simulator, 9... Pedal arm, 10... Pedal pad, 11... Case, 12... Input section, 13... Elastic member, 14... Fixing section, 15... First main sensor, 16... First sub-sensor, 17... Second main sensor, 18... Second sub-sensor, 19... First main signal calculation unit, 20... First main signal output unit, 21... First sub-signal calculation unit Calculation unit, 22...First sub-signal output unit, 23...Second main signal calculation unit, 24...First main signal output unit, 25...Second sub-signal calculation unit, 26...Second sub-signal output unit, 27...Slide rail, 28...Slide motor, 29...Lifter link, 30...Lifter motor, 31...Reclining motor, 32...Seat position controller, 33...Seat, 34...Seat cushion, 35...Seat back, 36...Slide switch, 37...Slide amount calculation unit, 38...Slide & lift amount signal output unit, 39...S 40...Ride actuator output unit, 41...Lift switch, 42...Lift amount calculation unit, 43...Reclining switch, 44...Reclining amount calculation unit, 45...Reclining actuator output unit, 46...Wheel cylinder, 47...Wheel cylinder, 48...Wheel cylinder, 49...Wheel cylinder, 50...Main brake device, 51...Sub brake device, 52...Main brake controller, 53...Sub brake controller, 54...Fault detection 55...First main signal acquisition unit, 56...First sub-signal acquisition unit, 57...Slide & lift amount input unit, 58...Main brake force calculation unit, 59...Main actuator brake force output unit, 60...Fault detection unit, 61...Second main signal acquisition unit, 62...Second sub-signal acquisition unit, 63...Slide & lift amount input unit, 64...Sub brake force calculation unit, 65...Sub actuator brake force output unit, 66...Steering device, 67...Steering wheel, 68...Telescopic mechanism, 70...Telescopic sensor

Claims

1. A braking force control method that controls an actuator that generates braking force on a vehicle according to the amount the vehicle's brake pedal is pressed, A specific parameter, which is a parameter corresponding to the physique of the driver of the aforementioned vehicle, is obtained. Based on the acquired specific parameters, the actuator is controlled such that when the driver is small, the amount the driver presses the brake pedal to generate a predetermined braking force is smaller compared to when the driver is large. Braking force control method.

2. The aforementioned specific parameter is a parameter of the vehicle that is set according to the physique of the driver. A method for controlling braking force according to claim 1.

3. The detection of the aforementioned specific parameter is performed when the driver is not pressing the brake pedal. The braking force control method according to claim 2.

4. The aforementioned specific parameter is the position of the seat in the vehicle's longitudinal direction where the driver sits. The braking force control method according to claim 2.

5. The aforementioned specific parameter is the vertical position of the seat in which the driver sits within the vehicle. The braking force control method according to claim 2.

6. The steering system of the aforementioned vehicle has a telescopic mechanism that allows the steering wheel to move in the axial direction of the steering wheel. The aforementioned specific parameter is the axial position of the steering wheel. The braking force control method according to claim 2.

7. A detection unit that detects the amount the vehicle's brake pedal is pressed and generates a detection value, The system includes a control unit that controls an actuator that generates braking force on the vehicle based on the detected value generated by the detection unit, The control unit, A specific parameter, which is a parameter corresponding to the physique of the driver of the aforementioned vehicle, is obtained. Based on the acquired specific parameters, the actuator is controlled such that when the driver is small, the amount the driver presses the brake pedal to generate a predetermined braking force is smaller compared to when the driver is large. Braking force control system.

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