JPH0986366A - Vehicle behavior control device - Google Patents

Abstract

(57) [PROBLEMS] To improve responsiveness of braking force generation in braking force control during non-braking without inviting an increase in cost. A side slip angle β is calculated based on a lateral acceleration Y _G , a yaw rate ψ, and a vehicle speed V, and a vehicle state determination amount is calculated from the side slip angle β and a side slip angle change speed dβ / dt calculated based on the side slip angle β. VT is obtained, and when the vehicle state determination amount VT becomes equal to or higher than the threshold value VTm for starting the motor drive, the switching valve 22F ₁
22R ₂ is operated to disconnect the master cylinder 8 from each wheel cylinder, and the motor 36 is driven to increase the working hydraulic pressure. When the vehicle state determination amount VT becomes equal to or larger than the threshold value VTs for starting the control, the predetermined inlet valve and the outlet valve are operated. At this time, the threshold V
Tm is set to a value smaller than the threshold value VTs by an amount corresponding to the time required to increase the working oil pressure, and the working oil pressure is boosted by the time when the vehicle state determination amount VT becomes equal to or more than the threshold value VTs. .

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle behavior control device for generating a braking force so as to stabilize the vehicle behavior, and more particularly to stabilizing the vehicle behavior during traveling on an asymmetric road surface condition or a curve. The present invention relates to a possible vehicle behavior control device.

[0002]

2. Description of the Related Art Conventionally, such as during turning while accelerating,
As a vehicle behavior control device that applies a braking force to the drive wheels regardless of the state of the brake pedal in order to prevent the drive wheels from idling during non-braking, see, for example, Japanese Patent Application Laid-Open No. Hei 4
A device described in Japanese Patent Application Laid-Open No. 193658 is known, and in this conventional device, a hydraulic unit is newly provided for braking force control in addition to a hydraulic unit such as a pump for anti-skid control. Then, by setting the target slip ratio based on the sideslip angle of the vehicle (slip angle in the above-mentioned publication), setting the target brake hydraulic pressure based on this, and generating the brake hydraulic pressure corresponding thereto, A braking force that causes an appropriate slip state is generated to stabilize the vehicle behavior. Then, during non-braking without operating the brake pedal, the master cylinder and the hydraulic unit are switched to control the braking hydraulic pressure from the hydraulic unit to adjust it to the target brake hydraulic pressure. By supplying to the cylinder, a braking force is generated, the occurrence of idling of the drive wheels is prevented, and the vehicle behavior is stabilized.

Further, for example, a device has been considered in which a hydraulic booster is used as a hydraulic power source and a braking force is applied by controlling the hydraulic booster.

[0004]

However, as described above, when a new hydraulic unit is provided for controlling the braking force or a hydraulic booster is provided, a new component is added. , Increased costs, or
There are problems such as having to secure the installation location.

Therefore, a method is conceivable in which the pump used in the antiskid control device is also used for the braking force control without newly providing these hydraulic unit, hydraulic power source, and the like. However, in this case, since the pump is driven by receiving the instruction to generate the braking force by the braking force control, it takes time to increase the braking fluid pressure to the predetermined pressure. As a result, as shown in FIG. 15, there is a dead time between the motor operation and the start of the increase of the wheel cylinder pressure P _{W / C} , and in order to obtain sufficient responsiveness. However, there is an unsolved problem that a high-performance pump or the like must be used, which also leads to cost increase.

Therefore, the present invention has been made by paying attention to the above-mentioned unsolved problems of the prior art, and the braking force is actually generated from the braking force generation instruction in the braking force control without causing a significant increase in cost. It is an object of the present invention to provide a vehicle behavior control device that can prevent the occurrence of dead time before the operation and further improve the responsiveness.

[0007]

In order to achieve the above object, a vehicle behavior control device according to a first aspect of the present invention controls a pressure of a working fluid supplied to a braking cylinder according to a vehicle behavior to perform the braking. In a vehicle behavior control device for stabilizing a vehicle behavior by generating a predetermined braking force in a vehicle cylinder, the working fluid is previously provided at a time point before a time point at which the braking force needs to be generated in order to stabilize the vehicle behavior. The feature is that the voltage is increased.

According to another aspect of the vehicle behavior control device of the present invention, a pump for boosting the working fluid in the brake pipe connected to the braking cylinder in response to a drive signal, and a pump provided in the brake pipe for braking. A control valve for controlling the pressure of the working fluid supplied to the cylinder in accordance with a control signal;
Vehicle behavior detection means for detecting vehicle behavior, vehicle state determination quantity detection means for obtaining a vehicle state determination quantity based on a detection value of the vehicle behavior detection means, and vehicle state determination quantity detected by the vehicle state determination quantity detection means. And a control means for outputting the drive signal and the control signal to the pump and the control valve so that the vehicle behavior is stabilized based on the vehicle state determined by the vehicle state determination amount detection means. The control valve control means that outputs the control signal to the control valve so that the control cylinder is in the braking state when the determination amount is equal to or greater than the first reference value, and the vehicle state determination amount detection means Pump control that outputs the drive signal to the pump so that the working fluid in the brake pipe increases in pressure when the vehicle state determination amount is equal to or greater than a second reference value that is smaller than the first reference value. It is characterized in that it comprises a stage, a.

According to a third aspect of the vehicle behavior control device of the present invention, the vehicle behavior detecting means according to the first or second aspect is the vehicle speed,
At least one of the steering state, the lateral acceleration, the yaw rate, and the master cylinder pressure is detected as the vehicle behavior. According to a fourth aspect of the present invention, there is provided a vehicle behavior control device according to any one of the first to third aspects, wherein the vehicle state determination amount detecting means has a sideslip angle of the vehicle calculated from the vehicle behavior detected by the vehicle behavior detecting means. Also, the vehicle state determination amount is calculated based on the amount of change in the sideslip angle.

According to a fifth aspect of the present invention, there is provided a vehicle behavior control device in which the vehicle state determination amount detecting means according to any one of the first to third aspects is a target calculated from the vehicle behavior detected by the vehicle behavior detecting means. The vehicle state determination amount is calculated based on the deviation between the yaw rate and the actual yaw rate. Further, in the vehicle behavior control device according to a sixth aspect, the working fluid according to any one of the second to fifth aspects is a working oil, and the second reference value is for decreasing a temperature of the working oil. It was decided to decrease accordingly.

Therefore, according to the vehicle behavior control device of the first aspect, for example, the time point at which the braking force needs to be generated is predicted based on the vehicle behavior, and the time point at which the braking force needs to be generated is estimated to be higher than the time point at which the braking force needs to be generated. At a previous point in time, the working fluid is prepressurized. Therefore, since the working fluid has already been boosted in pressure when the braking force is actually generated, the braking cylinder operates more quickly than in the conventional case.

According to the vehicle behavior control device of the second aspect, the vehicle state determination amount calculated from the vehicle behavior is set as a value at which it is considered necessary to generate the braking force, for example. The control of the control valve is started when the reference value is exceeded. However, when the vehicle state determination amount is smaller than the first reference value and is equal to or larger than the second reference value set according to the time required to pressurize the working fluid, the pump is driven and the brake is applied. The working fluid in the pipe is pressurized. Therefore, when the control of the control valve is started, the working fluid has already been boosted in pressure, so that the braking cylinder operates more quickly than before.

According to the vehicle behavior control device of the third aspect, the vehicle behavior includes vehicle speed, steering state, lateral acceleration,
At least one of the yaw rate and the master cylinder pressure is detected. According to the vehicle behavior control device of the fourth aspect, the vehicle state determination amount is detected based on the vehicle sideslip angle and the sideslip angle change amount obtained from the vehicle behavior detected by the vehicle behavior detection means.

Further, according to the vehicle behavior control device of the fifth aspect, the vehicle state determination amount is detected based on the deviation between the target yaw rate obtained from the vehicle behavior detected by the vehicle behavior detecting means and the actual yaw rate. . Further, claim 6
According to the vehicle behavior control device of the present invention, when the working fluid is working oil, the viscosity of the working oil increases as the oil temperature decreases, and as a result, the pressurization time increases, but the second reference value Is set so as to decrease in accordance with the decrease in the oil temperature. Therefore, as the oil temperature decreases, the drive of the pump is started at an earlier stage and the pressure increase of the hydraulic oil is started.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of a vehicle behavior control device according to the present invention. Since the functional configuration of the hydraulic system is the same for each wheel, a case where the braking force control is performed on an arbitrary wheel 10 will be described here.

The hydraulic system of this vehicle behavior control system is equipped with a brake system.
Outputs the operating hydraulic pressure according to the depression state of the pedal 6.
Wheel cylinder corresponding to the master cylinder 8 and the wheels 10.
Piping (braking cylinder) 11 and pipe L₁Connect via
Have been. And this pipe L₁Switching valve 2
2 is provided, and the wheel cylinder 11 of this switching valve 22 is provided.
Control valve for controlling the supply pressure to the wheel cylinder 11 on the side
32 is connected. Furthermore, the pipe L₁Switching valve 22
Between the control valve 32 and the control valve 32. ₂Connected
This pipe L₂Consists of, for example, a pump
A booster unit 39 is provided.

As the switching valve 22, for example, a normally open two-position switching valve can be applied, and in accordance with a control signal from a controller 20 described later, the master cylinder 8 and the control valve 32 are connected or closed. You can do it. The control valve 32 is a controller 2 described later.
It operates in response to a control signal from 0, normally controls the switching valve 22 and the wheel cylinder 11 to communicate with each other, and disconnects the switching valve 22 and the wheel cylinder 11 according to the control signal. The operating hydraulic pressure supplied to the wheel cylinder 11 is controlled to a designated hydraulic pressure.

The booster 39 operates in response to a drive signal from the controller 20 described later, and the control valve 32
The operating hydraulic pressure on the upstream side can be increased. The controller 20 (control means), for example, skids based on vehicle behavior information detected by a sensor 1 (vehicle behavior detection means) that detects vehicle behavior such as a yaw rate sensor, a lateral acceleration sensor, a wheel speed sensor, or the like. A vehicle state determination amount such as a corner is obtained, and the switching valve 22 is controlled to be opened / closed according to the magnitude of the vehicle state determination amount, and the control valve 32 and the booster 39 are controlled.

Next, the operation of the above embodiment will be described with reference to the flowchart of FIG. 2 showing the processing procedure of the vehicle behavior control processing of the controller 20. This vehicle behavior control process is executed by interruption which is set every predetermined time. Then, in the controller 20, first, the sensor 1
It is necessary to obtain the vehicle state judgment amount based on the vehicle behavior information such as the lateral acceleration and yaw rate detected in step 1, and to generate the braking force to stabilize the vehicle behavior according to the magnitude of the vehicle state judgment amount. By predicting whether or not there is, it is determined whether or not the hydraulic pressure needs to be increased (step S1). Then, when the vehicle state determination amount is small and it is predicted that it is not necessary to generate the braking force, such as when the vehicle is traveling straight on a flat road, the processing is ended as it is. Therefore, for example, when the vehicle is traveling straight on a flat road, the vehicle state determination amount such as the sideslip angle is small,
It is determined that it is not necessary to generate the braking force.

In the normal state, the switching valve 22 is open, and the control valve 32 is the switching valve 22 and the wheel cylinder 1.
Since the master cylinder 8 and the wheel cylinder 11 are in communication with each other and the brake cylinder 6 is operated in this state, the master cylinder pressure corresponding to this depression state is controlled. Is the hydraulic pressure, and the braking force corresponding to the master cylinder pressure is applied to the wheels from the wheel cylinder 11.

Then, for example, when the lateral acceleration or the yaw rate increases due to the vehicle turning while accelerating, etc., and the vehicle state determination amount increases, it is necessary to generate a braking force. A control signal for closing the valve 22 is output, and the control valve 32 is controlled so that the switching valve 22 and the wheel cylinder 11 are shut off. Then, the booster 39 is driven. As a result, the booster 3
9 is activated to start increasing the hydraulic pressure, and the hydraulic pressure upstream of the control valve 32 is increased (step S2, pump control means).

From this state, when the lateral acceleration or the like further increases and the vehicle state determination amount increases and it is determined that the braking force needs to be generated (step S3), the control valve 32 is controlled to control the wheel. The operating oil pressure supplied to the cylinder 11 is controlled to a predetermined pressure (step S4, control valve control means). As a result, the braking force corresponding to the hydraulic pressure is generated from the wheel cylinder 11.

As described above, according to the present embodiment, whether or not the braking force needs to be generated is predicted in advance, and the hydraulic pressure is increased when it is predicted that the braking force needs to be generated. By starting the control, the operating oil pressure is already increased at the time when it is determined that it is necessary to actually generate the braking force. Therefore, the wheel cylinder pressure P is immediately increased from the time when the control of the control valve 32 is started. _{W / C} will be boosted. Therefore, it is possible to avoid the occurrence of dead time in the conventional braking force control as shown by the alternate long and short dash line in FIG. 3, and improve the responsiveness of the wheel cylinder pressure P _{W / C} as shown by the solid line in FIG.

[0024]

The present invention will now be described in more detail with reference to the illustrated embodiments. FIG. 4 is a circuit diagram of a hydraulic system of the vehicle behavior control device according to the present invention. This hydraulic system includes a brake pedal 6, a master cylinder 8 connected to the brake pedal 6 via a booster 7, a reservoir 9, and a cylinder body of a disc type brake for the front left-side rear right-side wheels 10FL-10RR. Wheel cylinder 11FL as a braking cylinder provided in
.About.11RR.

Then, the wheel cylinder 11F on the front wheel side
The L and 11FR and the master cylinder 8 are connected via a pipe LF ₁ which branches into two in the middle, and the wheel cylinder 11FL is connected to one branched pipe LF ₂ .
The wheel cylinder 11FR is connected to the other pipe LF ₃ . A switching valve 22F ₁ is provided between the branch point of the pipe LF ₁ and the master cylinder 8.
The pipe LF ₄ bypassing the 2F _1, switching valve 22F ₁
Relief valve 2 for avoiding that the hydraulic pressure on the wheel cylinders 11FL and 11FR side exceeds a predetermined pressure
3F is provided.

Here, the switching valve 22F ₁ is an electromagnetic two-port two-position switching valve that is normally open, and it operates in response to a control signal I ₁ supplied from a controller 20 described later.
The master cylinder 8 and the pipes LF ₂ and LF ₃ can be connected or disconnected. That is, the switching valve 22F ₁ has, at its solenoid, it is closed when the control signal I ₁ of the current ON is supplied, the control signal I ₁ of the power source OFF is now an open state when supplied There is.

Inlet valves 33FL and 33FR are provided in the pipes LF ₂ and LF ₃ , respectively, and a pipe LF ₆ for bypassing the reservoir 35F is provided on the wheel cylinder 11FL side of the inlet valve 33FL of the pipe LF _2. Has been. Similarly, a pipe LF ₇ for bypassing the reservoir 35F is provided on the side of the wheel cylinder 11FR of the inlet valve 33FR of the pipe LF ₃ . The pipes LF ₆ and LF ₇ are actually connected to the pipe LF ₅ which connects the reservoir 35F and the pump 37F driven by the motor 36. Further, outlet valves 34FL and 34FR are provided in the pipes LF ₆ and LF ₇ , respectively.

[0028] Then, the damper chamber 38F for the discharge side and the pressure accumulator of the pump 37F is connected via a pipe LF _8, piping LF ₉ for bypass between the pipe LF ₈ and the branch point of the pipe LF ₁ Is provided. In addition, the pipe LF
_Between master cylinder 8 of ₁ and switching valve 22F ₁ and pump 3
Between 7F suction side of the formed pipe LF ₁₀ for bypass is in the pipe LF _10, are provided switching valve 22F _2.

Here, the switching valve 22F ₂ is an electromagnetic two-port two-position switching valve which is normally closed, and responds to a control signal I ₂ supplied from a controller 20 described later.
The master cylinder 8 and the suction side of the pump 37F can be connected or disconnected. That is, the switching valve 2
When the control signal I _{2 for} turning on the current is supplied to the solenoid of 2F ₂ , the control signal I ₂ for turning off the current is opened.
When it is supplied, it will be in a closed state.

The inlet valves 33FL and 33FR are electromagnetic two-port two-position switching valves that are normally open, and are responsive to control signals I ₅ and I ₆ supplied from a controller 20, which will be described later. The pipe LF ₁ and the wheel cylinders 11FL and 11FR can be connected or disconnected, respectively. That is, the current is turned on to the solenoids of the inlet valves 33FL and 33FR.
When the control signals I ₅ and I ₆ are supplied, the circuit is closed, and when the control signals I ₅ and I _{6 for} turning off the current are supplied, the circuit is opened.

Further, the outlet valve 34FL and the outlet valve 34FL
And 34FR are electromagnetic 2 port 2nd place which is normally closed
It is a switching valve and is supplied from the controller 20 described later.
Control signal I₉, I_TenDepending on the wheel cylinder
Between 11FL and 11FR and reservoir 35F, respectively
It can be connected or disconnected. Toes
Outlet valves 34FL, 34FR Solenoid
Control signal I for turning on the current₉, I_TenWhen is supplied
The control signal I turns off and the current is off.₉, I _TenIs accompanying
It is designed to be closed when supplied.

Then, the inlet valves 33FL and 3
3FR, outlet valves 34FL and 34FR, reservoir 35F, pump 37F and damper chamber 38F constitute a front wheel side actuator 21F that controls the wheel cylinder pressure of the front wheel side wheel cylinders 11FL and 11FR. In the normal state, the switching valve 22
Since F ₁ , the inlet valves 33FL and 33FR are in the open state, and the switching valve 22F ₂ and the outlet valves 34FL and 34FR are in the closed state, the master cylinder 8 and the wheel cylinders 11FL and 11FR are in the communicating state, and the brake pedal 6 The master cylinder pressure corresponding to the depression state of each wheel cylinder 11FL and 11F
It is supplied to R to generate a braking force corresponding thereto.

Then, the anti-skid control for controlling the braking force of each wheel cylinder 11FL and 11FR is performed by controlling the front wheel side actuator 21F as required based on the slip ratio of each wheel. That is, the inlet valves 33FL and 33
FR open, outlet valves 34FL and 34F
When R is closed, the working oil pressure of the master cylinder 8 in accordance with the depression amount of the brake pedal 6 causes the switching valve 22F ₁ ,
Wheel cylinder 1 via inlet valve 33FL
It is supplied to 1FL, the cylinder pressure of the wheel cylinder 11FL rises, and similarly, the operating oil pressure changes the switching valve 22F ₂ ,
Wheel cylinder 1 via inlet valve 33FR
The cylinder pressure is increased by being supplied to 1FR (pressure increase mode).

Then, the inlet valves 33FL and 3
3FR closed, outlet valves 34FL and 34
When FR is opened, the hydraulic oil in the wheel cylinders 11FL and 11FR is collected in the reservoir 35F, and the cylinder pressure of the wheel cylinders 11FL and 11FR decreases (pressure reduction mode). In addition, the inlet valve 33F
L and 33FR, outlet valves 34FL and 34
If both FR are closed, wheel cylinder 11FL
And 11FR of the hydraulic oil are confined to hold the cylinder pressure (holding mode).

During the anti-skid control, the motor 3
By driving 6, the pump 37F is driven and the hydraulic oil in the reservoir 35F is pumped up, and the damper chamber 38
Pressure is accumulated in F and inlet valves 33FL and 33FR
Is returned to the upstream side of. And the inlet valve 33F
When L and 33FR are open, the hydraulic oil returned to the upstream side is supplied to the wheel cylinders 11FL and 11FR together with the hydraulic oil from the master cylinder 8. Also, the inlet valves 33FL and 33FR are closed,
When the hydraulic pressure on the upstream side of the inlet valves 33FL and 33FR increases above a predetermined pressure, the hydraulic oil is returned to the upstream side of the switching valve 22F ₁ via the relief valve 23F according to the increased pressure. .

On the other hand, when the brake pedal 6 is not depressed, that is, when there is a braking force generation instruction by the vehicle behavior control process described later in the non-braking state, the switching valve 22F ₁ is closed and the switching valve 22F ₂ is closed. Is closed, and the inlet valves 33FL and 33FR and the outlet valves 34FL and 34FR are closed.
Master cylinder 8 and wheel cylinders 11FL and 11
The FR is cut off, and the master cylinder 8 and the suction side of the pump 37F are in communication.

Then, in this state, the motor 36 is driven to operate the pump 37F, whereby the reservoir 3
The hydraulic oil of 5F is pumped up, and the hydraulic oil of the reservoir 9 is pumped up by the pump 37F via the master cylinder 8 and the switching valve 22F ₂ to increase the pressure, and the hydraulic pressure on the upstream side of the inlet valves 33FL and 33FR increases. . Then, from this state, the inlet valves 33FL and 33FR are opened to increase the cylinder pressure of the wheel cylinders 11FL and 11FR. Further, from this state, the inlet valves 33FL and 3FL
After closing 3FR, outlet valve 34FL
The wheel cylinder pressure is reduced by opening 34FR and 34FR.

On the other hand, the wheel cylinder 11RL on the rear wheel side
Also, 11RR is the wheel cylinder 11 on the front wheel side described above.
Like the FL and 11FR, the switching valves 22R ₁ and 22R
R ₂ , the relief valve 23R, and the rear wheel side actuator 21
Controlled by R, the switching valves 22R ₁ and 22R ₂ correspond to the switching valves 22F ₁ and 22F ₂ , respectively, and the relief valve 2
3R corresponds to 23F, and the rear wheel side actuator 21R corresponds to the front wheel side actuator 21F. Further, the inlet valves 33RL and 33RR constituting the rear wheel side actuator 21R correspond to 33FL and 33FR respectively, and the outlet valves 34RL and 34RR correspond to 34F.
L and 34FR respectively, and the reservoir 35R is 35
The pump 37R corresponds to 37F, and the damper chamber 38R corresponds to 38F. And each pipe LR ₁
~ LR ₁₀ correspond to LF ₁ to LF ₁₀ , respectively.

The motor 36 is shared by the front-wheel and rear-wheel actuators 21F and 21R for control, and operates in response to a drive signal I _M supplied from a controller 20 described later. There is. FIG.
1 is a block diagram of a control system of a vehicle behavior control device according to the present invention, the control system including each wheel 10FL;
Wheel speed sensor 1 for detecting a wheel speed of 10 to 10 RR
2FL to 12RR, a steering angle sensor 13 that detects a steering angle of a steering wheel (not shown), a yaw rate sensor 14 that detects a yaw rate, a lateral acceleration sensor 15 that detects a lateral acceleration acting in the lateral direction of the vehicle body, and an outside air temperature. Of the outside air temperature sensor 16 for detecting the vehicle pressure, the master cylinder pressure sensor 17 for detecting the fluid pressure of the master cylinder 8, the brake switch 18 for detecting the depression state of the brake pedal 6, and the vehicle behavior based on the detection signals of these sensors. It is composed of a controller 20 that executes control processing.

Each of the wheel speed sensors 12FL to 12RR is composed of, for example, an electromagnetic pickup provided at a predetermined position interlocking with each wheel, and AC voltage signals Vw _{FL to} Vw having a frequency proportional to the rotation speed of the wheel. Output _RR . Further, the steering angle sensor 13 has a voltage of zero when the steering wheel (not shown) is in the neutral position,
A steering angle detection value δ that becomes a negative voltage according to the steering angle when the vehicle is turned right from the neutral state and a positive voltage according to the steering angle when the vehicle is turned left from the neutral position is output. Further, the yaw rate sensor 14 is composed of, for example, a piezoelectric vibration gyro, and outputs a yaw rate detection value ψ corresponding to the yaw rate (rotational angular velocity) of the yaw motion acting on the vehicle at the time of turning. The lateral acceleration sensor 15 has, for example, zero in a straight traveling state, a positive voltage value corresponding to the lateral acceleration in a right turning state where the steering is right-handed from the straight traveling state, and conversely, a negative voltage value in accordance with the lateral acceleration in a left turning state. The lateral acceleration detection value Y _G that is a voltage value is output. The outside air temperature sensor 16 measures the temperature [° C.] of the outside air and outputs the outside air temperature detection value T _OUT which is a voltage signal corresponding to the temperature, for example. The master cylinder pressure sensor 17 is provided, for example, on the master cylinder 8 of the pipe LF ₁ .
The working hydraulic pressure of the master cylinder 8 is detected, and the master cylinder pressure P _{M / C,} which is a voltage signal, for example, is output according to the pressure. The brake switch 18 is turned on when the brake pedal 6 is operated and has a logical value "1", and is turned off when the brake pedal 6 is not operated to have a logical value "0".
Output S. The output signals of each of these sensors are input to the controller 20.

The controller 20 includes a microcomputer having at least an arithmetic processing unit, a storage unit, and an input / output interface circuit, and A / D converters and D / A provided on the input side and the output side of the microcomputer.
It is formed by including a signal converter such as a converter, a motor drive circuit for driving the motor 36, and the like. Then, the detection signals from the various sensors are input, predetermined processing is executed based on a processing program and characteristic diagram stored in advance, and predetermined information being processed is stored in a predetermined storage area, and Each switching valve 22F _{1 to} 22R ₂ , inlet valves 33FL to 33RR, and outlet valve 34F.
The control signals I _{1 to} I ₁₂ to L to 34RR are set and output, and the drive signal I _M to the motor 36 is formed and output.

Here, the switching valves 22F _{1 to} 22R ₂ , the inlet valves 33FL to 33RR and the outlet valves 34FL to 34RR correspond to control valves, and the wheel speed sensors 12FL to 12RR, the steering angle sensor 13, the yaw rate sensor 14, the lateral acceleration. sensor 15 and the master cylinder pressure sensor 17 corresponds to the vehicle behavior detection unit, the pipes LF ₁ ~
LF ₁₀ , LR _{1 to} LR ₁₀ correspond to the brake piping, and hydraulic oil corresponds to the working fluid.

Next, the operation of the above embodiment will be described with reference to FIG. 6, which is a flow chart showing the processing procedure of the vehicle behavior control processing in the controller 20. This vehicle behavior control process is executed by interruption which is set every predetermined time. First, the detection signals from various sensors,
That is, each wheel speed Vw _{FL to} Vw _RR , steering angle detection value δ,
The yaw rate detection value ψ, the lateral acceleration detection value Y _G , the outside air temperature detection value T _OUT , and the master cylinder pressure P _{M / C} are read (step S11).

Then, for example, the maximum value of the wheel speeds Vw _{FL to} Vw _RR which is usually used in the anti-skid control is set as the vehicle speed V, which is regarded as the value closest to the actual vehicle speed (step S12). Next, in step S13, it is determined whether or not the slip control is necessary based on the vehicle speed V, the wheel speed of each wheel, the acceleration of the wheels, and the like. If the slip control is necessary, the process proceeds to step S34 to perform the anti-skid control process. If it is not necessary, the process proceeds to step S14.

In this step S14, step S12
And the vehicle speed V is set in, and calculates the vehicle slip angle β based on the yaw rate detection value ψ and lateral acceleration detection value Y _G read in step S11 (step S14). Specifically, the change amount ΔV of the lateral velocity Vy is calculated according to the following equation (1).
y is calculated, then the lateral velocity Vy (n) is calculated from the equation (2), and the sideslip angle β is calculated from the equation (3). Note that X (n) represents the detected value of the item X at the time of executing the vehicle behavior control process this time, and X (n-1)
Represents the detected value of item X at the time of the previous processing execution. Further, ΔT is a sampling cycle. Also,
It is assumed that the calculated lateral velocity Vy (n) is stored in a predetermined storage area.

ΔVy = Y _G (n) −ψ (n) · V (n) (1) Vy (n) = Vy (n−1) + ΔVy · ΔT (2) β = Vy (n) / V (n) (3) Next, the calculated vehicle body sideslip angle β is differentiated to calculate the rate of change dβ / dt of the vehicle body sideslip angle β, and the vehicle body sideslip angle β is calculated.
Based on the calculated change speed dβ / dt, the vehicle state determination amount VT is calculated from the following equation (4) (step S15 vehicle state determination amount detection means). Note that k1 and k2 in the equation (4) are constants set by tuning.

VT = k1.beta. + K2.d.beta. / Dt (4) Then, when the absolute value of the calculated vehicle state determination amount VT is equal to or greater than the preset motor drive start threshold value VTm (second reference value). It is determined whether there is any (step S16).
Here, the threshold value VTm is the threshold value VTs for starting the control.
The difference (VTm) between the (first reference value) and the lead time ΔVT.
= VTs-ΔVT). The threshold value VTs for starting the control described above is a value that is set so as to increase as the vehicle speed V and the steering angle δ increase, as shown in the characteristic diagram of FIG. 7. The reason is that, when turning, the sideslip angle increases as the steering angle δ increases, and if the turning radius is the same, the sideslip angle increases as the vehicle speed V increases. This is because it is necessary to increase the threshold value VTs in accordance with the above and delay the generation start timing of the braking force by the vehicle behavior control processing.

The lead time ΔVT is set so as to decrease as the oil temperature Tf rises, as shown in the characteristic diagram of FIG. Therefore, the threshold VTm
Becomes smaller as the oil temperature Tf decreases. Note that, here, the oil temperature Tf is set to the outside air temperature detection value T _OUT.
And the elapsed time Tt from when the ignition switch is turned on are estimated from the characteristic diagram of FIG.
In the characteristic diagram of FIG. 9, when the oil temperature at the time when the ignition switch is turned on is the outside air temperature detection value T _OUT of the outside air temperature sensor 16, the outside air temperature detection value T increases as the elapsed time Tt increases. It is set to increase from _{OUT with a} constant ΔT. At this time, it does not exceed the preset maximum value Tf _MAX of the estimated oil temperature. That is, the smaller of the maximum value Tf _MAX of the estimated oil temperature and T _OUT + ΔT · Tt is set as the estimated oil temperature Tf.

In step S16, if the vehicle is traveling straight on a flat road at a constant speed, the vehicle state determination amount VT becomes substantially zero and VTm> VT. Therefore, it is not necessary to control the drive of the motor. As a result, the processing is ended (normal braking state). On the other hand, when the vehicle is traveling straight on the flat road at a constant speed and is in the right-turning traveling state without operating the brake pedal 6, the controller 20 performs the same process as above, and in step S11. The detection signal from each sensor is read, and the vehicle speed V is set in step S12. Since slip control is unnecessary, the vehicle body sideslip angle β is calculated in steps S14 and S15.
The vehicle state determination amount VT is calculated.

At this time, since the vehicle enters the turning state, the yaw motion is generated in the vehicle. Therefore, the yaw rate detection value ψ and the lateral acceleration detection value Y _G increase. Therefore,
The sideslip angle β increases, and the absolute value of the vehicle state determination amount VT calculated based on the sideslip angle β is the threshold value V for motor control.
If it is equal to or more than Tm (step S16), next, it is determined whether or not the vehicle behavior control is performed. That is, when the vehicle state determination amount VT is equal to or greater than the control start threshold value VTs, the vehicle behavior control is started, and step S30
(Step S17). On the other hand, when the vehicle state determination amount VT is smaller than the control start threshold value VTs, the process proceeds to step S18, and it is determined whether or not braking is being performed.
If the vehicle is being braked, the normal braking state is set. If the vehicle is not being braked, the process proceeds to step S19 to set a state of waiting for operation in which only the pressure increasing operation is performed and the braking operation is not performed. Then, the process proceeds to step S33 to output each set signal.

The operation waiting state means that the inlet valve and the outlet valve are closed and the switching valve 22F is closed.
₁ and 22R ₁ are closed and the switching valves 22F ₂ and 22R ₂ are opened to drive the motor 36. Therefore, the master cylinder 8 and each wheel cylinder 11FL
11RR is cut off, and the cylinder pressure of each wheel cylinder 11FL to 11RR is maintained. Then, since the motor 36 is driven and the pumps 37F and 37R are operated, the hydraulic oil in the reservoirs 35F and 35R is pumped up by the pumps 37F and 37R, and the hydraulic pressure on the upstream side of the inlet valves 33FL to 33RR is increased. To be done. However, in this state,
Since the inlet valves 33FL to 33RR are closed, no braking force is generated on the wheels 10FL to 10RR.

On the other hand, when VT ≧ VTs and the vehicle behavior control is started in step S17, in step S30,
First, the target control differential pressure DP ^* is set based on the characteristic diagram shown in FIG. FIG. 10 shows the correspondence between the vehicle state determination amount VT and the target control differential pressure DP ^* . When the vehicle state determination amount VT becomes equal to or greater than the control start threshold value VTs, the target control difference is set. The pressure DP ^* is set to increase at a predetermined slope up to a preset upper limit value DP ^* _LIM of the target control differential pressure DP ^* . The motor control threshold value VTm is positioned within the dead zone between zero and the control start threshold value VTs.

Then, the vehicle state judgment amount VT is VTm <V
While T <VTs, the target control differential pressure DP ^* is set to DP ^* = 0, assuming that the vehicle state determination amount VT (in this case, the yaw motion of the vehicle) is small and it is not necessary to generate a braking force. . Next, the target control differential pressure DP ^* is the lateral acceleration detection value Y _G , the yaw rate detection value ψ, the sideslip angle β, and the steering angle δ.
Is set as the target wheel cylinder pressure P _{W / C} ^* of the turning outer wheel determined based on the above (step S31), and then a brake fluid pressure control process (step S32) is executed to send a control signal to each control valve. to set the I ₁ ~I _12.

[0054] In this brake fluid pressure control process, as shown in the flowchart of FIG. 11, first, switching valves 22F ₁ ~
For 22R _2, it sets the control signal I ₁ ~I ₄ to the switching valve 22F ₁ and 22R ₁ closed, and the switching valve 22F ₂ and 22R ₂ open state (step S21). Next, the current wheel cylinder pressure P _{W / C} is estimated based on the later-described valve opening time ZT and target wheel cylinder pressure P _{W / C} ^* stored in a predetermined storage area at the time of executing the previous processing (step S23). . That is, a value obtained by adding the estimated pressure increase amount ΔP _{IN C} associated with the valve opening time ZT and the previous target wheel cylinder pressure P _{W / C} ^* is set as the current wheel cylinder pressure P _{W / C.} At the start of control, since the master cylinder pressure P _{M / C} and the wheel cylinder pressure P _{W / C} are the same, the current wheel cylinder pressure P _{W / C} = P _{M / C} (sensor detection value).

Next, the difference (ΔP ^* = P _{W / C)} between the target wheel cylinder pressure P _{W / C} ^* set in step S31 and the current wheel cylinder pressure P _{W / C} estimated in step S23.
^The target pressure increase _/ decrease amount ΔP ^* is calculated from ^* -P _{W / C} ) (step S24). Then, in accordance with the calculated target pressure increase / decrease amount ΔP ^* , the mode increase / decrease / hold mode determination for each wheel cylinder 11FL to 11RR is performed (step S2).
5). Then, when the target pressure increase / decrease amount ΔP ^* is ΔP ^* > 0, the pressure increasing mode is set, when ΔP ^* <0, the pressure reducing mode is set, and when ΔP ^* = 0, the holding mode is set.

In the pressure increasing mode, first, the opening time ZT of the inlet valve 33i (i = FL to RR) is opened.
Is calculated (step S26). As a method of calculating the valve opening time ZT, for example, it is set based on the wheel cylinder pressure P _{W / C} estimated in step S23 based on the actuator characteristic diagram shown in FIG. 12 stored in advance.

FIG. 12 shows the valve opening time ZT (ZT = 5 mse).
Master cylinder pressure P in c) _{M / C}And wheel wheel
Linda pressure P_{W / C}Estimated pressure increase amount ΔP_INCThe table
The estimated pressure increase ΔP_INCIs Master Sillin
Da pressure P_{M / C}It is supposed to increase with the increase of.
If you do not press the brake pedal,
Star cylinder pressure P_{M / C}Is zero, the accu
The mortar pressure replaces the master cylinder pressure. This
The accumulator pressure is estimated by the time after the pump is activated.

Here, the valve opening time ZT represents the time during which the inlet valve is opened during the control cycle T (for example, 50 msec). When ZT = 50, it means that the pressure is continuously increased. And
First, assuming that the initial value of the valve opening time ZT is ZT = 5 msec, the estimated pressure increase amount ΔP _INC is calculated from the characteristic diagram of FIG. Then, it calculates the estimated pressure increase amount [Delta] P _{IN C} was a difference [Delta] P between the target pressure increase amount [Delta] P ^* calculated in the step S24 (n)
Calculate (ΔP (n) = ΔP ^* −ΔP _INC ).

This ΔP (n) is ΔP (n)> 0.
If it is, it is assumed that the current valve opening time ZT is not increased to the target wheel cylinder pressure, and the valve opening time Z
For example, the valve opening time ZT is updated by increasing T by 5 msec. At this time, the valve opening time ZT is updated by updating the valve opening time ZT.
Is not equal to the control cycle T. When the valve opening time ZT and the control cycle T are ZT = T,
The control cycle T is set as the valve opening time ZT.

On the other hand, when ΔP (n) is ΔP (n) <0, it is assumed that the target wheel cylinder pressure can be sufficiently obtained with the current valve opening time ZT. The valve opening time ZT (n- immediately before ZT (n)
1), that is, 5 m from the current valve opening time ZT (n)
sec Estimated pressure increase ΔP _INC (n-
The difference ΔP (n-1) between 1) and the target pressure increase / decrease amount ΔP ^* is compared with the current ΔP (n), and the valve opening time ZT with the smaller difference ΔP is selected. That is, | ΔP (n) | ≧ | ΔP
In the case of (n-1) |, the previous valve opening time ZT (n-1) is selected. This is because the target pressure increase amount ΔP ^* is obtained when the previous valve opening time ZT (n−1) is selected with respect to the target pressure increase amount ΔP ^{*.
This is} because a value closer to ^* can be set. Conversely, if | ΔP (n) | <| ΔP (n-1) |
This valve opening time ZT (n) is set as the valve opening time ZT.

In this way, the inlet valve 33i
After setting the valve opening time ZT of the
A control signal for closing i is set (step S2
7), the brake fluid pressure control process ends. On the other hand, when the pressure reduction mode is determined in the process of step S25,
The valve opening time GT of the outlet valve 34i is set (step S28). The calculation method of this valve opening time GT is
This is similar to the calculation of the valve opening time ZT of the inlet valve 33i described above, and in this case, it is calculated based on the characteristic diagram of the actuator shown in FIG. This characteristic diagram represents the estimated pressure reduction amount ΔP _DEC with respect to the wheel cylinder pressure P _{W / C at} the valve opening time GT (GT = 5 msec).

Here, the valve opening time GT is the inlet valve
Similar to the valve opening time ZT of the valve 33i, the characteristic diagram of FIG.
First, the estimated decompression at the valve opening time GT = 5 msec
Amount ΔP _DECIs calculated, and this estimated pressure reduction amount ΔP_DECAnd
Target increase / decrease amount ΔP calculated in step S24^*Difference with ΔP
(N) (ΔP (n) = ΔP^*-ΔP_DEC) Is calculated.
When this ΔP (n) is ΔP (n)> 0,
Is the target wheel cylinder pressure at the current valve opening time GT.
Assuming that the pressure is not reduced to
The valve opening time GT is updated by increasing it by 5 msec. So
Then, if ΔP (n) is ΔP (n) <0,
A target wheel cylinder with the current valve opening time GT
The current valve opening time, which can be reduced to pressure
The valve opening time GT (n-1) immediately before GT (n) is compared with
Estimated decompression amount ΔP_DEC(N-1) and target increase / decrease amount ΔP
^*Compare the difference ΔP (n-1) with the current ΔP (n)
Let the valve opening time GT with the smaller difference ΔP be the valve opening time ZT.
To set.

When the valve opening time GT is set in this way, then, a control signal for closing the inlet valve 33i is set (step S29), and the brake fluid pressure control process is ended. Then, when it is determined as the holding mode in the process of step S25, step S22a
Processing is executed to set a control signal for closing both the inlet valve 33i and the outlet valve 34i, and the brake fluid pressure control processing ends.

When the setting of the control signal for each control valve is completed in this way, the brake fluid pressure control process is terminated and the process returns to the flowchart of FIG. 6 to perform each control according to the set valve opening time GT, ZT. A drive signal I _M for driving the motor 36 while outputting the signals I _{1 to} I ₁₂ to each control valve
Is output (step S33). Therefore, the valves and the motor 36 are driven according to the control signals I _{1 to} I ₁₂ and the drive signal I _M , the wheel cylinder pressure is controlled according to the pressure increasing / pressure reducing / holding mode, and a predetermined wheel cylinder Since it becomes pressure, each wheel cylinder 1
A braking force is generated on the turning outer wheel by operating 1FL to 11RR. Therefore, the yaw motion associated with the turning of the vehicle during turning can be suppressed, and good vehicle behavior can be maintained.

Steps S16 to S33 correspond to control means, step S16 corresponds to pump control means, and steps S17 to S33 correspond to control valve control means. In addition, step S1 in FIG.
Corresponds to step S16 of FIG. 6, and step S2 of FIG.
Corresponds to step S17 in FIG. Therefore, according to the above-described embodiment, it is predicted that it is necessary to generate the braking force by predicting the necessity of generating the braking force based on the vehicle state determination amount VT corresponding to the sideslip angle of the vehicle. At that time, the motor 36 is driven in advance to increase the operating hydraulic pressure on the upstream side of the inlet valves 33FL to 33RR, and the inlet valves 33FL to 33RR are operated when the instruction to actually generate the braking force is issued. As described above, since the hydraulic pressure that has already been increased is supplied to the wheel cylinders 11FL to 11RR, it is possible to match the target wheel cylinder pressure at an earlier point in time and improve the responsiveness. .

FIG. 14 shows the vehicle body sideslip angle β, the target control differential pressure DP ^* , and the actually generated differential pressure DP with respect to the change of the steering angle δ, which follows the target control differential pressure DP ^* . Then, the differential pressure DP of the same pressure is generated at almost the same point,
It can be seen that the responsiveness is further improved and the vehicle body sideslip angle β is suppressed as compared with the conventional case shown by the one-dot chain line.

Further, the delay in the rise of the operating oil pressure is particularly problematic when the oil temperature is low and the viscosity is high.
In the above embodiment, the threshold value VT for starting the driving of the motor is set.
Since m is set according to the oil temperature, the motor can be started at an appropriate time by following the change in the oil temperature, and by the time the braking force is generated regardless of the oil temperature change. Therefore, the operating oil pressure can be reliably increased to a predetermined pressure.

Further, since the pump and the motor used in the conventional anti-skid control processing are shared, it is not necessary to newly provide a hydraulic unit such as a pump. Therefore, it is not necessary to secure an arrangement location associated with the addition of a new component, the operating noise does not increase, and the cost can be reduced. In addition, since the control start threshold value VTs is changed according to the vehicle speed and the steering angle, it is possible to generate an appropriate braking force according to the running state of the vehicle, and to improve the stability of the vehicle behavior. Can be improved.

In the above embodiment, the case where the vehicle state determination amount VT is set on the basis of the sideslip angle β has been described, but the present invention is not limited to this, and for example, the vehicle speed at which good turning performance can be obtained is obtained. It is also possible to set the vehicle state determination amount VT according to the deviation between the target yaw rate ψ ^* set based on the steering angle and the detected yaw rate detection value ψ, the changing speed of the deviation, or the like.

In the above embodiment, the braking force control based on the vehicle behavior control process during turning is described, but the braking force control is performed by the vehicle state determination amount VT based on the sideslip angle of the vehicle body or the yaw rate. Therefore, it is needless to say that the stability of the vehicle behavior can be improved even when the vehicle runs straight on a road surface in which the road surface conditions for the left and right wheels are different.

In the above embodiment, the oil temperature Tf is
The case of estimating from the outside air temperature detection value T _OUT and the elapsed time Tt from the time when the ignition switch is turned on has been described, but the invention is not limited to this, and for example, an oil temperature sensor is provided to directly measure the oil temperature. It is also possible to do so, and it is also possible to estimate the oil temperature based only on the result time from the time when the ignition switch is turned on without using these sensors,
By doing so, the cost can be reduced.

In the above embodiment, the case where the working oil is used as the working fluid has been described. However, the present invention is not limited to this, and other liquids or gases such as air may be applied. Further, in the above embodiment, the case where the lateral acceleration is detected by the lateral acceleration sensor has been described, but the present invention is not limited to this. For example, the lateral acceleration may be calculated based on the vehicle speed and the steering angle. . Similarly, the case where the yaw rate is detected by the yaw rate sensor has been described, but the yaw rate may be estimated based on, for example, the lateral acceleration and the vehicle speed.

Further, in the above-mentioned embodiment, the case where the controller 20 is composed of a microcomputer has been described, but the present invention is not limited to this, and it may be composed by combining electronic circuits such as a comparison circuit, an arithmetic circuit and a logic circuit. Good. Further, although the case where the disc brake is applied has been described in the above embodiment, the present invention is not limited to this, and the drum brake can also be applied.

Further, in the above embodiment, the case where the operating oil pressure is controlled by adjusting the opening / closing time of the inlet valve and the outlet valve has been described, but the present invention is not limited to this, and is supplied to, for example, an electromagnetic solenoid. It is also possible to use a pressure control valve that outputs an operating hydraulic pressure according to the exciting current.

[0075]

As described above, according to the vehicle behavior control device of the present invention, the working fluid is already pressurized at the time when the control of the control valve is started and the braking force needs to be generated. Since the state is brought into the state, it is possible to shorten the time required to match the operating pressure of the braking cylinder with the target pressure. Therefore, the responsiveness can be improved and the cost can be realized without a significant increase in cost.

In particular, in the case of claim 6, when the working fluid is hydraulic oil, the pressurization time becomes longer as the oil temperature lowers, but the second reference value depends on the oil temperature lowering. By setting to decrease, the responsiveness can be surely improved regardless of the change in oil temperature.

[Brief description of drawings]

FIG. 1 is a block diagram showing a schematic configuration of an embodiment of a vehicle behavior control device according to the present invention.

FIG. 2 is a flowchart showing a processing procedure of an embodiment of a vehicle behavior control device according to the present invention.

FIG. 3 is an explanatory diagram showing a change state of the wheel cylinder pressure P _{W / C} according to a braking force generation instruction in the present invention.

FIG. 4 is a configuration diagram showing an example of a hydraulic system of a vehicle behavior control device according to the present invention.

FIG. 5 is a block diagram showing an example of a control system of the vehicle behavior control device according to the present invention.

FIG. 6 is a flowchart showing an example of a processing procedure of vehicle behavior control processing by a controller.

FIG. 7 shows a vehicle speed V, a steering angle δ, and a control start threshold value VT.
It is a characteristic view showing correspondence with s.

FIG. 8 is a characteristic diagram showing a correspondence between an oil temperature Tf and a lead time ΔVT.

FIG. 9 is a characteristic diagram showing a change state of an estimated oil temperature with respect to an elapsed time from a time point when an ignition switch is turned on.

FIG. 10 is a characteristic diagram showing a correspondence between a vehicle state determination amount VT and a target control differential pressure DP ^* .

FIG. 11 is a flowchart showing a processing procedure of a brake fluid pressure control processing in the controller.

FIG. 12 is a characteristic diagram showing a correspondence between a wheel cylinder pressure P _{W / C} and a master cylinder pressure P _{M / C} and an estimated pressure increase amount ΔP _INC .

FIG. 13: Wheel cylinder pressure P _{W / C} and estimated pressure reduction amount ΔP
It is a characteristic view showing correspondence with _DEC .

FIG. 14 is a side slip angle β of a vehicle body, a target control differential pressure DP ^* , an actual generated differential pressure DP, which accompanies an operation of a steering angle δ in the present invention.
It is explanatory drawing which shows the change state of.

FIG. 15 is an explanatory diagram showing a change state of a wheel cylinder pressure P _{W / C} according to a conventional braking force generation instruction.

[Explanation of symbols]

6 Brake Pedal 8 Master Cylinder 10FL to 10RR Wheel 11FL to 11RR Wheel Cylinder 12FL to 12RR Wheel Speed Sensor 13 Steering Angle Sensor 14 Yaw Rate Sensor 15 Lateral Acceleration Sensor 16 Outside Air Temperature Sensor 17 Master Cylinder Pressure Sensor 18 Brake Switch 20 Controller 21F Front Wheel Actuator 21R rear wheel actuator 22F ₁ ~22R ₂ switching valve 33FL~33RR inlet valve 34FL~34RR outlet valve 36 motor 37F, 37R pump

Claims (6)

[Claims] 1. A vehicle behavior control device for stabilizing the vehicle behavior by controlling the pressure of a working fluid supplied to a braking cylinder according to the vehicle behavior and generating a predetermined braking force in the braking cylinder. Before the time when the braking force needs to be generated to stabilize the behavior,
A vehicle behavior control device characterized in that the working fluid is boosted in advance. 2. A pump for boosting the pressure of the working fluid in the brake pipe connected to the braking cylinder in response to a drive signal,
A control valve provided in the brake pipe and controlling the pressure of the working fluid supplied to the braking cylinder according to a control signal, a vehicle behavior detecting means for detecting a vehicle behavior, and a detection value of the vehicle behavior detecting means. Vehicle state determination amount detection means for obtaining a vehicle state determination amount based on the vehicle state determination amount, and the pump and the control valve for driving the vehicle so as to stabilize the vehicle behavior based on the vehicle state determination amount detected by the vehicle state determination amount detection means. A control unit that outputs a signal and a control signal, the control unit braking the control cylinder when the vehicle state determination amount obtained by the vehicle state determination amount detection unit is equal to or greater than a first reference value. A control valve control means for outputting the control signal to the control valve so as to be in a state, and a vehicle state determination amount obtained by the vehicle state determination amount detection means is smaller than the first reference value. Vehicle behavior control device, characterized in that it comprises a pump control means for outputting the drive signal to the pump as the working fluid in the brake the pipe is boosted when at reference value or more. 3. The vehicle behavior control according to claim 1, wherein the vehicle behavior detecting means detects at least one of a vehicle speed, a steering state, a lateral acceleration, a yaw rate, and a master cylinder pressure as the vehicle behavior. apparatus. 4. The vehicle state determination amount detection means obtains the vehicle state determination amount based on the sideslip angle of the vehicle and the side slip angle change amount calculated from the vehicle behavior detected by the vehicle behavior detection means. The vehicle behavior control device according to any one of 3 above. 5. The vehicle state determination amount detection means obtains a vehicle state determination amount based on a deviation between a target yaw rate calculated from a vehicle behavior detected by the vehicle behavior detection means and an actual yaw rate. The vehicle behavior control device according to any one of 3 above. 6. The working fluid according to claim 2, wherein the working fluid is working oil, and the second reference value decreases in accordance with a decrease in the oil temperature of the working oil. The described vehicle behavior control device.