Vehicle braking system

A vehicle braking system includes: a master cylinder; a slave cylinder communicated with the master cylinder; a vehicle behavior stabilizer communicated with the slave cylinder; first and second master cut valves, each being a normally closed valve for opening and closing a fluid flow path between the master cylinder and the slave cylinder, for making hydraulic pressures in the slave cylinder and the vehicle behavior stabilizer work in a valve closing direction; a pressure sensor for detecting the hydraulic pressure in the vehicle behavior stabilizer; and a piston controller for advancing first and second slave pistons in the slave cylinder when the hydraulic pressure on the vehicle behavior stabilizer side, detected by the pressure sensor, exceeds a predetermined value, and returning the pistons at a predetermined timing.

CROSS-REFERENCE TO RELATED APPLICATION

This application is based upon and claims priority from the Japanese Patent Application No. 2018-149066, filed on Aug. 8, 2018, the entire contents of which are incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a vehicle braking system.

2. Description of the Related Art

For example, a technique disclosed in Japanese Unexamined Patent Application Publication No. 2016-179787 (Patent document 1) relates to a vehicle braking system including a brake-by-wire system and a hydraulic pressure control unit. That is, according to the technique, the hydraulic pressure control unit holds a hydraulic pressure to perform hill hold control. This involves a risk that a self-lock phenomenon may occur in which the hydraulic pressures in the slave cylinder and the hydraulic pressure control unit become excessively high to make the master cut valves unable to open.

As a measure against the self-lock phenomenon, the technique disclosed in Patent document 1 allows the pistons inside the slave cylinder to advance slightly in a pressurizing direction while the hydraulic pressure control unit is holding the hydraulic pressure. Thereafter, when the driver takes the foot off the brake pedal, or when the hill hold control is terminated, the pistons are withdrawn to be returned to their initial positions inside the slave cylinder. This action of returning the pistons enables the brake fluid to be collected into the pistons to some extent. This makes it possible to inhibit excessive increases in the hydraulic pressures in the slave cylinder and the hydraulic pressure control unit, and to open the master cut valves.

The technique disclosed in Patent document 1, however, causes operation noise when operating the pistons in the slave cylinder for preventing the self-lock phenomenon of the master cut valves. Moreover, even during their driving, vehicles of recent years stop their engines more frequently while performing an idling stop function, or an EV mode and the like in a case where they are hybrid vehicles. While the engines are stopped, the operation noise caused by the pistons working in the slave cylinder is more audible, and occupants of the vehicles are more likely to feel uncomfortable from the operation noise.

The present invention has therefore been made in view of the above problems, and an object of the invention is to provide a vehicle braking system capable of inhibiting occurrence of operation noise caused by a piston in a slave cylinder to reduce possibility that an occupant of the vehicle may feel uncomfortable from the operation noise.

SUMMARY OF THE INVENTION

In order to attain the above object, according to an aspect of the present invention, a vehicle braking system reflecting one aspect of the present invention includes: a master cylinder for generating a hydraulic pressure in response to a pedal effort of a driver; a slave cylinder communicated with the master cylinder, for generating a braking force for a vehicle using a hydraulic pressure by operating an electric actuator to drive a piston; a vehicle behavior stabilizer communicated with the slave cylinder, for generating a braking force for each wheel of the vehicle using a hydraulic pressure; a master cut valve that is a normally closed valve for opening and closing a fluid flow path between the master cylinder and the slave cylinder, for making a hydraulic pressure downstream of the master cut valve work in a valve closing direction; a pressure sensor for detecting the hydraulic pressure downstream of the master cut valve; and a piston controller for advancing the piston in the slave cylinder when the hydraulic pressure detected by the pressure sensor exceeds a predetermined value, and returning the piston at a predetermined timing.

The vehicle braking system according to one aspect of the present invention makes it possible to inhibit the occurrence of operation noise caused by the piston in the slave cylinder to reduce possibility that an occupant of the vehicle may feel uncomfortable from the operation noise.

DETAILED DESCRIPTION OF THE EMBODIMENTS

An embodiment of the present invention will be hereinafter described in detail with reference to the accompanying drawings.

FIG. 1is a system diagram illustrating a schematic configuration of a vehicle braking system10according to the embodiment. The vehicle braking system10is an apparatus for generating a frictional braking force for a vehicle. The vehicle braking system10is a brake-by-wire system. The vehicle braking system10includes an input unit14including things such as a master cylinder34for converting a pedal effort inputted by a driver's operating a brake pedal12into a brake fluid hydraulic pressure (hydraulic pressure). The vehicle braking system10includes a slave cylinder16for generating a hydraulic pressure, which has nothing to do with the hydraulic pressure generated by the master cylinder34. The vehicle braking system10further includes a vehicle behavior stabilizer (a vehicle stability assist)18, disk brake mechanisms30ato30d, and the like. The slave cylinder16includes first and second slave pistons77a,77b(pistons) for generating a hydraulic pressure by receiving a driving force of a motor72, which is an electric actuator.

Pipes22ato22fare provided with pressure sensors Pm, Pp, Ph for detecting hydraulic pressures at their respective arranged locations. The pressure sensor Pm detects the hydraulic pressure in the master cylinder34. The pressure sensor Pp detects a hydraulic pressure downstream of first and second master cut valves60a,60b. The pressure sensor Ph detects the hydraulic pressure in the vehicle behavior stabilizer18.

The vehicle behavior stabilizer18includes pumps73for pressuring the brake fluid.

Wheel cylinders32FR,32RL,32RR,32FL are connected to the slave cylinder16. They are connected together via the vehicle behavior stabilizer18.

With a hydraulic pressure, the wheel cylinder32FR generates a frictional braking force in the disk brake mechanism30aprovided to a right front wheel of the vehicle (not illustrated). With a hydraulic pressure, the wheel cylinder32RL generates a frictional braking force in the disk brake mechanism30bprovided to a left rear wheel. With a hydraulic pressure, the wheel cylinder32RR generates a frictional braking force in the disk brake mechanism30cprovided to a right rear wheel. With a hydraulic pressure, the wheel cylinder32FL generates a frictional braking force in the disk brake mechanism30dprovided to a left front wheel.

The vehicle behavior stabilizer18provides hydraulic pressures to the respective wheel cylinders32FR,32RL,32RR,32FL, and thereby provides the braking forces to the four respective wheels of the vehicle. Thus, the vehicle behavior stabilizer18performs various braking operations for stabilizing the behavior of the vehicle.

Next, description will be given of a basic operation of the vehicle braking system10. While the slave cylinder16and the control-by-wire system are in normal operation, the vehicle braking system10activates the so-called brake-by-wire system once the driver presses the brake pedal12. The driver's pressing of the brake pedal12is detected by a brake pedal stroke sensor105, which will be described later. Specifically, once the driver presses the brake pedal12, the vehicle braking system10in the normal operation closes the first and second master cut valves60a,60b. This cuts off the communication of the master cylinder34with the disk brake mechanisms30ato30d(the wheel cylinders32FR,32RL,32RR,32FL) for braking the respective wheels. Thereafter, the slave cylinder16operates the disk brake mechanisms30ato30dusing the hydraulic pressure generated by the driving of the motor72, and brakes the wheels.

In the normal operation, the first and second master cut valves60a,60bare shut off. Meanwhile, a shut-off valve62is opened, and the brake fluid flows from the master cylinder34to a stroke simulator64. Thereby, the brake fluid moves although the first and second master cut valves60a,60bare shut off. The operation of the brake pedal12strokes the brake pedal12, and generates a pedal reaction force.

On the other hand, while the slave cylinder16and the like are inoperative or in disorder, the vehicle braking system10activates the existing hydraulic braking system once the driver presses the brake pedal12. Specifically, once the driver presses the brake pedal12, the vehicle braking system10in disorder opens the first and second master cut valves60a,60b. Furthermore, the vehicle braking system10closes the shut-off valve62, and transmits the hydraulic pressure generated by the master cylinder34to the disk brake mechanisms30ato30d(the wheel cylinders32FR,32RL,32RR,32FL). Thereby, the master cylinder34operates the disk brake mechanisms30ato30d(the wheel cylinders32FR,32RL,32RR,32FL), and brakes the wheels.

The configurations and operations of the input unit14, the slave cylinder16and the vehicle behavior stabilizer18are publicly known, and detailed descriptions for them will be omitted.

FIG. 2is a block diagram illustrating a vehicle braking control system using the vehicle braking system10. InFIG. 2, a brake-by-wire control unit101is a control unit for performing the brake-by-wire control in the vehicle braking system10. The brake-by-wire control unit101is made from a microcomputer.

A vehicle behavior stabilization control unit102is a control unit for controlling the vehicle behavior stabilizer18. The vehicle behavior stabilization control unit102is made from a microcomputer.

A hill start aid control unit103is a control unit for performing control to realize a function of a hill start aid system using the vehicle behavior stabilizer18. The hill start aid system is a system for preventing the vehicle, which is going to start on an uphill road, from moving backward by automatically causing the vehicle behavior stabilizer18to hold the hydraulic pressure and generate a braking force even when the driver takes the foot off the brake pedal12. The hill start aid control unit103is made from a microcomputer.

The brake pedal stroke sensor105for detecting a stroke of the brake pedal12is connected to the brake-by-wire control unit101. Thereby, the brake-by-wire control unit101detects whether and how much the driver is pressing the brake pedal12. Based on the detection result and the like, the brake-by-wire control unit101performs the brake-by-wire control.

The pressure sensor Pp for detecting the hydraulic pressure downstream of the first and second master cut valves60a,60bis connected to the vehicle behavior stabilization control unit102. In addition, the brake pedal stroke sensor105is connected to the vehicle behavior stabilization control unit102.

A G sensor106for detecting the vehicle's tilt and its direction is connected to the hill start aid control unit103. Thereby, the hill start aid control unit103controls the vehicle behavior stabilizer18via the vehicle behavior stabilization control unit102, as discussed later. This realizes the function of the hill start aid system, as discussed later.

The brake-by-wire control unit101and the vehicle behavior stabilization control unit102make communications between them. Furthermore, the vehicle behavior stabilization control unit102and the hill start aid control unit103make communications between them. These communications are made via a controller area network (CAN). Incidentally, the hill start aid control unit103may constitute part of the vehicle behavior stabilization control unit102.

When determining that the vehicle stops on an uphill road based on a detection signal from the G sensor106, if detecting that the driver takes the foot off the brake pedal12based on a detection signal from the brake pedal stroke sensor105, the hill start aid control unit103sends an instruction signal to the vehicle behavior stabilization control unit102, and makes the vehicle behavior stabilizer18hold the hydraulic pressure and generate the braking force in order to prevent the vehicle from moving backward.

Returning toFIG. 1, while the function of the hill start aid system is realized, the hydraulic pressure in the vehicle behavior stabilizer18is held, and the brake fluid is accumulated in the vehicle behavior stabilizer18. In this case, while the driver is pressing the brake pedal12, the first and second master cut valves60a,60bnormally remain closed.

If the driver takes the foot off the brake pedal12while the first and second master cut valves60a,60bare closed, the brake fluid, accumulated in the master cylinder34since the brake pedal12has been pressed, flows downstream of the first and second master cut valves60a,60b. This is because when the driver takes the foot off the brake pedal12, the first and second master cut valves60a,60bbecome opened. Accordingly, the amount of brake fluid downstream of the first and second master cut valves60a,60bbecomes excessive.

Thereafter, when the driver presses the brake pedal12once again, the large amount of brake fluid already stays downstream of the first and second master cut valves60a,60b; the first and second master cut valves60a,60balways remain closed; and the hydraulic pressure applied to the first and second master cut valves60a,60bfrom the downstream sides of the first and second master cut valves60a,60bworks in a direction in which the hydraulic pressure closes the first and second master cut valves60a,60b. For these reasons, no matter how the driver presses the brake pedal12, the high hydraulic pressure from the downstream side makes it impossible for the first and second master cut valves60a,60bto be opened by their return spring forces. In other words, a self-lock phenomenon happens to the first and second master cut valves60a,60b.

For the purpose of solving the above problem, the technique disclosed in Patent document 1 advances the pistons in the slave cylinder slightly in the pressuring direction while the hydraulic pressure control unit holds the hydraulic pressure. Thereafter, when the driver takes the foot off the brake pedal, or when the hill hold control is terminated, the disclosed technique withdraws and returns the pistons in the slave cylinder to their initial positions. The action of returning the pistons makes it possible for the brake fluid to be collected into the pistons to some extent. This makes it possible to inhibit the excessive rise in the hydraulic pressure downstream of the master cut valves, and accordingly to open the master cut valves.

The technique disclosed in Patent document 1, however, causes operation noise when operating the pistons in the slave cylinder in order to prevent the self-lock phenomenon of the master cut valves. Furthermore, even during their driving, vehicles of recent years stop their engines more frequently while performing an idling stop function, or an EV mode and the like in a case where they are hybrid vehicles. While the engines are stopped, the operation noise caused by the pistons working in the slave cylinder is more audible, and occupants of the vehicles are more likely to feel uncomfortable from the operation noise.

With this taken into consideration, descriptions will be hereinbelow provided for contents of the control to be performed by the vehicle braking system10according to the embodiment which prevents the problem.

To begin with, when detecting that the vehicle stops on an uphill road based on the detection signal from the G sensor106, the hill start aid control unit103controls the vehicle behavior stabilizer18. Thereby, the hill start aid control unit103raises the hydraulic pressure in the vehicle behavior stabilizer18, and holds the high hydraulic pressure to brake the vehicle in order to prevent the vehicle from moving backward down the road. Thereby, the vehicle behavior stabilizer18is capable of realizing the function of the hill start aid system even if the driver takes the foot off the brake pedal105.

Meanwhile, the brake-by-wire control unit101includes a piston controller111as one of its functions.FIG. 3is a flowchart for explaining a process to be performed by the vehicle behavior stabilization control unit102.FIG. 4is a graph for explaining the process to be performed by the vehicle behavior stabilization control unit102, where the vertical axis represents the hydraulic pressure and the like while the horizontal axis represents elapsed time.FIG. 5is a flowchart for explaining a process to be performed by the piston controller111.

To begin with, once the driver presses the brake pedal12, a master cylinder pressure a (FIG. 4) increases, and the slave cylinder16generates a hydraulic pressure. In addition, the vehicle behavior stabilizer18generates a hydraulic pressure by realizing the function of the hill start aid system. Thus, hydraulic pressures (caliper pressures b) of the respective wheel cylinders32FR,32RL,32RR,32FL become higher (FIG. 4).

As illustrated inFIG. 3, at a timing when the driver presses the brake pedal12(if Yes in step S1), the vehicle behavior stabilization control unit102raises a flag representing a pressurization request status (sets the pressurization request status at “1”) (S2). Once the pressurization request status is set at “1,” the following process is performed if a predetermined condition discussed later is satisfied. Specifically, if the predetermined condition is satisfied, the vehicle behavior stabilization control unit102sends the pressurization request to the piston controller111in the brake-by-wire control unit101.

Thereafter, once the driver takes the foot off the brake pedal12, the master cylinder pressure a falls to zero as illustrated inFIG. 4, and the slave cylinder16stops generating the hydraulic pressure as well. If, however, the G sensor106detects that the vehicle stops on an uphill road, the hill start aid control unit103continues requesting the vehicle behavior stabilization control unit102to hold the hydraulic pressure (at time c inFIG. 4). Thus, as illustrated inFIG. 4, although the master cylinder pressure a falls to zero, the caliper pressure b is held at a predetermined value after slightly falling in response to the slave cylinder16no longer generating the hydraulic pressure. Until this time, the pressurization request status is kept at “1” (for a period d). Subsequently, the pressurization request status is kept at “1” (for a period e), until the holding pressure of the vehicle behavior stabilizer18gradually decreases to zero.

Accordingly, when the driver takes the foot off the brake pedal12, the hydraulic pressure in the vehicle behavior stabilizer18has already risen, and the brake fluid flows downstream of the first and second master cut valves60a,60bin response to the driver having pressed the brake pedal12. When, therefore, the first and second master cut valves60a,60bare opened, the amount of brake fluid downstream of the first and second master cut valves60a,60bmay have become excessive. If the amount of brake fluid has become excessive, the self-lock phenomenon is likely to happen to the first and second master cut valves60a,60b. Specifically, there is a high possibility that the first and second master cut valves60a,60bwill not open again after being closed once.

Against this background, as illustrated inFIG. 3, the vehicle behavior stabilization control unit102compares the holding pressure downstream of the first and second master cut valves60a,60b, which is detected by the pressure sensor Pp, with a predetermined value (threshold) (S3). The threshold suggests that the self-lock phenomenon may happen if the holding pressure downstream of the first and second master cut valves60a,60bis greater than the value. If the holding pressure downstream of the first and second master cut valves60a,60bis greater than the predetermined value (if Yes in step S3), the vehicle behavior stabilization control unit102sends the pressurization request to the piston controller111in the brake-by-wire control unit101(S4). This pressurization request includes information on how high the holding pressure is. Incidentally, if the holding pressure is greater than the predetermined value (if Yes in step S3), the pressurization request further includes a prediction that the holding pressure will become higher.

If the holding pressure downstream of the first and second master cut valves60a,60bis not greater than the predetermined value (if No in step S3), the vehicle behavior stabilization control unit102determines whether the holding pressure is at zero (S5). If the holding pressure is at zero (if Yes in step S5), the vehicle behavior stabilization control unit102sets the pressurization request status at “0” (S6), and terminates the process. If the holding pressure in the vehicle behavior stabilizer18is not at zero (if No in step S5), the control to be performed by the vehicle behavior stabilization control unit102returns to step S3.

Referring toFIG. 5, the piston controller111determines whether the piston controller111can receive the pressurization request from the vehicle behavior stabilization control unit102(S11). An example of a case where the piston controller111cannot receive the pressurization request is a case where the communications via the CAN fails. In the case where the piston controller111cannot receive the pressurization request, the piston controller111cannot determines whether the holding pressure downstream of the first and second master cut valves60a,60bis greater than the predetermined value. If the piston controller111cannot receive the pressurization request (if No in step S11), the piston controller111proceeds to step S13. If the piston controller111can receive the pressurization request (if Yes in step S11), the piston controller111determines whether the piston controller111has received the pressurization request from the vehicle behavior stabilization control unit102(S12). If the piston controller111has received the pressurization request from the vehicle behavior stabilization control unit102(if Yes in step S12), the piston controller111proceeds to step S13. If the piston controller111has not received the pressurization request (if No in step S12), the piston controller111returns to step S11. By receiving the pressurization request, the piston controller111can know that the holding pressure downstream of the first and second master cut valves60a,60bis greater than the predetermined value. This means that the self-lock phenomenon is likely to happen to the first and second master cut valves60a,60b.

Against this background, the piston controller111performs control in order to inhibit the occurrence of the self-lock phenomenon. To begin with, in step S13, the piston controller111determines how much to advance the first and second slave pistons77a,77bin the slave cylinder16. The determination is made such that the amount by which to advance the first and second slave pistons77a,77bbecomes larger as the holding pressure downstream of the first and second master cut valves60a,60b, shown by the received pressurization request, becomes larger. If the piston controller111cannot receive the pressurization request (if No in step S11), the piston controller111determines the amount by which to advance the first and second slave pistons77a,77bsuch that the amount is equal to predetermined amount set in advance.

Next, the piston controller111advances the first and second slave pistons77a,77bup to the amount determined in step S13(S14). Once the first and second slave pistons77a,77bmove forward up to the amount determined in step S13(if Yes in step S15), the piston controller111stops and holds the pistons at the respective positions (S16). Since like this, the first and second slave pistons77a,77bare advanced by the predetermined amount, the brake fluid inside the vehicle braking system10is pressurized. Incidentally, the action of advancing the first and second slave pistons77a,77bis performed even when the engine of the vehicle stops. Specifically, during the driving of the vehicle, even in the case where the engine stops while in the EV mode of a hybrid vehicle or in an idling stop function, the pistons are advanced. Similarly, the first and second slave pistons77a,77bis returned to their initial positions even in the case where the engine stops.

Next, if the vehicle behavior stabilizer18has completed holding the hydraulic pressure (if Yes in step S17), the piston controller111returns the advanced first and second slave pistons77a,77bto their initial positions. The piston controller111can know the completion of holding the hydraulic pressure, based on a notice from the vehicle behavior stabilization control unit102to the brake-by-wire control unit101. Specifically, the completion of holding the hydraulic pressure means completing the control for making the vehicle behavior stabilizer18work as the hill start aid system based on the control by the hill start aid control unit103. In the case of the completion, to begin with, the piston controller111determines a speed at which to return the pistons, depending on how high the holding pressure downstream of the first and second master cut valves60a,60bis (S18), the information on which is included in the received pressurization request (S12). Specifically, the piston controller111determines the speed at which to return the first and second slave pistons77a,77bto their initial positions such that the speed becomes lower as the holding pressure becomes higher. If the piston controller111cannot receive the pressurization request (if No in step S11), the piston controller111sets the speed at a speed set in advance. Thereafter, the piston controller111returns the first and second slave pistons77a,77bto their initial positions at the speed determined in step S18(S19). The timing at which the pistons are returned to their initial positions is that at which the pressurization request status is reset at “0” inFIG. 4.

At this time, some of the brake fluid existing downstream of the first and second master cut valves60a,60bis collected into the slave cylinder16. This makes it possible to decrease the hydraulic pressure downstream of the first and second master cut valves60a,60b, and accordingly to inhibit the occurrence of the self-lock phenomenon to the first and second master cut valves60a,60b.

The above-discussed vehicle braking system10according to the embodiment performs the following control if the holding pressure downstream of the first and second master cut valves60a,60bis greater than the predetermined value (S3and S12). Specifically, the vehicle braking system10advances the first and second slave pistons77a,77bby the predetermined amount (S14), and thereafter returns the pistons to their initial positions (S19). The predetermined value is a value suggesting that if the holding pressure downstream of the first and second master cut valves60a,60bbecomes greater than the value, the self-lock phenomenon may occur. As the pistons are returned, a predetermined amount of brake fluid is absorbed into the slave cylinder16. This makes it possible to reduce the hydraulic pressure downstream of the first and second master cut valves60a,60b, and accordingly to inhibit the occurrence of the self-lock phenomenon to the first and second master cut valves60a,60b.

The embodiment advances the first and second slave pistons77a,77bonly when the self-lock phenomenon is likely to occur, even when making the vehicle behavior stabilizer18function as the hill start aid system. This makes it possible to reduce the number of times the first and second slave pistons77a,77bare operated, and thus to reduce the number of times the slave cylinder16is operated and causes the operation noise. In other words, the occurrence of the operation noise can be inhibited. Accordingly, it is possible to reduce the uncomfortableness coming from the operation noise caused by the slave cylinder16, and felt by the occupant of the vehicle.

In addition, to this end, the amount by which to advance the first and second slave pistons77a,77bin the slave cylinder16is determined in advance (S13). The determination is made such that the amount by which to advance the first and second slave pistons77a,77bbecomes larger as the holding pressure downstream of the first and second master cut valves60a,60b, shown by the received pressurization request, becomes larger. Accordingly, as the hydraulic pressure downstream of the first and second master cut valves60a,60bbecomes larger, the amount of brake fluid to be taken into the slave cylinder16can become larger. Even though, therefore, the hydraulic pressure downstream of the first and second master cut valves60a,60bis high, the self-lock phenomenon can be inhibited effectively.

Furthermore, the speed at which to return the first and second slave pistons77a,77bis determined depending on how high the holding pressure downstream of the first and second master cut valves60a,60bis (S18). Specifically, the determination is made such that the speed at which to return the first and second slave pistons77a,77bbecomes lower as the holding pressure downstream of the first and second master cut valves60a,60bbecome higher. It is therefore possible to inhibit a situation in which when the holding pressure downstream of the first and second master cut valves60a,60bis high, a negative pressure in the slave cylinder16sucks the brake fluid into the slave cylinder16.

Moreover, the controls inFIGS. 4 and 5are performed even when the engine of the vehicle stops. Specifically, the vehicle braking system decreases the number of times the slave cylinder16is operated and causes the operation noise, even in the situation where the vehicle compartment is quiet since even during its driving, the vehicle stops the engine while performing the EV mode of a hybrid vehicle or the idling stop function. In other words, the vehicle braking system can reduce the uncomfortableness felt by the occupant of the vehicle even in the situation where the operation noise of the slave cylinder16is most jarring, by decreasing the number of times the slave cylinder16is operated and causes the operation noise (or by inhibiting the occurrence of the operation noise).

Furthermore, even if the brake-by-wire control unit101cannot receive the pressurization request due to things such as communication failure in the CAN in the vehicle (if No in step S11), the brake-by-wire control unit101advances the first and second slave pistons77a,77b(S13). In other words, even in the case where it is unclear whether the holding pressure in the vehicle behavior stabilizer18is greater than the predetermined value, the brake-by-wire control unit101advances the first and second slave pistons77a,77b. This makes it possible to securely prevent the self-lock phenomenon.

It should be noted that the processes inFIGS. 3 and 5are not limited to being performed to make the vehicle behavior stabilizer18function as the hill start aid system. The processes inFIGS. 3 and 5can be performed to control the behavior of the vehicle not only on the uphill road, but also in a situation where the holding pressure in the vehicle behavior stabilizer18becomes high.

Although the embodiment of the present invention has been described and illustrated in detail, the disclosed embodiment is made for purposes of illustration and example only and not limitation. The scope of the present invention should be interpreted by terms of the appended claims.