JP2003205838A - Hydraulic brake system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To supply control hydraulic pressure of brake cylinders of three wheels when hydraulic pressure of a master cylinder of one wheel is supplied caused by an abnormality of a part of a group of control wires in a brake device of X piping. <P>SOLUTION: Control signal wires of a first master shut-off valve 94, a second communicating control valve 105, and linear valve devices 60, 63 belong to the same group of signal wires 191a, and control signal wires of a second master shut-off valve 95, a first communicating control valve 104, and linear valve devices 61, 62 belong to the same group of signal wires 191b. When the group of signal wires 191a is abnormal and the group of signal wires 191b is normal, the master cylinder 12 is communicated with the brake cylinder 20, and the brake cylinder 21 is controlled by the control of the linear valve device 61 while the brake cylinder 21 is shut off from the brake cylinder 20. Hydraulic pressure is controlled by the control of the linear valve device 62 in common while the brake cylinders 22, 23 are mutually communicated. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device, and more particularly to a fail safe in a brake device for X piping.

[0002]

2. Description of the Related Art Japanese Patent Laid-Open No. 2001-180469 discloses
(a) A brake that is provided at each of the front, rear, left, and right positions of the vehicle and that suppresses rotation of wheels, including brake cylinders that are hydraulically actuated; and (b) left and right of the brake cylinders of those brakes. First and second connecting passages that separately connect the front wheel brake cylinders and the left and right rear wheel brake cylinders, respectively, and (c) two brake cylinders that are respectively provided in the first and second connecting passages. First and second communication control valves capable of being in a state of communicating with each other and a state of being disconnected, (d) a housing,
The housing is provided with two pressurizing pistons that are liquid-tightly and slidably fitted to the hydraulic chambers in front of the two pressurizing pistons according to the operating state of the brake operating member by the driver. A master cylinder that generates a large amount of hydraulic pressure; and (e) is provided in first and second master passages that respectively connect the two pressurizing chambers of the master cylinder and the first and second connection passages, First and second master cutoff valves that can be in a state where the first and second connection passages are cut off from the pressurizing chamber and a state where they are communicated with each other; and (f) power for generating hydraulic pressure in response to power supply. Type hydraulic pressure generating device, and (g) one or more brake hydraulic pressure control valves capable of controlling the hydraulic pressure of the brake cylinders of the front, rear, left and right brakes using the hydraulic pressure of the power type hydraulic pressure generating device, (h) The brake fluid pressure control valve,
A hydraulic brake system including a brake hydraulic pressure control device for controlling the hydraulic pressure of a brake cylinder by controlling the first and second master cutoff valves and the first and second communication control valves, the brake comprising: The hydraulic pressure control device includes (h) a control unit mainly composed of a computer, (i) the control unit, the first and second master shutoff valves, the first and second communication control valves, and the one or more. Hydraulic pressure control valve and a plurality of control lines respectively connecting the control line, the control line connecting the control unit and the first master shutoff valve, and the control unit and the first communication control valve. A control line that connects the control unit and the second master shutoff valve, and a control line that connects the control unit and the second communication control valve. To multiple control line groups, so that they belong to different control line groups. A separate hydraulic braking system is described. In this hydraulic brake system, for example, when control using a control line belonging to a control line group is disabled due to connection abnormality of a connector of a part of the control line group or the like ( Hereinafter, the control line group will be simply referred to as "abnormality".), The first master cutoff valve and the second communication control valve are closed, and the second master cutoff valve and the first communication control valve are opened. As a result, the hydraulic pressures of the two brake cylinders of the left and right front wheels are controlled in common while the master cylinder is connected to one of the brake cylinders of the left and right rear wheels, and the hydraulic pressure of the other brake cylinder of the left and right rear wheels is controlled. Are controlled independently. In addition, the second master cutoff valve and the first communication control valve are closed and the first master cutoff valve and the second communication control valve are opened, so that one of the two brake cylinders of the left and right front wheels is With one of the brake cylinders connected to the master cylinder, the hydraulic pressures of the two brake cylinders of the left and right rear wheels are controlled in common, and the hydraulic pressures of the other brake cylinders of the left and right front wheels are controlled independently.

[0003]

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention, Means for Solving the Problems, and Effects of the Invention An object of the present invention is to provide a hydraulic brake system for an X-pipe when an abnormality occurs in a part of a plurality of control line groups.
A similar control can be performed. This problem is solved by using a hydraulic brake system having the configurations of the following aspects. Similar to the claims, each mode is divided into paragraphs, each paragraph is given a number, and the numbers of other paragraphs are referred to as necessary. This is merely for facilitating the understanding of the technology described in the present specification, and it should not be construed that the technical features described in the present specification and a combination thereof are limited to the following items. Absent. Further, when a plurality of items are described in one section, it is not always necessary to adopt all the items together, and it is possible to take out only some of the items and adopt them.

Of the following items, items (3), (8) and (11) correspond to claims 1, 2 and 3, respectively.

(1) A brake provided at each of the front, rear, left, and right positions of a vehicle for suppressing the rotation of wheels,
First and second connecting parts including a hydraulically actuated brake cylinder and those of the brake cylinders of the brakes, which are diagonally opposed to each other, respectively.
Connection passages, first and second communication control valves which are respectively provided in the first and second connection passages, and can take a state in which the two brake cylinders communicate with each other and a state in which the two brake cylinders can be disconnected from each other, a housing, and a housing thereof. And two pressurizing pistons fitted in a liquid-tight manner so as to be slidable in the hydraulic chambers in front of the two pressurizing pistons. Provided in the first and second master passages respectively connecting the master cylinder for generating the hydraulic pressure and the two pressurizing chambers of the master cylinder and the first and second connection passages, and the first and second master passages. First and second master shutoff valves that can be in a state in which the two connection passages are shut off from the pressurizing chamber and a state in which they are in communication
One of a power type hydraulic pressure generating device that generates a hydraulic pressure according to the supply of power, and one that can control the hydraulic pressure of the brake cylinders of the front, rear, left and right brakes by using the hydraulic pressure of the power type hydraulic pressure generating device. The above brake fluid pressure control valve, its brake fluid pressure control valve, the first and second master shutoff valves, and the first and second
A hydraulic brake system including a brake hydraulic pressure control device that controls the hydraulic pressure of a brake cylinder by controlling a communication control valve. In the hydraulic brake system described in this section, the brake cylinders that are provided on the front, rear, left, and right sides of the vehicle and that suppress the rotation of the wheels are diagonally connected to each other by the first and second connection passages, respectively. To be done. First and second communication control valves are provided in the first and second connection passages, respectively, so that two brake cylinders at diagonal positions are connected or disconnected. The pressurizing chambers of the master cylinder are connected to the first and second connecting passages via the first and second master passages, and the first and second master shutoff valves are provided in the first and second master passages, respectively. It is provided. When the first and second master shutoff valves are closed, the brake cylinder is shut off from the master cylinder. The hydraulic pressure of the brake cylinder is controlled by the hydraulic pressure of the power hydraulic pressure generator in a state where it is cut off from the master cylinder. In this case, the opening and closing of the first and second communication control valves cause the two brake cylinders to communicate with each other or to be disconnected from each other. First and second
In the open state of the communication control valve, the hydraulic pressures of the two brake cylinders can be commonly controlled, and in the closed state, they can be controlled separately. Further, in the open state of the first and second master shutoff valves and the open state of the first and second communication control valves, all the brake cylinders are made to communicate with the master cylinder,
The hydraulic pressure of the master cylinder is supplied to all brake cylinders. The motive fluid pressure generator may include, for example, a pump and an electric motor that drives the pump. By supplying electric power as power to the electric motor, the pump is operated and the hydraulic fluid is pumped up and pressurized. The first and second master shutoff valves and the first and second communication control valves are electromagnetic control valves that are opened and closed by controlling the current supplied to the coils. These electromagnetic control valves are linear hydraulic pressure valves that can control the differential pressure between the front and rear to a magnitude according to the amount of supply current, even if they are electromagnetic on-off valves that can be switched between open and closed states by turning the supply current on and off. It may be a control valve. (2) The first and second master shutoff valves and the first and second communication control valves are normally open valves that are open when current is not supplied to the coils. Hydraulic brake system. In the hydraulic brake system according to this section, even if an abnormality occurs in the entire system, the first and second master shutoff valves are opened and the first and second communication control valves are opened. . Therefore, the hydraulic pressure of the master cylinder can be supplied to all the brake cylinders, and the brakes can be operated.

(3) The brake fluid pressure control device includes a control unit mainly composed of a computer, the control unit, the first and second master shutoff valves, the first and second communication control valves, and the first control unit. A plurality of control lines respectively connecting one or more brake hydraulic pressure control valves, the plurality of control lines connecting the control unit and the first master shutoff valve, the control unit, and the control line. The control line connecting the first communication control valve and the control line connecting to the first communication control valve belong to different control line groups, and the control unit and the second
It was divided into a plurality of control line groups so that the control line connecting the master shutoff valve and the control line connecting the control unit and the second communication control valve belong to different control line groups (1)
The hydraulic brake system according to item (2). The control line may be, for example, a signal line that connects the control unit and the control unit such as the switching element of the electromagnetic control valve, or a power line that connects the coil of the electromagnetic control valve and the drive circuit of the control unit. You can In any case, the plurality of control lines are divided into two or more control groups. Even if some of the plurality of control line groups are abnormal, if there is a normal control line group, the hydraulic pressure of the brake cylinder can be controlled. In the hydraulic brake system according to this section, the first master shutoff valve and the first communication control valve belong to different control line groups. For example, when the control line group to which the control line connected to the first master shutoff valve belongs is abnormal and the control line group to which the control line connected to the first communication control valve belongs is normal, the first master shutoff The valve is opened and the first communication control valve is closed. By opening the first master shutoff valve, the hydraulic pressure of the master cylinder is supplied to one of the two brake cylinders connected by the first connecting passage, while the other brake cylinder is the master cylinder. It is cut off from one brake cylinder to which the hydraulic pressure is supplied. In this case, if the control line group to which the control line of the brake hydraulic pressure control valve capable of controlling the hydraulic pressure of the other brake cylinder belongs is normal, the hydraulic pressure of the other brake cylinder is cut off from the one brake cylinder. Can be controlled with. When the control line group to which the control line connected to the first master shutoff valve belongs is normal and the control line group to which the control line connected to the first communication control valve belongs is abnormal, the first communication control valve is It is opened and the master shutoff valve is closed. The two brake cylinders connected by the first connecting passage are communicated with each other in a state of being disconnected from the master cylinder. In this case, the control line group to which the control line connecting the hydraulic pressure control valve capable of controlling the hydraulic pressure of one of the two brake cylinders connected by the first connecting passage and the control unit belongs to is normal. In some cases, the hydraulic pressure of the two connected brake cylinders can be controlled in common. (4) The control line of the first master shutoff valve and the control line of the second communication control valve belong to the same control line group, and the control line of the second master shutoff valve and the control line of the first communication control valve are The hydraulic brake system according to item (3), which belongs to the same control line group. For example,
The control line group to which the former control line of the first master shutoff valve and the control line of the second communication control valve belong is abnormal, and the control line of the latter second master shutoff valve and the control line of the first communication control valve are When the belonging control line group is normal, the hydraulic pressure of the master cylinder is supplied to one of the two brake cylinders connected by the first connecting passage, and the other brake cylinder is disconnected from the one brake cylinder. It Further, the two brake cylinders connected by the second connecting passage are communicated with each other in a state of being disconnected from the master cylinder. In this case, if the hydraulic pressure of the other brake cylinder connected by the first connecting passage and the hydraulic pressure of at least one of the two brake cylinders connected by the second connecting passage can be controlled, the other The hydraulic pressure of the brake cylinder is independent, and the hydraulic pressures of the two brake cylinders connected by the second connecting passage can be commonly controlled. (5) The brake fluid pressure control valves are provided corresponding to the front, rear, left and right brake cylinders, respectively, and fluid pressures of two brake cylinders at diagonal positions connected by the first and second connection passages are respectively provided. The hydraulic brake system according to item (3) or (4), wherein the control lines of the controllable brake hydraulic pressure control valves are classified so as to belong to different control line groups. (6) The control line of the hydraulic pressure control valve that can control the hydraulic pressure of the brake cylinder of the right front wheel, the control line of the hydraulic pressure control valve that can control the hydraulic pressure of the brake cylinder of the right rear wheel, and the brake of the left front wheel The control line of the hydraulic control valve that can control the hydraulic pressure of the cylinder and the control line of the hydraulic control valve that can control the hydraulic pressure of the brake cylinder for the left rear wheel are classified so as to belong to different control line groups. The hydraulic brake system according to item (5).
In the hydraulic brake system described in this section, the plurality of control lines are divided into a control line group for the right hydraulic control valve and a control line group for the left hydraulic control valve. For example, when the right control line group is abnormal and the left control line group is normal, the hydraulic pressures of the brake cylinders for the left and right front wheels can be controlled.
For example, the control line group to which the control line of the first master shutoff valve belongs and the left or right of the brake cylinder that is connected by the first connecting passage and is communicated with the master cylinder when the first master shutoff valve is in an abnormal state (open state). If the control line group to which the control line of the brake hydraulic pressure control valve that can control the hydraulic pressure of the brake cylinder on one side belongs is abnormal and the other control line group is normal, The hydraulic pressure of the master cylinder is supplied to the cylinder, and the other brake cylinder connected by the first connecting passage is cut off from the brake cylinder communicated with the master cylinder. The hydraulic pressure in the other brake cylinders can be controlled by the brake hydraulic pressure control valve. Also, the second connecting passage is the second
Although the master cylinder is shut off from the master cylinder by closing the master shutoff valve, the two brake cylinders connected by the second connecting passage are made to communicate by opening the second communication control valve. In this case, since the hydraulic pressure of either one of the two brake cylinders can be controlled, the hydraulic pressures of both brake cylinders can be commonly controlled. That is, the hydraulic pressure of the pair of brake cylinders in the diagonal position connected by the second connection passage is commonly controlled, and one of the pair of brake cylinders in the diagonal position connected by the first connection passage is controlled. The hydraulic pressure is controlled, and the hydraulic pressure of the master cylinder is supplied to the other. In this case, the control line group to which the control line of the second communication control valve belongs may be abnormal. (7) The control line of the hydraulic control valve that can control the hydraulic pressure of the brake cylinders of the left and right front wheels and the control line of the hydraulic control valve that can control the hydraulic pressure of the brake cylinders of the left and right rear wheels, respectively. The hydraulic brake system according to item (5), which is classified so as to belong to different control line groups. In the hydraulic brake system described in this section, the plurality of control lines are divided into a control line group for the front wheel side hydraulic pressure control valve and a control line group for the rear wheel side hydraulic pressure control valve. For example, when the control line group on the front wheel side is abnormal and the control line group on the rear wheel side is normal, the hydraulic pressures of the brake cylinders on the left and right front wheels can be controlled. For example,
The control line group to which the control line of the first master shutoff valve belongs is connected to the master cylinder by the first connecting passage and is connected to the master cylinder in the open state of the first master shutoff valve. If the control line group to which the control line of the brake hydraulic pressure control valve capable of controlling the hydraulic pressure of the brake cylinder belongs is abnormal and the other control line groups are normal, as in the case described above, The hydraulic pressures of the pair of diagonally connected brake cylinders connected by the two connecting passages are commonly controlled, and the hydraulic pressure of one of the paired diagonally connected brake cylinders connected by the first connecting passage is changed. It is controlled, and the hydraulic pressure of the master cylinder is supplied to the other.

(8) The brake fluid pressure control device causes the first hydraulic pressure control device to detect the abnormality in at least one of the plurality of control line groups.
The master cutoff valve and the second communication control valve are closed, and the second master cutoff valve and the first communication control valve are opened, thereby connecting the two by the second connection passage. With one of the two brake cylinders connected to the master cylinder, the hydraulic pressures of the two brake cylinders connected by the first connecting passage are commonly controlled, and the two brake cylinders are connected by the second connecting passage. (3) to (7) including a yaw moment suppression control unit that suppresses the yaw moment of the vehicle caused by the abnormality in the control line group by independently controlling the hydraulic pressure of the other of the two brake cylinders. The hydraulic brake system according to any one of 1. In the hydraulic brake system described in this section, the hydraulic pressures of the two brake cylinders located at diagonal positions are commonly controlled, and the hydraulic pressure of the master cylinder is supplied to the brake cylinders of the other one wheel. The hydraulic pressure of the remaining one wheel brake cylinder is independently controlled. The hydraulic pressures of the two brake cylinders in diagonal positions are controlled to the same magnitude, but the braking forces generated by the two brake cylinders are usually different from each other. For example, the brake cylinder for the front wheel is often made larger in diameter than the brake cylinder for the rear wheel, and in that case, the braking force on the front wheel side is larger than that on the rear wheel side. Even on the side where the hydraulic pressures of the two brake cylinders in the diagonal position are controlled to the same magnitude, it is possible to generate the yaw moment by controlling the brake hydraulic pressure. By controlling the hydraulic pressure of the brake cylinder, it is possible to favorably suppress the yaw moment caused by the abnormality in the control line group.

(9) The yaw moment suppression control unit controls the yaw moment so that the actual turning state amount approaches the target turning state amount.
The hydraulic brake system according to item (8), including a brake hydraulic pressure distribution control unit that controls the hydraulic pressure of the brake cylinders of the wheels.
For example, if braking is performed during straight running, 4
From the state in which the hydraulic pressure of the brake cylinders of the wheels is controlled so that the braking effect (deceleration of the vehicle) desired by the driver is obtained, the hydraulic pressure of the brake cylinders of the three wheels becomes If it is controlled so that the braking effect desired by the driver is obtained and the hydraulic pressure of the brake cylinder of the other one wheel becomes the same as the hydraulic pressure of the master cylinder, it is caused by that. A yaw moment is generated. On the other hand, in the hydraulic brake system described in this section, the yaw moment caused by the abnormality in the control line group is reduced by controlling the hydraulic pressure of the brake cylinders for the three wheels. As a result, it is possible to suppress a decrease in traveling stability of the vehicle. When braking is performed while the vehicle is turning, if some control line group is abnormal, or if some control line group is abnormal, braking is performed in the vehicle turning state. In this case, the yaw moment may increase or decrease depending on the control line group in which the abnormality has occurred. In any case, it is usually out of the target turning state intended by the driver, and by suppressing the yaw moment caused by the abnormality, it is possible to approach the target turning state amount intended by the driver. The actual turning state amount can be, for example, at least one of the yaw rate of the vehicle, the lateral acceleration, the steering angle of the front wheels, and the like, and the target turning state amount can be obtained based on the steering angle of the steering wheel, the vehicle speed, and the like. However, it can be acquired based on the operation state of the steering instruction member, not limited to the steering angle of the steering wheel. (10) When the absolute value of the deviation of the actual turning state amount of the vehicle from the target turning state amount exceeds the set value, the yaw moment suppression control unit suppresses the yaw moment due to an abnormality. The hydraulic brake system according to item (8) or (9), including a distribution controller. Even when the master cylinder hydraulic pressure is supplied to the one-wheel brake cylinder and the hydraulic pressure of the three-wheel brake cylinders is controlled to the magnitude desired by the driver, the vehicle steering state can be controlled by the driver's steering. If correction is possible, the need for brake fluid pressure distribution control is low. On the other hand, the absolute value of the deviation is more than the set value,
If it is difficult to correct the turning state by steering, the need for brake fluid pressure distribution control increases. Therefore, the yaw moment suppression control can be performed only when the absolute value of the deviation is equal to or larger than the set value. (11) The first and second master passages are connected to a portion of the first and second connecting passages on the brake cylinder side of the rear wheel with respect to the first and second communication control valves. The hydraulic brake system according to any one of 10). If the hydraulic pressure of the master cylinder is supplied to the brake cylinders of the rear wheels, some of the control line groups will be defective compared to the case where the hydraulic pressure of the master cylinder is supplied to the brake cylinders of the front wheels. It is possible to suppress a decrease in the braking force of the entire vehicle.

(12) In any one of (3) to (11), the control line side portion and the control valve side portion of the plurality of control line groups are connected by independent connectors.
Hydraulic brake system as described in 3. When the control line groups are connected by mutually independent connectors, even if there is a connection abnormality in one connector, control can be performed by the control line group connected by another connector. (13) A master cylinder is not connected to the brake cylinder of the brake on the front wheel side, but the power type hydraulic pressure generator is connected to the brake cylinder on the rear wheel side, and the power type hydraulic pressure generator and the master cylinder are connected to the brake cylinder on the rear wheel side. Both are connected
The hydraulic brake system according to any one of (1) to (12).

(14) The brake fluid pressure control valve, the first and second master shutoff valves, and the first and second communication control valves are control systems in which the first master shutoff valve and the first communication control valve are different from each other. The hydraulic brake system according to item (1), wherein the second master cutoff valve and the second communication control valve are divided so as to belong to different control systems. The hydraulic brake system described in this section has a plurality of control systems. Therefore, 1
Even if an abnormality occurs in one control system, the other control system can be used to control the hydraulic pressure of the brake cylinder. In a plurality of control systems, ECUs are provided separately or control line connection connectors are provided separately.

(15) Operated by electric energy,
A hydraulic pressure control unit having a plurality of hydraulic pressure control valves capable of controlling the hydraulic pressures of a plurality of brakes that respectively suppress the rotation of a plurality of wheels, and a plurality of power sources, each of the plurality of hydraulic pressure control valves, A brake hydraulic pressure control device including an electric energy supply device that supplies electric energy, wherein the plurality of hydraulic pressure control valves are divided into a plurality of control valve groups, and the electric energy supply device includes a plurality of control devices. A hydraulic brake system that supplies electric energy independently from different power sources for each valve group. If a plurality of power supplies are connected to the plurality of electromagnetic control valves, it becomes possible to supply power even if one power supply has an abnormality. It is desirable that a plurality of power sources be similarly connected to a power type hydraulic pressure generating device as a power type hydraulic pressure generating device, a sensor and the like. The technical features described in any one of (1) to (14) can be adopted in the hydraulic brake system described in this section.

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION A hydraulic brake system according to an embodiment of the present invention will be described below in detail with reference to the drawings. The brake device shown in FIG. 1 is provided with a brake pedal 10 as a brake operating member, a master cylinder 12 including two pressurizing chambers, a pump device 14 as a motive power-operated hydraulic pressure generating device, and front and rear positions. Brake 16-1 provided for each wheel
Including 9 etc. Brake 16 is the left rear wheel brake,
The brake 17 is the brake for the right front wheel, and the brake 18
Is for the right rear wheel, and the brake 19 is for the left front wheel. The pump device 14 includes four brakes 16-19.
Brake cylinders 20 to 23 are connected via a liquid passage 26, the hydraulic fluid of the pump device 14 is supplied to the brake cylinders 20 to 23 via the liquid passage 26, and the brakes 16 to
19 is activated. The pump device 14 is the pump 3
6, a pump motor 38 that drives the pump 36, and high-pressure hydraulic fluid discharged from the pump 36 is stored in the accumulator 40. The pressure switch 42 detects whether the hydraulic pressure of the hydraulic fluid stored in the accumulator 40 is within the set range. In addition, the pump 36
The relief valve 44 prevents the hydraulic pressure of the hydraulic fluid discharged from the tank from becoming excessive. Further, a check valve 46 is provided between the pump 36 and the accumulator 40,
Backflow of hydraulic fluid from the accumulator 40 to the pump 36 is avoided.

A linear valve 5 for increasing pressure is provided in the liquid passage 26.
0 to 53 are provided, and pressure reducing linear valves 56 to 59 are provided in a liquid passage 55 connecting the brake cylinders 20 to 23 and the master reservoir 54. These pressure increasing linear valves 50 to 53 and pressure reducing linear valves 56 to 5
9 and 9 form linear valve devices 60 to 63, respectively. Since the linear valve devices 60 to 63 have the same structure, only the linear valve device 60 will be described, and the description of the linear valve devices 61 to 63 will be omitted. As shown in FIG. 2, the linear valve device 60 includes a pressure increasing linear valve 50 and a pressure reducing linear valve 56. The pressure increasing linear valve 50 includes a valve element 70, a valve seat 71, and a spring 72. Including seating valve 74
And a solenoid 79 including coils 76 and 77 and a movable portion 78 that is moved according to the current supplied to the coils 76 and 77. In this embodiment,
The pressure increasing linear valve 50 and the pressure reducing linear valve 56 are normally closed valves.

When no current is supplied to the coils 76 and 77, the spring 72 is installed in the seating valve 74.
Of the valve 70 acts on the valve seat 71 so that the valve 70 is seated on the valve seat 71, and the differential pressure acting force corresponding to the differential pressure between the front and rear is applied to the valve 70.
Acts in the direction of separating the valve seat 72 from the valve seat 72. The spring 72 is kept in the closed state while the biasing force of the spring 72 is larger than the differential pressure acting force, but when the differential pressure acting force becomes larger, the valve element 70 is brought into the open state in which it is separated from the valve seat 71. Coils 76, 77
When a current is supplied to the movable portion 78, an electromagnetic driving force acts on the movable portion 78 in the direction of separating the valve element 70 from the valve seat 71. In the seating valve 74, the biasing force (seating direction) of the spring 72, the differential pressure acting force and the electromagnetic driving force (separating direction) act on the seating valve 74, and these biasing force, the differential pressure acting force and the electromagnetic driving force are combined. The relative position of the valve element 70 with respect to the valve seat 72 is determined by the relationship. If the current supplied to the coils 76 and 77 is increased and the electromagnetic driving force is increased,
Even if the differential pressure acting force is small, it is opened, and the brake cylinder hydraulic pressure is controlled by controlling the supply current (supply electric energy) to the coils 76 and 77. As will be described later, in this embodiment,
The target hydraulic pressure of the brake cylinder hydraulic pressure is determined so as to obtain the braking force required by the driver, and the supply currents to the coils 76 and 77 are determined so that the actual brake cylinder hydraulic pressure becomes the same as the target hydraulic pressure. To be done.

As described above, in this embodiment, the solenoid 78 includes the two coils 76 and 77. One coil 76 has a lead wire 82 connected to the power supply device 80.
Is formed by winding, and the other coil 77
Is formed by winding a lead wire 86 connected to the power supply device 84. As shown in FIG. 2, two lead wires 82 and 86 are wound integrally to form two coils 76,
77 is formed. The control circuit 8 is connected to the lead wire 82.
7 is provided, and the lead wire 86 is provided with a control circuit 88. Each of the control circuits 87 and 88 includes a transistor as a non-contact switch, and by controlling the connection / disconnection of the transistor, a necessary current is supplied to the coil. In this embodiment, the power supply device 8
The sum of electric energy (current) supplied in parallel to the coils 76 and 77 from both 0 and 84 is controlled to be the same as the supply current that can realize the above-described target hydraulic pressure. Although the structure of the pressure reducing linear valve 56 is the same, a pressure difference acting force corresponding to the pressure difference between the hydraulic pressure of the brake cylinder 20 and the hydraulic pressure of the master reservoir 54 acts on the pressure reducing linear valve 56.

In the two pressurizing chambers of the master cylinder 12, the driver of the brake pedal 10 operates the
A hydraulic pressure is generated according to the operating force. The brake cylinders 2 of the left and right rear wheel brakes 16 and 18 are provided in the two pressurizing chambers via first and second master passages 90 and 92, respectively.
0 and 22 are connected. First and second master passage 9
In the middle of 0 and 92, the first master shutoff valve 94
And a second master shutoff valve 95 is provided. First,
The second master cutoff valves 94 and 95 are operated by ON / OFF control of electric energy supplied to the coils 96 and 97, and are supplied while electric energy is not supplied (O
FF) is in an open state, but is switched to an open state when electric energy is supplied (ON). Master shutoff valve 9
Similar to the linear valve described above, the coils 96 and 97 are also formed by two lead wires 4 and 95.
Including two coils. Control circuits 98a and 98b are provided on the two lead wires of the coil 96, respectively.
Each of the two lead wires in 7 has a control circuit 99.
a and b are provided. Hereinafter, two control circuits 98a and 98b
Are collectively referred to as a control circuit 98, and in FIG.
It is abbreviated as 8. The same applies to the following control circuits.
The ON / OFF control of the electric current supplied to the coils 96 and 97 is performed by the control of the control circuits 98 and 99.
The master shutoff valves 94 and 95 are opened and closed.

The left rear wheel and right front wheel brake cylinders 20 and 21 are connected by a first connecting passage 102, and the right rear wheel and left front wheel brake cylinders 22 and 23 are connected by a second connecting passage 103. It The first and second connecting passages 102 and 103 respectively have a first
A communication control valve 104 and a second communication control valve 105 are provided. First communication control valve 104, second communication control valve 105
Are opened when the supply electric energy is not supplied to the coils 106 and 107 (OFF), and are switched to the closed state when the supply of electric energy is supplied (ON). The current supplied to the coils 106 and 107 is
It is controlled by the control of the control circuits 108 and 109 (see FIG. 5).

As described above, the two pressurizing chambers of the master cylinder 12 are respectively provided with the brake cylinders 2 for the left and right rear wheels.
Although 0 and 22 are connected one by one, two brake cylinders that are diagonal to each other are connected by the first and second connecting passages 102 and 103, respectively. Therefore, the first and second master shutoff valves 94, 95
Are in a communication state, and the first communication control valve 104 and the second communication control valve
When the communication control valve 105 is brought into the communication state, all the brakes 16 to 19 are operated by the hydraulic fluid in the master cylinder 12. In this brake device, two brake cylinders located at diagonal positions are connected to each other, and the pressurizing chamber of the master cylinder 12 is separately connected to each brake cylinder, which is an X pipe.

A stroke simulator device 130 is provided in the liquid passage 92. The stroke simulator device 130 includes a stroke simulator 132 and a stroke simulator on-off valve 134.
Coil 135 of opening / closing valve 134 for stroke simulator
The stroke simulator 132 is switched between a communication state in which it communicates with the master cylinder 12 and a disconnection state in which it is cut off by ON / OFF control of the electric energy supplied to the master cylinder 12. In the present embodiment, when the brakes 16 to 19 are in a state of being actuated by the hydraulic fluid from the pump device 14, the coil 135 is supplied with electric energy (ON) to be switched to the communication state. When the coil 135 is in a state of being actuated by the hydraulic fluid, electric energy is not supplied to the coil 135 (OFF), and the coil 135 is switched to the cutoff state. The control circuit 136 controls the current supplied to the coil 135.

First, the control system of the brake device will be described. As shown in FIGS. 3 to 5, the linear valve device 6
0 to 63 are brake ECUs mainly composed of a computer
Controlled by 150. The brake ECU 150 includes a pressure switch (Psw) 42, an accumulator pressure sensor (PACC) 158 that detects the accumulator pressure on the upstream side of the linear valve device, and two stroke sensors (PSS) that detect the operation stroke of the brake pedal 10.
1, PSS2) 160, 162, 2 of the master cylinder 12
First and second master pressure sensors (PMC1, PMC2) 164, 166 for detecting the hydraulic pressures of the two pressurizing chambers, and brake hydraulic pressure sensors (PRL, PFR, PRR) for detecting the hydraulic pressures of the brake cylinders 20-23, respectively. , PFL) 170-176
Etc. are connected, and the linear valve for increasing pressure (S
LARL, SLAFR, SLARR, SLAFL) Control circuit 8 for controlling the current supplied to the coils 76 and 77 of 50 to 53
7,88, pressure reducing linear valve (SLRRL, SLRFR,
SLRRR, SLRFL) 56 to 59 coils 76 and 77, control circuits 87 and 88, first and second master shutoff valves (SMC)
1, SMC2) 94, 95 coils 96, 97 ON / O
Coil 10 of control circuits 98, 99 for controlling FF, first and second communication control valves (SC1, SC2) 104, 105
The control circuits 108 and 109 of 6, 107, the control circuit 136 of the coil 135 of the stroke simulator on-off valve (SCSS) 134, and the like are connected. The switches and sensors 42, 158, 160, etc. described above, and the solenoid valves 50, 5
The hydraulic pressure control unit 180 is constituted by 6, 94, 95 and the like. The signal line connected to the hydraulic pressure control unit 180 is connected to the brake EC via the connectors 182 and 184.
It is connected to U150.

During normal braking, braking effect control is performed in this embodiment. Stroke sensors 160, 16
2. The required braking force intended by the driver is obtained based on the detection values of the master pressure sensors 164 and 166, and the target hydraulic pressure corresponding to the required braking force is obtained. The current supplied to the coils 76 and 77 of the linear valve devices 60 to 63 is set so that the actual brake fluid pressure detected by the brake fluid pressure sensors 170 to 176 approaches the target fluid pressure.
It is controlled via the control circuits 87 and 88. As the hydraulic pressure on the upstream side of the linear valve devices 60 to 63, the hydraulic pressure detected by the accumulator pressure sensor 158 is used. Further, in the brake ECU 150, a signal line L * for transmitting a control signal to the drive circuit 188 for controlling the pump motor 38 is provided with the connector 1.
It is connected through 90. The pump motor 38 is controlled so that the accumulator pressure is maintained within a predetermined setting range.

The signal line connected by the above-mentioned connector 182 is the signal line L represented by the alternate long and short dash line in FIG.
Specifically, the control circuits 87, 88 of the linear valve device 60 provided for the left rear wheel, the control circuits 87, 88 of the linear valve device 63 provided for the left front wheel, and the second communication control A control signal line L connected to the control circuit 109 of the valve 105, each control circuit 98 of the first master shutoff valve 94,
Detection signals of the brake fluid pressure sensors 170 and 176, the accumulator pressure sensor 158, the first master pressure sensor 164, the yaw rate sensor 177a, the steering angle sensor 177b that detects the steering angle of the steering wheel, and the vehicle speed sensor 177c that detects the traveling speed of the vehicle. The line L or the like is applicable. In the control signal line L, a control signal is transmitted from the brake ECU 150 to a control circuit or the like, and in the detection signal line L,
The detection signal representing the detection value by the detection device is a brake ECU.
It is transmitted to 150. A signal line group to which the signal lines connected by the connector 182 belong is referred to as a signal line group 191a.
Further, the signal line connected by the connector 184 is a signal line L'represented by a broken line. Specifically, the linear valve device 61 provided for the right front wheel and the signal line L'for the right rear wheel are provided. Linear valve device 62, stroke simulator opening / closing valve 134, first communication control valve 104, second
The control signal line L'to the control circuits 136, 108.99 of the master shutoff valve 95, the pressure switch 42, the second master pressure sensor 166, the brake fluid pressure sensors 172, 174, the stroke sensors 160, 162, the yaw rate sensor 177.
a, the steering angle sensor 177b, the detection signal line L'of the vehicle speed sensor 177c, and the like. A signal line group to which the signal lines connected by the connector 184 belong is referred to as a signal line group 191b.

As described above, each signal line of the hydraulic pressure control unit 180 is provided with a signal line group 191a provided in a linear valve device, a sensor, etc., which is generally provided for the left wheel.
And a signal line group 191b provided on a linear valve device, a sensor, and the like provided for the right wheel, and divided into two groups. The control system consists of two left and right systems. A linear valve device or sensor that can be controlled by the signal line group 191a connected by the connector 182 is referred to as a left brake hydraulic pressure control unit 192a, and a linear valve device or sensor that can be controlled by the signal line group 191b connected by the connector 184 is called. The above is referred to as a right side brake hydraulic pressure control unit 192b.

Further, as shown in the figure, the first master cutoff valve 94 and the first communication control valve 104 belong to different signal line groups, and the second master cutoff valve 95 and the second communication control valve 105 are connected. Belong to different signal line groups. In other words, the brake system for the master cylinder 12 is the X pipe, and the control system is two systems on the left and right. In this case, in the connecting passage that connects the brake cylinders in diagonal positions to each other. A communication control valve provided,
The master shutoff valve provided in the master passage connected to the connecting passage belongs to a different control system. As will be described later, when either one of the signal line groups 191a and 191b is abnormal, the hydraulic pressure of the master cylinder is supplied to the brake cylinders of the rear wheels belonging to the system having the abnormality, and the diagonal position of the rear wheels is supplied. Is disconnected from the front wheel brake cylinder belonging to the normal system, the front wheel brake cylinder belonging to the abnormal system and the rear wheel brake cylinder belonging to the normal system are communicated, and the rear wheel belonging to the normal system is By controlling the hydraulic pressure of the brake cylinders, the hydraulic pressures of the two brake cylinders that are in communication with each other are controlled in common.

The brake pedal 10 is connected to each of the signal line groups.
One of each of the first and second master pressure sensors 164 and 166 as a sensor for detecting the operation state of No. 1 belongs to each. Therefore, if the connection state of either one of the two connectors 182 and 184 is normal, the detected value of the brake operation state is supplied to the brake ECU 150 by the signal line connected thereby, and a part of the detected value. It is possible to output a control signal to a linear valve device or the like that controls the hydraulic pressure of the brake. Two connectors 182
If the connection state of at least one of the 184 is normal, the brake fluid pressure can be controlled based on the brake operation state. In addition, the yaw rate sensor 17
7a, the steering angle sensor 177b, and the vehicle speed sensor 177c are both connected to the detection signal lines L and L '. As will be described later, the yaw moment suppression control can be performed regardless of which of the connectors 182 and 184 has a connection abnormality. Further, the signal lines connected to the two stroke sensors 160 and 162 belong to the signal line group connected at the connector 184. Therefore, the connector 184
It is undeniable that the hydraulic pressure control accuracy is lower when the connector is disengaged than when the connector 182 is disengaged, but a braking force closer to the required braking force intended by the driver is obtained than when the master cylinder 12 is communicated. be able to. However, even in this case, the control can be performed based on the master pressure as described above.

For example, when a connection abnormality occurs in the connector 182 and the connection state of the connector 184 is normal,
Control using the signal lines belonging to the signal line group 191a becomes impossible. The control abnormality caused by the abnormality of the connector 182 can be referred to as a signal line group abnormality. In this case, the linear valve device 60 for the left rear wheel and the linear valve device 63 for the left front wheel cannot be controlled, but the linear valve device 61 for the right front wheel and the linear valve device 62 for the right rear wheel can be controlled. is there. In addition, the first communication control valve (SC1) 104,
The second master shutoff valve (SMC2) 95 can also be controlled.
The first communication control valve 104 and the coils 106 and 97 of the second master cutoff valve 95 are closed by supplying electric energy to the second communication control valve (SC2) 105 and the first communication control valve 104.
The master shutoff valve (SMC1) 94 is connected to each coil 10
When the electric energy is not supplied to 7,96, it is opened.

As a result, the brake cylinder 20 for the left rear wheel
Is communicated with the master cylinder 12, and the brake cylinder 21 for the front right wheel is disconnected from the brake cylinder 20 for the rear left wheel. The brake cylinder 20 has a master cylinder 1
The hydraulic fluid of No. 2 is supplied, and the hydraulic pressure of the brake cylinder 21 is controlled by the control of the linear valve device 61. Further, the brake cylinders 22 and 23 for the right rear wheel and the left front wheel are communicated with each other in a state of being blocked from the master cylinder 12. Since the hydraulic pressures of the brake cylinders 22 and 23 are made the same, these brake cylinders 22 and 2 are
The hydraulic pressure of No. 3 is commonly controlled by the control of the linear valve device 62. In addition, the two brake cylinders 22 and 23
The hydraulic pressure is commonly detected by the brake hydraulic pressure sensor 174. This control can be called common hydraulic pressure control.

As described above, even if a connection abnormality occurs in the connector 182, only the brake of one wheel (left rear wheel) is operated by the hydraulic fluid of the master cylinder 12, and the pump device for the brake of three wheels is operated. The hydraulic pressure can be controlled by the hydraulic fluid of 14. The brakes of all four wheels are not operated by the hydraulic fluid of the master cylinder. Therefore, the hydraulic pressure controllability can be improved and the reduction of the braking force can be suppressed. It is possible to improve the fail-safe property when the control system is abnormal, and it is possible to improve the reliability of the brake fluid pressure control device.
In this case, the required braking force is the detected value by the two stroke sensors 160 and 162 and the one master pressure sensor 1
It is determined based on the value detected by 66. Further, based on the hydraulic pressure detected by the master pressure sensor 166, the hydraulic pressure of the brake cylinder 20 for the left rear wheel (the same as the hydraulic pressure of the master cylinder 12) can be estimated. Further, the control circuit 136 of the stroke simulator on-off valve 134 is in a controllable state, but the stroke simulator on-off valve 134 is closed. Since the hydraulic fluid of the master cylinder 12 is supplied to the brake cylinder 20 of the left rear wheel 16, the driver's brake operation feeling does not deteriorate. Open / close valve 1 for stroke simulator
34 may be opened. Further, in the present embodiment, yaw moment suppression control is performed. Connector 1
Due to the connection abnormality of 82, the actual turning state deviates from the turning state required by the driver. Therefore, the hydraulic pressures of the three-wheel brake cylinders are controlled so that the actual turning state approaches the required turning state. To be done. In this case, the estimated hydraulic pressure of the brake cylinder 20 for the left rear wheel is considered. As described above, the hydraulic pressures of the three-wheel brake cylinders are controlled so that the required braking force is satisfied and the target turning state is realized. The target turning state is represented by the target yaw rate γ ^* . The target yaw rate is calculated based on the vehicle speed and the steering angle.

On the contrary, connection abnormality occurs in the connector 184,
When the connection state of the connector 182 is normal, the control using the signal lines belonging to the signal line group 191b becomes impossible, but the control using the signal lines belonging to the signal line group 191a becomes possible. The linear valve device 60 for the left rear wheel and the linear valve device 63 for the front left wheel can be controlled, and the second communication control valve 105 and the first master shutoff valve 94 can be controlled. The brake cylinder 22 on the right rear wheel is the master cylinder 1.
The hydraulic pressure of the brake cylinders of the other three wheels is controlled by the linear valve devices 60 and 63. In this case, the required braking force is determined based on the value detected by one master pressure sensor 164. Further, the pump motor 38 is controlled based on the value detected by the accumulator pressure sensor 158. Further, since electric energy is not supplied to the coil 135 of the stroke simulator on-off valve 134, the coil 135 is closed. In this case, since the brake cylinder 22 for the rear right wheel is communicated with the master cylinder, the brake pedal 1 of the driver is
It is avoided that the operation stroke of 0 becomes almost 0.
Even in this case, the hydraulic pressure of the brake cylinder 22 for the right rear wheel is estimated based on the hydraulic pressure detected by the master pressure sensor 164. With the master cylinder 12 communicating with the brake cylinder 22 for the right rear wheel, the hydraulic pressures of the brake cylinders for the left front wheel, the right front wheel, and the left rear wheel satisfy the required braking force, and the yaw moment is suppressed. Controlled as.

In some cases, the control signal may not be transmitted to the drive circuit 188 of the pump motor 38 due to the connection abnormality of the connector 190. In this case as well, if the high-pressure working fluid is sufficiently stored in the accumulator 40. It is possible to continue the brake fluid pressure control.

Next, the drive system will be described. In the present embodiment, as shown in FIGS. 4 to 6, the hydraulic pressure control electrical load device 196 including the brake hydraulic pressure control unit 180 and the brake ECU 150, and the pump device 14 are provided as two electrical energy sources. The power supply devices 80 and 84 are connected. The power lines 198 and 199 of the power supplies 80 and 84 are connected to the hydraulic pressure control electrical load device 196 via connectors 202 and 203, respectively, and the pump device 1
4 is connected via connectors 204 and 205.
Regarding the pump device 14, the power supply devices 80, 84
It is not essential to connect both. This is because the pump motor 38 can be operated at a relatively low voltage and therefore can be operated even if the output voltage of the power supply device drops, and it is sufficient that the pump motor 38 is connected to the power supply device 80. Further, the hydraulic pressure control electrical load device 196 and the pump device 14 may be collectively referred to as a brake electrical load device.

The power supply device 80 includes a generator, a generator control circuit, a computer for controlling the control circuit, and the like. The generator generates electric energy by a drive source that drives a vehicle equipped with a brake device, and is an alternator 197 that is rotated according to the rotation of an engine (not shown) in the present embodiment. The output voltage of the alternator 197 is almost constant (the rated voltage is 14 volts, for example), but it changes depending on the engine speed and the like. Further, the power supply device 84 in the present embodiment includes a 42-volt battery and a control device that controls charging / discharging of the battery, and is charged with electric energy generated by the alternator 197. The terminal S shown in the figure is a connection terminal of a power line for operating a computer, a generator control circuit, and the like.
4 to control the power supply device 80. The computer is also supplied with information indicating the state of the ignition switch. Further, L is a battery lamp, which is turned on when the battery B is abnormal.

The alternator 197 has a voltage converter 21.
0 is connected. The voltage conversion device 210 includes a transformer and a control circuit (DC / D) including a plurality of switching elements.
C converter), a computer that controls the control circuit, and the like, and the control circuit is controlled by the computer, whereby the voltage of the electric energy supplied to the voltage conversion device 210 is a predetermined voltage (this embodiment). , The voltage is changed (step down) to 12 volts.
The voltage conversion device 210 also has a function of keeping the output voltage at a constant magnitude.

The voltage conversion device 210 is connected to a 12-volt battery 212, an electric load device 196 for hydraulic pressure control, a pump device 14, an engine control device 214, and other electric load devices (electric energy consumption devices) 216. ing.
The electric energy output from the voltage converter 210 is 12
The bolt battery 212 is charged and supplied to the electrical load device 216. 12 volt battery 2
The reference numeral 12 is provided in common to the hydraulic pressure control electrical load device 196, the pump device 14, and the other engine control device 214. If the voltage supplied from the voltage converter 210 is lowered due to an abnormality of the alternator 197 or the voltage converter 210, or if a large amount of electric energy is consumed in the electric load device 216, 12
Electric energy is supplied from the bolt battery 212. In the present embodiment, the alternator 19
7, voltage converter 210, 12 volt battery 212
The power supply device 80 is configured by the above. It is also possible to consider that the power supply device 80 is configured by the alternator 197, and that the power supply device 80 is configured by the alternator 197 and the voltage conversion device 210.

Further, the power supply device 84 is provided with a battery status detecting device 220 for detecting the status of the battery. The battery status detection device 220 includes a voltage sensor that detects the output voltage, a temperature sensor that detects the temperature, a current sensor that detects the current, and the like. The charge amount is detected based on at least one of the output voltage and the integrated value of current during charging / discharging. Since the relationship between the charge amount and the output voltage is known in advance, the charge amount can be detected based on these relationships. Further, the charge amount can be detected based on the integrated value of the current amount during charging and the current amount during discharging. Furthermore, based on both the integrated value of the current during charging / discharging and the output voltage, the charge amount can be accurately detected. The degree of battery deterioration is
It is detected based on the internal resistance and temperature. Since the relationship between the degree of deterioration and the internal resistance and temperature is known in advance, the degree of deterioration can be detected based on these relationships. The internal resistance is considered to increase as the width of the voltage drop with respect to the output current increases. Also, the internal resistance apparently decreases as the temperature increases. If the internal resistance is the same, the higher the temperature is, the more the degree of deterioration is,
Based on these relationships, it is possible to detect the degree of deterioration. In the present embodiment, when the degree of deterioration reaches a predetermined setting level, the power supply device 84 is determined to be abnormal, and a warning indicating that the battery needs to be replaced is issued. If the setting level is set to a relatively high value (a state where deterioration has not progressed so much), the battery will be replaced while being able to supply electric energy, and it is possible to reliably supply electric energy from the battery. Becomes Further, the capacity of the battery can be reduced, and the weight of the vehicle can be reduced.

The hydraulic pressure control electric load device 196 has two
Electric power is supplied from one power supply device 80, 84. A power supply device 80 is connected to the brake ECU 150 via a connector 184 and an ignition switch 217, and a power supply device 84 is connected to the brake ECU 150 via a connector 182 and an ignition switch 218. The ignition switches 217 and 218 are adapted to be turned on / off at the same time by a key operation by a driver. When the ignition switches 217 and 218 are turned on, electric energy is supplied to the brake ECU 150. In the hydraulic control unit 180,
Coil 76, 77, 96, 97, 106, 1 of each solenoid valve
07 and 135, coils 76 and 7 in FIG.
7, two power lines 198,
Lead wires 82 and 86 connected to 199 (see FIG. 4) are respectively wound and formed. When the two power supply devices 80 and 84 are normal, a current as electric energy is supplied from both of them in parallel, thereby operating each solenoid valve. In this way, the lead wire 82
The voltage of electric energy supplied via the lead wire 86 and the voltage of electric energy supplied via the lead wire 86 are different from each other. The voltage of the electrical energy supplied via the lead wire 82 is 12 volts and the voltage of the electrical energy supplied via the lead wire 86 is 42 volts.
Reference numerals 2 and 86 are applied to the respective voltages.

In this embodiment, the power supply devices 80, 8
So that the sum of the currents supplied from 4 becomes the desired current,
The control circuit of each coil is controlled. In this way, if each electromagnetic valve is operated by the electric energy supplied in parallel from the two power supply devices 80 and 84, the load applied to the lead wire forming each coil is reduced accordingly. Therefore, the life can be extended. Also in this respect, the reliability of the brake fluid pressure control device can be improved. In addition, two power supplies 80, 8
Even if an abnormality occurs in one of the four, the electric power is supplied from the other power supply device, so that the solenoid valve can be operated. In this case, the control circuit is controlled so that the desired electrical energy is supplied by the electrical energy from the normal power supply device.

The same applies to the pump motor 38.
FIG. 7 shows a case where the pump motor 38 is a brushless DC motor. Each of the three-phase coils 222, 223, and 224 provided on the stator has two power lines 1.
The lead wires 225 and 226 connected to 98 and 199 are wound and formed. Coils 222, 223
224 may be formed by winding two lead wires 225 and 226 integrally to form a double coil, or may be separately wound to form two coils. The drive circuit 188 also includes two switching control circuits 230 and 232. The operation state of the pump motor 38 is controlled by the control of the two control circuits 230 and 232. However, when both the power supply devices 80 and 84 are normal, the electric energy supplied from both of them in parallel is used. Operated. When an abnormality occurs in either one, it is operated by the electric energy supplied from the other. Similar to actuation in a solenoid valve,
Even if an abnormality occurs in one of the power supply devices 80 and 84, the pump motor 38 is supplied by the electric energy supplied from the other.
Can be activated.

Further, the same applies to each detecting device. Although illustration is omitted, when the hydraulic pressure sensor is of a diaphragm type and includes a diaphragm on which the pressure to be detected acts and a bridge circuit for detecting the degree of deformation of the diaphragm, the bridge circuit 2 sets are provided, and the power supply devices 80 and 84 are connected to each. Electric energy is constantly supplied from the power supply devices 80 and 84 to each of the two sets of bridge circuits. It is also possible to connect two power supply devices 80 and 84 to one bridge circuit. In this case, the electric energy is supplied from the power supply device 84 having a high output voltage. However, when the output voltage of the power supply device 84 decreases, both power supply devices 80, 84 or the power supply device 80.
Electrical energy will be supplied from. Further, a switch device may be provided between the hydraulic pressure sensor and these two power supply devices 80 and 84 so that electric energy is supplied from either one of the power supply devices alternatively.
For example, the electric energy is supplied (alternately) from one of the two power supply devices for each braking operation.

When the stroke sensor optically detects the relative rotation angle of the brake pedal 10 with respect to the vehicle body-side member, a rotation angle detection unit including a light emitter and a light receiver thereof, In the case of including a computer mainly composed of a computer that detects a rotation angle based on a light receiving state of a light receiver and detects a stroke, at least one of the rotation angle detection unit and the calculation unit has two power supplies. Allow the devices 80, 84 to be connected.

In the present embodiment, the flow chart of FIG.
The brake fluid pressure control program represented by
It Step 1 (hereinafter abbreviated as S1. Other steps
The same shall apply to the connector 182).
Whether the connection is normal or not is determined in S2 in the connector 184.
It is determined whether the connection is normal. Both connections are positive
If this is the case, in S3 and S4, as described above,
The required braking force is calculated based on the stroke and master pressure.
Then, the target brake fluid pressure is obtained. And the actual
Make sure that each line is adjusted so that the rake fluid pressure approaches the target brake fluid pressure.
The valve devices 60 to 63 are controlled. Connector 182
If the connection is abnormal (the signal line group 191a is abnormal)
In step S5, the master pressure sensor 166 is used to
Master cylinder pressure detected by the stroke sensor 16
0,162 based on the stroke detected
The braking force is calculated and based on the steering angle and the vehicle speed in S6.
Target yaw rate γ ^*Is required. And S7
The required braking force is satisfied and the target yaw rate is
γ^*To the brake cylinder 20 so that
With the cylinder 12 in communication, the linear valve
The brake cylinders 21 and 2 are controlled by the devices 61 and 62.
The hydraulic pressures of 2 and 23 are controlled. Linear valve device 61,
When controlling 62, detection by the master pressure sensor 166
Left rear wheel brake cylinder 2 estimated based on hydraulic pressure
A hydraulic pressure of 0 is also considered. Control signal and detection signal are connectors
Supplied via 184.

When the connection of the connector 184 is abnormal (when the signal line group 191b is abnormal), in S8 to 10, the required braking force is satisfied and the actual yaw rate is the target, as in the above case. The controllable linear valve devices 60 and 63 are controlled so as to approach the yaw rate γ ^* . In this case, the required braking force is the master pressure sensor 1
It is determined based on the master pressure detected by 64.
The brake cylinder hydraulic pressure of the left front wheel is independent, and the brake cylinder hydraulic pressures of the right front wheel and the left rear wheel are commonly controlled. The master cylinder 12 is installed in the brake cylinder 22 for the right rear wheel.
Are communicated. The control signal and the detection signal are the connector 18
2 via.

As described above, according to this embodiment, even if one of the two control systems becomes uncontrollable due to an abnormality, but the other is normal, the yaw rate suppression control is thereby performed. It is possible to prevent a large yaw rate from being generated when the hydraulic pressure of the master cylinder is supplied to one wheel and the hydraulic pressure of the pump device 14 is supplied to three wheels. In the conventional hydraulic brake system, depending on the connection failure of the connectors 182 and 184,
There are cases where the hydraulic pressure of the master cylinder is supplied to the left and right front wheels and cases where the hydraulic pressure of the master cylinder is supplied to the left and right rear wheels, but in either case in the hydraulic braking system of the present embodiment. However, the hydraulic pressure of the master cylinder is supplied to the brake cylinders of the rear wheels.
Therefore, the stability of control can be improved. It is possible to suppress a decrease in braking force.

The hydraulic pressure of the master cylinder may be always supplied to the front wheels. Further, the signal line connecting the brake ECU 150 and the hydraulic control unit 180 can be divided between the front wheel side and the rear wheel side. The control system is not limited to the left and right two systems, but may be the front and rear two systems. Furthermore, it is not essential to divide into two,
It may be divided into three or more. Further, the signal lines of the two stroke sensors 160 and 162 may be divided into one.
Further, the connector is not essential to be provided on the brake ECU 150 side, and can be provided on the hydraulic pressure control unit 180 side, both of them, or a portion between them. Further, it is not essential to provide a plurality of power supply devices. Even when two power supply devices are provided, the output voltages may be the same, or both may include the power storage device. Further, at least one of the hydraulic pressure control electrical load device 196 and the pump device 14 includes a power supply device 80, 84.
Either one of them can be connected alternatively. Usually connected to a predetermined power supply,
When the power supply device is abnormal, it can be connected to the other power supply device.

Further, in the above embodiment, both the pressure switch 42 and the accumulator pressure sensor 158 are provided, but it is not essential to provide both.
In this case, if the accumulator pressure sensor 158 is provided without providing the pressure switch 42,
The pump motor 38 can be controlled, and the control accuracy of the linear valve devices 60 to 63 can be improved.
desirable. Further, the yaw moment suppression control can be performed in combination with not only the braking force distribution control but also the steering angle control of at least one of the front wheels and the rear wheels, the control of the suspension device, and the like. Further, the yaw moment suppression control may be performed not by the braking force distribution control but by the steering angle control and the suspension control. In this case, the hydraulic pressure of the brake cylinder is controlled so that the required braking force is satisfied, while the yaw moment suppression control is performed. Furthermore, it is not essential that yaw moment suppression control be performed. Although the hydraulic pressure of the master cylinder 12 is supplied to the brake cylinder of one wheel, since the hydraulic pressure of the master cylinder 12 has a magnitude corresponding to the required braking force intended by the driver, a large yaw moment is not always generated. Because there is no. In addition, the present invention provides the above-mentioned [problems to be solved by the invention,
In addition to the modes described in [Problem Solving Means and Effects], various modifications and improvements can be made based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a diagram showing a hydraulic brake system according to an embodiment of the present invention.

FIG. 2 is a sectional view conceptually showing a hydraulic pressure control valve included in the hydraulic brake system.

FIG. 3 is a diagram conceptually showing the hydraulic brake system.

FIG. 4 is a diagram conceptually showing a control system of the hydraulic brake system.

FIG. 5 is a wiring diagram of control lines of the hydraulic brake system.

FIG. 6 is a diagram conceptually showing a state of wiring of electric power lines of the hydraulic brake system.

FIG. 7 is a diagram conceptually showing a state of wiring of electric power lines of the power hydraulic device of the hydraulic brake system.

FIG. 8 is a flowchart showing a brake hydraulic pressure control program stored in a brake ECU of the hydraulic brake system.

[Explanation of symbols]

12 master cylinders 14 pump devices 60-63 linear valve device 90,92 First and second master passage 94, 95 1st, 2nd master shutoff valve 102, 103 first and second connecting passages 104, 105 first and second communication control valves 191a, 191b signal line group L, L'signal line

Claims (3)

[Claims] 1. A brake for restraining rotation of wheels provided at front, rear, left and right positions of a vehicle, each including a brake cylinder operated by hydraulic pressure, and a pair of the brake cylinders of the brakes facing each other. The first and second connecting passages for separately connecting the ones at the angular positions to each other, and the state in which the two brake cylinders are provided in each of the first and second connecting passages to communicate with each other and the state in which the two brake cylinders are disconnected from each other. The first and second communication control valves that can be provided, a housing, and two pressurizing pistons that are fitted in the housing in a liquid-tight and slidable manner, and the liquids in front of each of the two pressurizing pistons are provided. In the pressure chamber, a master cylinder that generates a hydraulic pressure having a magnitude corresponding to the operating state of the brake operating member by the driver, two pressurizing chambers of the master cylinder, and the first cylinder A first master passage which is provided in first and second master passages respectively connecting the first and second connection passages, and which can be in a state where the first and second connection passages are respectively disconnected from the pressurizing chamber and a state where the first and second connection passages are in communication with each other; ，
A second master cutoff valve, a power hydraulic pressure generator that generates hydraulic pressure in response to power supply, and a hydraulic pressure of the brake hydraulic cylinders of the front, rear, left, and right brakes using the hydraulic pressure of the power hydraulic pressure generator. Controllable by one or more brake fluid pressure control valves, and by controlling the brake fluid pressure control valve, the first and second master cutoff valves, and the first and second communication control valves, A hydraulic brake system including a brake hydraulic pressure control device for controlling the hydraulic pressure, wherein the brake hydraulic pressure control device includes a control unit mainly including a computer, the control unit, and the first and second control units. A plurality of control lines respectively connecting the master shutoff valve, the first and second communication control valves, and the one or more brake fluid pressure control valves, the plurality of control lines including the control unit and the first control line; 1 master shutoff valve A control line that connects the control unit that connects the second master shutoff valve and a control line that connects the control unit that connects the control unit and the first communication control valve to each other belong to different control line groups. The hydraulic brake system is characterized by being divided into a plurality of control line groups so that the control line connecting the control valve and the second communication control valve belong to different control line groups. 2. The brake fluid pressure control device closes the first master shutoff valve and the second communication control valve due to an abnormality of at least one of the plurality of control line groups, and at the same time, the second By opening the master cutoff valve and the first communication control valve, one of the two brake cylinders connected by the second connection passage is connected to the master cylinder, and the first cylinder is connected to the first cylinder. The control is performed by commonly controlling the hydraulic pressures of the two brake cylinders connected by the connecting passage and independently controlling the hydraulic pressure of the other of the two brake cylinders connected by the second connecting passage. The hydraulic brake system according to claim 1, further comprising a yaw moment suppression control unit that suppresses a yaw moment of the vehicle due to an abnormality in the line group. 3. The first and second master passages include the first and second master passages.
The first or second communication control valve of the second connection passage is connected to a portion of the rear wheel on the brake cylinder side of the first or second communication control valve.
The hydraulic brake system described in.