JP2005343200A - Abnormality determination device of brake device for vehicle and brake device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To determine existence of abnormality in a parking brake mechanism for operating a parking brake utilizing a brake liquid pressure in a brake liquid pressure circuit for a common brake. <P>SOLUTION: In the common parking brake mechanism applied with the abnormality determination device, lock selector valves LCVr, LCVl are controlled/maintained in the closed state at non-control of PKB and during PKB release control and are controlled/maintained in the opened state only during PKB operation control. The abnormality determination device determines that "open failure" is generated on the lock selector valves LCVr, LCVl when at least one of lock switching liquid pressures Plockr, Plockl becomes a higher pressure than a predetermined low pressure at non-control of PKB and during PKB release control. The abnormality determination device determines that "close failure" is generated on the lock selector valves LCVr, LCVl and lights an alarm lamp when at least one of the lock switching liquid pressure Plockr, Plockl is maintained to a lower pressure than the predetermined low pressure during PKB operation control. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention provides a service brake mechanism for applying a service brake force for braking the vehicle wheel by introducing a brake fluid pressure in a service brake hydraulic circuit generated in response to a brake operation by a driver; Abnormality of the brake device for a vehicle applied to a brake device for a vehicle having a regular / parking brake mechanism having a parking brake mechanism for applying the parking brake force for maintaining the wheel in a stopped state to the wheel. The present invention relates to a determination device.

2. Description of the Related Art Conventionally, a service / parking brake mechanism that operates a parking brake by using a brake fluid pressure generated in a service brake fluid pressure circuit for a service brake is known (see, for example, Patent Document 1). The service / parking brake mechanism (the brake pad pressing device) described in this document includes a single wheel cylinder (combined wheel cylinder) that serves both as a service brake wheel cylinder and a parking brake wheel cylinder.
Japanese Patent Publication No. 61-5017

  This device also includes a lock switching port. When the brake fluid pressure is introduced into the dual-purpose wheel cylinder in a state where the brake fluid pressure introduced into the dual-purpose wheel cylinder (normal brake fluid pressure) is allowed to be introduced into the lock switching port, the dual-purpose wheel cylinder, And even if the brake fluid pressure introduced into the lock switching port is released thereafter, the pad pressing piston in the same wheel cylinder is locked in a pressing state corresponding to the brake fluid pressure that has been introduced. And maintained in an operating state. As a result, the parking brake is continuously operated.

  On the other hand, this device is in a locked state in which the introduction of the brake fluid pressure introduced into the dual-purpose wheel cylinder into the lock switching port is prohibited (ie, the brake fluid pressure in the lock switching port is released). ), When the brake fluid pressure higher than the brake fluid pressure introduced into the dual-purpose wheel cylinder when the device is in the locked state is introduced into the dual-purpose wheel cylinder, the locked state is released. As a result, this device enters an unlocked state in which the pad pressing piston can be freely pressed according to the brake fluid pressure in the wheel cylinder without fixing the pad pressing piston, and the parking brake is released. As a result, by maintaining the state in which the brake fluid pressure introduced into the dual-purpose wheel cylinder is prohibited from being introduced into the lock switching port, the service brake is operated according to the driver's brake operation. It has become.

  In other words, this device switches from the unlocked state to the locked state depending on whether the introduction of the brake fluid pressure introduced into the dual-purpose wheel cylinder is permitted or prohibited. Thus, it is possible to select whether it is in a state of functioning as a parking brake mechanism or in a state of functioning as a regular brake mechanism by switching from the locked state to the unlocked state.

  By the way, in order to permit / prohibit the introduction of the brake fluid pressure introduced into the dual-purpose wheel cylinder into the lock switching port, for example, the dual-purpose wheel cylinder (that is, the regular brake hydraulic pressure circuit) and the lock switching port are used. An electromagnetic on-off valve may be interposed in the hydraulic circuit between the two.

  In this case, if an abnormality occurs in the electromagnetic on-off valve, various problems may occur. For example, when the valve body of the electromagnetic on-off valve is fixed at a position corresponding to the closed state, or when an abnormality (disconnection, short-circuit, etc.) has occurred in the electric circuit for controlling the electromagnetic on-off valve, If an abnormality that fixes the on-off valve to the closed state (hereinafter sometimes referred to as “closed failure”) has occurred, an instruction to open the electromagnetic on-off valve to operate the parking brake is issued. Even if it is applied to the on-off valve, the state where the introduction of the brake fluid pressure introduced into the dual-purpose wheel cylinder into the lock switching port is prohibited is maintained. As a result, there arises a problem that the device is maintained in the unlocked state and the parking brake cannot be maintained.

  On the other hand, for example, when the valve body of the electromagnetic on-off valve is fixed at a position corresponding to the open state, if there is a foreign object between the valve body and the valve seat, an abnormality has occurred in the electric circuit. When there is an abnormality that causes the electromagnetic on-off valve to be fixed in the open state (hereinafter sometimes referred to as “open failure”), the electromagnetic on-off valve is closed to release the parking brake. Even if the instruction is given to the electromagnetic on-off valve, the state in which introduction of the brake fluid pressure introduced into the dual-purpose wheel cylinder into the lock switching port is allowed to be maintained. As a result, there arises a problem that the device is maintained in the locked state and the parking brake cannot be released.

  In addition, when an open failure occurs in the electromagnetic on-off valve, for example, when the driver performs a brake operation while the vehicle is running, the brake fluid pressure introduced into the dual-purpose wheel cylinder by the brake operation is changed to the lock switching port. As a result, the above-mentioned device is switched from the unlocked state to the locked state, and as a result, there is a problem that the parking brake operates against the will of the driver.

  As described above, when an abnormality occurs in the electromagnetic on-off valve (and hence the parking brake mechanism), parking brake control in line with the driver's intention cannot be achieved. For this reason, it is necessary to determine whether or not the parking brake mechanism is abnormal, and when it is determined that the parking brake mechanism is abnormal, it is necessary to take measures such as warning the driver to prompt repair of the parking brake mechanism. .

  However, in the above-mentioned document, there is no disclosure or suggestion about determining whether there is an abnormality in the parking brake mechanism. In a vehicle brake device in which this type of regular / parking brake mechanism is used, it is desired to determine whether the parking brake mechanism is abnormal.

  The present invention has been made based on such knowledge, and the vehicle brake device abnormality determination device according to the present invention includes at least a brake fluid pressure in a normal brake fluid pressure circuit that is generated in response to a brake operation by a driver. Is applied to a wheel cylinder for a service brake to apply a service brake force to the wheel to brake the vehicle wheel, and a parking brake force to keep the vehicle wheel in a stopped state. A parking brake mechanism provided with a parking brake mechanism, manual operation means for at least instructing operation / release of the parking brake mechanism, and an operation instruction for the parking brake mechanism by the manual operation means. When executing the parking brake operation control to shift the parking brake mechanism from the released state to the activated state, When receiving the release instruction of the parking brake mechanism by a manual operation means it is applied to a vehicle brake system and a control means for performing a parking brake release control allowed to migrate to the release state the parking brake mechanism from the operating state.

  Here, the manual operation means is, for example, a manual switch, a manual button, or the like that can select a parking brake operation instruction / release instruction.

  According to such a vehicle brake device, when the driver operates the manual operation means to give an operation instruction for the parking brake mechanism, the parking brake operation control by the control means is executed. As a result, the parking brake mechanism automatically switches from the released state to the activated state, and a predetermined parking brake force (target parking brake force, for example, a constant value) is continuously applied to the wheels without the driver's brake operation. Works. On the other hand, when the driver operates the manual operation means to issue a parking brake mechanism release instruction, parking brake release control by the control means is executed. As a result, the parking brake mechanism automatically switches from the operating state to the released state, and the predetermined parking brake force generated on the wheels is released.

  The abnormality determination device for a vehicle brake device according to the present invention is characterized in that the parking brake is based on whether the parking brake mechanism is in a state corresponding to the control content of the parking brake mechanism by the control means. An abnormality determining means for determining whether or not the mechanism is abnormal is provided.

  As a result, the parking brake mechanism is activated during execution of the parking brake operation control or after the parking brake operation control is completed, and during execution of the parking brake release control or after the parking brake release control is completed. If the parking brake mechanism is in a state corresponding to the control content, it is determined that the parking brake mechanism is normal. If the parking brake mechanism is not in a state corresponding to the control content, it is determined that the parking brake mechanism is abnormal. Done. As a result, when it is determined that there is an abnormality in the parking brake mechanism, it is possible to take measures such as warning the driver to urge repair of the parking brake mechanism.

  In this case, the vehicular brake device to which the abnormality determination device according to the present invention is applied is a pressurization capable of generating a brake hydraulic pressure in the normal brake hydraulic pressure circuit independently of a brake operation by the driver. And the control means is configured to generate a brake fluid pressure based on a brake fluid pressure in the service brake fluid pressure circuit generated by at least the pressurizing device when receiving an operation instruction for the parking brake mechanism by the manual operation device. It is preferable that the parking brake operation control is executed by introducing the parking brake wheel cylinder. Here, the pressurizing means is, for example, a hydraulic pump (for example, a gear pump) driven by a motor. Here, the vehicle brake device can adjust the brake hydraulic pressure introduced into the parking brake wheel cylinder by using the brake hydraulic pressure in the normal brake hydraulic pressure circuit generated by the pressurizing means. It is preferable to provide pressure means (for example, an electromagnetic opening / closing valve, a linear electromagnetic valve, etc.). Further, it is preferable that the service / parking brake mechanism includes a dual-purpose wheel cylinder that serves as both the service brake wheel cylinder and the parking brake wheel cylinder.

  According to this, when the driver operates the manual operation means to instruct the operation of the parking brake mechanism, the parking brake by the control means uses the brake hydraulic pressure in the service brake hydraulic pressure circuit generated by the pressurizing means. Operation control is executed.

  Further, in the vehicle brake device to which the abnormality determination device according to the present invention is applied, the parking brake mechanism is introduced even if the brake hydraulic pressure introduced into the parking brake wheel cylinder is subsequently released. The parking brake force according to the brake fluid pressure is applied to the wheel, and is configured to be set in either a locked state where the operating state is maintained or an unlocked state, and the state of the parking brake mechanism is changed. Lock switching means for switching from the non-lock state to the lock state, and from the lock state to the non-lock state, the control means, when executing the parking brake operation control, the parking brake mechanism When executing the parking brake release control so as to switch from the unlocked state to the locked state, the parking brake mechanism is the same. Tsu from click state to switch to the unlocked state, preferably is configured to further control the lock switching means.

  Here, the locked state of the parking brake mechanism is, for example, a state in which the wedge member for fixing the pad pressing piston to the parking brake wheel cylinder and the brake fluid pressure are introduced into the parking brake wheel cylinder. Utilizes the wedge effect based on the elastic force (elastic restoring force) applied to the wedge member after the brake fluid pressure is released by components such as the parking brake wheel cylinder that are elastically deformed by the brake fluid pressure It is achieved by doing.

  Further, the lock switching means is for selecting, for example, whether the parking brake mechanism can be switched from the unlocked state to the locked state or the switchable state from the locked state to the unlocked state. Solenoids, solenoid valves, etc.

  According to this, when there is an operation instruction of the parking brake mechanism by the driver, the parking brake mechanism shifts from the released state to the activated state and becomes locked, and at this time, the parking brake mechanism is introduced into the parking brake wheel cylinder. Even if the brake fluid pressure corresponding to the target parking brake force is subsequently released, the target parking brake force can be reliably maintained. Therefore, since it is not necessary to maintain the brake fluid pressure in the parking brake wheel cylinder in order to maintain the parking brake force, the reliability in maintaining the parking brake force can be increased.

  In addition, when the driver gives an instruction to release the parking brake mechanism, the parking brake mechanism shifts from the operating state to the releasing state and becomes unlocked. Thereafter, the service / parking brake mechanism functions as a service brake mechanism. Will come to do.

  Thus, when the parking brake mechanism includes the lock switching means, the abnormality determination means is based on whether the lock switching means is in a state corresponding to the control content of the lock switching means by the control means. It is preferable to be configured to determine whether there is an abnormality in the parking brake mechanism.

  When the lock switching means is abnormal and the lock switching means is not in a state corresponding to the control content of the lock switching means by the control means, the parking brake mechanism is maintained in the unlocked state even if the parking brake operation control is executed. The parking brake force cannot be maintained as it is, or the parking brake force cannot be released because the parking brake mechanism remains locked even if the parking brake release control is executed. An abnormality of the parking brake mechanism may occur. That is, according to the above configuration, it is possible to appropriately determine the abnormality of the parking brake mechanism related to the switching between the locked state and the unlocked state by determining the presence or absence of abnormality of the lock switching means.

  In this case, the parking brake mechanism is provided with a lock switching port, and depending on whether the brake fluid pressure generated in the normal brake fluid pressure circuit is introduced into the lock switching port, the parking brake mechanism The lock switching means is configured to select whether the brake mechanism can be switched from the unlocked state to the locked state or from the locked state to the unlocked state. Is an electromagnetic on-off valve that can permit or prohibit the introduction of the brake fluid pressure generated in the normal brake fluid pressure circuit to the lock switching port, and the control means executes the parking brake operation control. When performing the parking brake release control so that the parking brake mechanism switches from the unlocked state to the locked state, the parking brake mechanism From click state to switch to the unlocked state, preferably it is configured to open and close control the solenoid valve.

  According to this, the parking brake mechanism is deactivated only by controlling the opening / closing of the electromagnetic on-off valve that can permit / prohibit the brake fluid pressure generated in the service brake fluid pressure circuit from being introduced to the lock switching port. It is possible to select whether the state can be switched from the locked state to the locked state or the state that can be switched from the locked state to the unlocked state. In other words, it is possible to select / determine whether to use the brake fluid pressure generated in the service brake fluid pressure circuit as the service brake force or the parking brake force only by controlling the electromagnetic on-off valve. it can.

  Thus, when the lock switching means is an electromagnetic on-off valve, the abnormality determining means is based on whether the electromagnetic on-off valve is in a state corresponding to the control content of the electromagnetic on-off valve by the control means. It is preferable to be configured to determine whether there is an abnormality in the parking brake mechanism.

  When the electromagnetic on-off valve has an abnormality such as "open failure" or "closed failure" and the electromagnetic on-off valve is not in a state corresponding to the control content of the electromagnetic on-off valve by the control means, as described above, An abnormality of the parking brake mechanism related to switching between the locked state and the unlocked state may occur. That is, according to the above configuration, it is possible to appropriately determine whether or not there is an abnormality in the parking brake mechanism related to switching between the locked state and the unlocked state by determining whether or not the electromagnetic on-off valve is abnormal.

  When the lock switching means is an electromagnetic on-off valve as described above, the abnormality determination means includes a lock switching hydraulic pressure input means for inputting a signal indicating a brake hydraulic pressure in the lock switching port, and Based on whether or not the brake fluid pressure in the lock switching port has a value corresponding to the control content of the electromagnetic on-off valve by the control means, it is configured to determine whether or not the parking brake mechanism is abnormal. Is preferable.

  The brake fluid pressure in the lock switching port can be different depending on whether the electromagnetic on-off valve is open or closed. For example, when the brake fluid pressure generated in the service brake fluid pressure circuit is higher than a predetermined reference pressure, the brake fluid pressure in the lock switching port is equal to the service brake fluid pressure when the electromagnetic on-off valve is open. When the brake fluid pressure generated in the circuit (and therefore higher than the predetermined reference pressure) and the solenoid on-off valve is closed, for example, a low pressure near atmospheric pressure (and therefore the predetermined reference pressure). Pressure below the pressure).

  That is, the brake fluid pressure in the lock switching port can be a different value depending on the control contents of the electromagnetic on-off valve by the control means. In other words, if it is determined whether or not the brake fluid pressure in the lock switching port has a value corresponding to the control content of the electromagnetic on / off valve by the control means, the electromagnetic on / off valve responds to the control content by the control means. It is possible to determine whether or not it is in a state (that is, whether there is an abnormality in the electromagnetic on-off valve).

  Therefore, according to the above configuration, by acquiring the brake fluid pressure in the lock switching port, it is possible to determine whether there is an abnormality in the electromagnetic on-off valve, and therefore whether there is an abnormality in the parking brake mechanism related to switching between the locked state and the unlocked state. Can be determined more easily and appropriately.

  Further, when the lock switching means is an electromagnetic on-off valve as described above, the parking brake mechanism includes a moving member that can move according to the brake fluid pressure introduced into the lock switching port. When the parking brake mechanism is configured to be switched from the unlocked state to the locked state and from the locked state to the unlocked state by movement of the moving member, the parking brake mechanism is It is preferable to further include a reservoir interposed in a lock switching hydraulic circuit between the valve and the lock switching port. Further, it is preferable that the reservoir is configured to be able to absorb a brake fluid in an amount equal to or larger than a displacement corresponding to an allowable maximum movement distance of the moving member when the electromagnetic on-off valve is in a closed state.

  According to this, free movement of the moving member can be ensured when the electromagnetic on-off valve is in the closed state, and as a result, switching between the locked state and the unlocked state in the parking brake mechanism is more reliably achieved. Therefore, it is possible to suppress the occurrence of an abnormality in the parking brake mechanism related to switching between the locked state and the unlocked state based on factors other than the abnormality of the electromagnetic on-off valve.

  In this case, the abnormality determination means compares the brake fluid pressure in the reservoir in a state where the maximum amount of brake fluid that can be absorbed by the reservoir (hereinafter referred to as “maximum amount absorption reservoir fluid pressure”) is compared. When used as a target, it is preferable that the brake fluid pressure in the lock switching port is determined so as to determine whether the control means has a value corresponding to the control content of the electromagnetic on-off valve. It is.

  Generally, the reservoir for absorbing the brake fluid corresponding to the displacement volume due to the movement of the moving member is configured such that the brake fluid pressure in the reservoir gradually increases as the amount of brake fluid absorbed therein increases. Has been. Therefore, for example, the electromagnetic on-off valve is changed from the open state to the closed state in a state where the brake fluid pressure in the lock switching port is maintained at a pressure close to atmospheric pressure (hereinafter sometimes referred to as “open state”). In this case, when the moving member moves thereafter, the brake fluid pressure in the lock switching port can be increased according to the moving distance.

  However, the reservoir is configured to be able to absorb an amount of brake fluid equal to or greater than the displacement corresponding to the maximum allowable movement distance of the moving member. Therefore, in this case, even if the moving member moves by the allowable maximum moving distance, the brake fluid absorption amount of the reservoir cannot reach the maximum amount, and as a result, as long as the electromagnetic on-off valve is maintained in the closed state, the lock switching is performed. The brake fluid pressure in the service port does not exceed the reservoir fluid pressure when the maximum amount is absorbed.

  In other words, in this case, if a situation occurs in which the brake fluid pressure in the lock switching port exceeds the reservoir fluid pressure at the time of absorption of the maximum amount, it can be determined that an open failure has occurred in the electromagnetic on-off valve. it can. From the above, as described above, by using the reservoir fluid pressure at the time of absorption of the maximum amount as a comparison target (that is, the predetermined reference pressure), the brake fluid pressure in the lock switching port is equalized by the control means. It is possible to accurately determine whether or not the value is in accordance with the control content of the electromagnetic on-off valve (thus, whether there is an abnormality in the electromagnetic on-off valve).

  When the lock switching means is an electromagnetic on-off valve as described above, the parking brake mechanism is disposed in parallel with the electromagnetic on-off valve and the normal brake fluid from the lock switching hydraulic circuit side of the brake fluid. It is preferable to further include a check valve that allows only the flow to the pressure circuit side.

  According to this, for example, the control for switching the electromagnetic on-off valve from the open state to the closed state in a state in which the brake fluid pressure in the lock switching port is released (that is, the brake fluid pressure is lower than the predetermined reference pressure). In the case where the electromagnetic on-off valve is changed from the open state to the closed state when the brake fluid pressure in the lock switching port is higher than the predetermined reference pressure for some reason, When the brake fluid pressure in the parking brake wheel cylinder is released, the brake fluid pressure in the lock switching port may be released (ie, lower than the predetermined reference pressure).

  Accordingly, it is erroneously determined that the brake fluid pressure in the lock switching port is not a value corresponding to the control content of the electromagnetic on / off valve by the control means (thus, the electromagnetic on / off valve is normal) An erroneous determination that the on-off valve is abnormal) can be prevented.

  When the lock switching means is an electromagnetic on-off valve, the electromagnetic on-off valve is closed when the valve member is in contact with the valve seat, and is opened when the valve member is separated from the valve seat. Preferably, the valve member is arranged to receive a force in a direction in which the valve member is pressed against the valve seat by the brake hydraulic pressure in the service brake hydraulic pressure circuit.

  According to this, even if a foreign object exists between the valve body and valve seat of the electromagnetic on-off valve and an "open failure" occurs, the brake fluid in the normal brake fluid pressure circuit that is generated by the brake operation by the driver, etc. The foreign matter can be cut in the vicinity of the contact portion between the valve body and the valve seat by the pressure. As a result, the “open failure” once generated in the electromagnetic on-off valve can be removed, and the frequency of occurrence of abnormality in the electromagnetic on-off valve can be reduced.

  Further, when the lock switching means is an electromagnetic on-off valve, the abnormality determination means is in a state in which the parking brake mechanism is released at a predetermined timing when the parking brake operation control and the parking brake release control by the control means are not executed. In this case, it is preferable that the controller is configured to execute the parking brake release control. Here, it is preferable that the predetermined timing is a time point (immediately after) when the state of the ignition switch of the vehicle is switched from the off state to the on state.

  For example, the parking brake mechanism can be switched from the unlocked state (that is, the released state) to the locked state (that is, the activated state) when the electromagnetic on-off valve is in the open state, and the electromagnetic on-off valve is closed. Consider a case in which it is possible to switch from the locked state to the unlocked state at a certain time. In this case, when the parking brake mechanism is in the released state (and hence in the unlocked state), if an “open failure” has occurred in the electromagnetic on-off valve, as described above, for example, As a result of the brake operation or the like, the parking brake mechanism shifts from the unlocked state to the locked state, and the parking brake is activated against the driver's will. It is preferable that such an abnormality of the parking brake mechanism is detected as early as possible.

  On the other hand, in this case, the control means gives an instruction to the electromagnetic on-off valve to be in an open state when executing parking brake operation control, and an instruction to be in a closed state when executing parking brake release control. Configured to give. Therefore, if the control means deliberately executes the parking brake release control when the parking brake mechanism is in the released state (and hence the unlocked state), if the "open failure" has actually occurred in the electromagnetic on-off valve, The parking brake operation control is executed. As a result, the parking brake mechanism shifts from the unlocked state (ie, the released state) to the locked state (ie, the activated state).

  That is, by deliberately performing the parking brake release control, it can be immediately detected and determined that the electromagnetic on-off valve is not in a state corresponding to the control content of the control means, and it is immediately determined that the parking brake mechanism is abnormal. obtain. Alternatively, immediately after the start of the parking brake release control, immediately after starting the vehicle, it is determined that there is an abnormality in the parking brake mechanism by detecting an abnormality in the actual acceleration state of the vehicle due to the operation of the parking brake. Can be done immediately.

  Based on the above knowledge, as described above, when the parking brake mechanism is in the released state at the predetermined timing, if the control means is configured to execute the parking brake release control, the predetermined timing (for example, the ignition switch) It is possible to detect an abnormality in the parking brake mechanism at an early stage after the time point (1) is switched from the off state to the on state) and determine that the parking brake mechanism is abnormal.

  When the parking brake mechanism includes a lock switching unit such as the electromagnetic opening / closing valve, the abnormality determination unit is configured to perform the parking brake operation control and the parking brake release control by the control unit at a predetermined timing. The parking brake is configured to perform an energization check for determining whether or not there is an abnormality in the electric circuit for controlling the lock switching means, and based on whether or not there is an abnormality in the electric circuit. It is preferable to be configured to determine whether or not the mechanism is abnormal. Here, the predetermined timing is, for example, the time when the state of the ignition switch of the vehicle is switched from the off state to the on state, and is not limited to this.

  According to this, since it is determined whether or not there is an abnormality such as disconnection or short in the electric circuit for controlling the lock switching means at the predetermined timing, the parking brake operation control or the parking brake release control is determined. It is possible to detect / determine that an abnormality of the parking brake mechanism relating to switching between the locked state and the unlocked state has occurred without waiting for execution.

  When the parking brake mechanism includes a lock switching unit such as the electromagnetic opening / closing valve, the abnormality determination unit is configured to perform the parking brake operation control and the parking brake release control by the control unit at a predetermined timing. Preferably, the lock switching means is configured to operate for a predetermined short period of time. Here, the predetermined timing is, for example, when the driver is not performing a brake operation, and is not limited to this.

  According to this, it is possible to prevent occurrence of sticking of the operating parts of the lock switching means (for example, when the lock switching means is the electromagnetic on-off valve, its valve body). Further, for example, when the lock switching means is the electromagnetic on-off valve, even if a foreign matter exists between the valve body of the electromagnetic on-off valve and the valve seat and an “open failure” occurs, the electromagnetic on-off valve The foreign matter may be cut by an impact received by the foreign matter in association with the opening / closing operation for a predetermined short period, and as a result, the “open failure” once generated in the electromagnetic on-off valve may be removed. In other words, the occurrence of an abnormality in the parking brake mechanism can be prevented, or the abnormality once generated in the parking brake mechanism can be removed.

  Further, when the parking brake mechanism includes a lock switching unit such as the electromagnetic opening / closing valve, the abnormality determination unit is executing one of the parking brake operation control and the parking brake release control by the control unit. Or when it is determined that there is an abnormality in the parking brake mechanism after the completion of either one of the controls, after the lock switching means is operated for a predetermined short period of time, Preferably, the control is executed again.

  According to this, the abnormality once generated in the parking brake mechanism (lock switching means) as described above can be removed by operating the lock switching means for a predetermined short period. Accordingly, there is a case where the control can be normally achieved by executing again one of the above-mentioned control desired by the driver among the parking brake operation control and the parking brake release control.

  In the abnormality determination device for a vehicle brake device according to the present invention, the abnormality determination means includes an actual parking brake force signal input means for inputting a signal indicating a value corresponding to an actual value of the parking brake force. And after the parking brake operation control by the control means is completed, based on the comparison result between the actual value of the parking brake force and the target value of the parking brake force in the parking brake operation control, the parking brake You may comprise so that the presence or absence of abnormality of a mechanism may be determined.

  Here, the actual parking brake force signal input means is generated in, for example, a pressure sensor that detects a brake fluid pressure in the dual-purpose wheel cylinder, a load sensor that detects a force (load) that the pad pressing piston presses the pad, and an axle. A means for inputting an output signal from a torque sensor or the like for detecting the torque to be transmitted.

  According to this, by obtaining the actual value of the parking brake force after the completion of the parking brake operation control, for example, the deviation of the actual value of the parking brake force from the target value of the parking brake force in the parking brake operation control is reduced. When the value is equal to or greater than the predetermined value, it is possible to determine an abnormality of the parking brake mechanism related to the parking brake operation control.

  In the abnormality determination device for a vehicle brake device according to the present invention, the abnormality determination means includes a stop determination signal input means for inputting a signal indicating whether or not the vehicle is in a stopped state. After completion of the parking brake operation control by the control means, it may be configured to determine whether or not the parking brake mechanism is abnormal based on whether or not the vehicle is in a stopped state. Here, the stop determination signal input means is, for example, means for inputting an output signal of a wheel speed sensor.

  According to this, for example, by monitoring the wheel speed (and hence the vehicle body speed) after the completion of the parking brake operation control, the wheel speed is larger than a value indicating that the vehicle is not stopped (that is, “0”). Value), it is possible to determine an abnormality of the parking brake mechanism related to the parking brake operation control.

  In the abnormality determination device for a vehicle brake device according to the present invention, the abnormality determination means is based on an accelerator opening signal input means for inputting a signal indicating an accelerator opening of the vehicle, and the accelerator opening. And an acceleration estimated value acquisition means for acquiring an estimated value of the acceleration of the vehicle, and an acceleration actual value signal input means for inputting a signal indicating the actual value of the acceleration of the vehicle, and the parking brake by the control means After the release control is completed, it may be configured to determine whether or not there is an abnormality in the parking brake mechanism based on a comparison result between the actual value of the acceleration of the vehicle and the estimated value of the acceleration of the vehicle.

  According to this, by obtaining the actual value of the vehicle acceleration after the completion of the parking brake release control, for example, the estimation of the vehicle acceleration based on the accelerator opening after the completion of the parking brake release control of the actual vehicle acceleration. When the deviation from the value is equal to or greater than the predetermined value, it is possible to determine an abnormality of the parking brake mechanism related to the parking brake release control.

  In the abnormality determination device for a vehicle brake device according to the present invention, the abnormality determination means is configured to be able to determine whether or not the pressure means is abnormal. Preferably, it is configured to determine whether or not there is an abnormality in the parking brake mechanism based on whether or not.

  If there is an abnormality in the pressurizing means, at least parking brake operation control cannot be performed normally. Therefore, according to this, it is possible to detect and determine an abnormality in the parking brake operation control caused by an abnormality in the pressurizing means, that is, an abnormality in the parking brake mechanism.

  In the abnormality determination device for a vehicle brake device according to the present invention, the abnormality determination means is configured to be able to individually determine whether or not there is an abnormality in a plurality of parking brake mechanisms respectively corresponding to a plurality of wheels. When the control means determines that some of the plurality of parking brake mechanisms are abnormal, the parking brake force in the parking brake operation control for the rest of the plurality of parking brake mechanisms. It is preferable to be configured to increase the target value.

  If some of the parking brake mechanisms are abnormal and the parking brake force acting on the wheels corresponding to the same parking brake mechanism cannot reach the corresponding target parking brake force, the remaining normal Unless the target value of the parking brake force for the wheel corresponding to the correct parking brake mechanism is changed, the total parking brake force acting on each wheel on which the parking brake mechanism is present (therefore, the total parking brake acting on the entire vehicle) Force) cannot reach the target value of total parking brake force. Therefore, in such a case, it is necessary to compensate for the shortage of the total parking brake force.

  On the other hand, as described above, if the target value of the parking brake force in the parking brake operation control for the remaining normal parking brake mechanisms is increased, the shortage of the total parking brake force can be compensated. As a result, the total parking brake force acting on the entire vehicle can be maintained at an appropriate value.

  Moreover, in the abnormality determination device for a vehicle brake device according to the present invention, the vehicle brake device to which the abnormality determination device is applied includes warning means (for example, an alarm buzzer, an alarm) for warning the driver. And the abnormality determining means is configured to instruct the warning means to warn the driver when it is determined that the parking brake mechanism is abnormal. It is preferable.

  According to this, when it is determined that there is an abnormality in the parking brake mechanism, the driver can immediately know the abnormality by a warning from the warning means, and as a result, the driver can take action against the abnormality. You can start immediately.

  In the abnormality determination device for a vehicle brake device according to the present invention, the abnormality determination means may perform the parking while the parking brake operation control is being executed by the control means or after the parking brake operation control is completed. When it is determined that there is an abnormality in the brake mechanism, it is preferable that the control means is configured to execute the parking brake operation control again. According to this, by executing the parking brake operation control again, the cause of the abnormality that has occurred in the parking brake mechanism is removed, and the control may be normally achieved.

  Moreover, in the abnormality determination device for a vehicle brake device according to the present invention, the vehicle brake device to which the abnormality determination device is applied includes a plurality of parking brake mechanisms respectively corresponding to a plurality of wheels, and A cutting means capable of individually inhibiting the brake fluid pressure generated by the pressurizing means based on the brake fluid pressure in the normal brake fluid pressure circuit from being introduced into each parking brake wheel cylinder of the plurality of parking brake mechanisms; The abnormality determination means is configured to be able to individually determine whether or not there is an abnormality in the plurality of parking brake mechanisms, and during the execution of the parking brake release control by the control means, or the parking brake release control is completed. After that, it is determined that a specific parking brake mechanism among the plurality of parking brake mechanisms is abnormal. In the case of occurrence exceeding a certain frequency, the brake fluid pressure based on the brake fluid pressure in the service brake fluid pressure circuit generated by the pressurizing means is introduced into the parking brake wheel cylinder of the specific parking brake mechanism. It is preferable that the cutting means is controlled so as to be prohibited.

  According to this, when the abnormality that the parking brake applied to the wheel corresponding to the specific parking brake mechanism cannot be released frequently occurs, it is prohibited to apply the parking brake to the wheel corresponding to the specific parking brake mechanism. Is done. Thus, it is possible to avoid forcing the driver to take measures such as manually releasing the parking brake thereafter.

  In the abnormality determination device for a vehicle brake device according to the present invention, the control means includes a plurality of central processing units (CPUs) respectively corresponding to a plurality of wheels on which the parking brake mechanism exists, Preferably, the CPU is configured to execute the parking brake operation control and the parking brake release control for the parking brake mechanism of the corresponding wheel independently of each other.

  When each parking brake operation control and parking brake release control for a plurality of wheels having a parking brake mechanism are executed by one CPU, if an abnormality occurs in the same CPU, the parking brake control for all wheels is performed. As a result, the parking brake control as a whole cannot be performed at all.

  On the other hand, according to the above configuration, even if an abnormality occurs in some of the plurality of CPUs and the parking brake control for the wheel corresponding to the CPU in which the abnormality has occurred cannot be executed, the remaining wheels Since the parking brake control can be continuously executed, the parking brake control can be continuously executed as the entire vehicle.

  Embodiments of a vehicle brake device abnormality determination device (and a vehicle brake device) according to the present invention will be described below with reference to the drawings.

(First embodiment)
FIG. 1 shows a schematic configuration of a vehicle equipped with a vehicle brake device according to a first embodiment of the present invention and a vehicle motion control device 10 including an abnormality determination device for the vehicle brake device. This vehicle has a front wheel drive including two front wheels (left front wheel FL and right front wheel FR) as drive wheels and two rear wheels (left rear wheel RL and right rear wheel RR) as non-drive wheels (driven wheels). (FF) type four-wheel vehicle.

  The vehicle motion control device 10 includes a brake fluid pressure control unit 30 for generating a brake force by brake fluid pressure on each wheel. The brake fluid pressure control unit 30 is shown in FIG. As shown, a brake fluid pressure generating unit 32 that generates a brake fluid pressure corresponding to the operating force of the brake pedal BP, and service brake wheel cylinders Wrr, Wfl, respectively disposed on the wheels RR, FL, FR, RL, respectively. RR brake hydraulic pressure adjustment unit 33 and FL brake hydraulic pressure adjustment each capable of adjusting the brake hydraulic pressure supplied to Wfr, Wrl (hereinafter sometimes simply referred to as “wheel cylinders Wrr, Wfl, Wfr, Wrl”) A part 34, an FR brake fluid pressure adjusting unit 35, an RL brake fluid pressure adjusting unit 36, and a reflux brake fluid supply unit 37 are configured. As will be described later, the service brake wheel cylinders Wrr and Wrl for the rear two wheels are dual-purpose wheel cylinders that also function as parking brake wheel cylinders.

  The brake fluid pressure generating unit 32 includes a vacuum booster VB that responds when the brake pedal BP is operated, and a master cylinder MC that is connected to the vacuum booster VB. The vacuum booster VB uses an air pressure (negative pressure) in an intake pipe of an engine (not shown) to assist the operation force of the brake pedal BP at a predetermined ratio and transmit the assisted operation force to the master cylinder MC. It has become.

  The master cylinder MC has two output ports including a first port and a second port. The master cylinder MC receives the supply of brake fluid from the reservoir RS and responds to the assisted operating force by the first master. The cylinder pressure Pm is generated from the first port, and the second master cylinder pressure Pm corresponding to the assisted operating force, which is substantially the same hydraulic pressure as the first master cylinder pressure, is supplied to the second port. To come from.

  Since the configurations and operations of the master cylinder MC and the vacuum booster VB are well known, a detailed description thereof will be omitted here. In this way, the master cylinder MC and the vacuum booster VB (brake hydraulic pressure generating means) generate the first master cylinder pressure and the second master cylinder pressure according to the operating force of the brake pedal BP, respectively. .

  A normally open linear solenoid valve PC1 is interposed between the first port of the master cylinder MC and each of the upstream portion of the RR brake hydraulic pressure adjusting unit 33 and the upstream portion of the FL brake hydraulic pressure adjusting unit 34. . Similarly, a normally open linear solenoid valve PC2 is interposed between the second port of the master cylinder MC and each of the upstream part of the FR brake fluid pressure adjusting part 35 and the upstream part of the RL brake fluid pressure adjusting part 36. Has been. Details of the normally open linear solenoid valves PC1 and PC2 will be described later.

  The RR brake fluid pressure adjusting unit 33 includes a pressure-increasing valve PUrr that is a 2-port 2-position switching type normally-open electromagnetic on-off valve and a pressure-reducing valve PDrr that is a 2-port 2-position switching-type normally-closed electromagnetic on-off valve. Yes. The pressure increasing valve PUrr can communicate or block the upstream portion of the RR brake fluid pressure adjusting unit 33 and a wheel cylinder Wrr described later. The pressure reducing valve PDrr is configured to communicate or block the wheel cylinder Wrr and the reservoir RS1. As a result, the brake fluid pressure (wheel cylinder pressure PWrr) in the wheel cylinder Wrr can be increased, held and reduced by controlling the pressure increasing valve PUrr and the pressure reducing valve PDrr.

  In addition, a check valve CV1 that allows only one-way flow of the brake fluid from the wheel cylinder Wrr side to the upstream portion of the RR brake fluid pressure adjusting unit 33 is disposed in parallel with the pressure increasing valve PUrr. When the operated brake pedal BP is released, the wheel cylinder pressure PWrr is rapidly reduced.

  Similarly, the FL brake hydraulic pressure adjusting unit 34, the FR brake hydraulic pressure adjusting unit 35, and the RL brake hydraulic pressure adjusting unit 36 are respectively a pressure increasing valve PUfl and a pressure reducing valve PDfl, a pressure increasing valve PUfr and a pressure reducing valve PDfr, a pressure increasing valve PUrl, and The pressure reducing valve PDrl is configured to control the brake pressures in the wheel cylinders Wfl, wheel cylinders Wfr, and wheel cylinders Wrl (wheel cylinder pressures PWfl, PWfr, PWrl) by controlling each of the pressure increasing valves and the pressure reducing valves. ) Can be increased, held and reduced, respectively. In addition, check valves CV2, CV3, and CV4 that can achieve the same function as the check valve CV1 are arranged in parallel on the pressure increasing valves PUfl, PUfr, and PUrl, respectively.

  The reflux brake fluid supply unit 37 includes a DC motor MT and two hydraulic pumps (gear pumps) HP1 and HP2 that are simultaneously driven by the motor MT. The hydraulic pump HP1 pumps up the brake fluid in the reservoir RS1 returned from the pressure reducing valves PDrr, PDfl, and the brake fluid pumped up through the check valve CV8 adjusts the RR brake fluid pressure adjusting unit 33 and the FL brake fluid pressure. It supplies to the upstream part of the part 34. FIG.

  Similarly, the hydraulic pump HP2 pumps up the brake fluid in the reservoir RS2 that has been refluxed from the pressure reducing valves PDfr and PDrl, and the pumped brake fluid through the check valve CV11 and the FR brake fluid pressure adjusting unit 35 and the RL brake. The hydraulic pressure adjusting unit 36 is supplied to the upstream portion. In order to reduce the pulsation of the discharge pressure of the hydraulic pumps HP1 and HP2, a hydraulic circuit between the check valve CV8 and the normally open linear solenoid valve PC1 and between the check valve CV11 and the normally open linear solenoid valve PC2 are used. These hydraulic circuits are provided with dampers DM1 and DM2, respectively. Here, the DC motor MT and the hydraulic pumps HP1 and HP2 correspond to “pressurizing means”.

  Next, the normally open linear solenoid valve PC1 will be described. An opening force based on a biasing force from a coil spring (not shown) is constantly acting on the valve body of the normally open linear electromagnetic valve PC1, and the upstream portion of the RR brake hydraulic pressure adjusting portion 33 and the FL brake hydraulic pressure adjustment are applied. Force in the opening direction based on a differential pressure obtained by subtracting the first master cylinder pressure Pm from the pressure upstream of the section 34 (hereinafter sometimes simply referred to as “actual differential pressure”), and a normally open linear electromagnetic A closing force based on a suction force that increases proportionally with the energization current to the valve PC1 (therefore, the command current Id) is applied.

  As a result, as shown in FIG. 3, the command differential pressure ΔPd corresponding to the suction force is determined so as to increase in proportion to the command current Id. Here, I0 is a current value corresponding to the urging force of the coil spring. The normally open linear solenoid valve PC1 is closed when the command differential pressure ΔPd is larger than the actual differential pressure, and the first port of the master cylinder MC, the upstream portion of the RR brake hydraulic pressure adjusting unit 33, and the FL The communication with the upstream portion of the brake fluid pressure adjusting unit 34 is blocked.

  On the other hand, the normally open linear solenoid valve PC1 opens when the command differential pressure ΔPd is smaller than the actual differential pressure, and opens the first port of the master cylinder MC, the upstream portion of the RR brake fluid pressure adjusting unit 33, and the FL brake fluid. The upstream part of the pressure adjustment part 34 is connected. As a result, the brake fluid upstream of the RR brake fluid pressure adjusting unit 33 (supplied from the fluid pressure pump HP1) and the upstream portion of the FL brake fluid pressure adjusting unit 34 is supplied to the master cylinder via the normally open linear solenoid valve PC1. By flowing to the first port side of the MC, the real differential pressure can be adjusted to coincide with the command differential pressure ΔPd. The brake fluid that has flowed into the first port side of the master cylinder MC is returned to the reservoir RS1.

  In other words, when the motor MT (and hence the hydraulic pumps HP1 and HP2) is driven, the actual differential pressure (the maximum allowable value) is controlled according to the command current Id to the normally open linear solenoid valve PC1. To get. At this time, the pressure at the upstream portion of the RR brake hydraulic pressure adjusting portion 33 and the upstream portion of the FL brake hydraulic pressure adjusting portion 34 is obtained by adding the actual differential pressure (hence, the command differential pressure ΔPd) to the first master cylinder pressure Pm. Value (Pm + ΔPd).

  On the other hand, when the normally open linear solenoid valve PC1 is in a non-excited state (that is, when the command current Id is set to “0”), the normally open linear solenoid valve PC1 is kept open by the biasing force of the coil spring. ing. At this time, the actual differential pressure becomes “0”, and the upstream pressure of the RR brake hydraulic pressure adjusting unit 33 and the upstream pressure of the FL brake hydraulic pressure adjusting unit 34 become equal to the first master cylinder pressure Pm.

  The normally open linear solenoid valve PC2 has the same configuration and operation as that of the normally open linear solenoid valve PC1. Therefore, when the motor MT (and hence the hydraulic pumps HP1 and HP2) is driven, the upstream portion of the FR brake hydraulic pressure adjusting unit 35 and the RL brake according to the command current Id to the normally open linear solenoid valve PC2. The pressure upstream of the hydraulic pressure adjustment unit 36 is a value obtained by adding the command differential pressure ΔPd to the second master cylinder pressure Pm (Pm + ΔPd). On the other hand, when the normally open linear solenoid valve PC2 is in a non-excited state, the pressure at the upstream portion of the FR brake fluid pressure adjusting unit 35 and the upstream portion of the RL brake fluid pressure adjusting unit 36 becomes equal to the second master cylinder pressure Pm.

  In addition, the normally open linear solenoid valve PC1 has a one-way direction of the brake fluid from the first port of the master cylinder MC to the upstream portion of the RR brake fluid pressure adjusting portion 33 and the upstream portion of the FL brake fluid pressure adjusting portion 34. A check valve CV5 that allows only the flow of is arranged in parallel. Thus, even when the actual differential pressure is controlled according to the command current Id to the normally open linear solenoid valve PC1, the first master cylinder pressure Pm is adjusted by adjusting the RR brake hydraulic pressure by operating the brake pedal BP. When the pressure is higher than the pressure at the upstream portion of the portion 33 and the upstream portion of the FL brake fluid pressure adjusting portion 34, the brake fluid pressure corresponding to the operating force of the brake pedal BP (that is, the first master cylinder pressure Pm) This can be supplied to the wheel cylinders Wrr and Wfl. Further, the normally open linear solenoid valve PC2 is also provided with a check valve CV6 that can achieve the same function as the check valve CV5.

  Next, the dual-purpose wheel cylinder Wrr will be described. As shown in FIG. 4, which is a main cross-sectional view of the dual-purpose wheel cylinder Wrr, the main cylinder portion 41a of the cylinder block 41 having a bottomed cylindrical shape has a bottomed cylindrical main piston 42 having an outer bottom surface on the outside. It is inserted so as to be relatively movable coaxially with respect to the main cylinder portion 41a in the exposing direction. A brake pad assembly PA is disposed integrally or in contact with the bottom surface of the main piston 42.

  A piston seal 43 for liquid-tightly partitioning the main cylinder portion 41a and the outside is disposed on the cylinder inner wall surface of the cylinder block 41. The piston seal 43 is a position where the main piston 42 is in the position shown in FIG. 4 (the front end surface of the main piston 42 (the left end surface in FIG. 4) is in contact with the bottom surface of the main cylinder portion 41a. Hereinafter, each component is shown in FIG. The position is also referred to as “original position.”), And has a function of generating a restoring force for returning the main piston 42 to the original position side when moving in the outward direction.

  A sub piston 44 having an outer diameter slightly smaller than the inner diameter of the main piston 42 is inserted into the main piston 42 so as to be movable coaxially with the main piston 42. The sub-piston 44 includes a central shaft 44 a that is coaxially provided with respect to the main cylinder portion 41 a toward the bottom 41 b of the cylinder block 41.

  The central shaft 44a passes coaxially with respect to the main cylinder portion 41a and passes through the inside of the truncated cone-shaped block 45 disposed integrally with the bottom surface of the main cylinder portion 41a so as to be relatively movable in the axial direction. In addition, a part of the bottom 41b of the cylinder block 41 penetrates in a liquid-tight manner so as to be relatively movable in the axial direction. As a result, the distal end portion of the central shaft 44a is disposed at the bottom 41b of the cylinder block 41 in a direction perpendicular to the axial direction of the main cylinder portion 41a (and hence the moving direction of the central shaft 44a). It is exposed to.

  A plurality of wedge members 46 are disposed on the outer periphery of the sub-piston 44 so as not to move relative to the sub-piston 44 in the axial direction and to move relative to the radial direction. Are engaged with each other so as to form a single cylindrical body surrounding the periphery of each other. The inner surfaces 46a of the plurality of wedge members 46 have a tapered shape that can be in close contact with the tapered surface 45a.

  The plurality of wedge members 46 are bound together by a spring ring 47 and are always urged radially inward by the binding force of the spring ring 47. As a result, the inner surfaces 46 a of the plurality of wedge members 46 are always in close contact with the tapered surface 45 a of the block 45. When the sub-piston 44 (and thus the plurality of wedge members 46) are in their original positions, the outer surfaces of the plurality of wedge members 46 are located slightly away from the inner peripheral surface of the main piston 42, and Does not press the inner peripheral surface radially outward.

  A lock switching piston 48 is inserted into the lock switching cylinder 41c disposed on the bottom 41b of the cylinder block 41 so as to be relatively movable coaxially and liquid-tightly with respect to the lock switching cylinder 41c. ing. As a result, the lock switching piston 48 moves in a direction perpendicular to the moving direction of the central shaft 44 a of the sub-piston 44.

  The lock switching piston 48 is constantly urged in a direction to return to the original position by the urging force of the spring 49. A cam groove 48a is formed on the outer peripheral surface of the lock switching piston 48, and the tip of the central shaft 44a of the sub-piston 44 can be engaged with the cam groove 48a. The cam groove 48a has a shape in which the depth of the cam groove 48a gradually increases at a position where the tip of the central shaft 44a engages as the lock switching piston 48 moves from the original position.

  The cylinder block 41 has an introduction port 41d for introducing brake fluid pressure (wheel cylinder pressure PWrr) to the main cylinder portion 41a, and brake fluid pressure (lock switching fluid pressure Plockr) to the lock switching cylinder portion 41c. Is provided with a lock switching port 41e.

  The introduction port 41d is directly connected to a hydraulic circuit between the pressure increasing valve PUrr and the pressure reducing valve PDrr shown in FIG. On the other hand, the lock switching port 41e is connected to a hydraulic circuit between the pressure increasing valve PUrr and the pressure reducing valve PDrr via a lock switching valve LCVr shown in FIG. The lock switching valve LCVr is a 2-port 2-position switching type normally closed electromagnetic on-off valve that can communicate with or shut off the lock switching port 41e and the hydraulic circuit between the pressure increasing valve PUrr and the pressure reducing valve PDrr. It is like that.

  The lock switching valve LCVr is configured to be closed when a valve body (not shown) is in contact with the valve seat, and to be opened when the valve body is separated from the valve seat. And the pressure reducing valve PDrr are arranged so as to receive a force in a direction in which the valve body is pressed against the valve seat by the brake hydraulic pressure in the hydraulic pressure circuit.

  The lock switching valve LCVr is provided in parallel with a check valve CVr that permits only one-way flow from the brake fluid lock switching port 41e side to the hydraulic pressure circuit side between the pressure increasing valve PUrr and the pressure reducing valve PDrr. ing. Thus, even when the lock switching valve LCVr is in the closed state and the lock switching hydraulic pressure Plockr is maintained at a high pressure, the wheel cylinder pressure PWrr is equal when the driver releases the brake pedal BP. When is opened, the lock switching hydraulic pressure Plockr can also be quickly opened.

  Further, a reservoir RSr capable of absorbing brake fluid in an amount equal to or larger than the displacement corresponding to the allowable maximum moving distance of the lock switching piston 48 (moving member) is provided between the lock switching valve LCVr and the lock switching port 41e. Is intervening. The reservoir RSr is configured such that the internal brake fluid pressure (accordingly, the lock switching fluid pressure Plockr) increases slightly from the atmospheric pressure as the amount of brake fluid absorbed therein increases. In the state where the maximum amount of brake fluid that can be absorbed by the reservoir RSr is absorbed, the lock switching hydraulic pressure Plockr is slightly higher than atmospheric pressure Plowref (hereinafter referred to as “maximum amount absorption reservoir hydraulic pressure Plowref”). Shall be.

  As a result, even when the lock switching valve LCVr is in the closed state, the lock switching hydraulic pressure Plockr is released (the lock switching hydraulic pressure Plockr is maintained at a pressure close to atmospheric pressure). The piston 48 can be returned to the original position from a position different from the original position by the biasing force of the spring 49. In this case, even if the lock switching piston 48 is moved by the allowable maximum moving distance, the brake fluid absorption amount of the reservoir RSr cannot reach the maximum amount, and as a result, the lock switching fluid pressure Plockr is not absorbed by the reservoir fluid when the maximum amount is absorbed. The pressure Plowref will not be exceeded.

  Hereinafter, the operation of the dual-purpose wheel cylinder Wrr having the above-described configuration will be described. First, the operation when the dual-purpose wheel cylinder Wrr is used as a service brake wheel cylinder will be described. In this case, the dual-purpose wheel cylinder Wrr is used in a state in which the lock switching hydraulic pressure Plockr is released, the lock switching piston 48 is fixed at the original position, and the lock switching valve LCVr is maintained in the closed state.

  When the brake fluid pressure (wheel cylinder pressure PWrr) is introduced from the introduction port 41d to the main cylinder portion 41a, the main piston 42 moves outward in response to the wheel cylinder pressure PWrr. As a result, the brake pad assembly PA Presses the brake disc D rotating integrally with the wheel RR with a force corresponding to the wheel cylinder pressure PWrr. As a result, a braking force (ordinary braking force) corresponding to the wheel cylinder pressure PWrr is applied to the wheel RR.

  At this time, the sub piston 44 is also urged in a direction opposite to the external direction by a force corresponding to the wheel cylinder pressure PWrr. However, since the lock switching piston 48 is fixed at the original position and the tip of the central shaft 44a of the sub piston 44 is engaged with the shallowest position of the cam groove 48a, the sub piston 44 is moved outward from the original position. Movement in the opposite direction is prohibited (or restricted).

  That is, the sub-piston 44 (and hence the plurality of wedge members 46) remains in the original position (or in the vicinity of the original position). As a result, as described above, the outer surface of the plurality of wedge members 46 is the inner peripheral surface of the main piston 42. The main piston 42 is maintained in a state in which it can freely move relative to the main cylinder portion 41a (hereinafter referred to as “unlocked state”).

  Accordingly, the service brake force applied to the wheel RR can freely vary according to the variation of the wheel cylinder pressure PWrr introduced from the introduction port 41d. Further, when the brake fluid pressure (wheel cylinder pressure PWrr) in the main cylinder portion 41 a is released in this state, the main piston 42 returns to the original position side by the restoring force of the piston seal 43.

  Next, the operation when the dual-purpose wheel cylinder Wrr is used as a parking brake wheel cylinder will be described. In this case, the lock switching valve LCVr is switched from the closed state to the open state.

  When the brake fluid pressure (wheel cylinder pressure PWrr) is introduced from the introduction port 41d to the main cylinder portion 41a, the brake force (in accordance with the wheel cylinder pressure PWrr) is applied to the wheel RR as in the case of the operation of the normal brake force described above. Parking brake force). On the other hand, since the lock switching valve LCVr is in the open state, the lock switching hydraulic pressure Plockr, which is the same as the wheel cylinder pressure PWrr, is also introduced into the lock switching cylinder portion 41c from the lock switching port 41e.

  Then, the lock switching piston 48 receives the lock switching hydraulic pressure Plockr and moves from the original position against the urging force of the spring 49. As a result, the tip of the central shaft 44a of the sub-piston 44 can be engaged with a deep position of the cam groove 48a. At this time, as described above, the sub-piston 44 is urged in a direction opposite to the external direction by a force corresponding to the wheel cylinder pressure PWrr.

  Accordingly, the sub-piston 44 (and therefore the plurality of wedge members 46) moves from the original position in the direction opposite to the external direction. Accordingly, the plurality of wedge members 46 are moved radially outward while their inner surfaces 46a are in close contact with the tapered surfaces 45a of the blocks 45, and the outer surfaces of the plurality of wedge members 46 are the inner peripheral surfaces of the main piston 42. Is pressed outward in the radial direction.

  At this time, the bottom 41b of the cylinder block 41 receives the wheel cylinder pressure PWrr introduced into the main cylinder 41a and elastically deforms, so that the bottom surface of the main cylinder 41a (accordingly, the block 45) is moved from the original position. It has moved slightly in the opposite direction to the external direction.

  Therefore, in this state, when the brake fluid pressure (wheel cylinder pressure PWrr) in the main cylinder portion 41a is released, the block 45 is returned to the original position by the elastic restoring force of the bottom portion 41b of the cylinder block 41 (that is, externally Direction). As a result, the outer surface of the plurality of wedge members 46 strongly presses the inner peripheral surface of the main piston 42 radially outward by the wedge effect based on the elastic restoring force, so that the main piston 42 It is maintained in a fixed state (hereinafter referred to as a “locked state”) at the current position with respect to the plurality of wedge members 46 (and therefore the main cylinder portion 41a) by the axial frictional force received from the outer surface. Is done. That is, even if the wheel cylinder pressure PWrr is released, the parking brake force corresponding to the introduced wheel cylinder pressure PWrr is maintained in the wheel RR.

  At this time, even if the brake hydraulic pressure (lock switching hydraulic pressure Plockr) in the lock switching cylinder 41c is released, the lock switching piston 48 is fixed at the current position. This is due to the fact that the cam groove 48a pushes the sub-piston 44 in the outward direction by the cooperation of the biasing force of the spring 49 and the cam groove 48a. ) Is based on the fact that the axial frictional force received from the inner peripheral surface of the main piston 42 and the tapered surface 45a of the block 45 is large.

  In order to return the locked state to the unlocked state (including the return of the lock switching piston 48 to the original position), the lock switching hydraulic pressure Plockr is opened and the lock switching valve LCVr is kept closed. In this state, a brake fluid pressure higher than the wheel cylinder pressure PWrr introduced into the main cylinder portion 41a may be introduced into the main cylinder portion 41a.

  As a result, the wedge effect based on the elastic restoring force disappears, and the pressing force on the inner peripheral surface of the main piston 42 on the outer surface of the plurality of wedge members 46 also disappears. Then, the main piston 42 can freely move relative to the sub-piston 44. As a result, the main piston 42 can freely move relative to the main cylinder part 41a.

  Furthermore, the axial frictional force received by the sub-piston 44 based on the wedge effect disappears. Therefore, the cooperation of the biasing force of the spring 49 and the cam groove 48a causes the cam groove 48a to move the sub piston 44 outward by the force pushing the sub piston 44 outward, and at the same time returns to the original position. The lock switching piston 48 returns to the original position.

  In this state, when the brake fluid pressure introduced into the main cylinder portion 41 a is released, the main piston 42 returns to the original position by the restoring force of the piston seal 43. Thereby, all the components of the dual-purpose wheel cylinder Wrr are returned to the original position side. In this way, the dual-purpose wheel cylinder Wrr shifts from the locked state to the unlocked state, and enters a state where the service brake is generated.

  As described above, the dual-purpose wheel cylinder Wrr functions as a service brake wheel cylinder when it is in the unlocked state and the lock switching valve LCVr is maintained in the closed state (that is, the non-excited state). On the other hand, the dual-purpose wheel cylinder Wrr becomes a state that can be switched from the unlocked state to the locked state by switching the lock switching valve LCVr from the closed state to the opened state (excited state) in this state. Functions as a cylinder.

  The configuration and operation of the dual-purpose wheel cylinder Wrl, lock switching valve LCVl, and check valve CVl shown in FIG. 2 are the same as those of the dual-purpose wheel cylinder Wrr, lock switching valve LCVr, and check valve CVr described above. The detailed description of is omitted. Further, since the wheel cylinders Wfr and Wfl which are the wheel cylinders of the front two wheels are also known wheel cylinders, their detailed description is omitted.

  As described above, the lock switching valves LCVr and LCVl correspond to “lock switching means” or “electromagnetic on-off valve”. The dual-purpose wheel cylinder Wrr and the lock switching valve LCVr, and the dual-purpose wheel cylinder Wrl and the lock switching valve LCVl Corresponds to a “service and parking brake mechanism” equipped with a “brake mechanism” and a “parking brake mechanism”. Further, the service brake wheel cylinders Wfr, Wfl correspond to “service brake mechanism”.

  With the configuration described above, the brake hydraulic pressure control unit 30 includes two hydraulic circuits, a system related to the right rear wheel RR and the left front wheel FL, and a system related to the left rear wheel RL and the right front wheel FR. Has been. The brake fluid pressure control unit 30 applies the brake fluid pressure (that is, master cylinder pressure Pm) corresponding to the operating force of the brake pedal BP to the service brake wheel cylinder W ** when all the solenoid valves are in the non-excited state. It can be supplied.

In addition, “**” appended to the end of various variables etc. “fl” added to the end of the various variables etc. to indicate which of the various wheels FR, etc. , “Fr”, etc., for example, the wheel cylinder W ** is a wheel cylinder Wfl for the left front wheel,
A wheel cylinder Wfr for the right front wheel, a wheel cylinder Wrl for the left rear wheel, and a wheel cylinder Wrr for the right rear wheel are comprehensively shown.

  On the other hand, in this state, when the motor MT (accordingly, the hydraulic pumps HP1 and HP2) are driven and the normally open linear solenoid valves PC1 and PC2 are respectively excited with the command current Id, the command current Id is set to be higher than the master cylinder pressure Pm. A brake hydraulic pressure that is higher by a command differential pressure ΔPd determined accordingly can be supplied to the service brake wheel cylinder W **.

  In addition, the brake hydraulic pressure control unit 30 can individually adjust the wheel cylinder pressure PW ** in the service brake wheel cylinder W ** by controlling the pressure increasing valve PU ** and the pressure reducing valve PD **. It has become. That is, the brake fluid pressure control unit 30 can adjust the service brake force applied to each wheel individually for each wheel regardless of the operation of the brake pedal BP by the driver.

  As a result, the brake hydraulic pressure control unit 30 performs so-called anti-skid (ABS) control, traction (TRC) control, understeer / oversteer (OS / US) suppression control, and the like according to instructions from an electric control device 60 described later. Various known brake controls for improving the stability of the vehicle can be achieved.

  Further, the brake hydraulic pressure control unit 30 drives the motor MT (accordingly, the hydraulic pumps HP1, HP2) to adjust the command current Id to the normally open linear solenoid valves PC1, PC2, and the lock switching valves LCVr, LCVl. By energizing (to make it open), the wheel cylinder pressures PWrr and PWrl in the dual-purpose wheel cylinders Wrr and Wrl as parking brake wheel cylinders can be adjusted. That is, the brake hydraulic pressure control unit 30 can adjust the parking brake force applied to the rear two wheels regardless of the operation of the brake pedal BP by the driver.

  Referring again to FIG. 1, the vehicle motion control apparatus 10 further operates a wheel speed sensor 51 ** that outputs a signal that fluctuates at a frequency corresponding to the rotational speed of the corresponding wheel, and the operation of the brake pedal BP. A brake switch 52 that outputs a signal (High signal or Low signal) corresponding to an on state or an off state according to the presence or absence, and a (first) master cylinder pressure sensor 53 that detects a master cylinder pressure Pm (see FIG. 2) And lock switching pressure sensors 54 and 55 (see FIG. 2) for detecting the lock switching hydraulic pressures Plockr and Plockl, respectively.

  The vehicle motion control apparatus 10 includes a PKBON-OFF switch 56 (manual operation means) for issuing an operation instruction / release instruction for the parking brake mechanism, and an alarm lamp 57. The PKBON-OFF switch 56 can output an ON signal (High signal) indicating an operation instruction and an OFF signal (Low signal) indicating a release instruction to an electric control device 60 described later. The alarm lamp 57 is lit by an instruction from the electric control device 60 when at least one of the lock switching valves LCVr, LCVl is abnormal.

  Further, the vehicle motion control device 10 includes an electric control device 60. The electric control device 60 is connected to each other by a bus. The CPU 61, a routine (program) to be executed by the CPU 61, a table (look-up table, map), a ROM 62 in which constants are stored in advance, and the CPU 61 store data as necessary. A microcomputer comprising a RAM 63 for temporarily storing data, a backup RAM 64 for storing data while the power is on, and retaining the stored data while the power is shut off, an interface 65 including an AD converter, and the like. is there.

  The interface 65 is connected to the brake fluid pressure control unit 30, each wheel speed sensor 51 **, the brake switch 52, the master cylinder pressure sensor 53, the lock switching pressure sensors 54 and 55, the PKBON-OFF switch 56, and the alarm lamp 57. In addition to supplying signals from the sensors and the like to the CPU 61, a driving signal is sent to each electromagnetic valve and motor MT of the brake fluid pressure control unit 30 and a lighting signal is sent to the alarm lamp 57 in response to an instruction from the CPU 61. It is supposed to be sent out.

  Thereby, the command current Id (energization current) to the above-described normally open linear electromagnetic valves PC1 and PC2 is controlled by the CPU 61. Specifically, the CPU 61 adjusts the average (effective) current as the command current Id by adjusting the duty ratio of the energization current.

(Outline of parking brake operation control)
Next, an outline of the parking brake operation control by the vehicle motion control device 10 (hereinafter also referred to as “the present device”) including the vehicle brake device and the abnormality determination device according to the embodiment of the present invention described above. This will be described with reference to the time chart shown in FIG.

  The time chart shown in FIG. 5A shows a state where the driver does not operate the brake pedal BP while the vehicle is stopped (that is, a state where the wheel cylinder pressure PW ** is “0” (atmospheric pressure). Is a time chart showing changes in the operating state of various components and changes in values of various physical quantities when an operation instruction is issued by the PKBON-OFF switch 56 at time t0. 5 (a) (and FIG. 5 (b) to be described later) shows only changes related to the system related to the right rear wheel RR and the left front wheel FL, but the left rear wheel RL and the right front wheel FR Since the changes related to the system are the same, the description thereof is omitted here.

  In this case, the device starts driving the hydraulic pump HP1 by starting driving the motor MT that has been stopped at time t0, and switches the pressure increasing valve PUfl from the non-excited state to the excited state (closed state). In addition, the lock switching valve LCVr is switched from the non-excitation state to the excitation state (open state). Here, the pressure increasing valve PUfl is closed to prevent the brake fluid pressure for generating the parking brake force from being supplied to the wheel cylinder Wfl of the front wheel FL without the parking brake mechanism. This is to save energy for driving the pressure pump HP1 and the like.

  At the same time, at time t0, the device changes the energization current to the linear electromagnetic valve PC1 from “0” to the command current Idset, and then maintains the energization current at the command current Idset. Here, the command current Idset is a linear solenoid valve PC1 (and PC2) for introducing a target hydraulic pressure Pt corresponding to the target parking brake force into a dual-purpose wheel cylinder Wrr (and Wrl) as a parking brake wheel cylinder. The command current Id corresponds to the command differential pressure ΔPd (see FIG. 3, which is equal to the target hydraulic pressure Pt in this example) equal to the actual differential pressure that needs to be generated. Thereby, after time t0, the linear electromagnetic valve PC1 is maintained in the closed state until the actual differential pressure reaches the command differential pressure ΔPd (that is, until the wheel cylinder pressure PWrr reaches the target hydraulic pressure Pt).

  As a result, after time t0 when the rotation of the hydraulic pump HP1 is started, the discharge pressure of the hydraulic pump HP1 (that is, the wheel cylinder pressure PWrr) increases from “0” with a predetermined gradient as time elapses. I will do it. Further, since the lock switching valve LCVr is in the open state, the lock switching hydraulic pressure Plockr also rises while taking the same value as the wheel cylinder pressure PWrr. As a result, the lock switching piston 48 (see FIG. 4) moves from the original position to a position different from the original position, so that the dual-purpose wheel cylinder Wrr can be switched from the unlocked state to the locked state.

  At time t1 when the wheel cylinder pressure PWrr (and the lock switching fluid pressure Plockr) reaches the target fluid pressure Pt, the linear solenoid valve PC1 opens, and thereafter, the wheel cylinder pressure PWrr and the lock switching fluid are reached. The pressure Plockr is controlled so as to coincide with the target hydraulic pressure Pt. During this time, the parking brake force Fpkbr applied to the wheel RR also changes in accordance with the change in the wheel cylinder pressure PWrr, and as a result, the dual-purpose wheel cylinder Wrr enters the operating state.

  At time t2 when a preset duration time T1 elapses from time t0, the present apparatus finishes driving the motor MT (accordingly, the hydraulic pump HP1) and changes the pressure increasing valve PUfl from the excited state to the non-excited state ( (Open state), the lock switching valve LCVr is switched from the excited state to the non-excited state (closed state), and the current flowing to the linear solenoid valve PC1 is changed from the command current Idset to “0” (that is, linear). Open solenoid valve PC1). Here, the duration T1 is set to a time longer than the time required for the discharge pressure of the hydraulic pump HP1 to reach the target hydraulic pressure Pt from “0”.

  As a result, after time t2, the wheel cylinder pressure PWrr is decreased from the discharge side of the hydraulic pump HP1 via the linear solenoid valve PC1 that has suddenly decreased in the rotational speed of the hydraulic pump HP1 and opened to the master cylinder MC. As the brake fluid moves to, it rapidly decreases and becomes “0” at time t3 immediately after time t2. However, in this case, since the dual-purpose wheel cylinder Wrr is locked due to the wedge effect described above, the parking brake force Fpkbr is continuously maintained after time t2. The parking brake force Fpkbr slightly decreases after time t2 because the elastic deformation amount of each component of the dual-purpose wheel cylinder Wrr slightly changes as the wheel cylinder pressure PWrr is released. .

  Further, after time t2, the lock switching valve LCVr is maintained in the closed state, but the lock switching hydraulic pressure Plockr takes the same value as the wheel cylinder pressure PWrr due to the function of the check valve CVr (see FIG. 2). However, it decreases rapidly and becomes “0” at time t3, as with the wheel cylinder pressure PWrr. As a result, the lock switching hydraulic pressure Plockr can be reliably released.

  As a result, the function of absorbing the brake fluid of the reservoir RSr (see FIG. 2) is assured, and as a result, the lock switching piston 48 that is in a position different from the original position at this stage is used later. It is guaranteed that the original position is returned to the original position when it is changed from the locked state to the unlocked state.

  As described above, regardless of the operation of the brake pedal BP by the driver, a predetermined target parking brake force corresponding to the target hydraulic pressure Pt is applied to the rear two wheels RR and RL, and the parking brake force is This is maintained even after the wheel cylinder pressures PWrr and PWrl in the dual-purpose wheel cylinders Wrr and Wrl are released. This state (that is, the operating state and the locked state) is continued as long as the driver does not issue a release instruction with the PKBON-OFF switch 56 thereafter. The above is the outline of the parking brake operation control for the rear two wheels.

(Outline of parking brake release control)
Next, the outline of the parking brake release control by this apparatus will be described with reference to the time chart shown in FIG.

  The time chart shown in FIG. 5 (b) shows that when the dual-purpose wheel cylinder Wrr is maintained in the operating state (and in the locked state) according to the example shown in FIG. It is the time chart which showed the change of the operating state of various components, and the change of the value of various physical quantities when a cancellation | release instruction | indication is performed by the PKBON-OFF switch 56 at the time t4 in the state which is not operating BP.

  In this case, at time t4, this apparatus starts driving the motor MT that has been stopped to start driving the hydraulic pump HP1 again, and the pressure increasing valve PUfl is changed from the non-excited state to the excited state (closed state). Switch. In this case, the lock switching valve LCVr is maintained in a non-excited state (closed state).

  Further, as described above, in order to shift the dual-purpose wheel cylinder Wrr from the operating state (and the locked state) to the released state (and the unlocked state), the dual-purpose wheel cylinder Wrr is moved into the dual-purpose wheel cylinder Wrr at the previous time t2. It is necessary to introduce a brake hydraulic pressure equal to or higher than the target hydraulic pressure Pt, which is the introduced hydraulic pressure, to the dual-purpose wheel cylinder Wrr. For this reason, it is necessary to cause the linear solenoid valve PC1 to generate an actual differential pressure equal to or higher than the target hydraulic pressure Pt (in this example, an actual differential pressure equal to the target hydraulic pressure Pt).

  Therefore, at time t4, the present apparatus changes the energization current to the linear solenoid valve PC1 from “0” to the same value (command current Idrel) as the command current Idset, and then changes the energization current to the command current. Keep on Idrel.

  As a result, during time t4 to t6, as in the previous time t0 to t1, the discharge pressure of the hydraulic pump HP1 (that is, the wheel cylinder pressure PWrr) increases from “0” to the target hydraulic pressure Pt. At the same time, after time t6, the wheel cylinder pressure PWrr is controlled to coincide with the target hydraulic pressure Pt. On the other hand, in this case, since the lock switching valve LCVr is maintained in the closed state, the lock switching hydraulic pressure Plockr is maintained in the opened state (that is, “0”).

  As a result, the wedge effect described above disappears at time t6. As a result, the dual-purpose wheel cylinder Wrr is switched from the locked state to the unlocked state, and the lock switching piston 48 (see FIG. 4) is in the original position. It returns to the original position from a different position. By the movement of the lock switching piston 48, the lock switching hydraulic pressure Plockr slightly increases from “0” within the range below the maximum absorption reservoir hydraulic pressure Plowref as described above. By the function of the valve CVr, the wheel cylinder pressure PWrr is maintained at “0” again after the time when the wheel cylinder pressure PWrr returns to “0” after time t7 described later.

  In this case, the parking brake force Fpkbr applied to the wheel RR corresponds to the above-described slightly decreased parking brake force applied to the wheel RR after the time t2 when the wheel cylinder pressure PWrr is applied after the time t4. Until time t5 when the pressure is reached, the parking brake force is slightly reduced. On the other hand, the parking brake force Fpkbr starts increasing with the increase in the wheel cylinder pressure PWrr between times t5 and t6, and is maintained at a value corresponding to the target hydraulic pressure Pt after time t6.

  Then, at time t7 when the above-described duration T1 elapses from time t4, the present apparatus finishes driving the motor MT (and hence the hydraulic pump HP1), and the pressure increasing valve PUfl is switched from the excited state to the non-excited state (opened). And the energization current to the linear solenoid valve PC1 is changed from the command current Idrel to “0”.

  As a result, after time t7, as the wheel cylinder pressure PWrr rapidly decreases to “0”, the parking brake force Fpkbr also decreases rapidly to “0”. As described above, the dual-purpose wheel cylinders Wrr and Wrl as the parking brake wheel cylinders shift from the operating state (and the locked state) to the released state (and the unlocked state). Thereafter, as long as the driver does not give an operation instruction using the PKBON-OFF switch 56, the dual-purpose wheel cylinders Wrr and Wrl are used as service brake wheel cylinders. The above is the outline of the parking brake release control for the rear two wheels.

(Outline of abnormality judgment of lock switching valves LCVr and LCVl)
As described above, the lock switching valves LCVr and LCVl are referred to as parking brake operation control (hereinafter referred to as “PKB operation control”) and parking brake release control (hereinafter referred to as “PKB release control”). ) Is not executed (hereinafter referred to as “when PKB is not controlled”), and during PKB release control, it is controlled and maintained in the closed state. As a result, as long as the lock switching valves LCVr and LCVl are normal (that is, maintained in the closed state), the lock switching hydraulic pressures Plockr and Plockl are “0” (more accurately, when the maximum amount is absorbed). The reservoir fluid pressure is maintained at a pressure lower than Plowref.

  In other words, when the valve bodies of the lock switching valves LCVr and LCVl are fixed at a position corresponding to the open state, when foreign matter is present between the valve bodies and the valve seat, the lock switching valves LCVr and LCVl are If there is an abnormality that fixes the lock switch valves LCVr, LCVl to the open state (hereinafter referred to as “open failure”), such as when a short circuit has occurred in the electric circuit for control, the lock will occur. The switching hydraulic pressures Plockr and Plockl can be higher than the reservoir hydraulic pressure Plowref when absorbing the maximum amount.

  In view of the above, this apparatus is configured so that at least one of the lock switching hydraulic pressures Plockr and Plockl detected by the lock switching pressure sensors 54 and 55 is absorbed when the PKB is not controlled and during the PKB release control. When the pressure is higher than the reservoir fluid pressure Plowref, it is determined that an “open failure” has occurred in the lock switching valves LCVr and LCVl.

  On the other hand, the lock switching valves LCVr and LCVl are controlled and maintained in the open state only during the PKB operation control (see times t0 to t2 in FIG. 5A). As a result, as long as the lock switching valves LCVr, LCVl are normal (that is, maintained in the open state), the lock switching hydraulic pressure Plockr, Plockl is sufficiently higher than the maximum amount absorption reservoir hydraulic pressure Plowref. The target hydraulic pressure Pt, which is a high pressure, is reached.

  In other words, when the valve body of the lock switching valve LCVr, LCVl is fixed at a position corresponding to the closed state, when the electric circuit for controlling the lock switching valve LCVr, LCVl is broken, etc. When an abnormality that locks the lock switch valves LCVr, LCVl to the closed state (hereinafter referred to as “closed failure”) has occurred, the lock switch hydraulic pressure Plockr, Plockl is the reservoir pressure when the maximum amount is absorbed. Maintained at a lower pressure than Plowref.

  From the above, during the PKB operation control, this device is configured so that when at least one of the lock switching hydraulic pressures Plockr and Plockl is maintained at a pressure lower than the reservoir hydraulic pressure Plowref when absorbing the maximum amount, the lock switching valve LCVr, It is determined that a “closed fault” has occurred in LCVl. In this way, the present apparatus determines the abnormality of the lock switching valves LCVr, LCVl by distinguishing between “open failure” and “closed failure”. The above is the outline of the abnormality determination of the lock switching valves LCVr and LCVl.

(Actual operation)
Next, regarding the actual operation of the vehicle motion control device 10 including the vehicle brake fluid pressure and abnormality determination device according to the first embodiment of the present invention configured as described above, the CPU 61 of the electric control device 60 performs the following. The routine to be executed will be described with reference to FIGS. The electric control device 60 is configured to continue to operate for a predetermined time after the state of an ignition switch (not shown) is changed from the ON state to the OFF state. Similarly, each routine shown in FIG. 9 is continuously executed for the same predetermined time.

  The CPU 61 repeatedly executes the routine for calculating the wheel speed and the like shown in FIG. 6 every elapse of a predetermined time (for example, 6 msec). Accordingly, when the predetermined timing is reached, the CPU 61 starts processing from step 600 and proceeds to step 605 to calculate the wheel speed of the wheel ** (the speed of the outer periphery of the wheel **) Vw **. Specifically, the CPU 61 calculates the wheel speed Vw ** based on the fluctuation frequency of the output value of the wheel speed sensor 51 **.

  Next, the CPU 61 proceeds to step 610 and calculates the maximum value of the wheel speeds Vw ** as the estimated vehicle body speed Vso. Note that the average value of the wheel speeds Vw ** may be calculated as the estimated vehicle body speed Vso. Then, the CPU 61 proceeds to step 695 to end this routine once. Thereafter, the CPU 61 repeatedly executes this routine. Note that steps 615 and 620 are steps specific to the second embodiment described later, and are not used in the first embodiment.

  Further, the CPU 61 repeatedly executes a routine for performing the PKB operation control shown in FIG. 7 every elapse of a predetermined time (for example, 6 msec). Accordingly, when the predetermined timing comes, the CPU 61 starts processing from step 700 and proceeds to step 705 to determine whether or not the value of the operation flag PKB is “0”, and to determine “No”. The process immediately proceeds to step 795 to end the present routine tentatively.

  Here, the operation flag PKB indicates that the PKB operation control is completed when the value is “1” or that the PKB release control is being executed, and when the value is “0”, the PKB release control is performed. Indicates that it is completed or that PKB operation control is being executed.

  If the PKB release control is completed and the PKB operation control is not being executed, the value of the operation flag PKB is “0”. Accordingly, the CPU 61 determines “Yes” in step 705 and proceeds to step 710 to determine whether or not the value of the operation control flag EXEEset is “0”. Here, the operation control flag EXESet indicates that the PKB operation control is being executed when the value is "1", and that the PKB operation control is not being executed when the value is "0".

  At this time, since the PKB operation control is not being executed, the value of the operation control flag EXESet is “0”. Accordingly, the CPU 61 makes a “Yes” determination at step 710 to proceed to step 715 where the current estimated vehicle speed Vso calculated at the previous step 610 is “0” and the PKBON-OFF switch. 56 determines whether the ON signal is generated (that is, whether the PKB operation control start determination condition is satisfied).

  Assuming that the PKBON-OFF switch 56 generates an OFF signal while the vehicle is stopped (that is, the estimated vehicle body speed Vso = 0), the CPU 61 determines “No” in step 715. Proceeding immediately to step 795, the present routine is temporarily terminated. Thereafter, the CPU 61 repeatedly executes the processing of steps 700 to 715 until the driver operates the PKBON-OFF switch 56 and the switch 56 generates an ON signal.

  Next, the case where the driver operates the PKBON-OFF switch 56 in this state so that the switch 56 generates an ON signal (see time t0 in FIG. 5A) will be described. . In this case, when the CPU 61 proceeds to step 715, the CPU 61 determines “Yes” and proceeds to step 720. In step 720, the value of the operation control flag EXESet is changed from “0” to “1”.

  Next, the CPU 61 proceeds to step 725 to reset the elapsed time T. Here, the elapsed time T is a time measured by a timer (not shown) built in the electric control device 60 and represents an elapsed time from the start of the PKB operation control.

  Next, the CPU 61 proceeds to step 730 and starts driving the hydraulic pumps HP1 and HP2 by driving the motor MT to bring the pressure increasing valves PUfr and PUfl related to the front two wheels into an excited state (closed state) and lock them. Set the switching valves LCVr and LCVl to the excited state (open state). Subsequently, the CPU 61 proceeds to step 735 and performs duty control so that the energization current to the linear electromagnetic valves PC1 and PC2 becomes the preset command current Idset.

  Next, the CPU 61 proceeds to step 740 and determines whether or not the elapsed time T is equal to or longer than the duration T1. Since the present time is immediately after the elapsed time T is reset in the process of step 725, the CPU 61 makes a “No” determination at step 740 to proceed to step 795 to end the present routine tentatively.

  Thereafter, since the value of the operation control flag EXESet is “1”, when the CPU 61 proceeds to step 710, it determines “No” and immediately proceeds to step 740. That is, the CPU 61 repeatedly executes the processes of steps 700 to 710 and 740 until the elapsed time T reaches the duration time T1. During this time, the hydraulic pumps HP1 and HP2 are continuously driven, the pressure increasing valves PUfr and PUfl are maintained in the excited state (closed state), and the lock switching valves LCVr and LCVl are maintained in the excited state (open state). Further, the energization current to the linear solenoid valves PC1 and PC2 is also maintained at the command current Idset (see time t0 to time t2 in FIG. 5A).

  When the elapsed time T reaches the duration time T1 (see time t2 in FIG. 5A), the CPU 61 determines “Yes” when it proceeds to step 740, proceeds to step 745, and switches the lock at the present time. It is determined whether or not the hydraulic pressures Plockr and Plockl are both higher than the maximum amount absorption reservoir hydraulic pressure Plowref. If “Yes” is determined, the process immediately proceeds to step 755.

  On the other hand, when the determination in step 745 is “No”, among the lock switching valves LCVr, LCVl, the corresponding lock switching hydraulic pressure is lower than the maximum amount absorption reservoir hydraulic pressure Plowref. It means that a “closed fault” has occurred. In this case, the CPU 61 proceeds to step 750, instructs the alarm lamp 57 to turn on, and then proceeds to step 755. As a result, the alarm lamp 57 is turned on. In addition, an abnormality code indicating the content of the abnormality in this case (which lock switching valve has a “closed failure”) is stored in the backup RAM 64.

  When the CPU 61 proceeds to step 755, the drive of the hydraulic pumps HP1, HP2 is finished by terminating the drive of the motor MT, the pressure increasing valves PUfr, PUfl are brought into a non-excited state (open state) and the lock switching valve LCVr, LCVl is brought into a non-excited state (closed state), and in step 760, the energizing current to the linear solenoid valves PC1, PC2 is set to “0”.

  Then, the CPU 61 proceeds to step 765, changes the value of the operation flag PKB from “0” to “1”, changes the value of the operation control flag EXESet from “1” to “0”, and proceeds to step 795. This routine is finished once. Thereafter, since the value of the operation flag PKB is “1”, the CPU 61 determines “No” when it proceeds to step 705 and immediately terminates this routine.

  Further, the CPU 61 repeatedly executes a routine for performing the PKB release control shown in FIG. 8 every elapse of a predetermined time (for example, 6 msec). Accordingly, when the predetermined timing is reached, the CPU 61 starts processing from step 800 and proceeds to step 805 to determine whether or not the value of the operation flag PKB is “1”, and to determine “No”. Then, the process immediately proceeds to step 895 to end the present routine tentatively.

  Now, it is assumed that the PKB operation control is completed by the execution of the routine of FIG. 7 and that the PKB release control is not being executed. In this case, the value of the operation flag PKB is “1”. Therefore, the CPU 61 determines “Yes” in Step 805 and proceeds to Step 810 to determine whether or not the value of the release control in progress EXEREL is “0”. Here, the release control flag EXEREL indicates that the PKB release control is being executed when the value is "1", and that the PKB release control is not being executed when the value is "0".

  Since the PKB release control is not currently being executed, the CPU 61 makes a “Yes” determination at step 810 to proceed to step 815 to determine whether or not the PKBON-OFF switch 56 has generated an OFF signal (ie, PKB release control). It is determined whether or not the start determination condition is satisfied.

  Assuming that the PKBON-OFF switch 56 is generating an ON signal, the CPU 61 makes a “No” determination at step 815 to immediately proceed to step 895 to end the present routine tentatively. Thereafter, the CPU 61 repeatedly executes the processing of steps 800 to 815 until the driver operates the PKBON-OFF switch 56 and the switch 56 generates an OFF signal.

  Next, the case where the driver operates the PKBON-OFF switch 56 in this state and the switch 56 generates an OFF signal (see time t4 in FIG. 5B) will be described. . In this case, when the CPU 61 proceeds to step 815, it determines “Yes” and proceeds to step 820. In step 820, the value of the release controlling flag EXEREL is changed from “0” to “1”.

  Next, the CPU 61 proceeds to step 825 to reset the elapsed time T. In this case, the elapsed time T represents the elapsed time from the start of the PKB release control. Next, the CPU 61 proceeds to step 830, starts driving the hydraulic pumps HP1, HP2, and puts the pressure increasing valves PUfr, PUfl in an excited state (closed state). The lock switching valves LCVr and LCVl are maintained in a non-excited state (closed state). Subsequently, the CPU 61 proceeds to step 835 and performs duty control so that the energization currents to the linear electromagnetic valves PC1 and PC2 become the command current Idrel (= Idset).

  Next, the CPU 61 proceeds to step 840, and determines whether or not the elapsed time T is equal to or longer than the duration T1. Since the current time is immediately after the elapsed time T is reset in the process of step 825, the CPU 61 makes a “No” determination at step 840 to proceed to step 895 to end the present routine tentatively.

  Thereafter, since the value of the cancel control flag EXEREL is “1”, the CPU 61 makes a “No” determination when proceeding to step 810 and immediately proceeds to step 840. That is, the CPU 61 repeatedly executes the processes of steps 800 to 810 and 840 until the elapsed time T reaches the duration time T1. During this time, the hydraulic pumps HP1 and HP2 are continuously driven, and the pressure increasing valves PUfr and PUfl are maintained in the excited state (closed state). Further, the energization current to the linear solenoid valves PC1 and PC2 is also maintained at the command current Idset (see time t4 to time t7 in FIG. 5B).

  When the elapsed time T reaches the continuation time T1 (see time t7 in FIG. 5B), the CPU 61 determines “Yes” when it proceeds to step 840, proceeds to step 845, and switches the lock at the present time. It is determined whether or not both the hydraulic pressures Plockr and Plockl are lower than the maximum amount absorption reservoir fluid pressure Plowref. If “Yes” is determined, the process immediately proceeds to step 855.

  On the other hand, when “No” is determined in the determination in step 845, among the lock switching valves LCVr and LCVl, the corresponding lock switching hydraulic pressure is higher than the maximum amount absorption reservoir hydraulic pressure Plowref. It means that an "open failure" has occurred. In this case, the CPU 61 proceeds to step 850, issues a lighting instruction to the alarm lamp 57, and then proceeds to step 855. This also turns on the alarm lamp 57. At the same time, an abnormality code indicating the content of the abnormality in this case (which lock switching valve has an “open failure”) is stored in the backup RAM 64.

  When the CPU 61 proceeds to step 855, it finishes driving the hydraulic pumps HP1, HP2 by ending the driving of the motor MT, depressurizes the pressure increasing valves PUfr, PUfl (open state), and continues to linear at step 860. The energizing current to solenoid valves PC1 and PC2 is set to “0”.

  Then, the CPU 61 proceeds to step 865, changes the value of the operation flag PKB from “1” to “0”, changes the value of the release control in progress EXErel from “1” to “0”, and proceeds to step 895. This routine is finished once. Thereafter, since the value of the operation flag PKB is “0”, the CPU 61 makes a “No” determination when proceeding to Step 805 and immediately terminates this routine.

  On the other hand, the CPU 61 that repeatedly executes the routine of FIG. 7 every time the predetermined time elapses determines “Yes” when the routine proceeds to step 705 of FIG. 7, and the PKB operation control start determination condition is satisfied. It is monitored again whether or not this is done (step 715).

  Further, the CPU 61 repeatedly executes the PKB non-control open failure determination routine shown in FIG. 9 every elapse of a predetermined time (for example, 6 msec). Therefore, when the predetermined timing comes, the CPU 61 starts the process from step 900, proceeds to step 905, and determines whether or not both the value of the operation control flag EXESet and the value of the release control flag EXErel are “0”. (Thus, whether or not PKB is not in control) is determined, and if “No” is determined, the process immediately proceeds to step 995 to end the present routine tentatively.

  Now, if the explanation continues assuming that the PKB is not being controlled (whether the PKB operation control is complete or the PKB release control is complete), the CPU 61 proceeds to step 905. Then, the process proceeds to step 910, where it is determined whether the master cylinder pressure Pm is higher than the maximum amount absorption reservoir fluid pressure Plowref. It is determined whether at least one of the switching hydraulic pressures Plockr and Plockl is higher than the reservoir hydraulic pressure Plowref when the maximum amount is absorbed. When determining “No” in any of Steps 910 and 915, the CPU 61 immediately proceeds to Step 995 and once ends this routine.

  Here, the step 910 is provided because the lock switching valve LCVr, LCVl is locked when the master cylinder pressure Pm is lower than the reservoir fluid pressure Plowref when absorbing the maximum amount even if the “open failure” has occurred. This is because the working fluid pressures Plockr and Plockl cannot be higher than the reservoir fluid pressure Plowref when absorbing the same maximum amount.

  When the CPU 61 makes a “Yes” determination at step 915, the corresponding one of the lock switching valves LCVr and LCVl has a corresponding lock switching fluid pressure higher than the maximum amount absorption reservoir fluid pressure Plowref. It means that an “open failure” has occurred. In this case, the CPU 61 proceeds to step 920 and instructs the alarm lamp 57 to turn on. This also turns on the alarm lamp 57. At the same time, an abnormality code indicating the content of the abnormality in this case (which lock switching valve has an “open failure”) is stored in the backup RAM 64.

  As described above, in the service / parking brake mechanism to which the abnormality determination device according to the first embodiment of the present invention is applied, the lock switching valves LCVr and LCVl are not controlled during PKB and during PKB release control. It is controlled and maintained in the closed state, and is configured to be controlled and maintained in the open state only during the PKB operation control.

  When the PKB is not controlled and during the PKB release control, this abnormality determination device locks when at least one of the lock switching fluid pressures Plockr and Plockl is higher than the reservoir fluid pressure Plowref when absorbing the maximum amount. It is determined that an "open failure" has occurred in the switching valves LCVr and LCVl, and during PKB operation control, at least one of the lock switching hydraulic pressures Plockr and Plockl is maintained at a pressure lower than the reservoir hydraulic pressure Plowref when the maximum amount is absorbed. If it is, it is determined that a “closed failure” has occurred in the lock switching valves LCVr and LCVl, and the alarm lamp 57 is turned on.

  As a result, when it is determined that there is an abnormality in the lock switching valves LCVr, LCVl, that is, the parking brake mechanism, the driver can immediately know the occurrence of the abnormality in the parking brake mechanism. Processing such as repair of the parking brake mechanism can be started immediately.

(Second Embodiment)
Next, an abnormality determination device for a vehicle brake device according to a second embodiment of the present invention will be described. This abnormality determination device differs from the abnormality determination device according to the first embodiment only in the abnormality determination timing and method of the lock switching valves LCVr and LCVl. Hereinafter, the difference will be mainly described.

(Outline of abnormality determination of lock switching valves LCVr and LCVl of the second embodiment)
The abnormality determination device according to the second embodiment does not perform abnormality determination of the lock switching valves LCVr and LCVl during PKB operation control and PKB release control, and only when the PKB is not controlled, the wheel speed sensor 51 ** The output is used to determine whether or not “open failure” or “closed failure” has occurred in the lock switching valves LCVr and LCVl.

  First, “open failure” determination of the lock switching valves LCVr and LCVl will be described. As described above, when “open failure” occurs in the lock switching valves LCVr and LCVl, the brake fluid pressure (that is, the target) introduced into the dual-purpose wheel cylinders Wrr and Wrl even if the PKB release control is performed. The state in which introduction of the hydraulic pressure Pt) into the lock switching port 41e is allowed is maintained. As a result, the lock switching piston 48 cannot return to the original position (see FIG. 4), and as a result, the dual-purpose wheel cylinders Wrr and Wrl are maintained in the locked state and the parking brake cannot be released.

  In this case, when the vehicle starts after the completion of the PKB release control, the actual acceleration value Gact of the vehicle is changed to an acceleration (acceleration estimated value Gest according to the driver's accelerator operation) because the parking brake is maintained. ) Smaller value. Therefore, by comparing the actual acceleration value Gact of the vehicle with the estimated acceleration value Gest according to the accelerator operation, whether or not an “open failure” has occurred in the lock switching valves LCVr and LCVl based on the comparison result. Can be determined.

  Here, the actual value Gact of the acceleration of the vehicle can be obtained from the output of the wheel speed sensor 51 **. Further, the estimated value Gest of the vehicle acceleration includes the output of the accelerator opening sensor 58 that outputs a signal indicating the opening of the accelerator pedal AP (accelerator opening Accp) indicated by a broken line in FIG. It can be determined based on a table (map) prepared in advance according to experimental results or the like that defines the relationship with the acceleration.

  Based on the above viewpoint, the abnormality determination device sequentially acquires and determines the actual acceleration value Gact of the vehicle and the estimated acceleration value Gest of the vehicle after the PKB release control is completed, and based on the comparison result. Then, it is determined whether or not an “open failure” has occurred in the lock switching valves LCVr and LCVl.

  Next, the “closed failure” determination of the lock switching valves LCVr and LCVl will be described. As described above, when a “closed failure” occurs in the lock switching valves LCVr and LCVl, the brake fluid pressure (that is, the target) introduced into the dual-purpose wheel cylinders Wrr and Wrl even if the PKB operation control is performed. The state in which introduction of the fluid pressure Pt) into the lock switching port 41e is prohibited is maintained. As a result, the lock switching piston 48 cannot move from the original position, and as a result, the dual-purpose wheel cylinders Wrr and Wrl are maintained in the unlocked state and the parking brake cannot be maintained.

  Therefore, in this case, the vehicle may move after the PKB operation control is completed. That is, it is possible to determine whether or not a “closed failure” has occurred in the lock switching valves LCVr and LCVl based on whether or not the vehicle is stopped after the PKB operation control is completed. Here, whether or not the vehicle is in a stopped state can be determined by whether or not the estimated vehicle body speed Vso acquired from the output of the wheel speed sensor 51 ** is “0”.

  Based on the above viewpoint, this abnormality determination device sequentially acquires the estimated vehicle body speed Vso after the completion of the PKB operation control, and a “closed failure” occurs in the lock switching valves LCVr and LCVl based on the estimated vehicle body speed Vso. It is determined whether or not. The above is the outline of the abnormality determination of the lock switching valves LCVr and LCVl of the abnormality determination device according to the second embodiment.

(Actual operation of the second embodiment)
Next, the actual operation of the abnormality determination device according to the second embodiment will be described. The CPU 61 of this apparatus executes a routine in which the CPU 61 of the first embodiment performs the routine shown in FIGS. 6 to 9 except for FIG. 9 with some modifications. In addition, the routines shown in FIGS. 10 and 11 are additionally executed. Hereinafter, the correction part in each routine of FIGS. 6-8, and the routine of FIG. 10 and FIG. 11 peculiar to 2nd Embodiment are demonstrated in order.

  The CPU 61 additionally executes steps 615 and 620 indicated by broken lines in the routine indicated by solid lines in FIG. 6 executed by the CPU 61 of the first embodiment. That is, after executing the processing of step 610, the CPU 61 proceeds to step 615 and obtains the actual value Gact of the acceleration of the vehicle at the current time according to the formula described in step 615. Here, the value obtained this time in step 610 is used as Vso. Vsob is the previous estimated vehicle body speed stored in step 620, which will be described later, at the time of the previous execution of this routine, and Δt is the execution cycle (for example, 6 msec) of this routine.

  Subsequently, the CPU 61 proceeds to step 620, stores the estimated vehicle body speed Vso obtained this time in step 610 as the previous estimated vehicle body speed Vsob, and ends this routine once. Thereby, the actual value Gact of the acceleration of the vehicle is sequentially obtained.

  Further, the CPU 61 executes each routine including steps 745 and 750 and the remaining steps excluding steps 845 and 850 in the routines shown in FIG. 7 and FIG. 8 executed by the CPU 61 of the first embodiment. Thereby, the abnormality determination of the lock switching valves LCVr and LCVl is not executed during the PKB operation control and the PKB release control.

  Further, the CPU 61 repeatedly executes the PKB non-control open failure determination routine shown in FIG. 10 every elapse of a predetermined time (for example, 6 msec). Accordingly, when the predetermined timing is reached, the CPU 61 starts the process from step 1000 and proceeds to step 1005 to determine whether or not both the value of the operation control flag EXESet and the value of the operation flag PKB are “0” (that is, , Whether the PKB release control is completed and whether the PKB is not being controlled). If “No” is determined, the process immediately proceeds to step 1095 to end the present routine tentatively.

  Now, it is assumed that after the PKB release control is completed and the PKB is not controlled, and the driver operates the accelerator pedal AP and the accelerator opening Accp is larger than the predetermined reference opening Accpref. The CPU 61 determines “Yes” in Step 1005 and proceeds to Step 1010 to determine whether or not the current accelerator opening Accp obtained from the accelerator opening sensor 58 is larger than a predetermined reference opening Accpref. When it determines with "No", it progresses to step 1095 immediately and this routine is once complete | finished.

  At the present time, the CPU 61 determines “Yes” based on the above assumption and proceeds to step 1015, and the obtained accelerator opening Accp and the estimated accelerator opening Accp and the vehicle acceleration estimated value Gest described in 1015. The estimated value Gest of the acceleration of the vehicle is obtained based on a table that defines the relationship between Thereby, the estimated value Gest of the acceleration of the vehicle according to the accelerator opening degree Accp is acquired.

  Subsequently, the CPU 61 proceeds to step 1020 to obtain a value obtained by subtracting the actual vehicle acceleration actual value Gact calculated in step 615 of FIG. 6 from the calculated estimated vehicle acceleration Gest. Set as ΔG.

  Next, the CPU 61 proceeds to step 1025 to determine whether or not the acceleration deviation ΔG is larger than a predetermined determination reference value ΔGth. When determining “No”, the CPU 61 immediately proceeds to step 1095. On the other hand, if “Yes” is determined, it means that an “open failure” has occurred in at least one of the lock switching valves LCVr, LCVl and the parking brake is in an activated state (and in a locked state).

  In this case, the CPU 61 proceeds to step 1030 to give a lighting instruction to the alarm lamp 57, and stores an abnormal code indicating the abnormal content in this case in the backup RAM 64, and then proceeds to step 1095 to end the present routine once. Thereby, when the vehicle starts after the completion of the PKB release control by executing this routine, the “open failure” of the lock switching valves LCVr and LCVl can be detected and determined.

  Further, the CPU 61 repeatedly executes the PKB non-control closing fault determination routine shown in FIG. 11 every elapse of a predetermined time (for example, 6 msec). Therefore, when the predetermined timing is reached, the CPU 61 starts processing from step 1100 and proceeds to step 1105 where the value of the operation flag PKB is “1” and the value of the release control in progress EXEREL is “0”. It is determined whether or not there is (that is, whether or not PKB operation control has been completed and PKB is not in control), and if “No” is determined, the process immediately proceeds to step 1195 to end this routine once. To do.

  Assuming that the PKB operation control has been completed and the PKB is not being controlled, the CPU 61 makes a “Yes” determination at step 1105 to proceed to step 1110, and is calculated at step 610 in FIG. It is determined whether or not the estimated vehicle body speed Vso at the present time is other than “0”, and if “No” is determined, the process immediately proceeds to step 1195 to end the present routine tentatively.

  On the other hand, if “Yes” is determined, it means that “closed failure” has occurred in at least one of the lock switching valves LCVr and LCVl, and the parking brake is in a released state (and is not locked). . In this case, the CPU 61 proceeds to step 1115 to give a lighting instruction to the alarm lamp 57, and stores an abnormal code indicating the abnormal content in this case in the backup RAM 64, and then proceeds to step 1195 to end this routine once. Accordingly, when the vehicle moves after the completion of the PKB operation control by executing this routine, it is possible to detect / determine “closed failure” of the lock switching valves LCVr, LCVl.

  The present invention is not limited to the above embodiments, and various modifications can be adopted within the scope of the present invention. For example, in the first embodiment, the reservoir fluid pressure Plowref at the time of absorption of the maximum amount is always used as a comparison target of the fluid pressure Plockr for lock switching, which is used for determining abnormality of the lock switching valves LCVr, LCVl. (See step 745 in FIG. 7, step 845 in FIG. 8, step 915 in FIG. 9), but use a pressure slightly lower than the target hydraulic pressure Pt as a comparison target during PKB operation control, and release PKB. A pressure slightly higher than the atmospheric pressure may be used as a comparison target during control and when PKB is not controlled.

  In the first embodiment, when it is determined that there is an abnormality in the lock switching valves LCVr and LCVl during PKB operation control and PKB release control (step 750 in FIG. 7 and step 850 in FIG. 8). After the PKB control that was being executed is completed (immediately after), the lock switching valves LCVr and LCVl are opened and closed for a predetermined short period, and thereafter (immediately after), the same PKB control is executed again. May be.

  In the second embodiment, it is configured to determine whether or not the lock switching valves LCVr and LCVl are “closed” based on whether or not the vehicle has moved after the completion of the PKB operation control. Generated on the wheel cylinder pressure sensor for detecting the wheel cylinder pressures PWrr, PWrl in the dual-purpose wheel cylinders Wrr, Wrl, the load sensor for detecting the pressing load with which the brake pad assembly PA presses the brake disc D, and the rear wheel axle. One of torque sensors for detecting torque is provided, and the output value of one of the sensors after completion of the PKB operation control (accordingly, the actual value of the parking brake force) and the target value of one of the sensor outputs (accordingly, therefore) Further, it may be configured to determine whether or not the lock switching valves LCVr and LCVl are “closed” based on a comparison result with the target value of the parking brake force).

  In this case, when the value obtained by subtracting the wheel cylinder pressures PWrr and PWrl obtained from the wheel cylinder pressure sensor from the target hydraulic pressure Pt is larger than the predetermined pressure difference ΔPref, the lock switching valves LCVr and LCVl have “closed failure”. It is good to comprise so that it may determine with having generate | occur | produced.

  Further, in each of the above embodiments, the configuration is such that the value of the operation flag PKB when the ignition switch state is changed from the on state to the off state is stored in the backup RAM 64, and the ignition switch state is the off state. Immediately after being changed from the ON state to the ON state, the value of the operation flag PKB is “0” (that is, the ignition switch state is changed from the ON state to the OFF state in a state where the PKB release control is completed). ), The PKB release control (that is, the routine shown in FIG. 8) may be executed regardless of the operation of the PKBON-OFF switch 56.

  As a result, when an “open failure” has occurred in the lock switching valves LCVr, LCVl, during the PKB release control (see step 845 in FIG. 8) in the first embodiment, Immediately after starting the vehicle after the completion of the PKB release control (see step 1025 in FIG. 10), the “open failure” can be immediately detected and determined.

  Further, in each of the above embodiments, immediately after the ignition switch state is changed from the off state to the on state, it is determined whether there is an abnormality in the electric circuit for controlling the lock switching valves LCVr, LCVl. It may be configured to perform an energization check and determine whether there is an abnormality in the lock switching valves LCVr and LCVl based on the result of the energization check.

  Further, in each of the above embodiments, the lock switching valves LCVr and LCVl may be configured to open and close for a predetermined short period when the PKB is not being controlled and the driver is not performing a brake operation.

  In each of the above embodiments, whether or not the parking brake mechanism is abnormal is determined based only on whether or not the lock switching valves LCVr and LCVl are abnormal. However, the hydraulic pumps HP1 and HP2 and the linear electromagnetic valve PC1 are determined. It is also determined whether or not there is an abnormality in PC2, and even if it is determined that there is an abnormality in at least one of hydraulic pumps HP1 and HP2 and linear solenoid valves PC1 and PC2, it is determined that there is an abnormality in the parking brake mechanism. You may comprise as follows.

  Further, in each of the above embodiments, when it is determined that a “closed fault” has occurred only in one of the lock switching valves LCVr, LCVl, the PKB operation for the other parking brake mechanism that is normal is performed. You may comprise so that the target parking brake force (accordingly, the said target hydraulic pressure Pt) at the time of performing control may be enlarged.

  Further, in each of the above embodiments, when it is determined that an “open failure” has occurred in either one of the lock switching valves LCVr and LCVl more than a predetermined frequency (for example, the same determination is canceled by PKB). Each time the control is performed and when it is continuously performed more than a predetermined number of times), after that, during the PKB operation control, during the PKB release control, and during the brake pedal operation by the driver, it corresponds to the same lock switching valve You may comprise so that the pressure increase valve PUr * (cut means) about a wheel may be controlled to an excitation state (closed state). This prohibits the introduction of the hydraulic pump and the brake hydraulic pressure generated by the driver's operation of the brake pedal into the wheel cylinder Wr * of the wheel corresponding to the one lock switching valve.

  In each of the above embodiments, the parking brake operation control and the parking brake release control of the parking brake mechanism for the rear two wheels are executed by one CPU 61, but two CPUs corresponding to the rear two wheels, respectively. The parking brake operation control and the parking brake release control for the parking brake mechanism of the rear wheel corresponding to each CPU may be executed independently of each other.

  In each of the above embodiments, a vacuum booster using negative pressure in the intake pipe of the engine is used as a device for assisting the driver's brake pedal operation. However, as a device for assisting the brake pedal operation, hydraulic pressure is used. You may use the hydro booster using the discharge pressure of a pump.

  Furthermore, the vehicle brake device and the abnormality determination device according to the present invention detect a brake pedal operation (stepping force, stroke, etc.) by an output signal (electric signal) from a sensor such as a pedaling force sensor, a stroke sensor, and the like. You may apply to what is called a brake-by-wire system which generates wheel cylinder pressure (combined wheel cylinder pressure) based on a result.

  Further, in each of the above embodiments, a service / parking brake mechanism equipped with a function wheel cylinder (wheel cylinders Wrr, Wrl for the rear two wheels) that serves both as a service brake wheel cylinder and a parking brake wheel cylinder is employed. However, a service / parking brake mechanism provided with a service brake wheel cylinder and a parking brake wheel cylinder may be employed.

  In this case, for example, as a specific example of the right rear wheel RR using the parking brake mechanism of the right rear wheel RR shown in FIG. 2, for example, the parking brake mechanism of the right rear wheel RR shown in FIG. A normally closed electromagnetic on-off valve between the parking brake wheel cylinder Wrr (see FIG. 4) and the parking brake mechanism including the lock switching valve LCVr) and the hydraulic circuit between the pressure increasing valve PUrr and the pressure reducing valve PDrr. Introducing the introduction valve INTr, which is a conventional brake wheel cylinder Wrrreg similar to the front two-wheel wheel cylinders Wfr, Wfl in the above-described embodiment as a normal brake mechanism, the pressure increase valve PUrr and the pressure reduction valve It is conceivable to add a new one so as to be directly connected to the hydraulic circuit between the valves PDrr.

In this case, both the service brake mechanism and the parking brake mechanism are applied to disc brakes, but the parking brake mechanism (that is, the parking brake wheel cylinder Wrr (see FIG. 4)) and the lock switching valve LCVr The object to which the parking brake mechanism including the above is applied may be a drum brake. In this case, what is pressed by the main piston 42 shown in FIG. 4 may be a brake drum (a hat portion of the disk) instead of the brake disk D.

  According to these, when the service brake force according to the brake operation by the driver is activated, the introduction valve INTr is brought into a non-excited state (closed state). As a result, the brake fluid pressure corresponding to the brake operation by the driver is not introduced into the parking brake mechanism, but is introduced only into the service brake mechanism (that is, the service brake wheel cylinder Wrrreg). Service brake force is applied.

  On the other hand, when operating the parking brake force, the target hydraulic pressure Pt is generated in the service brake hydraulic pressure circuit in a state where both the introduction valve INTr and the lock switching valve LCVr are in an excited state (open state). As a result, the target hydraulic pressure Pt is introduced into the main cylinder portion 41a and the lock switching cylinder portion 41c of the parking brake wheel cylinder Wrr. As a result, the parking brake mechanism is maintained in the activated state and the locked state.

  Further, when the parking brake mechanism is switched from the locked state to the unlocked state from this state (that is, when the parking brake force is released), the lock switching valve LCVr is de-energized (closed) and the introduction valve INTr is excited. In the opened state, the target hydraulic pressure Pt (or higher than the target hydraulic pressure Pt) is generated in the service brake hydraulic pressure circuit. As a result, the target hydraulic pressure Pt is introduced only into the main cylinder portion 41a of the parking brake wheel cylinder Wrr. As a result, the parking brake mechanism is switched from the locked state to the unlocked state (that is, from the operating state to the released state). .

1 is a schematic configuration diagram of a vehicle equipped with a vehicle motion control device including an abnormality determination device for a vehicle brake device according to a first embodiment of the present invention. It is a schematic block diagram of the brake fluid pressure control part shown in FIG. It is the graph which showed the relationship between the command electric current and command differential pressure about the normally open linear solenoid valve shown in FIG. FIG. 2 is a main cross-sectional view of the dual-purpose wheel cylinder shown in FIG. 1. FIG. 5 (a) shows a case where the parking brake operation control according to the present invention is performed, and FIG. 5 (b) shows a change in the operation of various components and values of various physical quantities when the parking brake release control according to the present invention is performed. It is a time chart which showed each change of. 3 is a flowchart showing a routine for calculating wheel speed and the like executed by a CPU shown in FIG. 1. It is the flowchart which showed the routine for performing the parking brake operation control which CPU shown in FIG. 1 performs. It is the flowchart which showed the routine for performing parking brake cancellation | release control which CPU shown in FIG. 1 performs. 3 is a flowchart showing a routine for performing an open failure determination at the time of non-control of PKB executed by the CPU shown in FIG. 1. It is the flowchart which showed the routine for performing the open failure judgment at the time of PKB non-control which CPU of the abnormality determination device of the brake device for vehicles concerning a 2nd embodiment of the present invention performs. It is the flowchart which showed the routine for performing closed failure determination at the time of PKB non-control which CPU of the abnormality determination device of the brake device for vehicles concerning a 2nd embodiment of the present invention performs.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Vehicle motion control apparatus, 30 ... Brake hydraulic pressure control part, 41 ... Cylinder block, 41a ... Main cylinder part, 41c ... Lock switching cylinder part, 41e ... Lock switching port, 42 ... Main piston, 48 ... Lock Switching piston, 51 ** ... Wheel speed sensor, 53 ... Master cylinder pressure sensor, 54,55 ... Lock switching pressure sensor, 56 ... PKBON-OFF switch, 57 ... Alarm lamp, 58 ... Accelerator opening sensor, 60 ... Electric control device, 61 ... CPU, 64 ... backup RAM, PC1, PC2 ... linear solenoid valve, MT ... motor, HP1, HP2 ... hydraulic pump

Claims (24)

A service brake that applies a service brake force for braking the vehicle wheel by introducing a brake fluid pressure in the service brake hydraulic circuit generated at least in response to a brake operation by the driver into the service brake wheel cylinder. A service and parking brake mechanism comprising a mechanism and a parking brake mechanism for applying a parking brake force to the wheels to maintain the wheels of the vehicle in a stopped state;
Manual operation means for performing at least an operation / release instruction of the parking brake mechanism;
When receiving the operation instruction of the parking brake mechanism by the manual operation means, the parking brake operation control is executed to shift the parking brake mechanism from the release state to the operation state, and the parking brake mechanism release instruction by the manual operation means is performed. Control means for executing parking brake release control for causing the parking brake mechanism to shift from the operating state to the released state when receiving
An abnormality determination device for a vehicle brake device applied to a vehicle brake device comprising:
A vehicle brake device comprising an abnormality determining means for determining whether there is an abnormality in the parking brake mechanism based on whether the parking brake mechanism is in a state corresponding to the control content of the parking brake mechanism by the control means. Abnormality judgment device. The abnormality determination device for a vehicle brake device according to claim 1,
The vehicle brake device to which the abnormality determination device is applied,
A pressurizing means capable of generating brake fluid pressure in the service brake fluid pressure circuit independently of the brake operation by the driver;
The control means includes
When receiving an operation instruction of the parking brake mechanism by the manual operation means, at least a brake hydraulic pressure based on the brake hydraulic pressure in the normal brake hydraulic pressure circuit generated by the pressurizing means is introduced into the parking brake wheel cylinder. An abnormality determination device for a vehicle brake device configured to execute the parking brake operation control. The abnormality determination device for a vehicle brake device according to claim 2,
The parking brake mechanism is
Even if the brake fluid pressure introduced into the parking brake wheel cylinder is subsequently released, the locked state in which the operation state in which the parking brake force according to the introduced brake fluid pressure acts on the wheels is maintained, Lock switching means configured to be able to be set to any state of the unlocked state, and for switching the state of the parking brake mechanism from the unlocked state to the locked state, and from the locked state to the unlocked state. Prepared,
The control means includes
When executing the parking brake operation control, the parking brake mechanism is switched from the unlocked state to the locked state. The lock switching means is further controlled so as to switch to the unlocked state,
The abnormality determining means includes
A vehicular brake device configured to determine whether or not there is an abnormality in the parking brake mechanism based on whether or not the lock switching unit is in a state corresponding to the control content of the lock switching unit by the control unit. Abnormality judgment device. In the abnormality determination device for a vehicle brake device according to claim 3,
The parking brake mechanism is
A lock switching port, and depending on whether the brake fluid pressure generated in the service brake fluid pressure circuit is introduced into the lock switching port, the parking brake mechanism is moved from the unlocked state to the It is configured to be able to select whether it can be switched to a locked state or a state that can be switched from the locked state to the unlocked state,
The lock switching means is
An electromagnetic on-off valve capable of permitting / prohibiting introduction of brake fluid pressure generated in the normal brake fluid pressure circuit into the lock switching port,
The control means includes
When executing the parking brake operation control, the parking brake mechanism is switched from the unlocked state to the locked state. The electromagnetic on-off valve is configured to open and close so as to switch to the unlocked state,
The abnormality determining means includes
A brake device for a vehicle configured to determine whether or not there is an abnormality in the parking brake mechanism based on whether or not the electromagnetic open / close valve is in a state corresponding to the control content of the electromagnetic open / close valve by the control means. Abnormality judgment device. The vehicle brake device abnormality determination device according to claim 4,
The abnormality determining means includes
A lock switching fluid pressure input means for inputting a signal indicating the brake fluid pressure in the lock switching port is provided, and the brake fluid pressure in the lock switching port is controlled by the control means of the electromagnetic on-off valve. An abnormality determination device for a vehicle brake device configured to determine whether or not there is an abnormality in the parking brake mechanism based on whether or not the value is in accordance. The abnormality determination device for a vehicle brake device according to claim 5,
The parking brake mechanism is
A movable member that is movable in accordance with a brake fluid pressure introduced into the lock switching port, and the movement of the movable member changes the state of the parking brake mechanism from the unlocked state to the locked state, and the locked state; An abnormality of the vehicle brake device further comprising a reservoir arranged in a lock switching hydraulic pressure circuit between the electromagnetic on-off valve and the lock switching port. Judgment device. The abnormality determination device for a vehicle brake device according to claim 6,
The reservoir is
An abnormality determination device for a vehicle brake device configured to be able to absorb an amount of brake fluid equal to or greater than a displacement volume corresponding to an allowable maximum movement distance of the moving member when the electromagnetic on-off valve is in a closed state. The abnormality determination device for a vehicle brake device according to claim 7,
The abnormality determining means includes
By using the brake fluid pressure in the reservoir in a state in which the maximum amount of brake fluid that can be absorbed by the reservoir is used as a comparison object, the brake fluid pressure in the lock switching port is controlled by the control means. An abnormality determination device for a vehicle brake device configured to determine whether or not a value according to a control content of a valve is set. In the abnormality determination device for a vehicle brake device according to any one of claims 5 to 8,
The parking brake mechanism is
Abnormality of the vehicle brake device further comprising a check valve disposed in parallel with the electromagnetic on-off valve and allowing only a flow of brake fluid from the lock switching hydraulic circuit side to the normal brake hydraulic circuit side Judgment device. In the abnormality determination device for a vehicle brake device according to any one of claims 4 to 9,
The electromagnetic on-off valve is
The brake member is closed when the valve member is in contact with the valve seat and is opened when the valve member is separated from the valve seat, and the brake fluid in the normal brake hydraulic circuit is configured. An abnormality determination device for a vehicular brake device arranged to receive a force in a direction in which the valve member is pressed against the valve seat by pressure. In the abnormality determination device for a vehicle brake device according to any one of claims 4 to 10,
The abnormality determining means includes
When the parking brake mechanism is in a release state at a predetermined timing when the parking brake operation control and the parking brake release control by the control means are not executed, the control means is caused to execute the parking brake release control. An abnormality determination device for a vehicle brake device configured. In the abnormality determination apparatus of the vehicle brake device according to any one of claims 3 to 11,
The abnormality determining means includes
Energization check for determining whether or not there is an abnormality in an electric circuit for controlling the lock switching means at a predetermined timing when the parking brake operation control and the parking brake release control by the control means are not executed An abnormality determination device for a vehicle brake device configured to determine whether or not there is an abnormality in the parking brake mechanism based on whether or not there is an abnormality in the electric circuit. The abnormality determination device for a vehicle brake device according to any one of claims 3 to 12,
The abnormality determining means includes
An abnormality determination device for a vehicular brake device configured to operate the lock switching unit only for a predetermined short period at a predetermined timing when the parking brake operation control and the parking brake release control by the control unit are not executed. The abnormality determination device for a vehicle brake device according to any one of claims 3 to 13,
The abnormality determining means includes
When it is determined that there is an abnormality in the parking brake mechanism during the execution of any one of the parking brake operation control and the parking brake release control by the control means or after the completion of either control An abnormality determination device for a vehicular brake device configured to cause the control means to execute either one of the controls again after operating the lock switching means for a predetermined short period of time. The vehicle brake device abnormality determination device according to any one of claims 1 to 14,
The abnormality determining means includes
An actual parking brake force signal input means for inputting a signal indicating a value corresponding to the actual value of the parking brake force;
After completion of the parking brake operation control by the control means, based on a comparison result between the actual value of the parking brake force and the target value of the parking brake force in the parking brake operation control, an abnormality of the parking brake mechanism An abnormality determination device for a vehicle brake device configured to determine the presence or absence of a vehicle. The abnormality determination device for a vehicle brake device according to any one of claims 1 to 15,
The abnormality determining means includes
Comprising stop determination signal input means for inputting a signal indicating whether or not the vehicle is in a stopped state;
Abnormality of the vehicle brake device configured to determine whether or not there is an abnormality in the parking brake mechanism based on whether or not the vehicle is stopped after the parking brake operation control by the control means is completed. Judgment device. The abnormality determination device for a vehicle brake device according to any one of claims 1 to 16,
The abnormality determining means includes
An accelerator position signal input means for inputting a signal indicating the accelerator position of the vehicle;
Acceleration estimated value acquisition means for acquiring an estimated value of acceleration of the vehicle based on the accelerator opening;
Acceleration actual value signal input means for inputting a signal indicating an actual value of acceleration of the vehicle;
With
After the completion of the parking brake release control by the control means, the presence or absence of an abnormality in the parking brake mechanism is determined based on a comparison result between the actual value of the acceleration of the vehicle and the estimated value of the acceleration of the vehicle. An abnormality determination device for a vehicle brake device configured as described above. The abnormality determination device for a vehicle brake device according to any one of claims 2 to 17,
The abnormality determining means includes
The vehicle is configured to be able to determine whether or not there is an abnormality in the pressurizing unit, and is configured to determine whether or not there is an abnormality in the parking brake mechanism based on whether or not there is an abnormality in the pressurizing unit. Brake device abnormality judgment device. The abnormality determination device for a vehicle brake device according to any one of claims 1 to 18,
The abnormality determining means includes
It is configured to be able to individually determine the presence or absence of abnormality of a plurality of parking brake mechanisms respectively corresponding to a plurality of wheels,
The control means includes
When it is determined that some of the plurality of parking brake mechanisms are abnormal, the target value of the parking brake force in the parking brake operation control for the rest of the plurality of parking brake mechanisms is increased. An abnormality determination device for a vehicle brake device configured as described above. In the abnormality determination device for a vehicle brake device according to any one of claims 1 to 19,
The vehicle brake device to which the abnormality determination device is applied includes warning means for warning the driver,
The abnormality determining means includes
An abnormality determination device for a vehicle brake device configured to instruct the warning means to warn the driver when it is determined that there is an abnormality in the parking brake mechanism. In the abnormality determination device for a vehicle brake device according to any one of claims 1 to 20,
The abnormality determining means includes
When it is determined that there is an abnormality in the parking brake mechanism during execution of the parking brake operation control by the control means or after the parking brake operation control is completed, the control means is caused to execute the parking brake operation control again. An abnormality determination device for a vehicle brake device configured as described above. In the abnormality determination apparatus of the vehicle brake device according to any one of claims 2 to 21,
The vehicle brake device to which the abnormality determination device is applied includes a plurality of parking brake mechanisms respectively corresponding to a plurality of wheels, and the brake fluid pressure generated in the regular brake fluid pressure circuit generated by the pressurizing unit. Cutting means capable of individually prohibiting the introduction of brake fluid pressure based on each of the plurality of parking brake mechanisms into each parking brake wheel cylinder,
The abnormality determining means includes
While being configured to be able to individually determine the presence or absence of an abnormality in the plurality of parking brake mechanisms,
It is predetermined that it is determined that there is an abnormality in a specific parking brake mechanism among the plurality of parking brake mechanisms during execution of the parking brake release control by the control means or after the parking brake release control is completed. The brake fluid pressure based on the brake fluid pressure in the service brake fluid pressure circuit generated by the pressurizing means is introduced into the parking brake wheel cylinder of the specific parking brake mechanism. An abnormality determination device for a vehicle brake device configured to control the cutting means to be prohibited. The abnormality determination device for a vehicle brake device according to any one of claims 1 to 22,
The control means includes
The parking brake operation control and the parking brake release control for the parking brake mechanism of the wheel corresponding to each of the plurality of central processing units corresponding to the plurality of wheels on which the parking brake mechanism exists, respectively. An abnormality determination device for a brake device for a vehicle configured to execute the operations independently of each other. A service brake that applies a service brake force for braking the vehicle wheel by introducing a brake fluid pressure in the service brake hydraulic circuit generated at least in response to a brake operation by the driver into the service brake wheel cylinder. And a parking brake mechanism that applies a brake fluid pressure in the service brake fluid pressure circuit to the parking brake wheel cylinder and applies a parking brake force to the wheels to maintain the vehicle wheels in a stopped state. With regular service and parking brake mechanism,
Manual operation means for performing at least an operation / release instruction of the parking brake mechanism;
A brake fluid pressure control unit including at least pressurizing means capable of generating brake fluid pressure in the service brake fluid pressure circuit independently of the brake operation by the driver;
When receiving the operation instruction of the parking brake mechanism by the manual operation means, at least the brake hydraulic pressure based on the brake hydraulic pressure generated in the normal brake hydraulic pressure circuit generated by the pressurizing means is introduced into the parking brake wheel cylinder. The parking brake operation control is performed to shift the parking brake mechanism from the released state to the activated state by releasing the parking brake mechanism, and the parking brake mechanism is released from the operated state when receiving the release instruction of the parking brake mechanism by the manual operation means. Control means for executing parking brake release control for shifting to a state;
An abnormality determination device according to any one of claims 2 to 23;
Brake device for vehicles provided with.

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