JP2008302867A - Brake control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a technology capable of unclogging a control valve clogged with a foreign matter according to the clogging state of the control valve. <P>SOLUTION: A brake control device for giving braking forces to wheels includes a master cylinder unit 10 for pressurizing a brake fluid, a wheel cylinder 23 for giving the braking forces to the wheels by the supply of the brake fluid, a hydraulic actuator 40 for allowing communication between the master cylinder unit 10 and the wheel cylinder 23, and for transmitting the pressure of the brake fluid in the master cylinder unit 10 to the wheel cylinder 23, the control valve for controlling the flow of the brake fluid in the hydraulic actuator 40, a brake ECU 70 for determining the sticking direction of the foreign matter stuck in the control valve, and a differential pressure generating means for generating differential pressure so as to make the brake fluid flow in the direction opposite to the foreign matter clogging direction when the control valve is clogged with the foreign matter. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a brake control device that controls a braking force applied to a wheel provided in a vehicle, and more particularly to a technique for eliminating clogging of foreign matters mixed in the brake control device.

  Conventionally, a hydraulic pressure is applied to a wheel provided in a vehicle by generating a hydraulic pressure in a hydraulic circuit in accordance with an operation amount of a brake pedal and supplying the hydraulic pressure in the hydraulic circuit to a wheel cylinder. Pressure control devices are known. There is also known a hydraulic control device including an actuator including a pair of electromagnetic control valves used for increasing or decreasing the pressure of a wheel cylinder provided for each wheel, and an electronic control unit for controlling the actuator. . According to this hydraulic pressure control device, the amount of operation of the brake pedal by the driver is measured by a sensor or the like, converted into an electric signal, and provided to the electronic control unit. Then, the electromagnetic control valve for pressure increase or pressure reduction is controlled by the electronic control unit, and the wheel cylinder pressures of the four wheels of the vehicle are independently and optimally controlled. For this reason, high travel stability and safety can be realized. In this manner, replacing the operation input by the driver with an electric signal to control the braking force is generally referred to as brake-by-wire.

  In the above-described hydraulic pressure control device, if foreign matter enters the hydraulic pressure circuit, the control valve may be clogged. In such a case, since the flow of the brake fluid in the hydraulic circuit is hindered, there is a possibility of affecting the feeling of effectiveness of the brake. Therefore, it is determined whether or not foreign matter is clogged, and if the foreign matter is clogged, some method for eliminating the state is desired.

In order to deal with such a problem, in Patent Document 1, when a foreign object is clogged in the orifice part between the master cylinder and the wheel cylinder, a pump used for brake assist from the wheel cylinder side is used as a high pressure source in the orifice part. A brake hydraulic circuit that removes foreign matters by supplying a predetermined hydraulic pressure is disclosed.
Japanese Patent Laid-Open No. 10-258725

  By the way, there are various types of brake control devices using hydraulic pressure. For example, in a device such as a brake-by-wire that controls a brake with an electric signal, the flow of the brake fluid that passes through the control valve in the hydraulic circuit also changes depending on the vehicle condition, so there are various ways of clogging foreign matter in the control valve. is there.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a technique capable of eliminating the clogging of foreign matter according to the situation where the control valve is clogged with foreign matter.

  In order to solve the above-described problems, a brake control device according to an aspect of the present invention is a brake control device that applies a braking force to a wheel based on the pressure of a working fluid generated by a hydraulic pressure source. A hydraulic pressure source that pressurizes, a wheel cylinder that receives a supply of the working fluid to apply a braking force to the wheel, and a fluid pressure source that communicates with the wheel cylinder, and the pressure of the working fluid in the hydraulic pressure source is the wheel. A hydraulic circuit that transmits to the cylinder; a control valve that controls the flow of the working fluid in the hydraulic circuit; a control unit that determines a clogging direction of the foreign object when the control valve is clogged with a foreign object; Differential pressure generating means for generating a differential pressure that causes the working fluid to flow in the direction opposite to the clogging direction of the foreign matter when the is clogged.

  In general, foreign matter may enter the hydraulic circuit due to wear of parts due to the manufacturing process or use of the device, replacement of brake fluid as a working fluid, or the like. The mixed foreign matter may move with the flow of the working fluid in the hydraulic circuit and reach the control valve. At this time, if the flow path is narrowed or bent in the control valve, foreign matter may not pass through the control valve and may be clogged. Here, the clogging direction of the foreign matter can be taken as, for example, the moving direction of the working fluid in the control valve when the foreign matter is clogged.

  According to this aspect, when the control valve is clogged with foreign matter, a differential pressure can be generated such that the working fluid flows in the direction opposite to the clogging direction of the foreign matter in the control valve. Directional force is applied to the foreign matter, and foreign matter clogging is relatively easily eliminated.

  Another aspect of the present invention is also a brake control device. This device includes a manual hydraulic pressure source that pressurizes a working fluid according to an operation amount of a brake operation member by a driver, a wheel cylinder that receives a supply of the working fluid and applies a braking force to a wheel, and the manual hydraulic pressure A hydraulic circuit that communicates the pressure of the working fluid in the manual hydraulic pressure source to the wheel cylinder, and a control valve that controls the flow of the working fluid in the hydraulic circuit; A pressure detection unit for detecting pressure on at least one side of the control valve, and the pressure detection unit when the control valve is opened in a state where differential pressure is generated on both sides of the closed control valve On the basis of the pressure change information in the engine and information on the history of the moving direction when the working fluid flows through the control valve. Comprising a determining controller direction, and a differential pressure generating means for generating a pressure difference such as foreign matter clogging the direction opposite to the working fluid flows when the foreign substance is jammed.

  According to this aspect, the presence or absence of clogging in the control valve can be determined based on the information on the change in pressure in the pressure detection unit. Since clogging of foreign matter is likely to occur when foreign matter tries to pass through the control valve together with the working fluid, the clogging direction of the foreign matter can be estimated from the history of the moving direction when the working fluid flows through the control valve. it can. According to this aspect, since a differential pressure can be generated so that the working fluid flows in the direction opposite to the direction of clogging of the foreign matter in the control valve, a force in the direction opposite to the direction in which the foreign matter is clogged is applied to the foreign matter. Clogging can be resolved relatively easily. Here, the information that can estimate the history of the moving direction when the working fluid flows through the control valve includes, for example, a change in pressure near the control valve before the clogging of foreign matter is detected, and the open / close state of the control valve , Pressure changes in other areas in the hydraulic circuit, operating conditions of the hydraulic pressure source, and the like.

  Yet another embodiment of the present invention is also a brake control device. The apparatus includes: a first wheel cylinder for applying a braking force to the first wheel; a second wheel cylinder for applying a braking force to a second wheel different from the first wheel; A manual hydraulic pressure source that pressurizes the working fluid in accordance with the amount of operation of the brake operation member by the driver, the manual hydraulic pressure source and the first wheel cylinder communicate with each other, and the working fluid pressure in the manual hydraulic pressure source is reduced. A first system that transmits to the first wheel cylinder, the manual hydraulic pressure source, and the second wheel cylinder communicate with each other, and the working fluid pressure in the manual hydraulic pressure source is transferred to the second wheel cylinder. A second system that communicates with the first system, a separation valve provided in a main flow path that connects the first system and the second system, the manual hydraulic pressure source in the first system, and the main system A first cut valve provided between the passage, a second cut valve provided between the manual hydraulic pressure source in the second system and the main flow path, and one of the separation valves. A hydraulic pressure transmitted to at least one of the first wheel cylinder and the second wheel cylinder independently from the operation of the brake operation member by the driver. When the pressure control mechanism to be controlled and the separation valve are in an open state, the working fluid pressurized from the manual hydraulic pressure source or the pressure control mechanism is removed from the first system or the second system. A control unit for determining whether foreign matter is clogged from the other side of the separation valve toward the one side based on information on a change in pressure in the pressure detection unit when supplied to the other side of the separation valve; , Be prepared That. When it is determined that the foreign matter is clogged from the other side of the separation valve toward the one side, the control unit opens one of the first cut valve and the second cut valve at a predetermined timing. By closing the other, the working fluid pressurized from the manual hydraulic pressure source is supplied from the second system or the first system to one side of the separation valve, and one of the separation valves is supplied. A differential pressure is generated such that the working fluid flows from the first side to the other side.

  According to this aspect, it is possible to determine the clogging direction when the foreign matter is clogged by the separation valve that communicates the first system and the second system based on the information on the pressure change in the pressure detection unit. Further, according to this aspect, since a differential pressure is generated such that the working fluid flows in the direction opposite to the clogging direction of the foreign matter in the separation valve, a force in the direction opposite to the direction in which the foreign matter is clogged is applied to the foreign matter. The clogging of foreign matters is resolved relatively easily. Furthermore, it is possible to supply the working fluid to the separation valve necessary for determining the foreign matter clogging direction and generate a differential pressure for eliminating the foreign matter clogging using the working fluid pressurized by the manual hydraulic pressure source. it can. Therefore, for example, it becomes possible to eliminate the clogging of the separation valve by the operation of the brake operation member by the driver while the vehicle is stopped.

  Yet another embodiment of the present invention is also a brake control device. The apparatus includes: a first wheel cylinder for applying a braking force to the first wheel; a second wheel cylinder for applying a braking force to a second wheel different from the first wheel; A manual hydraulic pressure source that pressurizes the working fluid in accordance with the amount of operation of the brake operation member by the driver, the manual hydraulic pressure source and the first wheel cylinder communicate with each other, and the working fluid pressure in the manual hydraulic pressure source is reduced. A first system that transmits to the first wheel cylinder, the manual hydraulic pressure source, and the second wheel cylinder communicate with each other, and the working fluid pressure in the manual hydraulic pressure source is transferred to the second wheel cylinder. A second system that communicates with the first system, a separation valve provided in a main flow path that connects the first system and the second system, the manual hydraulic pressure source in the first system, and the main system One of the first cut valve provided between the second cut valve, the second cut valve provided between the manual hydraulic pressure source in the second system and the main flow path, and one of the separation valves. A pressure detection unit that detects a pressure on the side, and a working fluid pressure transmitted to at least one of the first wheel cylinder and the second wheel cylinder independently from an operation of the brake operation member by a driver A pressure control mechanism to be controlled and a change in pressure in the pressure detection unit when the working fluid is supplied to the other side of the separation valve by operating the pressure control mechanism when the separation valve is open. And a controller that determines whether foreign matter is clogged from the other side of the separation valve toward one side based on the information. When it is determined that the foreign matter is clogged from the other side of the separation valve toward the one side, the control unit depressurizes the other side of the separation valve by operating the pressure control mechanism at a predetermined timing. Then, a differential pressure is generated such that the working fluid flows from one side of the separation valve to the other side.

  According to this aspect, it is possible to determine the clogging direction when the foreign matter is clogged by the separation valve that communicates the first system and the second system based on the information on the pressure change in the pressure detection unit. Further, according to this aspect, since a differential pressure is generated such that the working fluid flows in the direction opposite to the clogging direction of the foreign matter in the separation valve, a force in the direction opposite to the direction in which the foreign matter is clogged is applied to the foreign matter. The clogging of foreign matters is resolved relatively easily. Further, the pressure control mechanism supplies the working fluid to the separation valve necessary for determining the foreign matter clogging direction and generates a differential pressure for eliminating the foreign matter clogging independently from the operation of the brake operation member by the driver. be able to. For this reason, for example, by temporarily shutting off the transmission of the working fluid pressure to each wheel cylinder using an on-off valve at the time of non-braking, even if the vehicle is running, the determination of clogging of the foreign matter in the separation valve And clogging of foreign objects can be eliminated.

  The pressure control mechanism includes a power hydraulic pressure source capable of sending the working fluid pressurized by the power supply independently from the operation of the brake operation member, and a pressure increasing control provided downstream of the power hydraulic pressure source. And a pressure reducing control valve provided downstream of the pressure increasing control valve, the main flow path is communicated between the pressure increasing control valve and the pressure reducing control valve, the control unit , When it is determined that the foreign matter is clogged from the other side of the separation valve toward the one side, the other side of the separation valve is decompressed by opening the pressure reducing control valve at a predetermined timing, The pressure difference between the other side of the separation valve and one side is made larger than before. Thereby, it becomes easier to eliminate clogging of foreign matters.

  Yet another embodiment of the present invention is also a brake control device. This device operates in accordance with a first wheel cylinder for applying braking force to the front wheels, a second wheel cylinder for applying braking force to the rear wheels, and the amount of operation of the brake operation member by the driver. A manual hydraulic pressure source for pressurizing a fluid, a first hydraulic pressure source that communicates the manual hydraulic pressure source and the first wheel cylinder, and transmits a working fluid pressure in the manual hydraulic pressure source to the first wheel cylinder. A system, a second system for communicating the manual hydraulic pressure source and the second wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the second wheel cylinder; A separation valve provided in a main flow path that communicates the system with the second system, and a first cut valve provided between the manual hydraulic pressure source and the main flow path in the first system A second cut valve provided between the manual hydraulic pressure source and the main flow path in the second system, and the first cut-off valve for controlling the flow of the working fluid to the first wheel cylinder. A first holding valve provided upstream of the second wheel cylinder, and a second holding valve provided upstream of the second wheel cylinder to control the flow of the working fluid to the second wheel cylinder A pressure detection unit that detects pressure on one side of the separation valve, deceleration detection means that detects information correlated with vehicle deceleration, the first wheel cylinder and the second wheel cylinder A pressure control mechanism that controls the working fluid pressure transmitted to at least one of the brake operation member and the manual hydraulic pressure source when the separation valve is open. The foreign matter is separated from the separation valve based on the information of the pressure change in the pressure detection unit when the working fluid pressurized from the pressure control mechanism is supplied from the second system to the other side of the separation valve. A control unit that determines whether or not the other side is clogged from the other side to the one side. When the control unit determines that the foreign matter is clogged from the other side of the separation valve toward the one side, the timing at which the deceleration when the brake operation member is operated is equal to or less than a predetermined value The first cut valve is opened and the second cut valve and the first holding valve are closed, so that the working fluid pressurized from the manual hydraulic pressure source is supplied from the first system. Supplying to one side of the separation valve, a differential pressure is generated such that the working fluid flows from one side of the separation valve to the other side.

  According to this aspect, based on the information on the pressure change in the pressure detector, the first valve on the front wheel side from the second system on the rear wheel side in the separation valve that communicates the first system and the second system. It is possible to determine whether or not a foreign object is clogged toward the system. In addition, when the deceleration is less than a predetermined value, for example, when the deceleration of the vehicle at the time of braking is such that there is no problem with the stability of the vehicle even when braking only the rear wheels, the braking force is not necessarily applied to the front wheels. It is also possible to apply braking force only to the rear wheels. Therefore, it is possible to increase the pressure on the front wheel side of the separation valve by opening the first cut valve without increasing the pressure on the rear wheel side of the separation valve by closing the second cut valve. It is possible to generate a differential pressure such that the working fluid flows from the front wheel side to the rear wheel side of the separation valve. Further, the pressure on the front wheel side of the separation valve can be increased by closing the first holding valve. As a result, the pressure difference between the front wheel side and the rear wheel side of the separation valve increases, so that it becomes easy to eliminate clogging of foreign matter. Such foreign matter clogging may be eliminated during braking of the vehicle in which the brake operation member is operated.

  Yet another embodiment of the present invention is also a brake control device. The apparatus includes: a first wheel cylinder for applying a braking force to the first wheel; a second wheel cylinder for applying a braking force to a second wheel different from the first wheel; A manual hydraulic pressure source that pressurizes the working fluid in accordance with the amount of operation of the brake operation member by the driver, the manual hydraulic pressure source and the first wheel cylinder communicate with each other, and the working fluid pressure in the manual hydraulic pressure source is reduced. A first system that transmits to the first wheel cylinder, the manual hydraulic pressure source, and the second wheel cylinder communicate with each other, and the working fluid pressure in the manual hydraulic pressure source is transferred to the second wheel cylinder. A second system that communicates with the first system, a separation valve provided in a main flow path that connects the first system and the second system, the manual hydraulic pressure source in the first system, and the main system One of the first cut valve provided between the second cut valve, the second cut valve provided between the manual hydraulic pressure source in the second system and the main flow path, and one of the separation valves. A pressure detection unit that detects a pressure on the side, and a working fluid pressure transmitted to at least one of the first wheel cylinder and the second wheel cylinder independently from an operation of the brake operation member by a driver Based on the pressure control mechanism to be controlled and the pressure change information in the pressure detection unit when the other side of the separation valve is depressurized by operating the pressure control mechanism when the separation valve is open. And a controller that determines whether or not the foreign matter is clogged from one side of the separation valve toward the other side. When it is determined that the foreign matter is clogged from one side of the separation valve to the other side, the control unit operates on the other side of the separation valve by operating the pressure control mechanism at a predetermined timing. A fluid is supplied to generate a differential pressure such that the working fluid flows from the other side of the separation valve to the one side.

  According to this aspect, it is possible to determine the clogging direction when the foreign matter is clogged by the separation valve that communicates the first system and the second system based on the information on the pressure change in the pressure detection unit. Further, according to this aspect, since a differential pressure is generated such that the working fluid flows in the direction opposite to the clogging direction of the foreign matter in the separation valve, a force in the direction opposite to the direction in which the foreign matter is clogged is applied to the foreign matter. The clogging of foreign matters is resolved relatively easily. Further, the pressure control mechanism performs the pressure reduction on the other side of the separation valve necessary for determining the foreign matter clogging direction and the generation of the differential pressure for eliminating the foreign matter clogging independently from the operation of the brake operation member by the driver. be able to. For this reason, for example, by temporarily shutting off the transmission of the working fluid pressure to each wheel cylinder using an on-off valve at the time of non-braking, even if the vehicle is running, the determination of clogging of the foreign matter in the separation valve And clogging of foreign objects can be eliminated.

  Yet another embodiment of the present invention is also a brake control device. The apparatus includes: a first wheel cylinder for applying a braking force to the first wheel; a second wheel cylinder for applying a braking force to a second wheel different from the first wheel; A manual hydraulic pressure source that pressurizes the working fluid in accordance with the amount of operation of the brake operation member by the driver, the manual hydraulic pressure source and the first wheel cylinder communicate with each other, and the working fluid pressure in the manual hydraulic pressure source is reduced. A first system that transmits to the first wheel cylinder, the manual hydraulic pressure source, and the second wheel cylinder communicate with each other, and the working fluid pressure in the manual hydraulic pressure source is transferred to the second wheel cylinder. A second system that communicates with the first system, a separation valve provided in a main flow path that connects the first system and the second system, the manual hydraulic pressure source in the first system, and the main system One of the first cut valve provided between the second cut valve, the second cut valve provided between the manual hydraulic pressure source in the second system and the main flow path, and one of the separation valves. A pressure detection unit that detects a pressure on the side, and a working fluid pressure transmitted to at least one of the first wheel cylinder and the second wheel cylinder independently from an operation of the brake operation member by a driver Based on the pressure control mechanism to be controlled and the pressure change information in the pressure detection unit when the other side of the separation valve is depressurized by operating the pressure control mechanism when the separation valve is open. And a controller that determines whether or not the foreign matter is clogged from one side of the separation valve toward the other side. When it is determined that the foreign matter is clogged from one side of the separation valve toward the other side, the control unit opens one of the first cut valve and the second cut valve at a predetermined timing. By closing the other, the working fluid pressurized from the manual hydraulic pressure source is supplied from the second system or the first system to the other side of the separation valve, and the other of the separation valve is supplied. A differential pressure is generated such that the working fluid flows from one side to the other side.

  According to this aspect, it is possible to determine the clogging direction when the foreign matter is clogged by the separation valve that communicates the first system and the second system based on the information on the pressure change in the pressure detection unit. Further, according to this aspect, since a differential pressure is generated such that the working fluid flows in the direction opposite to the clogging direction of the foreign matter in the separation valve, a force in the direction opposite to the direction in which the foreign matter is clogged is applied to the foreign matter. The clogging of foreign matters is resolved relatively easily.

  The pressure control mechanism includes a power hydraulic pressure source capable of sending the working fluid pressurized by the power supply independently from the operation of the brake operation member, and a pressure increasing control provided downstream of the power hydraulic pressure source. A pressure reducing control valve provided downstream of the pressure increasing control valve, the main flow path is communicated between the pressure increasing control valve and the pressure reducing control valve, the control unit When the separation valve is in an open state, the first cut valve and the second cut valve are closed at a predetermined timing and the pressure reducing control valve is opened, thereby opening the other side of the separation valve. It is determined whether or not the foreign matter is clogged from one side of the separation valve to the other side based on the information on the pressure change in the pressure detection unit when the pressure is reduced. As a result, since the pressure difference between one side and the other side of the separation valve can be generated using the pressure reducing control valve included in the pressure control mechanism, the foreign matter can be obtained without requiring a special operation of the driver. It can be determined whether or not is clogged from one side of the isolation valve to the other.

  The pressure control mechanism includes a power hydraulic pressure source capable of sending the working fluid pressurized by the power supply independently from the operation of the brake operation member, and a pressure increasing control provided downstream of the power hydraulic pressure source. And a pressure reducing control valve provided downstream of the pressure increasing control valve, the main flow path is communicated between the pressure increasing control valve and the pressure reducing control valve, the control unit When it is determined that the foreign matter is clogged from one side of the separation valve to the other side, the first cut valve and the second cut valve are closed at a predetermined timing and the pressure increasing control is performed. A working fluid pressurized by the power hydraulic pressure source by operating the valve is supplied to the other side of the separation valve, and a differential pressure is set such that the working fluid flows from the other side of the separation valve to the one side. generate. As a result, a differential pressure between one side and the other side of the separation valve can be generated using a power hydraulic pressure source or a pressure increasing control valve included in the pressure control mechanism, so that the driver can perform a special operation. Foreign substances clogged from one side of the separation valve to the other side can be removed without necessity.

  In order to control the flow of the working fluid from the first wheel cylinder, the first pressure reducing valve provided downstream of the first wheel cylinder and the flow of the working fluid from the second wheel cylinder are controlled. In order to do so, a second pressure reducing valve provided downstream of the second wheel cylinder may be further provided. When the control unit determines that the foreign matter is clogged from one side of the separation valve toward the other side, the first pressure reducing valve communicates with one side of the separation valve at a predetermined timing. Alternatively, by opening the second pressure reducing valve, the pressure on one side of the separation valve is reduced, and the pressure difference between the other side and the one side of the separation valve is made larger than before. Accordingly, it is possible to lower the pressure on one side of the separation valve by opening the first pressure reducing valve or the second pressure reducing valve communicating with one side of the separation valve. As a result, the foreign matter clogging is facilitated by increasing the differential pressure between the other side and the one side of the separation valve.

  Yet another embodiment of the present invention is also a brake control device. This apparatus includes a regenerative brake unit that generates a regenerative braking force by regenerative control of an electric motor, and a hydraulic brake unit that applies a braking force to a wheel based on the pressure of a working fluid generated by a hydraulic pressure source. The first wheel cylinder for applying braking force to the front wheels, the second wheel cylinder for applying braking force to the rear wheels, and the operation according to the operation amount of the brake operation member by the driver A manual hydraulic pressure source for pressurizing a fluid, a first hydraulic pressure source that communicates the manual hydraulic pressure source and the first wheel cylinder, and transmits a working fluid pressure in the manual hydraulic pressure source to the first wheel cylinder. A system, the manual hydraulic pressure source, and the second wheel cylinder are communicated, and the working fluid pressure in the manual hydraulic pressure source is set to the second wheel cylinder. A second system that transmits to the main system, a separation valve provided in a main channel that communicates the first system and the second system, the manual hydraulic pressure source and the main channel in the first system To the first wheel cylinder, the second cut valve provided between the manual hydraulic pressure source and the main flow path in the second system, and the first wheel cylinder A first holding valve provided upstream of the first wheel cylinder for controlling the flow of the working fluid and a second holding valve for controlling the flow of the working fluid to the second wheel cylinder. A second holding valve provided upstream of the wheel cylinder, a pressure detection unit for detecting the pressure on the first system side of the separation valve, and a deceleration detection means for detecting information correlated with the deceleration of the vehicle And the first wheel cylinder and the second wheel cylinder A pressure control mechanism for independently controlling a working fluid pressure transmitted to at least one of the oil cylinders from an operation of the brake operation member by a driver, and the manual hydraulic pressure source when the separation valve is open. Alternatively, based on the information on the change in pressure in the pressure detection unit when the working fluid pressurized from the pressure control mechanism is supplied to the second system side of the separation valve, the foreign matter is the second of the separation valve. A control unit that determines whether or not the system side is clogged from the system side toward the first system side. When it is determined that the foreign matter is clogged from the second system side to the first system side of the separation valve, the control unit determines that the deceleration when the brake operation member is operated is equal to or less than a predetermined value. The regenerative braking unit is operated to generate regenerative braking force, and at the timing when the regenerative braking force is generated, the first cut valve is opened, the second cut valve, the first cut By closing the holding valve and the second holding valve, the working fluid pressurized from the manual hydraulic pressure source is supplied to the first system side of the separation valve, and the first valve of the separation valve is supplied. A differential pressure is generated such that the working fluid flows from the system side to the second system side.

  According to this aspect, based on the information on the pressure change in the pressure detector, the first valve on the front wheel side from the second system on the rear wheel side in the separation valve that communicates the first system and the second system. It is possible to determine whether or not a foreign object is clogged toward the system. Further, when the deceleration is less than a predetermined value, for example, when the deceleration of the vehicle at the time of braking is such that there is no problem with the stability of the vehicle, the braking force is not necessarily applied to the wheel using the hydraulic braking force in the hydraulic brake unit. The braking force may be applied to the wheels using the regenerative braking force in the regenerative braking unit instead. Therefore, according to this aspect, the regenerative braking in the regenerative brake unit is used for reducing the braking force by the first wheel cylinder and the second wheel cylinder by closing the first holding valve and the second holding valve. Can be supplemented with power. For this reason, even when the brake operating member is being operated, it is necessary to supply the working fluid to the separation valve necessary for determining the direction of foreign matter clogging and to reduce the differential pressure for eliminating the foreign matter clogging. Generation can be performed using a working fluid pressurized with a manual hydraulic pressure source.

  Yet another embodiment of the present invention is also a brake control device. This apparatus includes a regenerative brake unit that generates a regenerative braking force by regenerative control of an electric motor, and a hydraulic brake unit that applies a braking force to a wheel based on the pressure of a working fluid generated by a hydraulic pressure source. The first wheel cylinder for applying braking force to the front wheels, the second wheel cylinder for applying braking force to the rear wheels, and the operation according to the operation amount of the brake operation member by the driver A manual hydraulic pressure source for pressurizing a fluid, a first hydraulic pressure source that communicates the manual hydraulic pressure source and the first wheel cylinder, and transmits a working fluid pressure in the manual hydraulic pressure source to the first wheel cylinder. A system, the manual hydraulic pressure source, and the second wheel cylinder are communicated, and the working fluid pressure in the manual hydraulic pressure source is set to the second wheel cylinder. A second system that transmits to the main system, a separation valve provided in a main channel that communicates the first system and the second system, the manual hydraulic pressure source and the main channel in the first system To the first wheel cylinder, the second cut valve provided between the manual hydraulic pressure source and the main flow path in the second system, and the first wheel cylinder A first holding valve provided upstream of the first wheel cylinder for controlling the flow of the working fluid and a second holding valve for controlling the flow of the working fluid to the second wheel cylinder. A second holding valve provided upstream of the wheel cylinder, a pressure detecting unit for detecting the pressure on the second system side of the separation valve, and a deceleration detecting means for detecting information correlated with the deceleration of the vehicle And the first wheel cylinder and the second wheel cylinder A pressure control mechanism for independently controlling a working fluid pressure transmitted to at least one of the oil cylinders from an operation of the brake operation member by a driver, and the manual hydraulic pressure source when the separation valve is open. On the basis of information on the change in pressure in the pressure detection unit when the working fluid pressurized from the first system side of the separation valve is supplied to the first system side of the separation valve, the foreign matter is second from the first system side of the separation valve. A control unit that determines whether or not the system is clogged toward the system side. When the control unit determines that the foreign matter is clogged from the first system side to the second system side of the separation valve, the deceleration when the brake operation member is operated is equal to or less than a predetermined value. The regenerative braking unit is operated to generate a regenerative braking force, and at the timing when the regenerative braking force is generated, the second cut valve is opened, and the first cut valve, By closing the first holding valve and the second holding valve, the working fluid pressurized from the manual hydraulic pressure source is supplied to the second system side of the separation valve. A differential pressure is generated such that the working fluid flows from the second system side to the first system side.

  According to this aspect, based on the information on the pressure change in the pressure detection unit, the second valve on the rear wheel side from the first system on the front wheel side in the separation valve that communicates the first system with the second system. It is possible to determine whether or not foreign matter is clogged toward the system. Further, when the deceleration is less than a predetermined value, for example, when the deceleration of the vehicle at the time of braking is such that there is no problem with the stability of the vehicle, the braking force is not necessarily applied to the wheel using the hydraulic braking force in the hydraulic brake unit. The braking force may be applied to the wheels using the regenerative braking force in the regenerative braking unit instead. Therefore, according to this aspect, the regenerative braking in the regenerative brake unit is used for reducing the braking force by the first wheel cylinder and the second wheel cylinder by closing the first holding valve and the second holding valve. Can be supplemented with power. For this reason, even when the brake operating member is being operated, it is necessary to supply the working fluid to the separation valve necessary for determining the direction of foreign matter clogging and to reduce the differential pressure for eliminating the foreign matter clogging. Generation can be performed using a working fluid pressurized with a manual hydraulic pressure source.

  The reservoir for storing the working fluid pressurized by the power hydraulic pressure source and the reservoir and the main channel are communicated with each other via the pressure increasing control valve, and the pressure is increased by the power hydraulic pressure source at the time of pressure increase. A third system for supplying the working fluid to the main flow path, and a fourth system for communicating the main flow path and the reservoir via the pressure reducing control valve, and discharging the working fluid in the main flow path to the reservoir during pressure reduction And may be further provided. The reservoir may be provided with a magnet for holding a foreign substance made of a magnetic material. As a result, the working fluid is supplied from the reservoir to the main flow path via the third system, and then recovered to the reservoir via the fourth system. For this reason, when the foreign matter clogged by the separation valve is removed, it moves to the reservoir once together with the working fluid, so that the foreign matter can be held by the magnet provided in the reservoir. As a result, it is possible to reduce the possibility that the foreign matter is clogged with the separation valve again.

  The main flow path may be provided with a magnet for holding a foreign substance made of a magnetic material. This makes it difficult for foreign matter to move along with the working fluid in the main flow path, and reduces the possibility that the separation valve provided in the main flow path will be clogged with foreign matter.

  In addition, what expressed this invention as a method, a system, a vehicle, what replaced those expressions, etc. are also effective as an aspect of this invention.

  According to the present invention, it is possible to eliminate the clogging of foreign matter according to the situation where the control valve is clogged with foreign matter.

  The present invention can be applied to any brake control device that applies a braking force to a wheel based on the pressure of a working fluid generated by a hydraulic pressure source. Such a brake control device generally includes a hydraulic pressure source that pressurizes a working fluid such as brake fluid, a wheel cylinder that receives a supply of the working fluid and applies a braking force to the wheel, a hydraulic pressure source, and a wheel cylinder. And a hydraulic circuit that transmits the pressure of the working fluid in the hydraulic pressure source to the wheel cylinder, and one or more control valves that control the flow of the working fluid in the hydraulic circuit.

  In general, foreign matters may enter the hydraulic circuit due to wear of parts due to the manufacturing process or use of such a brake control device, replacement of brake fluid as a working fluid, or the like. The mixed foreign matter may move with the flow of the working fluid in the hydraulic circuit and reach the control valve. At this time, if the flow path is narrowed or bent in the control valve, foreign matter may not pass through the control valve and may be clogged. In particular, if the size of the foreign matter is large, the control valve is more likely to be clogged with foreign matter. When the control valve is clogged with foreign matter, the response to the brake request is delayed and the braking force is insufficient, and the desired braking ability cannot be exhibited. In addition, the state where the foreign substance is clogged is not only a state where the flow path in the control valve is completely blocked, but also a part of the flow path in the control valve being shielded to ideally flow the working fluid. A state where only an amount smaller than the amount flows is included.

  Therefore, the brake control device according to the present embodiment operates in a direction opposite to the clogging direction of the foreign matter when the foreign matter is clogged with the control unit that determines the clogging direction of the foreign matter when the control valve is clogged with the foreign matter. Differential pressure generating means for generating a differential pressure such that fluid flows. Here, the clogging direction of the foreign matter can be taken as, for example, the moving direction of the working fluid in the control valve when the foreign matter is clogged.

  Therefore, the brake control device according to the present embodiment generates a differential pressure that causes the working fluid to flow in the direction opposite to the clogging direction of the foreign matter in the control valve when the control valve is clogged with the foreign matter. By applying a force in the direction opposite to the direction of clogging to the foreign matter, the clogging of the foreign matter can be resolved relatively easily. Therefore, it is possible to reduce the frequency of exchanging the working fluid and the control valve in the hydraulic circuit in order to eliminate the clogging of foreign matter.

  The best mode for carrying out the present invention will be described below in detail with reference to the drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and repeated descriptions are omitted as appropriate.

(First embodiment)
FIG. 1 is a system diagram showing a brake control device 20 according to an embodiment of the present invention. A brake control device 20 shown in the figure constitutes an electronically controlled brake system (ECB) for a vehicle, and controls braking force applied to four wheels provided on the vehicle. The brake control device 20 according to the present embodiment is mounted on, for example, a hybrid vehicle that includes an electric motor and an internal combustion engine as a travel drive source. In such a hybrid vehicle, each of regenerative braking that brakes the vehicle by regenerating kinetic energy of the vehicle into electric energy and hydraulic braking by the brake control device 20 can be used for braking the vehicle. The vehicle in the present embodiment can execute brake regenerative cooperative control in which a desired braking force is generated by using these regenerative braking and hydraulic braking together.

  As shown in FIG. 1, the brake control device 20 includes disc brake units 21FR, 21FL, 21RR and 21RL as a braking force application mechanism provided for each wheel (not shown), a master cylinder unit 10, a power A hydraulic pressure source 30 and a hydraulic actuator 40 are included.

  Disc brake units 21FR, 21FL, 21RR, and 21RL apply braking force to the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel of the vehicle, respectively. The master cylinder unit 10 as a manual hydraulic pressure source sends brake fluid pressurized according to the amount of operation by the driver of the brake pedal 24 as a brake operation member to the disc brake units 21FR to 21RL. The power hydraulic pressure source 30 can send the brake fluid as the working fluid pressurized by the power supply to the disc brake units 21FR to 21RL independently from the operation of the brake pedal 24 by the driver. is there. The hydraulic actuator 40 appropriately adjusts the hydraulic pressure of the brake fluid supplied from the power hydraulic pressure source 30 or the master cylinder unit 10 and sends it to the disc brake units 21FR to 21RL. Thereby, the braking force with respect to each wheel by hydraulic braking is adjusted. In the present embodiment, a wheel cylinder pressure control system is configured including the power hydraulic pressure source 30 and the hydraulic actuator 40.

  Each of the disc brake units 21FR to 21RL, the master cylinder unit 10, the power hydraulic pressure source 30, and the hydraulic actuator 40 will be described in more detail below. Each of the disc brake units 21FR to 21RL includes a brake disc 22 and wheel cylinders 23FR to 23RL incorporated in the brake caliper, respectively. The wheel cylinders 23FR to 23RL are connected to the hydraulic actuator 40 via different fluid passages. Hereinafter, the wheel cylinders 23FR to 23RL are collectively referred to as “wheel cylinders 23” as appropriate. In this way, the hydraulic actuator 40 causes the power hydraulic pressure source 30 or the master cylinder unit 10 and the wheel cylinder 23 to communicate with each other, and the brake fluid pressure in the power hydraulic pressure source 30 or the master cylinder unit 10 is transferred to the wheel cylinder 23. It functions as a hydraulic circuit composed of a plurality of fluid passages for transmission.

  In the disc brake units 21FR to 21RL, when brake fluid is supplied to the wheel cylinder 23 from the hydraulic actuator 40, a brake pad as a friction member is pressed against the brake disc 22 that rotates together with the wheel. Thereby, a braking force is applied to each wheel. Although the disc brake units 21FR to 21RL are used in the present embodiment, other braking force applying mechanisms including a wheel cylinder 23 such as a drum brake may be used.

  The master cylinder unit 10 is a master cylinder with a hydraulic booster in the present embodiment, and includes a hydraulic booster 31, a master cylinder 32, a regulator 33, and a reservoir 34. The hydraulic booster 31 is connected to the brake pedal 24, amplifies the pedal effort applied to the brake pedal 24, and transmits it to the master cylinder 32. When the brake fluid is supplied from the power hydraulic pressure source 30 to the hydraulic pressure booster 31 via the regulator 33, the pedal effort is amplified. The master cylinder 32 generates a master cylinder pressure having a predetermined boost ratio with respect to the pedal effort.

  A reservoir 34 for storing brake fluid is disposed above the master cylinder 32 and the regulator 33. The master cylinder 32 communicates with the reservoir 34 when the depression of the brake pedal 24 is released. On the other hand, the regulator 33 is in communication with both the reservoir 34 and the accumulator 35 of the power hydraulic pressure source 30, and the reservoir 34 is used as a low pressure source, the accumulator 35 is used as a high pressure source, and the hydraulic pressure is approximately equal to the master cylinder pressure. Is generated. Hereinafter, the hydraulic pressure in the regulator 33 is appropriately referred to as “regulator pressure”.

  The power hydraulic pressure source 30 includes an accumulator 35 and a pump 36. The accumulator 35 converts the pressure energy of the brake fluid boosted by the pump 36 into the pressure energy of an enclosed gas such as nitrogen, for example, about 14 to 22 MPa and stores it. The pump 36 has a motor 36 a as a drive source, and its suction port is connected to the reservoir 34, while its discharge port is connected to the accumulator 35. The accumulator 35 is also connected to a relief valve 35 a provided in the master cylinder unit 10. When the pressure of the brake fluid in the accumulator 35 increases abnormally to about 25 MPa, for example, the relief valve 35 a is opened, and the high-pressure brake fluid is returned to the reservoir 34.

  As described above, the brake control device 20 includes the master cylinder 32, the regulator 33, and the accumulator 35 as a supply source of brake fluid to the wheel cylinder 23. A master pipe 37 is connected to the master cylinder 32, a regulator pipe 38 is connected to the regulator 33, and an accumulator pipe 39 is connected to the accumulator 35. These master pipe 37, regulator pipe 38 and accumulator pipe 39 are each connected to a hydraulic actuator 40.

  The hydraulic actuator 40 includes an actuator block in which a plurality of flow paths are formed, and a plurality of electromagnetic control valves. The flow paths formed in the actuator block include individual flow paths 41, 42, 43 and 44 and a main flow path 45. The individual flow paths 41 to 44 are respectively branched from the main flow path 45 and connected to the wheel cylinders 23FR, 23FL, 23RR, 23RL of the corresponding disc brake units 21FR, 21FL, 21RR, 21RL. Thereby, each wheel cylinder 23 can communicate with the main flow path 45.

  In addition, ABS holding valves 51, 52, 53 and 54 are provided in the middle of the individual flow paths 41, 42, 43 and 44. Each of the ABS holding valves 51 to 54 has a solenoid and a spring that are ON / OFF controlled, and both are normally open electromagnetic control valves that are opened when the solenoid is in a non-energized state. Each of the ABS holding valves 51 to 54 in the opened state can distribute the brake fluid in both directions. That is, the brake fluid can flow from the main flow path 45 to the wheel cylinder 23, and conversely, the brake fluid can also flow from the wheel cylinder 23 to the main flow path 45. When the solenoid is energized and the ABS holding valves 51 to 54 are closed, the flow of brake fluid in the individual flow paths 41 to 44 is blocked.

  Further, the wheel cylinder 23 is connected to the reservoir channel 55 via pressure reducing channels 46, 47, 48 and 49 connected to the individual channels 41 to 44, respectively. ABS decompression valves 56, 57, 58 and 59 are provided in the middle of the decompression channels 46, 47, 48 and 49. Each of the ABS pressure reducing valves 56 to 59 has a solenoid and a spring that are ON / OFF controlled, and is a normally closed electromagnetic control valve that is closed when the solenoid is in a non-energized state. When the ABS pressure reducing valves 56 to 59 are closed, the flow of brake fluid in the pressure reducing flow paths 46 to 49 is blocked. When the solenoid is energized and the ABS pressure reducing valves 56 to 59 are opened, the brake fluid is allowed to flow through the pressure reducing flow paths 46 to 49, and the brake fluid flows from the wheel cylinder 23 to the pressure reducing flow paths 46 to 49 and It returns to the reservoir 34 via the reservoir channel 55. The reservoir channel 55 is connected to the reservoir 34 of the master cylinder unit 10 via a reservoir pipe 77.

  The main channel 45 has a separation valve 60 in the middle. By this separation valve 60, the main channel 45 is divided into a first channel 45 a connected to the individual channels 41 and 42 and a second channel 45 b connected to the individual channels 43 and 44. The first flow path 45a is connected to the front wheel side wheel cylinders 23FR and 23FL via the individual flow paths 41 and 42, and the second flow path 45b is connected to the rear wheel side wheel cylinder via the individual flow paths 43 and 44. Connected to 23RR and 23RL.

  The separation valve 60 has a solenoid and a spring that are ON / OFF controlled, and is a normally closed electromagnetic control valve that is closed when the solenoid is in a non-energized state. When the separation valve 60 is in the closed state, the flow of brake fluid in the main flow path 45 is blocked. When the solenoid is energized and the separation valve 60 is opened, the brake fluid can be circulated bidirectionally between the first flow path 45a and the second flow path 45b. That is, the separation valve 60 can control the flow of the working fluid between the first flow path 45a and the second flow path 45b.

  In the hydraulic actuator 40, a master channel 61 and a regulator channel 62 communicating with the main channel 45 are formed. More specifically, the master channel 61 is connected to the first channel 45 a of the main channel 45, and the regulator channel 62 is connected to the second channel 45 b of the main channel 45. The master channel 61 is connected to a master pipe 37 that communicates with the master cylinder 32. The regulator channel 62 is connected to a regulator pipe 38 that communicates with the regulator 33.

  The master channel 61 has a master cut valve 64 in the middle. The master cut valve 64 has a solenoid that is ON / OFF controlled and a spring, and is a normally open electromagnetic control valve that is opened when the solenoid is in a non-energized state. The master cut valve 64 in the opened state can cause the brake fluid to flow in both directions between the master cylinder 32 and the first flow path 45 a of the main flow path 45. When the solenoid is energized and the master cut valve 64 is closed, the flow of brake fluid in the master channel 61 is blocked.

  A stroke simulator 69 is connected to the master channel 61 via a simulator cut valve 68 on the upstream side of the master cut valve 64. That is, the simulator cut valve 68 is provided in a flow path connecting the master cylinder 32 and the stroke simulator 69. The simulator cut valve 68 is a normally closed electromagnetic control valve that has a solenoid and a spring that are ON / OFF controlled and is closed when the solenoid is in a non-energized state. When the simulator cut valve 68 is closed, the flow of brake fluid between the master flow path 61 and the stroke simulator 69 is blocked. When the solenoid is energized and the simulator cut valve 68 is opened, the brake fluid can be circulated bidirectionally between the master cylinder 32 and the stroke simulator 69.

  The stroke simulator 69 includes a plurality of pistons and springs, and creates a reaction force corresponding to the depression force of the brake pedal 24 by the driver when the simulator cut valve 68 is opened. As the stroke simulator 69, one having a multi-stage spring characteristic is preferably employed in order to improve the feeling of brake operation by the driver, and the stroke simulator 69 of the present embodiment has a multi-stage spring characteristic.

  The regulator flow path 62 has a regulator cut valve 65 in the middle. The regulator cut valve 65 also has a solenoid and a spring that are ON / OFF controlled, and is a normally open electromagnetic control valve that is opened when the solenoid is in a non-energized state. The regulator cut valve 65 that has been opened can cause the brake fluid to flow in both directions between the regulator 33 and the second flow path 45 b of the main flow path 45. When the solenoid is energized and the regulator cut valve 65 is closed, the flow of brake fluid in the regulator flow path 62 is blocked.

  In the present embodiment, as described above, the master cylinder 32 of the master cylinder unit 10 communicates with the wheel cylinders 23FR and 23FL on the front wheel side through a first system that includes the following elements. The first system includes a master pipe 37, a master channel 61, a master cut valve 64, a first channel 45a of the main channel 45, individual channels 41 and 42, and ABS holding valves 51 and 52. The hydraulic booster 31 and the regulator 33 of the master cylinder unit 10 are communicated with the wheel cylinders 23RR and 23RL on the rear wheel side by a second system that includes the following elements. The second system includes a regulator pipe 38, a regulator channel 62, a regulator cut valve 65, a second channel 45b of the main channel 45, individual channels 43 and 44, and ABS holding valves 53 and 54.

  Therefore, the hydraulic pressure in the master cylinder unit 10 pressurized according to the amount of brake operation by the driver is transmitted to the wheel cylinders 23FR and 23FL on the front wheel side via the first system. The hydraulic pressure in the master cylinder unit 10 is transmitted to the wheel cylinders 23RR and 23RL on the rear wheel side through the second system. Thereby, the braking force according to the driver's brake operation amount can be generated in each wheel cylinder 23. That is, each wheel cylinder 23 can apply braking force to the wheels by receiving the supply of brake fluid.

  In addition to the master channel 61 and the regulator channel 62, an accumulator channel 63 is also formed in the hydraulic actuator. One end of the accumulator channel 63 is connected to the second channel 45 b of the main channel 45, and the other end is connected to an accumulator pipe 39 that communicates with the accumulator 35.

  The accumulator flow path 63 has a pressure-increasing linear control valve 66 in the middle. Further, the accumulator channel 63 and the second channel 45 b of the main channel 45 are connected to the reservoir channel 55 via the pressure-reducing linear control valve 67. The pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 each have a linear solenoid and a spring, and both are normally closed electromagnetic control valves that are closed when the solenoid is in a non-energized state. In the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67, the opening degree of the valve is adjusted in proportion to the current supplied to each solenoid.

  The pressure-increasing linear control valve 66 is provided as a common pressure-increasing control valve for each of the wheel cylinders 23 provided corresponding to each wheel. Similarly, the pressure reducing linear control valve 67 is provided as a pressure reducing control valve common to the wheel cylinders 23. That is, in the present embodiment, the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67 are a pair of common controls for controlling supply / discharge of the working fluid sent from the power hydraulic pressure source 30 to each wheel cylinder 23. It is provided as a valve.

  Here, the differential pressure between the inlet and outlet of the pressure-increasing linear control valve 66 corresponds to the differential pressure between the pressure of the brake fluid in the accumulator 35 and the pressure of the brake fluid in the main flow path 45, and the inlet / outlet of the pressure-reducing linear control valve 67. The pressure difference therebetween corresponds to the pressure difference between the brake fluid pressure in the main flow path 45 and the brake fluid pressure in the reservoir 34. Further, the electromagnetic driving force according to the power supplied to the linear solenoid of the pressure increasing linear control valve 66 and the pressure reducing linear control valve 67 is F1, the spring biasing force is F2, and the pressure increasing linear control valve 66 and the pressure reducing linear control valve are Assuming that the differential pressure acting force according to the differential pressure between the inlet / outlet of 67 is F3, the relationship of F1 + F3 = F2 is established. Therefore, the differential pressure between the inlet and outlet of the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67 is controlled by continuously controlling the power supplied to the linear solenoids of the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67. can do.

  In the present embodiment, the power hydraulic pressure source 30 that can send out the brake fluid pressurized by the power supply independently from the operation of the brake pedal 24, and the pressure increase provided downstream of the power hydraulic pressure source 30. A pressure control mechanism is configured including the linear control valve 66 and the pressure-reducing linear control valve 67 provided downstream of the pressure-increasing linear control valve 66. The hydraulic pressure in the wheel cylinder 23 is controlled by operating the pressure control mechanism. Since the second flow path 45b of the main flow path 45 is communicated between the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67, the pressure control mechanism can operate the wheel on the rear wheel side regardless of whether the separation valve 60 is opened or closed. The hydraulic pressure of the cylinders 23RR and 23RL can be controlled. If the separation valve 60 is in the open state, the hydraulic pressures of all the wheel cylinders 23 can be controlled by operating the pressure control mechanism.

  In the brake control device 20, the power hydraulic pressure source 30 and the hydraulic actuator 40 are controlled by a brake ECU 70 as control means in the present embodiment. The brake ECU 70 is configured as a microprocessor including a CPU, and includes a ROM that stores various programs, a RAM that temporarily stores data, an input / output port, a communication port, and the like in addition to the CPU. The brake ECU 70 can communicate with a host hybrid ECU (not shown) and the like, and based on control signals from the hybrid ECU and signals from various sensors, the pump 36 of the power hydraulic pressure source 30 and the hydraulic pressure Brake regeneration cooperative control can be executed by controlling the electromagnetic control valves 51 to 54, 56 to 59, 60, and 64 to 68 constituting the actuator 40.

  Further, a regulator pressure sensor 71, an accumulator pressure sensor 72, and a control pressure sensor 73 are connected to the brake ECU 70. The regulator pressure sensor 71 detects the pressure of the brake fluid in the regulator flow path 62 on the upstream side of the regulator cut valve 65, that is, the regulator pressure, and gives a signal indicating the detected value to the brake ECU 70. The accumulator pressure sensor 72 detects the pressure of the brake fluid in the accumulator flow path 63, that is, the accumulator pressure on the upstream side of the pressure increasing linear control valve 66, and gives a signal indicating the detected value to the brake ECU 70. The control pressure sensor 73 detects the pressure of the brake fluid in the first flow path 45 a on one side of the separation valve 60 in the main flow path 45, and gives a signal indicating the detected value to the brake ECU 70. The detection values of the regulator pressure sensor 71, the accumulator pressure sensor 72, and the control pressure sensor 73 are sequentially given to the brake ECU 70 every predetermined time, and are stored and held by a predetermined amount in a predetermined storage area of the brake ECU 70. In this embodiment, each of the regulator pressure sensor 71, the accumulator pressure sensor 72, and the control pressure sensor 73 has a self-diagnosis function, detects whether there is an abnormality in the sensor for each sensor, and A signal indicating the presence or absence of abnormality can be transmitted to the ECU 70.

  When the separation valve 60 is opened and the first flow path 45 a and the second flow path 45 b of the main flow path 45 communicate with each other, the output value of the control pressure sensor 73 is the low pressure of the pressure-increasing linear control valve 66. The hydraulic pressure on the high pressure side of the pressure-reducing linear control valve 67 and the output pressure value can be used for controlling the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67. When the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 are closed and the master cut valve 64 is opened, the output value of the control pressure sensor 73 indicates the master cylinder pressure. Further, the separation valve 60 is opened so that the first flow path 45a and the second flow path 45b of the main flow path 45 communicate with each other, and the ABS holding valves 51 to 54 are opened, while the ABS pressure reducing valves 56 are opened. When? 59 is closed, the output value of the control pressure sensor 73 indicates the working fluid pressure acting on each wheel cylinder 23, i.e., the wheel cylinder pressure.

  Further, the sensor connected to the brake ECU 70 includes a stroke sensor 25 provided on the brake pedal 24. The stroke sensor 25 detects a pedal stroke as an operation amount of the brake pedal 24 and gives a signal indicating the detected value to the brake ECU 70. The output value of the stroke sensor 25 is also sequentially given to the brake ECU 70 every predetermined time, and is stored and held in a predetermined storage area of the brake ECU 70 by a predetermined amount. A brake operation state detection unit other than the stroke sensor 25 may be provided in addition to the stroke sensor 25 or in place of the stroke sensor 25 and connected to the brake ECU 70. Examples of the brake operation state detection means include a pedal depression force sensor that detects an operation force of the brake pedal 24 and a brake switch that detects that the brake pedal 24 is depressed.

  Further, in the present embodiment, a courtesy switch 80 that detects opening / closing of a vehicle door is connected to the brake ECU 70. When the vehicle door is opened and closed by the occupant, an output signal from the courtesy switch 80 is input to the brake ECU 70.

  The brake control device 20 configured as described above can take at least three control states of the regeneration cooperative control mode, the Reg mode, and the hydro booster mode. During normal travel, the brake control device 20 controls the braking force in the regenerative cooperative control mode. For example, when testing each sensor while the vehicle is stopped, the brake control device 20 controls the braking force in the Reg mode. When any abnormality is detected in the brake control device 20, the brake control device 20 controls the braking force in the hydro booster mode. In the hydro booster mode, a hydraulic pressure corresponding to the driver's brake operation amount is transmitted to the wheel cylinder 23 to generate a braking force.

  In any case, the brake control device 20 starts braking in response to a braking request. The braking request is generated when a braking force should be applied to the vehicle. The braking request is, for example, when the driver operates the brake pedal 24, or when the distance to the other vehicle is narrower than a predetermined distance when the distance to the other vehicle is automatically controlled during traveling. It is born.

  FIG. 2 is a flowchart for explaining a control process in the regeneration cooperative control mode. In the regeneration cooperative control mode, brake regeneration cooperative control is executed. The processing shown in FIG. 2 is repeatedly executed at a predetermined cycle, for example, about several milliseconds after the brake pedal 24 is operated and a braking request is generated.

  When the control process in the regenerative cooperative control mode is started, the brake ECU 70 first determines whether or not the monitoring item is abnormal as needed (S12). The monitoring items at any time include, for example, the presence or absence of a disconnection or a short circuit in the brake control device 20 and the presence or absence of an abnormality in the power hydraulic pressure source 30 based on the measurement value of the accumulator pressure sensor 72.

  If it is determined that there is an abnormality in the monitoring item at any time (Yes in S12), the brake ECU 70 shifts the control mode from the regenerative cooperative control mode to the hydro booster mode and stops the brake regenerative cooperative control (S32). ). On the other hand, when it is determined that there is no abnormality in the monitoring items as needed (No in S12), the brake ECU 70 acquires the measurement values by the stroke sensor 25 and the regulator pressure sensor 71 (S14). The operation amount of the brake pedal 24 is detected by the stroke sensor 25, and the hydraulic pressure in the master cylinder unit 10 pressurized as the brake pedal 24 is depressed is measured by the regulator pressure sensor 71.

  Next, the brake ECU 70 determines whether or not there is an abnormality in the stroke sensor 25 and the regulator pressure sensor 71 based on the measured values of the stroke sensor 25 and the regulator pressure sensor 71 (S16). In the present embodiment, two systems of stroke sensors 25 are provided in parallel, and the brake ECU 70 compares the measured values of the two stroke sensors 25 with the measured values of the regulator pressure sensor 71 to perform an abnormal measurement. It is determined whether there is a sensor indicating the value. When there is a sensor indicating an abnormal measurement value different from the other two sensors, the brake ECU 70 determines that an abnormality has occurred in the sensor indicating the abnormal measurement value. If it is determined that there is an abnormality in any of the sensors (Yes in S16), the brake ECU 70 shifts the control mode from the regenerative cooperative control mode to the hydro booster mode and stops the brake regenerative cooperative control ( S32).

  When it is determined that there is no abnormality in the stroke sensor 25 and the regulator pressure sensor 71 (No in S16), the brake ECU 70 calculates the target hydraulic pressure of the wheel cylinder 23 (S18). At this time, first, the brake ECU 70 calculates a required hydraulic braking force that is a braking force to be generated by the brake control device 20 by subtracting the braking force due to regeneration from the required total braking force. Here, the braking force by regeneration is supplied to the brake control device 20 from the hybrid ECU. Then, the brake ECU 70 calculates the target hydraulic pressure of the wheel cylinder 23 based on the calculated required hydraulic braking force.

  Next, the brake ECU 70 determines whether or not the vehicle is stopped (S20). If the vehicle has already stopped (Yes in S20), the brake ECU 70 changes the control mode from the regenerative cooperative control mode to the Reg mode (S34), and performs the sensor test (S36). The sensor test verifies whether or not each sensor is normal by comparing the measured values of the control pressure sensor 73, the regulator pressure sensor 71, and the stroke sensor 25 with each other.

  When the vehicle is stopped, it is not always necessary to shift to the Reg mode and perform the sensor verification process. For example, the sensor verification process may be performed at an appropriate frequency such as once every several brakings. Good. When the sensor verification process ends, the process shown in FIG. 2 ends, and is similarly executed again when the next execution timing is reached.

  When the vehicle is traveling (No in S20), the brake ECU 70 closes the master cut valve 64 and the regulator cut valve 65, and opens the separation valve 60 and the simulator cut valve 68 (S22). ). As a result, the wheel cylinder 23 is disconnected from the master cylinder unit 10 and can be supplied with the brake fluid from the power hydraulic pressure source 30. Further, the brake fluid sent from the master cylinder 32 by the driver's brake operation is supplied to the stroke simulator 69, and a reaction force corresponding to the depression force of the brake pedal 24 by the driver is created, and the brake operation fee of the driver is created. The ring is well maintained.

  In this state, the brake ECU 70 controls the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 according to the target hydraulic pressure (S24). Specifically, the opening of both control valves is controlled by controlling the current supplied to both control valves. Thereafter, the brake ECU 70 performs a control hydraulic pressure response abnormality determination process for determining whether or not the hydraulic pressure of the wheel cylinder 23 is normally controlled (S26). Details of the control hydraulic pressure response abnormality determination process S26 will be described later with reference to FIGS. 3 and 4. In this process, in short, whether or not the wheel cylinder pressure is normally controlled is measured by the control pressure sensor 73. Determined based on the value. When the control hydraulic pressure response abnormality determination process S26 ends, the process shown in FIG. 2 ends, and is similarly executed again when the next execution timing arrives.

  With reference to FIGS. 3 and 4, the control hydraulic pressure response abnormality determination process S26 will be described. The control hydraulic pressure response abnormality determination process S26 is a process for determining whether or not the response of the wheel cylinder pressure after the braking request is normal. When the response of the wheel cylinder pressure is not normal, there is a possibility that the required braking force cannot be normally applied to each wheel depending on the brake regeneration cooperative control, so the brake ECU 70 shifts the control mode to the hydro booster mode. .

  In the control hydraulic pressure response abnormality determination process S26, it is determined whether or not there are three abnormalities: response advance abnormality, response delay abnormality, and control failure. Here, the response advance abnormality means that the control hydraulic pressure exceeds the target hydraulic pressure due to an open failure or leakage abnormality of the pressure-increasing linear control valve 66, or the control valve opening cannot be controlled linearly. It means that it increases rapidly. The response delay abnormality means that the rise of the control hydraulic pressure is excessively delayed due to a closed failure of the pressure-increasing linear control valve 66 or an insufficient flow rate. Control failure refers to a state in which the control fluid pressure does not follow the target fluid pressure. For example, a state in which the deviation between the target fluid pressure and the control fluid pressure exceeds a reference deviation continues beyond a predetermined determination reference time. Say. Here, the open failure refers to an abnormal state in which the valve cannot be closed when it should be closed and becomes open, and the closed failure can be opened when the valve should be opened. It means an abnormal state that would be closed without any further.

  FIG. 3 is a diagram illustrating the control hydraulic pressure acting on the wheel cylinder after a braking request. The vertical axis represents the differential pressure from the atmospheric pressure, and the horizontal axis represents the time from the occurrence of the braking request. FIG. 3 shows an initial control hydraulic pressure response immediately after the braking request. Each of an initial response A1 when normal, an initial response A2 when response delay is abnormal, and an initial response A3 when response advance is abnormal is shown. An example is shown. The target hydraulic pressure is indicated by a one-dot chain line in FIG. 3 and increases with time after the occurrence of the braking request. In FIG. 3, the target hydraulic pressure increases linearly, but this is only an example. Further, the response delay determination reference pressure α and the response advance determination reference pressure β are indicated by dotted lines, and the response advance determination reference time T0, the response delay determination reference time T1, and the control failure determination time T2 are indicated by two-dot chain lines, respectively. Yes.

  The normal initial response A1 reaches the response delay determination reference pressure α before the response delay determination reference time T1 elapses, specifically when the time t1 elapses from the braking request. The normal initial response A1 continues to increase after time t1, and exceeds the response delay determination reference pressure α at the response delay determination reference time T1. Thus, when the control hydraulic pressure reaches the response delay determination reference pressure α before the response delay determination reference time T1 elapses, it is not determined that there is a response delay abnormality.

  Here, the control hydraulic pressure is measured by the control pressure sensor 73. The response delay determination reference pressure α is set in advance as a threshold for determining the rise of the control hydraulic pressure and stored in the brake ECU 70. In this embodiment, the response delay determination reference pressure α is set to about 0.5 to 1.0 MPa. The response delay determination reference time T1 is set in advance as a threshold for determining a response delay abnormality of the control hydraulic pressure, and is stored in the brake ECU 70. The response delay determination reference time T1 is calculated on the basis of the time when the braking request is generated, and is set to expire before the later-described control failure determination time T2. It is desirable that the response delay determination reference time T1 and the response delay determination reference pressure α are appropriately determined by experiments or the like.

  Further, in the normal initial response A1, the deviation from the target hydraulic pressure falls below the reference deviation when the time t3 elapses, and thereafter follows the target hydraulic pressure. That is, the deviation of the normal initial response A1 from the target value when the control failure determination time T2 has elapsed is smaller than the reference deviation. Thus, when the deviation from the target hydraulic pressure is less than the reference deviation before the control failure determination time T2 elapses, it is not determined that a control failure has occurred.

  Here, the reference deviation may be set to a constant value, or may be set to a predetermined ratio of the target hydraulic pressure. In the present embodiment, the reference deviation is set to a constant value, for example, 1 MPa. The control failure determination time T2 is set in advance as a threshold value for determining a control failure of the control hydraulic pressure, and is stored in the brake ECU 70.

  On the other hand, the initial response A2 in the case of the response delay abnormality reaches the response delay determination reference pressure α when time t2 has elapsed from the braking request. The time t2 is after the response delay determination reference time T1 has elapsed, and the initial response A2 has not reached the response delay determination reference pressure α at the response delay determination reference time T1. In such a case, it is determined that a response delay abnormality has occurred.

  In addition, the initial response A3 in the case of a response advance abnormality has already exceeded the target hydraulic pressure when the time t0 has elapsed from the braking request and reaches the response advance determination reference pressure β, and the control hydraulic pressure continues to increase as it is, and the response advance The response advance determination reference pressure β is also exceeded at the determination reference time T0. In this way, when the control hydraulic pressure suddenly increases and the control hydraulic pressure exceeds the response advance determination reference pressure β at the response advance determination reference time T0, it is determined that a response advance abnormality has occurred. The

  Here, the response advance determination reference pressure β is preferably set to a value larger than the target hydraulic pressure at the response advance determination reference time T0, for example, set to about 3 to 4 MPa. Since the control hydraulic pressure rarely exceeds the target hydraulic pressure immediately after the control request, if the control hydraulic pressure exceeds the target hydraulic pressure at the response advance determination reference time T0 immediately after the control request, it is determined that the response advance is abnormal. This is because it may be possible. The response advance determination reference time T0 is set before the response delay determination reference time T1. Then, since the response advance abnormality of the control hydraulic pressure is detected before the response delay abnormality, it is possible to more quickly suppress the occurrence of an excessive braking force exceeding the required braking force.

  FIG. 4 is a flowchart for explaining the control hydraulic pressure response abnormality determination process S26. When the control hydraulic pressure response abnormality determination process S26 is started, the brake ECU 70 first determines whether or not a response advance abnormality has occurred (S40). That is, the brake ECU 70 determines whether or not the control hydraulic pressure exceeds the response advance determination reference pressure β before the response advance determination reference time T0 elapses from the generation of the braking request. When it is determined that the control hydraulic pressure has not reached the response advance determination reference pressure β, the brake ECU 70 determines that no response advance abnormality has occurred (No in S40), and proceeds to determination of response delay abnormality ( S42). If it is determined that the control hydraulic pressure exceeds the response advance determination reference pressure β, the brake ECU 70 determines that a response advance abnormality has occurred (Yes in S40). When the response advance abnormality has occurred, the brake ECU 70 stops the brake regeneration cooperative control, shifts to the hydro booster mode (S46), and ends the control hydraulic pressure response abnormality determination process S26.

  Next, the brake ECU 70 determines whether or not a response delay abnormality has occurred (S42). That is, the brake ECU 70 determines whether or not the control hydraulic pressure reaches the response delay determination reference pressure α before the response delay determination reference time T1 elapses from the generation of the braking request. If it is determined that the control hydraulic pressure has reached the response delay determination reference pressure α before the response delay determination reference time T1 elapses, the brake ECU 70 determines that no response delay abnormality has occurred (No in S42). ), The process proceeds to the determination of control failure (S44). If it is determined that the control hydraulic pressure has not reached the response delay determination reference pressure α even after the response delay determination reference time T1 has elapsed, the brake ECU 70 determines that a response delay abnormality has occurred (S42). Yes). When the response delay abnormality has occurred, the brake ECU 70 stops the brake regeneration cooperative control, shifts to the hydro booster mode (S46), and ends the control hydraulic pressure response abnormality determination process S26.

  Further, the brake ECU 70 determines whether or not a control failure has occurred (S44). That is, the brake ECU 70 determines whether or not the deviation calculated from the target hydraulic pressure and the control hydraulic pressure is less than the reference deviation before the control failure determination time T2 elapses. If it is determined that the reference deviation is less than the reference deviation before the control failure determination time T2 elapses, the brake ECU 70 determines that no control failure has occurred (No in S44), and returns to the processing shown in FIG. If it is determined that the control hydraulic pressure deviation exceeds the reference deviation even after the control failure determination time T2 has elapsed, the brake ECU 70 determines that a control failure has occurred (Yes in S44). If a control failure has occurred, the brake ECU 70 stops the brake regeneration cooperative control, shifts to the hydro booster mode (S46), and ends the control hydraulic pressure response abnormality determination process S26.

  In the present embodiment, the supply and discharge of the brake fluid to and from the wheel cylinders 23 of each wheel is controlled by a pair of pressure-increasing linear control valve 66 and pressure-reducing linear control valve 67. The pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 are shared. For this reason, it is preferable from a viewpoint of cost reduction compared with providing a control valve for every wheel cylinder 23. FIG. However, if the pressure-increasing linear control valve 66 and the like are made common, the volume to be supplied increases with respect to the supply flow rate, so that the delay time of the rise of the control hydraulic pressure becomes long. Therefore, in this embodiment, the response delay is determined in two stages, such as the response delay abnormality and the control failure determination as described above. Then, it is possible to quickly detect an excessive response delay due to an abnormality such as a closed failure of the pressure increasing linear control valve 66. Therefore, it is possible to quickly shift to the hydro booster mode at the time of abnormality and quickly eliminate the state where the braking force is insufficient.

  As described above, in the regenerative cooperative control mode, the brake fluid sent from the power hydraulic pressure source 30 is supplied to the wheel cylinder 23 via the pressure-increasing linear control valve 66, and braking force is applied to the wheels. Further, the brake fluid is discharged from the wheel cylinder 23 as necessary through the pressure-reducing linear control valve 67, and the braking force applied to the wheel is controlled.

  In contrast, in the Reg mode and the hydro booster mode, the hydraulic pressure in the master cylinder unit 10 pressurized according to the driver's brake operation amount is transmitted to the wheel cylinder 23. In the Reg mode, the brake ECU 70 opens the regulator cut valve 65, the separation valve 60, and the simulator cut valve 68, and closes the master cut valve 64. As a result, the regulator pressure is transmitted to the wheel cylinder 23 and a braking force is applied to each wheel. At this time, the brake fluid sent from the master cylinder 32 is supplied to the stroke simulator 69.

  Therefore, in the Reg mode, the fluid pressure fluctuation in the wheel cylinder 23 is not directly transmitted to the master cylinder 32, which is preferable in that a good brake feeling can be obtained. Further, since a common control hydraulic pressure acts on the control pressure sensor 73 and the regulator pressure sensor 71, it is also preferable in that the sensor can be calibrated with higher accuracy.

  On the other hand, in the hydro booster mode, the brake ECU 70 opens the master cut valve 64 and the regulator cut valve 65, and closes the separation valve 60 and the simulator cut valve 68. As a result, the master cylinder pressure is transmitted to the front wheel side wheel cylinders 23FR and 23FL via the first system, and the regulator pressure is transmitted to the rear wheel side wheel cylinders 23RR and 23RL via the second system. Thus, braking force is applied to each wheel.

  In the present embodiment, as described above, the hydro booster mode is used as a preliminary control mode when the brake regeneration cooperative control is not performed due to the occurrence of an abnormality or the like. In the hydro booster mode, the first system and the second system are separated by closing the separation valve 60. This is because it is possible to apply a braking force by a normal system even if a further abnormality such as liquid leakage from the piping occurs in any system. Providing the separation valve in this manner is preferable in that the safety is further improved.

(Foreign substance clogging judgment)
The brake control device 20 as described above shifts to the hydro booster mode when an abnormality of each part is detected by the determination processing of S12, S16 of FIG. 2 and S40, S42, S44 of FIG. However, since the brake control device 20 cannot perform the regenerative cooperative control using the regenerative braking force of the electric motor in the hydro booster mode, the fuel consumption is reduced. In addition, since the brake control device 20 cannot perform smooth braking using the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 in the hydro booster mode, the feeling during braking is also deteriorated. Therefore, it is required to return from the hydro booster mode to the regenerative cooperative control mode by identifying the cause of the abnormality in each part and removing the cause.

  One cause of abnormality in each part is a closed failure due to clogging of foreign matter in each control valve. Usually, when a closed failure occurs in any of the control valves, a braking force shortage or a response delay occurs during braking. For example, when the separation valve 60 of the brake control device 20 shown in FIG. 1 is clogged with foreign matter, the brake fluid supplied from the power hydraulic pressure source 30 and the master cylinder unit 10 does not flow to the front wheel side wheel cylinders 23FR and 23FL. As a result, if braking in the regenerative cooperative control mode or the Reg mode is requested while the separation valve 60 is clogged with foreign matter, the braking force on the front wheel side will be insufficient.

  However, the clogging of foreign matter into the control valve may be eliminated by some trigger caused by the flow of brake fluid, unlike the disconnection of the sensor or the mechanical damage of the valve. Further, the clogging of foreign matter is likely to occur when the foreign matter tries to pass through the separation valve 60 together with the working fluid. In particular, when the working fluid passes in both directions like the separation valve 60, the direction in which the foreign matter is clogged is not always the same. Therefore, hereinafter, a description will be given of whether or not the separation valve 60, which is one of the control valves, is clogged with foreign matter, and a method for determining the clogging direction of the foreign matter when the foreign matter is clogged.

  The timing for determining the clogging of foreign matters may be determined as needed according to the usage status of the vehicle. For example, since it is considered that a response delay occurs when the separation valve 60 is clogged with foreign matter, the brake ECU 70 performs a foreign matter clogging determination process after determining that there is a response delay abnormality in S42 of FIG. 4 and shifting to the hydro mode. You may start.

  In the present embodiment, the brake ECU 70 performs the following abnormality determination process when the vehicle is in the Reg mode at the time when the vehicle is stopped. FIG. 5 is a flowchart for explaining the abnormality determination processing according to the present embodiment.

  The process shown in FIG. 5 is started when a signal related to an operation on the brake pedal 24 while the vehicle is stopped, for example, a signal from the stroke sensor 25 is input to the brake ECU 70.

  When the abnormality determination process shown in FIG. 5 is started, the brake ECU 70 first confirms the electrical coupling of sensors, valves, ECUs, etc. in the brake control device 20 (S50). Specifically, the presence or absence of a disconnection or short circuit in the brake control device 20 is confirmed. At that time, the brake ECU 70 determines whether or not the accumulator pressure is within a predetermined pressure range necessary for executing the foreign matter clogging determination process described later based on the measurement value of the accumulator pressure sensor 72 (S52). The accumulator pressure here may be a pressure that can execute the foreign matter clogging determination process, and may be smaller than the accumulator pressure required during normal traveling.

  When the accumulator pressure is out of the predetermined pressure range (No in S52), the pump 36 is driven to increase the accumulator pressure (S54). When the accumulator pressure is within the predetermined pressure range (Yes in S52), a separation valve foreign matter clogging determination process is performed (S56). When the separation valve foreign matter clogging determination process S56 ends, the abnormality determination process ends.

  Next, the foreign matter clogging determination process S56 will be described in detail with reference to FIG. 6 and 7 are flowcharts for explaining the separation valve foreign matter clogging determination process S56 shown in FIG. FIG. 8 is a system diagram showing a state of the brake control device in the Reg mode. FIG. 9 is a system diagram showing the brake control device in a state where differential pressure is provided on both sides of the separation valve 60 using the power hydraulic pressure source 30. Whether or not the separation valve 60 is clogged with foreign matter is determined based on a change in the differential pressure generated on both sides of the separation valve 60 that is opened.

  As shown in FIG. 6, when the separation valve abnormal clogging determination process S56 is started in the Reg mode, the brake ECU 70 supplies a control current to each of the master cut valve 64 and the separation valve 60 to open the separation valve 60. Then, the master cut valve 64 is closed (S60). The brake fluid pressurized by the master cylinder unit 10 in accordance with the amount of operation of the brake pedal 24 by the driver is the first passage 45a on the front wheel side as indicated by the arrow B1 in FIG. 8 when each control valve is normal. Supplied up to.

  Then, the brake ECU 70 measures the hydraulic pressure in the regulator flow path 62 by the regulator pressure sensor 71 (S62), and the hydraulic pressure in the first flow path 45a of the main flow path, that is, the front wheel side wheel cylinder 23FR downstream of the separation valve 60. And the hydraulic pressure of 23FL are measured by the control pressure sensor 73 (S64). The measurement value Preg measured by the regulator pressure sensor 71 and the measurement value Pfr measured by the control pressure sensor 73 are input to the brake ECU 70.

  The brake ECU 70 determines whether or not the difference between the measured value Preg of the regulator pressure sensor 71 and the measured value Pfr of the control pressure sensor 73 is equal to or less than a threshold value α1 that is considered to be substantially the same (S66). When the difference between the measured value Preg and the measured value Pfr is equal to or less than α1 (Yes in S66), it is determined that the regulator cut valve 65 and the separation valve 60 are normally opened (S68), and the current process ends. .

  On the other hand, when the difference between the measured value Preg and the measured value Pfr is larger than α1 (No in S66), it is determined that there is some abnormality in at least one of the regulator cut valve 65 and the separation valve 60 (S70), and the brake ECU 70 Shifts to the process shown in FIG. 7 for determining which of the regulator cut valve 65 and the separation valve 60 is a closed failure.

  As shown in FIG. 7, when it is determined in S70 that the regulator cut valve 65 and the separation valve 60 are abnormal, the brake ECU 70 supplies a control current to the regulator cut valve 65 in that state to close the regulator cut valve 65. At the same time, the supply of control current to the separation valve 60 is stopped and the separation valve 60 is closed (S72). Then, the brake ECU 70 opens the valve by supplying a control current to the pressure-increasing linear control valve 66 to increase the pressure on the wheel cylinders 23RR and 23RL on the rear wheel side (S74). As a result, as indicated by an arrow B2 in FIG. 9, the hydraulic pressure in the second flow path 45b of the main flow path increases more than the hydraulic pressure in the first flow path 45a. Occurs. Here, whether or not the pressure-increasing linear control valve 66 is operating can be determined from, for example, fluctuation in the measured value of the accumulator pressure sensor 72.

Next, the brake ECU 70 supplies a control current to the separation valve 60 to open the separation valve 60 (
S76), the hydraulic pressures of the front wheel side wheel cylinders 23FR and 23FL are again measured by the control pressure sensor 73 (S78). The remeasured value Pfr ′ measured by the control pressure sensor 73 is input to the brake ECU 70. In addition, when detecting the fluctuation | variation of the differential pressure | voltage on both sides of the separation valve 60, you may make it carry out in the state which closed the ABS holding valves 51-54, as shown in FIG. In this way, the separation valve 60 is shut off from the wheel cylinder 23, and the volume on both sides of the separation valve 60 becomes only the flow path such as the main flow path 45 and becomes smaller. Therefore, it is possible to improve the sensitivity to the differential pressure fluctuation when the separation valve 60 is not clogged with foreign matter. Further, since the brake control device 20 cannot transmit the hydraulic pressure to each wheel cylinder 23 in the state of FIG. 9, when detecting the variation in the differential pressure, the vehicle is surely stopped as in the P range. You should do it when you are.

  The brake ECU 70 determines that the remeasured value Pfr ′ of the control pressure sensor 73 exceeds the predetermined foreign matter clogging threshold value α2 from the measured value Pfr measured in S64 of FIG. 6 until the predetermined foreign matter clogging determination time Ta elapses. It is determined whether or not to do. Specifically, first, it is determined whether or not the difference between the remeasured value Pfr 'and the measured value Pfr so far exceeds a foreign matter clogging determination threshold value α2 (S80). When the difference between the remeasured value Pfr ′ and the measured value Pfr so far does not exceed the foreign matter clogging determination threshold value α2 (Yes in S80), it is determined whether or not the foreign matter clogging determination time Ta has elapsed (S84). ). If the foreign matter clogging determination time Ta has not elapsed (No in S84), the process returns to S78, the hydraulic pressure is measured again by the control pressure sensor 73, and the determination in S80 is performed again using the new remeasured value Pfr ′. Is called.

  If the difference between the remeasured value Pfr ′ and the measured value Pfr so far exceeds the foreign object clogging determination threshold value α2 (No in S80) before the foreign object clogging determination time Ta elapses, the brake ECU 70 It is determined that foreign matter is clogged in 65 (S82).

  On the other hand, when the foreign substance clogging determination time Ta has elapsed without the increase value of the measured value Pfr exceeding the foreign substance clogging determination threshold value α2 (Yes in S84), that is, the brake fluid is separated from the increased second flow path 45b. The brake ECU 70 determines that the separation valve 60 is clogged with foreign matter (S86). Thus, when foreign matter clogging has occurred in the separation valve 60, it is not preferable to perform the regenerative cooperative control, so the brake ECU 70 shifts the control mode to the hydro booster mode (S88) and ends the process. .

  It is desirable that the foreign matter clogging determination threshold α2 is appropriately determined by experiments or the like according to the assumed size of foreign matter, the size of the flow path in the separation valve 60, the allowable response delay, and the like. In the process of FIG. 7, the regulator cut valve 65 is opened instead of opening the separation valve 60 in S76, and the hydraulic pressure in the regulator flow path 62 is measured by the regulator pressure sensor 71 in S78. It may be determined which of the valves 65 is clogged with foreign matter.

  As described above, the brake control device 20 according to the present embodiment has the pressure change in the control pressure sensor 73 when the separation valve 60 is opened with the differential pressure provided on both sides of the closed separation valve 60. Based on the information, it can be determined whether or not the separation valve 60 is clogged with foreign matter.

  Thus, if a valve clogged with foreign matter can be identified, it is possible to eliminate the clogging of foreign matter by generating a differential pressure on both sides of the valve and applying force to the foreign matter clogged by brake fluid. In particular, if the direction in which the valve is clogged with foreign matter can be determined, the clogging of foreign matter can be efficiently eliminated by generating a differential pressure that causes the working fluid to flow in a direction opposite to the direction in which the foreign matter is clogged.

  Since clogging of foreign matter is likely to occur when foreign matter tries to pass through the valve together with the brake fluid, the clogging direction of foreign matter can be accurately determined if the movement direction history when the brake fluid flows through the valve is known. be able to. Therefore, the brake ECU 70 according to the present embodiment determines the clogging direction of the foreign matter when the valve is clogged with foreign matter, based on information that can estimate the movement direction history when the brake fluid flows through the valve. be able to.

  The history of the movement direction when the brake fluid flows through the valve is specifically the pressure change and separation in the flow path in the hydraulic actuator 40 measured by each pressure sensor before the foreign matter clogging determination process described above. The open / close state of each control valve such as the master cut valve 64 including the valve 60, the regulator cut valve 65, the pressure increasing linear control valve 66, the pressure reducing linear control valve 67, and the operation status of the master cylinder unit 10 and the power hydraulic pressure source 30 , Etc. The brake ECU 70 can estimate in which direction the brake fluid is flowing through the separation valve 60 based on information on measured values from each pressure sensor and information on current supplied to each control valve. The history of the moving direction described above may be information immediately before the foreign substance clogging determination process, or may be information of a plurality of times in the moving direction of the brake fluid that has flowed through the separation valve during a certain past period. .

  For example, when the separation valve 60 is opened from a state where the separation valve 60, the master cut valve 64, and the ABS holding valves 51 and 52 are closed and the first flow path 45a is closed, the pressure of the control pressure sensor 73 is increased. The brake ECU 70 estimates that the brake fluid has moved the separation valve 60 from the first flow path 45a toward the second flow path 45b based on these pieces of information, and stores the information. Then, when the foreign matter clogging is identified in the foreign matter clogging determination process immediately after that, it is highly possible that the foreign matter is clogged when the brake fluid moves from the first flow path 45a to the second flow path 45b. The ECU 70 determines that the clogging direction of the foreign matter in the separation valve 60 is the direction from the first flow path 45a toward the second flow path 45b.

  Further, when the separation valve 60 is opened from a state in which the separation valve 60, the master cut valve 64, and the ABS holding valves 51 and 52 are closed and the first flow path 45a is closed, the pressure of the control pressure sensor 73 is increased. The brake ECU 70 estimates that the brake fluid has moved the separation valve 60 from the second flow path 45b toward the first flow path 45a based on these pieces of information, and stores the information. If the foreign matter clogging is identified in the foreign matter clogging determination process immediately after that, it is highly possible that the foreign matter is clogged when the brake fluid moves from the second flow path 45b to the first flow path 45a. The ECU 70 determines that the clogging direction of the foreign matter in the separation valve 60 is the direction from the second flow path 45b toward the first flow path 45a.

  When the clogging direction of foreign matter is determined in this way, the clogging of foreign matter is relatively easily eliminated by the differential pressure generating means that generates a differential pressure that causes the working fluid to flow in the direction opposite to the clogging direction of the foreign matter. become. Here, the differential pressure generating means is not only one that positively generates a differential pressure using a hydraulic pressure source such as the master cylinder unit 10 or the power hydraulic pressure source 30, but also reduced by opening and closing from the accumulated state. A control valve capable of increasing pressure may be used.

(Second Embodiment)
[Upstream foreign matter clogging judgment process]
In the second embodiment, the brake control device 20 has a situation where the brake fluid flows from the second flow path 45b upstream of the separation valve 60 to the first flow path 45a downstream, for example, regeneration coordination. In a situation where the pressure-increasing linear control valve 66 is opened to increase the pressure of each wheel cylinder 23 during braking in the control mode, it is determined whether or not foreign matter is clogged upstream of the separation valve 60. When foreign matter is clogged upstream, a differential pressure can be generated such that the working fluid flows from the downstream side of the separation valve 60 to the upstream side.

  FIG. 10 is a flowchart for explaining foreign matter clogging determination processing at the time of pressure increase in the regeneration cooperative control mode according to the second embodiment. FIG. 11 is a flowchart for explaining a foreign matter clogging determination process during decompression in the regenerative cooperative control mode according to the second embodiment. When the regenerative cooperative control mode is started as shown in FIG. 10 (S90), the brake ECU 70 measures the hydraulic pressure in the first flow path 45a on the downstream side of the separation valve 60 by the control pressure sensor 73 (S92). . A measured value Pfr measured by the control pressure sensor 73 is input to the brake ECU 70.

  Next, the brake ECU 70 supplies a control current to each of the master cut valve 64, the regulator cut valve 65, the separation valve 60, and the pressure-increasing linear control valve 66, and closes the master cut valve 64 and the regulator cut valve 65, The separation valve 60 and the pressure-increasing linear control valve 66 are opened (S94). As a result, high-pressure brake fluid is supplied from the accumulator 35 of the power hydraulic pressure source 30 to the second flow path 45 b on the upstream side of the separation valve 60.

  At this timing, the brake ECU 70 measures the hydraulic pressure in the first flow path 45a again by the control pressure sensor 73 (S96). The remeasured value Pfr ′ measured again by the control pressure sensor 73 is input to the brake ECU 70.

  The brake ECU 70 determines whether or not the remeasured value Pfr 'of the control pressure sensor 73 is higher than the measured value Pfr measured in S92 by exceeding a predetermined foreign matter clogging threshold value α3 (S98). When the difference between the remeasured value Pfr ′ and the measured value Pfr so far does not exceed the foreign matter clogging determination threshold value α3 (No in S98), the pressure in the first flow path 45a on the downstream side of the separation valve 60 is reduced. It will not increase normally. Therefore, the brake ECU 70 is clogged with foreign matter from the upstream side to the downstream side of the separation valve 60 based on the information on the pressure change in the control pressure sensor 73, that is, the foreign matter is clogged with the upstream side of the separation valve 60. Is determined (S100), and the process proceeds to the hydro booster mode (S102). On the other hand, the brake ECU 70 determines that the re-measured value Pfr ′ of the control pressure sensor 73 is higher than the measured value Pfr measured in S92 by exceeding a predetermined foreign matter clogging threshold value α3 (Yes in S98). Since the pressure in the first flow path 45a on the downstream side of 60 is normally increased, it is determined that no foreign matter is clogged on the upstream side of the separation valve 60 (S104).

  That is, the brake control device 20 according to the second embodiment is clogged when foreign matter is clogged in the separation valve 60 based on the information on the change in pressure in the control pressure sensor 73 at the time of pressure increase in the regeneration cooperative control mode. It is possible to easily determine the direction, specifically, whether or not foreign material is clogged upstream of the separation valve 60.

[Downstream foreign matter clogging judgment process]
Next, with reference to FIG. 11, a process for determining whether or not foreign matter is clogged downstream of the separation valve 60 will be described. If it is determined in step S104 that no foreign object is clogged upstream of the separation valve, the brake ECU 70 predicts that the regenerative cooperative control mode will end based on the operation information of the driver's brake pedal 24 ( (S110), the remeasured value Pfr ′ of the control pressure sensor 73 measured in S96 is stored (S112). The brake ECU 70 stops supplying the control current to the pressure-increasing linear control valve 66 and supplies the control current to the pressure-decreasing linear control valve 67, closes the pressure-increasing linear control valve 66, and sets the pressure-decreasing linear control valve. The valve is opened (S114). At this time, the brake ECU 70 continuously supplies the control current to the master cut valve 64 and the regulator cut valve 65 to close them. Thus, if the separation valve 60 is normal, the brake fluid in the main flow path 45 whose pressure has been increased is discharged to the reservoir 34 via the pressure-reducing linear control valve 67 and the reservoir pipe 77.

  At this timing, the brake ECU 70 measures the hydraulic pressure in the first flow path 45a again by the control pressure sensor 73 (S116). The remeasured value Pfr ″ measured again by the control pressure sensor 73 is input to the brake ECU 70.

  The brake ECU 70 determines whether or not the remeasured value Pfr ″ of the control pressure sensor 73 falls below the measured value Pfr ′ measured in S96 by exceeding a predetermined foreign matter clogging threshold value α4 (S118). When the difference between the remeasured value Pfr ″ and the measured value Pfr ′ so far does not exceed the foreign matter clogging determination threshold value α4 (No in S118), the first flow path 45a on the downstream side of the separation valve 60 The pressure does not drop normally. Therefore, the brake ECU 70 is clogged with foreign matter from the downstream side of the separation valve 60 toward the upstream side based on the information on the pressure change in the control pressure sensor 73, that is, the foreign matter is clogged downstream of the separation valve 60. It determines with having (S120) and transfers to a hydro booster mode (S122).

  On the other hand, the brake ECU 70 determines that the remeasured value Pfr ″ of the control pressure sensor 73 is lower than the measured value Pfr ′ measured in S96 by exceeding a predetermined foreign matter clogging threshold value α4 (Yes in S118). Since the pressure in the first flow path 45a on the downstream side of the separation valve 60 is normally reduced, it is determined that no foreign matter is clogged on the downstream side of the separation valve 60 (S124). In this case, the brake control device 20 can perform braking in the normal regenerative cooperative control mode thereafter.

  As described above, the brake control device 20 according to the second embodiment is configured so that the separation valve 60 is clogged with foreign matter based on the information on the pressure change in the control pressure sensor 73 at the time of depressurization in the regeneration cooperative control mode. It is possible to easily determine whether the foreign matter is clogged in the clogging direction, specifically, the downstream side of the separation valve 60. Further, since the pressure-reducing linear control valve 67 included in the pressure control mechanism can be used to generate a differential pressure between the first flow path 45a side and the second flow path 45b side of the separation valve 60, the driver's special It is possible to determine whether or not the foreign matter is clogged from the first flow path 45a side to the second flow path 45b side of the separation valve 60 without requiring an operation.

[Foreign matter clogging direction determination in Reg mode]
The determination of the clogging direction of the foreign matter can be performed not only in the regenerative cooperative control mode described above but also in the Reg mode performed when the vehicle is stopped. Specifically, in the process of S94 in FIG. 10, the brake ECU 70 supplies a control current to the master cut valve 64 and the separation valve 60, and supplies a control current to the regulator cut valve 65 and the pressure-increasing linear control valve 66. Instead, the regulator cut valve 65 and the separation valve 60 are opened, and the master cut valve 64 and the pressure-increasing linear control valve 66 are closed. In this state, the brake ECU 70 separates based on information on the change in pressure in the control pressure sensor 73 when the brake fluid is supplied from the master cylinder unit 10 to the second flow path 45b via the regulator flow path 62. The clogging direction when the valve 60 is clogged with foreign matter, specifically, whether or not foreign matter is clogged upstream of the separation valve 60 can be easily determined.

  Further, the brake ECU 70 determines whether or not foreign matter is clogged upstream of the separation valve in the Reg mode as described above, and then closes the regulator cut valve 65 and performs the processing after S112 in FIG. It can also be determined whether foreign matter is clogged downstream of the separation valve.

[Upstream side foreign matter clogging treatment]
Next, a foreign matter clogging removal process when it is determined that foreign matter is clogged from the upstream side to the downstream side of the separation valve 60 by the above-described determination process will be described. FIG. 12 is a flowchart for explaining upstream foreign matter clogging removal processing according to the second embodiment. FIG. 13 is a system diagram illustrating the brake control device in a state where the downstream side of the separation valve 60 is set to a higher pressure than the upstream side using the master cylinder unit 10.

  The process of FIG. 12 is performed at any time after it is determined in the above-described process that foreign matter is clogged upstream of the separation valve. First, the brake ECU 70 determines whether or not the vehicle is stopped at a predetermined time interval based on, for example, information on the operation amount of the vehicle speed sensor and the accelerator pedal (S130). If it is determined that the vehicle is not stopped (No in S130), the brake ECU 70 once ends this process. When it is determined that the vehicle is stopped (Yes in S130), the brake ECU 70 determines whether or not the brake pedal 24 is operated based on information from the stroke sensor 25 (S131).

  If it is determined that the brake pedal 24 has not been operated (No in S131), the brake ECU 70 ends this process once because the brake fluid is not pressurized in the master cylinder unit 10. When it is determined that the brake pedal 24 is operated (Yes in S131), the brake ECU 70 stops supplying the control current to the master cut valve 64 and supplies the control current to the regulator cut valve 65 and the separation valve 60. As a result, the master cut valve 64 and the separation valve 60 are opened, and the regulator cut valve 65 is closed (S132). As a result, as shown by an arrow B3 in FIG. 13, the brake fluid pressurized from the master cylinder unit 10 passes through the master flow path 61 and the master cut valve 64, and is on the one side of the separation valve 60. A differential pressure is generated that is supplied to the passage 45a and causes the brake fluid to flow from the first passage 45a side to the second passage 45b side of the separation valve 60.

  As a result, a force in the direction opposite to the direction from the second flow path 45b toward the first flow path 45a, which is the direction in which the foreign matter is clogged with the separation valve 60, is applied to the foreign matter, and clogging of the foreign matter in the separation valve 60 is relatively easy. It will be resolved. Further, the generation of the differential pressure for eliminating the clogging of the foreign matter was pressurized by the manual hydraulic pressure source in the same manner as the supply of the brake fluid to the separation valve 60 necessary for the determination of the foreign matter clogging direction in the above-described Reg mode. Since it can be performed using the brake fluid, it becomes possible to eliminate the clogging of the separation valve 60 by the operation of the brake pedal 24 by the driver while the vehicle is stopped.

  Further, after the pressure on the first flow path 45a is being increased or increased, the brake ECU 70 supplies a control current to the pressure-reducing linear control valve 67 constituting the pressure control mechanism to open the valve (S134). Thereby, the second flow path 45b side of the separation valve 60 is depressurized, and the differential pressure on both sides of the separation valve 60 is further increased, so that the foreign matter clogging of the separation valve 60 is more easily resolved and the foreign matter is collected by the reservoir. It becomes possible.

  Even if only the pressure reduction on the second flow path 45b side in the process of S134 is performed without increasing the pressure on the first flow path 45a side in the process of S132, the brake is applied in the direction opposite to the clogging direction of the foreign matter in the separation valve 60. Since a differential pressure that allows fluid to flow can be generated, foreign matter clogging can be eliminated.

  Further, the pressure control mechanism including the pressure-reducing linear control valve 67 generates a differential pressure for supplying brake fluid to the separation valve 60 and for eliminating the foreign matter clogging necessary for determining the foreign matter clogging direction in the regenerative cooperative control mode. Can be performed independently from the operation of the brake pedal 24 by the driver. Therefore, for example, the brake control device 20 temporarily cuts off the transmission of the brake fluid pressure to each wheel cylinder 23 at the timing of non-braking using the ABS holding valves 51 to 54, so that the vehicle is running. Even in such a case, it is possible to determine whether the separation valve 60 is clogged with foreign matter or eliminate the clogging of foreign matter.

  After opening the pressure-reducing linear control valve 67, the brake ECU 70 determines whether or not the foreign matter clogging has been eliminated (S136). When the foreign matter is removed from the separation valve 60, the differential pressure on both sides of the separation valve 60 is eliminated, and the pressure of the brake fluid in the main flow path 45 finally becomes the same as the pressure of the reservoir 34. For example, based on the value of the control pressure sensor 73, it can be determined whether or not the foreign matter clogging has been eliminated. If it is determined that the foreign matter clogging has not been resolved (No in S136), the brake ECU 70 once ends this process. If it is determined that the foreign matter clogging has been resolved (Yes in S136), the hydro booster mode is canceled (S138). As a result, the brake control device 20 can perform the braking in the regenerative cooperative control mode again, and can improve the fuel consumption of the vehicle and the braking feeling.

[Downstream foreign matter clogging treatment]
Next, a foreign matter clogging removal process when it is determined that foreign matter is clogged from the downstream side to the upstream side of the separation valve 60 by the above-described determination process will be described. FIG. 14 is a flowchart for explaining the downstream foreign matter clogging removing process according to the second embodiment. FIG. 15 is a system diagram showing the brake control device in a state in which the upstream side of the separation valve 60 is set to a higher pressure than the downstream side using the power hydraulic pressure source 30.

  The process of FIG. 14 is performed at any time after it is determined in the above-described process that foreign matter is clogged downstream of the separation valve 60. First, the brake ECU 70 determines whether or not the vehicle is stopped at a predetermined time interval based on, for example, information on the operation amounts of the vehicle speed sensor and the accelerator pedal (S140). If it is determined that the vehicle is not stopped (No in S140), the brake ECU 70 once ends this process. When it is determined that the vehicle is stopped (Yes in S140), the brake ECU 70 supplies a control current to the master cut valve 64, the regulator cut valve 65, the separation valve 60, and the pressure-increasing linear control valve 66, and the master cut. The valve 64 and the regulator cut valve 65 are closed, and the separation valve 60 and the pressure-increasing linear control valve 66 are opened (S142). As a result, as shown by an arrow B4 in FIG. 15, the brake fluid pressurized from the power hydraulic pressure source 30 passes through the accumulator pipe 39 and the pressure-increasing linear control valve 66 to the other side of the separation valve 60. A differential pressure is generated that is supplied to the second flow path 45b and causes the brake fluid to flow from the second flow path 45b side of the separation valve 60 to the first flow path 45a side.

  As a result, a force in the direction opposite to the direction from the first flow path 45a to the second flow path 45b, which is the direction in which the foreign matter is clogged with the separation valve 60, is applied to the foreign matter, and clogging of the foreign matter in the separation valve 60 is relatively easy. It will be resolved. Moreover, the foreign matter clogged from the 1st flow path 45a of the separation valve 60 toward the 2nd flow path 45b can be removed, without requiring a driver | operator's special operation.

  The pressure control mechanism including the power hydraulic pressure source 30 and the pressure-reducing linear control valve 67 is a differential pressure for reducing the pressure on the second flow path 45b side of the separation valve 60 and for eliminating the foreign matter clogging, which is necessary for determining the foreign matter clogging direction. Can be generated independently from the operation of the brake pedal 24 by the driver. Therefore, for example, the transmission of the brake fluid to each wheel cylinder 23 is temporarily blocked using the ABS holding valves 51 to 54 at the time of non-braking, so that the separation valve 60 can be used even when the vehicle is traveling. It is possible to determine the clogging of foreign matter and eliminate the clogging of foreign matter.

  In addition, after the pressure on the second flow path 45b is increased or during pressure increase, the brake ECU 70 supplies the control current to the ABS pressure reducing valves 56 and 57 to open the valve (S144). As a result, the first flow path 45a side of the separation valve 60 is depressurized, and the differential pressure on both sides of the separation valve 60 is further increased, so that the foreign matter clogging of the separation valve 60 is more easily resolved and the foreign matter is collected by the reservoir. It becomes possible.

  After opening the ABS pressure reducing valves 56 and 57, the brake ECU 70 determines whether or not the foreign matter clogging has been eliminated (S146). When the foreign matter is removed from the separation valve 60, the differential pressure on both sides of the separation valve 60 is eliminated, and the pressure of the brake fluid in the main flow path 45 finally becomes the same as the pressure of the reservoir 34. For example, based on the value of the control pressure sensor 73, it can be determined whether or not the foreign matter clogging has been eliminated. If it is determined that the foreign matter clogging has not been resolved (No in S146), the brake ECU 70 once ends this process. When it is determined that the foreign matter clogging has been resolved (Yes in S146), the hydro booster mode is canceled (S148). As a result, the brake control device 20 can perform the braking in the regenerative cooperative control mode again, and can improve the fuel consumption of the vehicle and the braking feeling.

[Other downstream foreign matter clogging removal process]
Next, another foreign matter clogging removal process when it is determined that the foreign matter is clogged from the downstream side to the upstream side of the separation valve 60 by the above determination process will be described. FIG. 16 is a flowchart for explaining another downstream foreign matter clogging removal process according to the second embodiment. FIG. 17 is a system diagram illustrating the brake control device in a state where the upstream side of the separation valve 60 is set to a higher pressure than the downstream side using the master cylinder unit 10.

  The process of FIG. 16 is performed at any time after it is determined in the above-described process that foreign matter is clogged on the downstream side of the separation valve. First, the brake ECU 70 determines whether the vehicle is stopped at a predetermined time interval based on, for example, information on the operation amount of the vehicle speed sensor and the accelerator pedal (S150). If it is determined that the vehicle is not stopped (No in S150), the brake ECU 70 once ends this process. When it is determined that the vehicle is stopped (Yes in S150), the brake ECU 70 determines whether or not the brake pedal 24 is operated based on information from the stroke sensor 25 (S151).

  If it is determined that the brake pedal 24 is not operated (No in S151), the brake ECU 70 ends this process once because the brake fluid is not pressurized in the master cylinder unit 10. When it is determined that the brake pedal 24 is operated (Yes in S151), the brake ECU 70 supplies control current to the master cut valve 64 and the separation valve 60, and stops supplying control current to the regulator cut valve 65. By doing so, the regulator cut valve 65 and the separation valve 60 are opened, and the master cut valve 64 is closed (S152). As a result, as shown by an arrow B5 in FIG. 17, the brake fluid pressurized from the master cylinder unit 10 passes through the regulator flow path 62 and the regulator cut valve 65, and is on the other side of the separation valve 60. A differential pressure is generated that is supplied to the passage 45b and causes the brake fluid to flow from the second flow path 45b side of the separation valve 60 to the first flow path 45a side.

  As a result, a force in the direction opposite to the direction from the first flow path 45a to the second flow path 45b, which is the direction in which the foreign matter is clogged with the separation valve 60, is applied to the foreign matter, and clogging of the foreign matter in the separation valve 60 is relatively easy. It will be resolved.

  In addition, after the pressure on the second flow path 45b is increased or during pressure increase, the brake ECU 70 supplies the control current to the ABS pressure reducing valves 56 and 57 to open the valve (S154). As a result, the first flow path 45a side of the separation valve 60 is depressurized, and the differential pressure on both sides of the separation valve 60 is further increased, so that the foreign matter clogging of the separation valve 60 is more easily resolved and the foreign matter is collected by the reservoir. It becomes possible.

  After opening the ABS pressure reducing valves 56 and 57, the brake ECU 70 determines whether or not the foreign matter clogging has been eliminated (S156). When the foreign matter is removed from the separation valve 60, the differential pressure on both sides of the separation valve 60 is eliminated, and the pressure of the brake fluid in the main flow path 45 finally becomes the same as the pressure of the reservoir 34. For example, based on the value of the control pressure sensor 73, it can be determined whether or not the foreign matter clogging has been eliminated. When it is determined that the foreign matter clogging has not been resolved (No in S156), the brake ECU 70 once ends this process. When it is determined that the foreign matter clogging has been resolved (Yes in S156), the hydro booster mode is canceled (S158). As a result, the brake control device 20 can perform the braking in the regenerative cooperative control mode again, and can improve the fuel consumption of the vehicle and the braking feeling.

(Third embodiment)
In the third embodiment, when it is determined that foreign matter is clogged from the upstream side to the downstream side of the separation valve 60 by the above-described determination processing, the foreign matter clogging removal processing is performed under certain conditions during braking. A brake control apparatus that can be performed will be described. Note that the brake control device according to the third embodiment is substantially the same in configuration as the brake control device 20 described above, and therefore the following description will focus on the characteristic part.

  FIG. 18 is a flowchart for explaining the upstream foreign matter clogging removal processing according to the third embodiment. FIG. 19 is a system diagram illustrating the brake control device in a state where the downstream side of the separation valve 60 is set to a higher pressure than the upstream side using the master cylinder unit 10.

  The process of FIG. 18 is performed at any time after it is determined in the above-described process that foreign matter is clogged upstream of the separation valve. First, the brake ECU 70 determines whether or not the brake pedal 24 is operated based on information from the stroke sensor 25 at a predetermined time interval (S160). If it is determined that the brake pedal 24 has not been operated (No in S160), the brake fluid is not pressurized in the master cylinder unit 10 and a differential pressure cannot be generated on both sides of the separation valve 60. The ECU 70 once ends this process.

  When it is determined that the brake pedal 24 is operated (Yes in S160), the brake ECU 70 determines whether the deceleration at that time is equal to or less than a predetermined threshold value α5. The deceleration is calculated based on information from sensors that detect information correlated with the deceleration of the vehicle, such as the stroke sensor 25, the G sensor (not shown), the regulator pressure sensor 71, and the control pressure sensor 73.

  Even when braking, if the deceleration is below a predetermined value, for example, if the vehicle deceleration during braking is such that there is no problem with the stability of the vehicle even when braking only the rear wheels, the braking force is not necessarily applied to the front wheels. The braking force may not be applied, and the braking force can be applied only to the rear wheels. Therefore, the brake control device 20 according to the third embodiment temporarily interrupts transmission of the brake fluid pressure to the front wheels during braking such that the deceleration is equal to or less than the predetermined threshold value α5, thereby both sides of the separation valve 60. Is provided with differential pressure.

  If the brake ECU 70 determines that the deceleration is greater than α5 (No in S162), braking with some of the wheels may affect the stability of the vehicle, so the process for removing foreign matter is not performed. This process is once terminated.

  On the other hand, when the deceleration is α5 or less (Yes in S162), the brake ECU 70 stops supplying the control current to the master cut valve 64 and supplies the control current to the regulator cut valve 65 and the separation valve 60. The master cut valve 64 and the separation valve 60 are opened, and the regulator cut valve 65 is closed (S164). At that time, the brake ECU 70 also supplies a control current to the ABS holding valves 51 and 52 to close the valves.

  Accordingly, the front wheel of the separation valve 60 is opened by opening the master cut valve 64 without increasing the pressure of the second flow path 45b on the rear wheel side of the separation valve 60 by closing the regulator cut valve 65. The pressure in the first flow path 45a on the side can be increased. Further, by closing the ABS holding valves 51 and 52, the pressure on the first flow path 45a side of the separation valve 60 can be further increased. As a result, as shown by an arrow B6 in FIG. 19, the brake fluid pressurized from the master cylinder unit 10 passes through the master flow path 61 and the master cut valve 64, and is on the one side of the separation valve 60. A differential pressure is generated that is supplied to the passage 45a and causes the brake fluid to flow from the first passage 45a side to the second passage 45b side of the separation valve 60.

  As a result, a force in the direction opposite to the direction from the second flow path 45b toward the first flow path 45a, which is the direction in which the foreign matter is clogged with the separation valve 60, is applied to the foreign matter, and clogging of the foreign matter in the separation valve 60 is relatively easy. It will be resolved.

  At that time, the brake ECU 70 may supply the control current to the pressure-reducing linear control valve 67 constituting the pressure control mechanism to open the valve. Thereby, the second flow path 45b side of the separation valve 60 is depressurized, and the differential pressure on both sides of the separation valve 60 is further increased, so that the foreign matter clogging of the separation valve 60 is more easily resolved and the foreign matter is collected by the reservoir. It becomes possible.

  After a predetermined time has elapsed since the brake pedal 24 was operated, the brake ECU 70 determines whether or not the foreign matter clogging has been eliminated (S166). When the foreign matter is removed from the separation valve 60, the differential pressure on both sides of the separation valve 60 is eliminated, and the brake ECU 70 determines whether the foreign matter clogging has been eliminated based on the value of the control pressure sensor 73, for example. be able to. If it is determined that the foreign matter clogging has not been resolved (No in S166), the brake ECU 70 once ends this process. If it is determined that the foreign matter clogging has been resolved (Yes in S166), the hydro booster mode is canceled (S168). As a result, the brake control device 20 can perform the braking in the regenerative cooperative control mode again, and can improve the fuel consumption of the vehicle and the braking feeling.

(Fourth embodiment)
In the fourth embodiment, when it is determined that the foreign matter is clogged from the upstream side to the downstream side of the separation valve 60 by the determination process described above, during regenerative braking in the regenerative brake unit under a certain condition. A brake control device capable of performing foreign matter clogging removal processing will be described. Note that the brake control device according to the fourth embodiment has substantially the same configuration as the brake control device 20 described above, and therefore the following description will focus on the characteristic part.

  FIG. 20 is a flowchart for explaining the upstream foreign matter clogging removal processing according to the fourth embodiment. FIG. 21 is a system diagram illustrating the brake control device in a state where the downstream side of the separation valve 60 is set to a higher pressure than the upstream side using the master cylinder unit 10.

  The process in FIG. 20 is performed as needed after it is determined in the above-described process that foreign matter is clogged upstream of the separation valve. First, the brake ECU 70 determines whether or not the brake pedal 24 is operated based on information of the stroke sensor 25 at a predetermined time interval (S170). If it is determined that the brake pedal 24 has not been operated (No in S170), the brake fluid is not pressurized in the master cylinder unit 10, and a differential pressure cannot be generated on both sides of the separation valve 60. End processing once.

  When it is determined that the brake pedal 24 is operated (Yes in S170), the brake ECU 70 determines whether the deceleration at that time is equal to or less than a predetermined threshold value α5. The deceleration is calculated based on information from sensors that detect information correlated with the deceleration of the vehicle, such as the stroke sensor 25, the G sensor (not shown), the regulator pressure sensor 71, and the control pressure sensor 73.

  In the case of a vehicle equipped with a regenerative braking unit that generates a regenerative braking force by regenerative control of an electric motor, when the deceleration is below a predetermined value even during braking, for example, the deceleration of the vehicle during braking is only for the rear wheels. When braking does not cause a problem in vehicle stability, it is not always necessary to apply a braking force by hydraulic pressure, and it is possible to apply only a regenerative braking force. Therefore, the brake control device 20 according to the fourth embodiment generates a regenerative braking force necessary for achieving the target deceleration from the brake ECU 70 during braking in which the deceleration is equal to or less than the predetermined threshold value α5. An instruction is sent to a regenerative brake unit (not shown). Thereby, it is possible to compensate for the decrease in the braking force by each wheel cylinder 23 by closing the ABS holding valves 51 to 54 in the following steps with the regenerative braking unit.

  If the brake ECU 70 determines that the deceleration is greater than α5 (No in S172), the regenerative braking force alone may affect the stability of the vehicle. End processing once.

  On the other hand, when the deceleration is α5 or less (Yes in S172), the brake ECU 70 sends a regenerative braking instruction to the regenerative brake unit, and regenerative braking based on the regenerative brake unit is started (S174). Then, the brake ECU 70 stops the supply of the control current to the master cut valve 64 and supplies the control current to the regulator cut valve 65 and the separation valve 60, thereby opening the master cut valve 64 and the separation valve 60, and the regulator. The cut valve 65 is closed (S176). At that time, the brake ECU 70 also supplies a control current to the ABS holding valves 51 to 54 to close them.

  Accordingly, the front wheel of the separation valve 60 is opened by opening the master cut valve 64 without increasing the pressure of the second flow path 45b on the rear wheel side of the separation valve 60 by closing the regulator cut valve 65. The pressure in the first flow path 45a on the side can be increased. Moreover, since the brake fluid pressure is not transmitted to each wheel cylinder 23 by closing the ABS holding valves 51 to 54, the generation of the hydraulic braking force is temporarily stopped. As a result, as shown by an arrow B7 in FIG. 21, the brake fluid pressurized from the master cylinder unit 10 passes through the master flow path 61 and the master cut valve 64 and is on the one side of the separation valve 60. A differential pressure is generated that is supplied to the passage 45a and causes the brake fluid to flow from the first passage 45a side to the second passage 45b side of the separation valve 60.

  As a result, a force in the direction opposite to the direction from the second flow path 45b toward the first flow path 45a, which is the direction in which the foreign matter is clogged with the separation valve 60, is applied to the foreign matter, and clogging of the foreign matter in the separation valve 60 is relatively easy. It will be resolved.

  At that time, the brake ECU 70 may supply the control current to the pressure-reducing linear control valve 67 constituting the pressure control mechanism to open the valve. Thereby, the second flow path 45b side of the separation valve 60 is depressurized, and the differential pressure on both sides of the separation valve 60 is further increased, so that the foreign matter clogging of the separation valve 60 is more easily resolved and the foreign matter is collected by the reservoir. It becomes possible.

  After a predetermined time has elapsed since the brake pedal 24 was operated, the brake ECU 70 determines whether or not the foreign matter clogging has been eliminated (S178). When the foreign matter is removed from the separation valve 60, the differential pressure on both sides of the separation valve 60 is eliminated, and the brake ECU 70 determines whether the foreign matter clogging has been eliminated based on the value of the control pressure sensor 73, for example. be able to. If it is determined that the foreign matter clogging has not been resolved (No in S178), the brake ECU 70 once ends this process. When it is determined that the foreign matter clogging has been resolved (Yes in S178), the hydro booster mode is canceled (S180). As a result, the brake control device 20 can perform the braking in the regenerative cooperative control mode again, and can improve the fuel consumption of the vehicle and the braking feeling.

  20 and 21, the foreign matter removal method when foreign matter is clogged upstream of the separation valve 60 has been described. For example, when foreign matter is clogged downstream of the separation valve 60, step S176 is performed. , By closing the master cut valve 64 and opening the regulator cut valve 65, the brake fluid pressurized in the master cylinder unit 10 can be supplied to the second flow path 45b upstream of the separation valve 60. . As a result, it is possible to remove foreign substances clogged on the downstream side of the separation valve 60. Also, the brake fluid pressurized by the power hydraulic pressure source 30 is supplied to the second flow path 45b with both the master cut valve 64 and the regulator cut valve 65 closed and the pressure increasing linear control valve 66 opened. Then, foreign substances clogged on the downstream side of the separation valve 60 may be removed.

(Fifth embodiment)
In each process in each of the above-described embodiments, foreign matter clogging of the separation valve 60 is detected along with the clogging direction, and foreign matter is removed by controlling the differential pressure on both sides of the separation valve 60. However, it is conceivable that the foreign matter once removed may clog the valve again. Therefore, the brake control device 120 according to the fifth embodiment arranges the magnet at an appropriate location in the flow path so that the foreign matter including the magnetic material does not move in each flow path including the hydraulic actuator 40. is doing.

  FIG. 22 is a system diagram showing a brake control device 120 according to the fifth embodiment. Similarly to the brake control device 20 according to the first embodiment, the brake control device 120 is connected via a reservoir 34 that stores brake fluid pressurized by the power hydraulic pressure source 30 and a pressure-increasing linear control valve 66. An accumulator pipe 39 for connecting the reservoir 34 and the main flow path 45 to supply the brake fluid pressurized by the power hydraulic pressure source 30 to the main flow path 45 at the time of pressure increase, and the main flow path 45 via the pressure-reducing linear control valve 67. And a reservoir pipe 77 that communicates with the reservoir 34 and discharges the brake fluid in the main flow path 45 to the reservoir 34 during decompression. The reservoir 34 is provided with a magnet 90 that holds a foreign substance made of a magnetic material. The magnet 90 may be disposed outside the reservoir 34 or may be disposed inside the reservoir 34 as long as it can hold foreign matter by magnetic force.

  In the brake control device 120, the brake fluid is supplied from the reservoir 34 to the main flow path 45 via the accumulator pipe 39, and then recovered to the reservoir 34 via the reservoir pipe 77. For this reason, the foreign matter clogged by the separation valve 60 once moves to the reservoir 34 together with the brake fluid. Therefore, when the foreign matter is made of a magnetic material such as iron powder, it is held by the magnet 90 provided in the reservoir 34. Is done. As a result, it is possible to reduce the possibility that foreign matter will clog the separation valve 60 again.

  Further, in addition to the magnet 90 or instead of the magnet 90, a magnet for holding a foreign substance made of a magnetic material may be disposed in the main channel 45. This makes it difficult for foreign matter to move along with the brake fluid in the main flow path 45, and reduces the possibility that the separation valve 60 provided in the main flow path 45 will be clogged with foreign matter. In particular, by arranging the magnet 92 in the second flow path 45 b that is upstream of the separation valve 60 and the magnet 94 in the first flow path 45 a that is downstream of the separation valve 60, the upstream and downstream of the separation valve 60. The possibility of clogging with foreign matter regardless of the side can be reduced. Note that the magnets 92 and 94 may be disposed on the outer periphery of the main flow path 45 or may be disposed inside as long as foreign matter can be held by magnetic force. Alternatively, a part of the main channel 45 may be constituted by the magnets 92 and 94.

  As described above, the present invention has been described with reference to the above-described embodiments. However, the present invention is not limited to the above-described embodiments, and the configurations of the embodiments are appropriately combined or replaced. Those are also included in the present invention. In addition, based on the knowledge of those skilled in the art, modifications such as the combination and order of foreign matter clogging direction determination processing and foreign matter clogging removal processing in each embodiment, as well as various design changes, are modified in the embodiments and examples. However, embodiments to which such modifications are added may be included in the scope of the present invention.

  The brake control device according to each of the above-described embodiments is configured such that the brake fluid pressurized from the power hydraulic pressure source 30 is supplied to the second passage 45b on the rear wheel side of the main passage 45. However, the brake fluid pressurized from the power hydraulic pressure source 30 may be supplied to the first flow path 45a on the front wheel side of the main flow path 45. In the above-described embodiment, foreign matter clogging in the separation valve is mainly described. However, the present invention can also be applied to identification and removal of foreign matter clogging in other valves.

1 is a system diagram showing a brake control device according to an embodiment of the present invention. It is a flowchart for demonstrating the control processing in regeneration cooperation control mode. It is a figure which shows the control hydraulic pressure which acts on a wheel cylinder after a braking request | requirement. It is a flowchart for demonstrating control hydraulic pressure response abnormality determination process S26. It is a flowchart for demonstrating the abnormality determination process which concerns on this Embodiment. It is a flowchart for demonstrating separation valve foreign material clogging determination processing S56 shown in FIG. It is a flowchart for demonstrating separation valve foreign material clogging determination processing S56 shown in FIG. It is a systematic diagram which shows the state of the brake control apparatus in Reg mode. It is a systematic diagram showing a brake control device in a state where differential pressure is provided on both sides of a separation valve using a power hydraulic pressure source. It is a flowchart for demonstrating the foreign material clogging determination process at the time of pressure increase in the regeneration cooperative control mode which concerns on 2nd Embodiment. It is a flowchart for demonstrating the foreign material clogging determination process at the time of pressure reduction in the regeneration cooperative control mode which concerns on 2nd Embodiment. It is a flowchart for demonstrating the upstream foreign material clogging removal process which concerns on 2nd Embodiment. It is a system diagram which shows the brake control apparatus of the state which made the downstream side of the separation valve high pressure from the upstream side using the master cylinder unit. It is a flowchart for demonstrating the downstream foreign material clogging removal process which concerns on 2nd Embodiment. It is a systematic diagram showing a brake control device in a state where the upstream side of the separation valve is set to a pressure higher than the downstream side using a power hydraulic pressure source. It is a flowchart for demonstrating the other downstream foreign matter clogging removal process which concerns on 2nd Embodiment. It is a systematic diagram showing a brake control device in a state where the upstream side of the separation valve is set to a pressure higher than the downstream side using the master cylinder unit. It is a flowchart for demonstrating the upstream foreign material clogging removal process which concerns on 3rd Embodiment. It is a system diagram which shows the brake control apparatus of the state which made the downstream side of the separation valve high pressure from the upstream side using the master cylinder unit. It is a flowchart for demonstrating the upstream foreign material clogging removal process which concerns on 4th Embodiment. It is a system diagram which shows the brake control apparatus of the state which made the downstream side of the separation valve high pressure from the upstream side using the master cylinder unit. It is a systematic diagram which shows the brake control apparatus which concerns on 5th Embodiment.

Explanation of symbols

  10 master cylinder unit, 20 brake control device, 23 wheel cylinder, 24 brake pedal, 25 stroke sensor, 30 power hydraulic pressure source, 33 regulator, 34 reservoir, 35 accumulator, 40 hydraulic actuator, 45 main flow path, 45a first flow Path, 45b second flow path, 51 ABS holding valve, 55 reservoir flow path, 56 ABS pressure reducing valve, 60 separation valve, 61 master flow path, 62 regulator flow path, 63 accumulator flow path, 64 master cut valve, 65 regulator cut Valve, 66 pressure increasing linear control valve, 67 pressure reducing linear control valve, 70 brake ECU, 71 regulator pressure sensor, 72 accumulator pressure sensor, 73 control pressure sensor, 77 reservoir piping, 90 magnet, 120 Brake control device.

Claims (15)

A brake control device that applies braking force to a wheel based on the pressure of a working fluid generated by a hydraulic pressure source,
A hydraulic pressure source for pressurizing the working fluid;
A wheel cylinder that receives a supply of the working fluid and applies a braking force to the wheel;
A fluid pressure circuit for communicating the fluid pressure source and the wheel cylinder, and transmitting the pressure of the working fluid in the fluid pressure source to the wheel cylinder;
A control valve for controlling the flow of the working fluid in the hydraulic circuit;
A control unit for determining a clogging direction of foreign matter when the control valve is clogged with foreign matter;
Differential pressure generating means for generating a differential pressure such that the working fluid flows in the direction opposite to the direction of clogging of foreign matter when the foreign matter is clogged;
A brake control device comprising: A manual hydraulic pressure source that pressurizes the working fluid according to the amount of operation of the brake operation member by the driver;
A wheel cylinder that receives a supply of the working fluid and applies a braking force to the wheel;
A fluid pressure circuit for communicating the manual fluid pressure source and the wheel cylinder, and transmitting the pressure of the working fluid in the manual fluid pressure source to the wheel cylinder;
A control valve for controlling the flow of the working fluid in the hydraulic circuit;
A pressure detector for detecting the pressure on at least one side of the control valve;
Information on pressure change in the pressure detection unit when the control valve is opened in a state where differential pressure is generated on both sides of the closed control valve, and when the working fluid flows through the control valve A control unit for determining a clogging direction of foreign matter when the control valve is clogged with foreign matter, based on information capable of estimating the movement direction history of
Differential pressure generating means for generating a differential pressure such that the working fluid flows in the direction opposite to the direction of clogging of foreign matter when the foreign matter is clogged;
A brake control device comprising: A first wheel cylinder for applying braking force to the first wheel;
A second wheel cylinder for applying a braking force to a second wheel different from the first wheel;
A manual hydraulic pressure source that pressurizes the working fluid according to the amount of operation of the brake operation member by the driver;
A first system for communicating the manual hydraulic pressure source and the first wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the first wheel cylinder;
A second system for communicating the manual hydraulic pressure source and the second wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the second wheel cylinder;
A separation valve provided in a main flow path communicating the first system and the second system;
A first cut valve provided between the manual hydraulic pressure source and the main flow path in the first system;
A second cut valve provided between the manual hydraulic pressure source and the main flow path in the second system;
A pressure detector for detecting the pressure on one side of the separation valve;
A pressure control mechanism for independently controlling a working fluid pressure transmitted to at least one of the first wheel cylinder and the second wheel cylinder from an operation of the brake operation member by a driver;
When the separation valve is open, the working fluid pressurized from the manual hydraulic pressure source or the pressure control mechanism is supplied from the first system or the second system to the other side of the separation valve. A controller that determines whether or not foreign matter is clogged from the other side of the separation valve toward one side based on the information on the change in pressure in the pressure detection unit at the time,
When it is determined that the foreign matter is clogged from the other side of the separation valve toward the one side, the control unit opens one of the first cut valve and the second cut valve at a predetermined timing. By closing the other, the working fluid pressurized from the manual hydraulic pressure source is supplied from the second system or the first system to one side of the separation valve, and one of the separation valves is supplied. A differential pressure is generated such that the working fluid flows from one side to the other.
A brake control device. A first wheel cylinder for applying braking force to the first wheel;
A second wheel cylinder for applying a braking force to a second wheel different from the first wheel;
A manual hydraulic pressure source that pressurizes the working fluid according to the amount of operation of the brake operation member by the driver;
A first system for communicating the manual hydraulic pressure source and the first wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the first wheel cylinder;
A second system for communicating the manual hydraulic pressure source and the second wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the second wheel cylinder;
A separation valve provided in a main flow path communicating the first system and the second system;
A first cut valve provided between the manual hydraulic pressure source and the main flow path in the first system;
A second cut valve provided between the manual hydraulic pressure source and the main flow path in the second system;
A pressure detector for detecting the pressure on one side of the separation valve;
A pressure control mechanism for independently controlling a working fluid pressure transmitted to at least one of the first wheel cylinder and the second wheel cylinder from an operation of the brake operation member by a driver;
When the separation valve is in an open state, foreign matter is detected based on information on a change in pressure in the pressure detection unit when the working fluid is supplied to the other side of the separation valve by operating the pressure control mechanism. A control unit for determining whether or not the separation valve is clogged from the other side toward the one side,
When it is determined that the foreign matter is clogged from the other side of the separation valve toward the one side, the control unit depressurizes the other side of the separation valve by operating the pressure control mechanism at a predetermined timing. And generating a differential pressure such that the working fluid flows from one side of the separation valve to the other side,
A brake control device. The pressure control mechanism includes a power hydraulic pressure source capable of sending the working fluid pressurized by the power supply independently from the operation of the brake operation member, and a pressure increasing control provided downstream of the power hydraulic pressure source. Including a valve and a pressure reducing control valve provided downstream of the pressure increasing control valve, wherein the main flow path is communicated between the pressure increasing control valve and the pressure reducing control valve,
When it is determined that the foreign matter is clogged from the other side to the one side of the separation valve, the control unit opens the pressure-reducing control valve at a predetermined timing to open the other side of the separation valve. Reducing the pressure difference between the other side and one side of the separation valve,
The brake control device according to claim 3 or 4, characterized by the above. A first wheel cylinder for applying a braking force to the front wheels;
A second wheel cylinder for applying braking force to the rear wheels;
A manual hydraulic pressure source that pressurizes the working fluid according to the amount of operation of the brake operation member by the driver;
A first system for communicating the manual hydraulic pressure source and the first wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the first wheel cylinder;
A second system for communicating the manual hydraulic pressure source and the second wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the second wheel cylinder;
A separation valve provided in a main flow path communicating the first system and the second system;
A first cut valve provided between the manual hydraulic pressure source and the main flow path in the first system;
A second cut valve provided between the manual hydraulic pressure source and the main flow path in the second system;
A first holding valve provided upstream of the first wheel cylinder to control the flow of working fluid to the first wheel cylinder;
A second holding valve provided upstream of the second wheel cylinder to control the flow of working fluid to the second wheel cylinder;
A pressure detector for detecting the pressure on one side of the separation valve;
Deceleration detection means for detecting information correlated with vehicle deceleration;
A pressure control mechanism for independently controlling a working fluid pressure transmitted to at least one of the first wheel cylinder and the second wheel cylinder from an operation of the brake operation member by a driver;
The pressure detection when the working fluid pressurized from the manual hydraulic pressure source or the pressure control mechanism is supplied from the second system to the other side of the separation valve when the separation valve is open. A controller that determines whether foreign matter is clogged from the other side of the separation valve toward one side based on information on a change in pressure in the unit, and
When the control unit determines that the foreign matter is clogged from the other side of the separation valve toward the one side, the timing at which the deceleration when the brake operation member is operated is equal to or less than a predetermined value The first cut valve is opened and the second cut valve and the first holding valve are closed, so that the working fluid pressurized from the manual hydraulic pressure source is supplied from the first system. Supplying to one side of the separation valve and generating a differential pressure such that the working fluid flows from one side of the separation valve to the other;
A brake control device. A first wheel cylinder for applying braking force to the first wheel;
A second wheel cylinder for applying a braking force to a second wheel different from the first wheel;
A manual hydraulic pressure source that pressurizes the working fluid according to the amount of operation of the brake operation member by the driver;
A first system for communicating the manual hydraulic pressure source and the first wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the first wheel cylinder;
A second system for communicating the manual hydraulic pressure source and the second wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the second wheel cylinder;
A separation valve provided in a main flow path communicating the first system and the second system;
A first cut valve provided between the manual hydraulic pressure source and the main flow path in the first system;
A second cut valve provided between the manual hydraulic pressure source and the main flow path in the second system;
A pressure detector for detecting the pressure on one side of the separation valve;
A pressure control mechanism for independently controlling a working fluid pressure transmitted to at least one of the first wheel cylinder and the second wheel cylinder from an operation of the brake operation member by a driver;
When the separation valve is in the open state, the foreign matter is detected by the separation of the separation valve based on the information on the pressure change in the pressure detection unit when the pressure control mechanism is operated to depressurize the other side of the separation valve. A control unit that determines whether or not clogging from one side toward the other side,
When it is determined that the foreign matter is clogged from one side of the separation valve to the other side, the control unit operates on the other side of the separation valve by operating the pressure control mechanism at a predetermined timing. Supplying a fluid and generating a differential pressure such that the working fluid flows from the other side of the separation valve to the one side;
A brake control device. A first wheel cylinder for applying braking force to the first wheel;
A second wheel cylinder for applying a braking force to a second wheel different from the first wheel;
A manual hydraulic pressure source that pressurizes the working fluid according to the amount of operation of the brake operation member by the driver;
A first system for communicating the manual hydraulic pressure source and the first wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the first wheel cylinder;
A second system for communicating the manual hydraulic pressure source and the second wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the second wheel cylinder;
A separation valve provided in a main flow path communicating the first system and the second system;
A first cut valve provided between the manual hydraulic pressure source and the main flow path in the first system;
A second cut valve provided between the manual hydraulic pressure source and the main flow path in the second system;
A pressure detector for detecting the pressure on one side of the separation valve;
A pressure control mechanism for independently controlling a working fluid pressure transmitted to at least one of the first wheel cylinder and the second wheel cylinder from an operation of the brake operation member by a driver;
When the separation valve is in the open state, the foreign matter is detected by the separation of the separation valve based on the information on the pressure change in the pressure detection unit when the pressure control mechanism is operated to depressurize the other side of the separation valve. A control unit that determines whether or not clogging from one side toward the other side,
When it is determined that the foreign matter is clogged from one side of the separation valve toward the other side, the control unit opens one of the first cut valve and the second cut valve at a predetermined timing. By closing the other, the working fluid pressurized from the manual hydraulic pressure source is supplied from the second system or the first system to the other side of the separation valve, and the other of the separation valve is supplied. To generate a differential pressure such that the working fluid flows from one side to the other,
A brake control device. The pressure control mechanism includes a power hydraulic pressure source capable of sending the working fluid pressurized by the power supply independently from the operation of the brake operation member, and a pressure increasing control provided downstream of the power hydraulic pressure source. Including a valve and a pressure reducing control valve provided downstream of the pressure increasing control valve, wherein the main flow path is communicated between the pressure increasing control valve and the pressure reducing control valve,
When the separation valve is open, the control unit closes the first cut valve and the second cut valve at a predetermined timing and opens the pressure reducing control valve to open the separation valve. Determining whether or not the foreign matter is clogged from one side of the separation valve to the other side based on the information on the change in pressure in the pressure detection unit when the other side of the pressure is reduced.
The brake control device according to claim 7 or 8, wherein The pressure control mechanism includes a power hydraulic pressure source capable of sending the working fluid pressurized by the power supply independently from the operation of the brake operation member, and a pressure increasing control provided downstream of the power hydraulic pressure source. Including a valve and a pressure reducing control valve provided downstream of the pressure increasing control valve, wherein the main flow path is communicated between the pressure increasing control valve and the pressure reducing control valve,
When it is determined that the foreign matter is clogged from one side of the separation valve to the other side, the control unit closes the first cut valve and the second cut valve at a predetermined timing. The working fluid pressurized by the power hydraulic pressure source by operating the pressure increasing control valve is supplied to the other side of the separation valve so that the working fluid flows from the other side of the separation valve to one side. To generate a differential pressure,
The brake control device according to claim 7 or 8, wherein A first pressure reducing valve provided downstream of the first wheel cylinder to control the flow of working fluid from the first wheel cylinder;
A second pressure reducing valve provided downstream of the second wheel cylinder for controlling the flow of the working fluid from the second wheel cylinder;
Further comprising
When the control unit determines that the foreign matter is clogged from one side of the separation valve toward the other side, the first pressure reducing valve communicates with one side of the separation valve at a predetermined timing. Alternatively, by opening the second pressure reducing valve, one side of the separation valve is decompressed, and the pressure difference between the other side and the one side of the separation valve is made larger than before.
The brake control device according to claim 9 or 10, characterized in that A brake control device including a regenerative brake unit that generates a regenerative braking force by regenerative control of an electric motor, and a hydraulic brake unit that applies a braking force to a wheel based on the pressure of a working fluid generated by a hydraulic pressure source,
A first wheel cylinder for applying a braking force to the front wheels;
A second wheel cylinder for applying braking force to the rear wheels;
A manual hydraulic pressure source that pressurizes the working fluid according to the amount of operation of the brake operation member by the driver;
A first system for communicating the manual hydraulic pressure source and the first wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the first wheel cylinder;
A second system for communicating the manual hydraulic pressure source and the second wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the second wheel cylinder;
A separation valve provided in a main flow path communicating the first system and the second system;
A first cut valve provided between the manual hydraulic pressure source and the main flow path in the first system;
A second cut valve provided between the manual hydraulic pressure source and the main flow path in the second system;
A first holding valve provided upstream of the first wheel cylinder to control the flow of working fluid to the first wheel cylinder;
A second holding valve provided upstream of the second wheel cylinder to control the flow of working fluid to the second wheel cylinder;
A pressure detector for detecting the pressure on the first system side of the separation valve;
Deceleration detection means for detecting information correlated with vehicle deceleration;
A pressure control mechanism for independently controlling a working fluid pressure transmitted to at least one of the first wheel cylinder and the second wheel cylinder from an operation of the brake operation member by a driver;
When the separation valve is in the open state, the pressure in the pressure detection unit when the working fluid pressurized from the manual hydraulic pressure source or the pressure control mechanism is supplied to the second system side of the separation valve. A controller that determines whether foreign matter is clogged from the second system side of the separation valve toward the first system side based on the change information; and
The controller is
When it is determined that the foreign matter is clogged from the second system side to the first system side of the separation valve, the regeneration is performed when the deceleration when the brake operation member is operated becomes a predetermined value or less. Activate the brake unit to generate regenerative braking force,
By opening the first cut valve and closing the second cut valve, the first holding valve, and the second holding valve at the timing when the regenerative braking force is generated, The working fluid pressurized from the manual hydraulic pressure source is supplied to the first system side of the separation valve, and the differential pressure is such that the working fluid flows from the first system side to the second system side of the separation valve. generate,
A brake control device. A brake control device including a regenerative brake unit that generates a regenerative braking force by regenerative control of an electric motor, and a hydraulic brake unit that applies a braking force to a wheel based on the pressure of a working fluid generated by a hydraulic pressure source,
A first wheel cylinder for applying a braking force to the front wheels;
A second wheel cylinder for applying braking force to the rear wheels;
A manual hydraulic pressure source that pressurizes the working fluid according to the amount of operation of the brake operation member by the driver;
A first system for communicating the manual hydraulic pressure source and the first wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the first wheel cylinder;
A second system for communicating the manual hydraulic pressure source and the second wheel cylinder, and transmitting a working fluid pressure in the manual hydraulic pressure source to the second wheel cylinder;
A separation valve provided in a main flow path communicating the first system and the second system;
A first cut valve provided between the manual hydraulic pressure source and the main flow path in the first system;
A second cut valve provided between the manual hydraulic pressure source and the main flow path in the second system;
A first holding valve provided upstream of the first wheel cylinder to control the flow of working fluid to the first wheel cylinder;
A second holding valve provided upstream of the second wheel cylinder to control the flow of working fluid to the second wheel cylinder;
A pressure detector for detecting the pressure on the second system side of the separation valve;
Deceleration detection means for detecting information correlated with vehicle deceleration;
A pressure control mechanism for independently controlling a working fluid pressure transmitted to at least one of the first wheel cylinder and the second wheel cylinder from an operation of the brake operation member by a driver;
Based on information on pressure change in the pressure detection unit when the working fluid pressurized from the manual hydraulic pressure source is supplied to the first system side of the separation valve when the separation valve is in an open state. And a controller that determines whether or not the foreign matter is clogged from the first system side of the separation valve toward the second system side,
The controller is
When it is determined that the foreign matter is clogged from the first system side to the second system side of the separation valve, the deceleration when the brake operation member is operated is less than a predetermined value Regenerative braking force is generated by operating the regenerative braking unit,
At the timing when the regenerative braking force is generated, the second cut valve is opened, and the first cut valve, the first holding valve, and the second holding valve are closed, The working fluid pressurized from the manual hydraulic pressure source is supplied to the second system side of the separation valve, and the differential pressure is such that the working fluid flows from the second system side to the first system side of the separation valve. generate,
A brake control device. A reservoir for storing a working fluid pressurized by the power hydraulic pressure source;
A third system for communicating the reservoir and the main flow path via the pressure-increasing control valve and supplying the working fluid pressurized by the power hydraulic pressure source to the main flow path at the time of pressure increase;
A fourth system for communicating the main flow path and the reservoir through the pressure reducing control valve, and for discharging the working fluid in the main flow path to the reservoir at the time of pressure reduction;
The brake control device according to any one of claims 5, 9, 10, and 11, wherein the reservoir is provided with a magnet for holding a foreign substance made of a magnetic material.   The brake control device according to any one of claims 3 to 14, wherein the main flow path is provided with a magnet for holding a foreign substance made of a magnetic material.

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