JP2018100071A - Vehicular brake device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular brake device capable of improving fail-safe performance when abnormality occurs, while restricting an increase in a number of components.SOLUTION: A hydraulic circuit part 53 includes: a first pressure-increase flow path 501 which connects a first main flow path to a first wheel cylinder 41; a first pressure-increase valve 502 which is disposed in the first pressure-increase flow path 501 and opens in a non-conductive state; a first pressure-decrease flow path 503 which connects the first wheel cylinder 41 to a reservoir 24; a first pressure-decrease valve 504 which is disposed in the first pressure-decrease flow path 503 and closes in a non-conductive state; a second pressure-increase flow path 505; a second pressure-increase valve 506; a second pressure-decrease flow path 507; and a second pressure-decrease valve 508. A control unit 6 includes: a first drive circuit 61 for controlling the first pressure-decrease valve 504; and a second drive circuit 62 being a drive circuit different from the first drive circuit 61, for controlling the second pressure-decrease valve 508.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle braking device.

  The vehicle braking device includes a plurality of solenoid valves for adjusting the hydraulic pressure of the wheel cylinder. For example, in the vehicle braking apparatus described in Japanese Patent Application Laid-Open No. 2001-180469, signal lines connecting a plurality of solenoid valves and a brake ECU are divided into two signal line groups, and independent connectors are provided for the signal line groups. By using it, the reliability of the device is enhanced. According to this configuration, even when a malfunction occurs in one connector, the solenoid valve connected to the other connector (the solenoid valve corresponding to the pair of wheels in the diagonal position) can be controlled. In addition, this publication discloses a technology in which power supply lines of two power supply devices are connected to each solenoid valve, and each solenoid valve is controlled by two power supply systems.

JP 2001-180469 A

  However, in the above configuration, the power supply device having the power supply line and the coil of the electromagnetic valve are redundant, that is, even if a malfunction occurs in one of the power supply devices, for example, when one of the power supply devices is defective, It is necessary to have double. As a result, the number of parts increases, and accordingly, problems such as an increase in size and an increase in cost occur.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle braking device capable of improving the fail-safe performance at the time of abnormality while suppressing an increase in the number of parts. To do.

  The vehicle braking device of the present invention includes a pressurizing source that discharges brake fluid to a first main flow path, a reservoir that stores the brake liquid, a hydraulic circuit that is connected to the first main flow path, and the liquid A control unit that controls the pressure circuit unit, and the hydraulic circuit unit is disposed in the first pressure increasing channel and the first pressure increasing channel that connects the first main channel and the first wheel cylinder. A first pressure increasing valve that opens in a non-energized state, a first pressure reducing channel that connects the first wheel cylinder and the reservoir, and a first valve that is disposed in the first pressure reducing channel and closes in a non-energized state A pressure-reducing valve, a second pressure-increasing channel that connects the first main channel and the second wheel cylinder, a second pressure-increasing valve that is disposed in the second pressure-increasing channel and opens in a non-energized state, and the second A second depressurizing channel connecting the wheel cylinder and the reservoir, and disposed in the second depressurizing channel A second pressure reducing valve that closes in a non-energized state, and the controller is a drive circuit that is separate from the first drive circuit that controls the first pressure reducing valve and the first drive circuit. A second drive circuit for controlling the second pressure reducing valve.

  According to the present invention, even when an abnormality occurs in one of the first drive circuit and the second drive circuit, the first pressure increase valve and the second pressure increase valve that are normally open are maintained in the open state. Thus, when the hydraulic pressure (wheel pressure) of the wheel cylinder is increased, the brake fluid is supplied from the pressurization source to the first wheel cylinder via the first main flow path and the first pressure increase flow path. The brake fluid is supplied to the second wheel cylinder from the first main channel and the second pressure increasing channel. That is, the wheel pressure can be increased in the same manner as normal. Further, when reducing the wheel pressure, the normal first drive circuit or second drive circuit can open the corresponding first pressure reduction valve or second pressure reduction valve.

  When the first pressure reducing valve is opened, the brake fluid in the first wheel cylinder flows out to the reservoir via the first pressure reducing flow path, and the brake fluid in the second wheel cylinder flows to the second pressure increasing flow path and the first main flow. It flows out to the reservoir through the passage, the first pressure increasing flow path, and the first pressure reducing flow path. Similarly, when the second pressure reducing valve is opened, the brake fluid in the first wheel cylinder is transferred to the reservoir via the first pressure increasing flow path, the first main flow path, the second pressure increasing flow path, and the second pressure reducing flow path. The brake fluid in the second wheel cylinder flows out to the reservoir through the second pressure reducing flow path. As described above, even when one of the drive circuits fails, the wheel pressure can be increased and decreased, and the fail-safe performance is improved. Further, according to the present invention, in implementing the configuration for realizing the above-described operation, it is not necessary to double the coil of the power supply device or the electromagnetic valve, and it is only necessary to add a drive circuit. That is, according to the present invention, it is possible to improve the fail-safe performance at the time of abnormality while suppressing an increase in the number of parts.

It is a lineblock diagram showing the brake device for vehicles of a first embodiment. It is a block diagram which shows brake ECU of 1st embodiment. It is a block diagram which shows brake ECU of 1st embodiment. It is a block diagram which shows the brake device for vehicles of 2nd embodiment. It is a block diagram which shows brake ECU of 3rd embodiment. It is a block diagram which shows the brake device for vehicles of 4th embodiment. It is a block diagram which shows the reservoir | reserver of 4th embodiment. It is a block diagram which shows the braking device for vehicles of 5th embodiment. It is a block diagram which shows the deformation | transformation aspect of the braking device for vehicles of 5th embodiment. It is a block diagram which shows a part of deformation | transformation aspect of the vehicle braking device of 1st embodiment.

  Embodiments of the present invention will be described below with reference to the drawings. Each figure used for explanation is a conceptual diagram, and the shape of each part may not necessarily be exact. As shown in FIG. 1, the vehicle braking device 1 according to the first embodiment includes a brake operation member 11, a cylinder mechanism 2, a stroke simulator 3, wheel cylinders 41, 42, 43, 44, an actuator 5, And a brake ECU (corresponding to a “control unit”) 6.

  The brake operation member 11 is a member for transmitting the brake operation to the cylinder mechanism 2 and is a brake pedal. A stroke sensor 91 that detects a stroke (operation amount) is provided for the brake operation member 11. The stroke sensor 91 transmits the detection result to the brake ECU 6.

  The cylinder mechanism 2 includes a master cylinder 21, a first master piston 22, a second master piston 23, a reservoir 24, and springs 25 and 26. The master cylinder 21 is a bottomed cylindrical cylinder member. The brake operation member 11 is disposed on the opening side of the master cylinder 21. The master cylinder 21 is a member whose hydraulic pressure (master pressure) increases or decreases according to the operation of the brake operation member 11. Hereinafter, for the sake of explanation, the bottom side of the master cylinder 21 is defined as the front, and the opening side is defined as the rear.

  The first and second master pistons 22 and 23 are slidably disposed in the master cylinder 21. The second master piston 23 is disposed in front of the first master piston 22. The first master piston 22 is urged rearward by a spring 25. The second master piston 23 is urged rearward by a spring 26. The first and second master pistons 22, 23 partition the master cylinder 21 into a first master chamber 21a and a second master chamber 21b. The first master chamber 21 a is formed by the first and second master pistons 22 and 23 and the master cylinder 21, and the second master chamber 21 b is formed by the second master piston 23 and the master cylinder 21. The first master chamber 21a is connected to the port 5a of the actuator 5 via the flow path 12 (a part of a first master flow path 517 described later). The second master chamber 21b is connected to the port 5b of the actuator 5 via the flow path 13 (a part of a second master flow path 519 described later).

  The reservoir 24 is a reservoir tank that stores brake fluid, and is connected to the master cylinder 21 so as to be able to communicate with the first master chamber 21a and the second master chamber 21b. The pressure in the reservoir 24 is atmospheric pressure. The reservoir 24 and each of the master chambers 21a and 21b are communicated / blocked according to the movement of the first and second master pistons 22 and 23. When the first and second master pistons 22 and 23 are positioned at the initial positions, the reservoir 24 and the master chambers 21a and 21b communicate with each other, and the first and second master pistons 22 and 23 move (advance). The reservoir 24 and the master chambers 21a and 21b are shut off. Hereinafter, the fluid pressure in each of the master chambers 21a and 21b is referred to as master pressure.

  The stroke simulator 3 is a device that generates a reaction force with respect to the operation of the brake operation member 11. The stroke simulator 3 is connected to the flow path 13 via the flow path 14. The stroke simulator 3 includes a cylinder member 31, a piston member 32, and a spring 33. A reaction force chamber 31 a defined by a piston member 32 is formed at the end of the cylinder member 31 on the flow path 14 side.

  The wheel cylinders 41 to 44 are provided on the wheels Wrl, Wfr, Wfl, Wrr (hereinafter also collectively referred to as wheels W) of the vehicle, and are used to apply a braking force corresponding to the hydraulic pressure (wheel pressure) to the wheels W. It is a member. For example, although not shown, the brake pad is pressed in contact with the disk rotor as the wheel pressure increases, and the braking force is exerted. Wheel cylinder 41 (corresponding to “first wheel cylinder”) is provided on left rear wheel Wrl. The wheel cylinder 42 (corresponding to “second wheel cylinder”) is provided on the right front wheel Wfr. Wheel cylinder 43 (corresponding to “third wheel cylinder”) is provided on left front wheel Wfl. The wheel cylinder 44 (corresponding to a “fourth wheel cylinder”) is provided on the right rear wheel Wrr. In the first embodiment, so-called X piping is employed. Each wheel W is provided with a wheel speed sensor 98. The wheel speed sensor 98 transmits the detection result to the brake ECU 6.

  The actuator 5 is a device that adjusts the hydraulic pressure of the brake fluid supplied to the wheel cylinders 41 to 44. The actuator 5 includes a pressurizing source 54, a main channel (corresponding to “first main channel” and “second main channel”) 55, and a hydraulic circuit unit 53. The pressurization source 54 is a device that discharges the brake fluid to the main flow path 55. Specifically, the pressurization source 54 includes an electric motor 541 and a pump (corresponding to a “pressurization device”) 542. The electric motor 541 drives the pump 542 based on a command from the brake ECU 6. The pump 542 is an electric pump having a discharge port connected to the main channel 55 and a suction port connected to the reservoir 24 via the channel 15. The pump 542 is driven by the electric motor 541 and discharges the brake fluid sucked from the reservoir 24 to the main flow path 55. The main flow path 55 is a flow path that connects the discharge port of the pump 542 and each of the pressure increase flow paths 501, 505, 509, and 513 described later.

  The hydraulic circuit unit 53 includes a first pressure increasing flow path 501, a first pressure increasing valve 502, a first pressure reducing flow path 503, a first pressure reducing valve 504, a second pressure increasing flow path 505, and a second pressure increasing valve 506. A second pressure reducing flow path 507, a second pressure reducing valve 508, a third pressure increasing flow path 509, a third pressure increasing valve 510, a third pressure reducing flow path 511, a third pressure reducing valve 512, and a fourth pressure increasing pressure. A pressure channel 513, a fourth pressure increasing valve 514, a fourth pressure reducing channel 515, a fourth pressure reducing valve 516, a first master channel 517, a first control valve 518, a second master channel 519, A second control valve 520. That is, the hydraulic circuit 53 includes four channels including a pressure increasing channel, a pressure increasing valve, a pressure reducing channel, and a pressure reducing valve.

  The first pressure increasing flow path 501 is a flow path that connects the main flow path 55 and the wheel cylinder 41. The first pressure increasing valve 502 is a normally open electromagnetic valve that is disposed in the first pressure increasing flow path 501 and opens in a non-energized state. By opening / closing the first pressure increasing valve 502, the state of the first pressure increasing flow path 501 is switched between communication and blocking. The first reduced pressure channel 503 is a channel that connects the wheel cylinder 41 and the reservoir 24. Specifically, the first pressure reducing flow path 503 is a flow path that connects the reservoir 24 to a portion of the first pressure increasing flow path 501 between the first pressure increasing valve 502 and the wheel cylinder 41 side end. The first pressure reducing valve 504 is a normally closed electromagnetic valve that is disposed in the first pressure reducing flow path 503 and closes in a non-energized state. By opening and closing the first pressure reducing valve 504, the state of the first pressure reducing flow path 503 is switched between communication and blocking. The other channels have the same configuration and will be briefly described below.

  The second pressure increasing flow path 505 is a flow path that connects the main flow path 55 and the wheel cylinder 42. The second pressure increasing valve 506 is a normally open electromagnetic valve that is disposed in the second pressure increasing flow path 505 and opens in a non-energized state. The second decompression flow path 507 is a flow path that connects the wheel cylinder 42 and the reservoir 24. Specifically, the second pressure reducing flow path 507 is a flow path that connects the reservoir 24 to a portion of the second pressure increasing flow path 505 between the second pressure increasing valve 506 and the wheel cylinder 42 side end. The second pressure reducing valve 508 is a normally closed electromagnetic valve that is disposed in the second pressure reducing flow path 507 and closes in a non-energized state.

  The third pressure increasing flow path 509 is a flow path that connects the main flow path 55 and the wheel cylinder 43. The third pressure increasing valve 510 is a normally open solenoid valve that is disposed in the third pressure increasing flow path 509 and opens in a non-energized state. The third decompression channel 511 is a channel that connects the wheel cylinder 43 and the reservoir 24. Specifically, the third pressure reducing flow path 511 is a flow path that connects the reservoir 24 to a portion of the third pressure increasing flow path 509 between the third pressure increasing valve 510 and the wheel cylinder 43 side end. The third pressure reducing valve 512 is a normally closed electromagnetic valve that is disposed in the third pressure reducing flow path 511 and closes in a non-energized state.

  The fourth pressure increasing flow path 513 is a flow path that connects the main flow path 55 and the wheel cylinder 44. The fourth pressure increasing valve 514 is a normally open electromagnetic valve that is disposed in the fourth pressure increasing flow path 513 and opens in a non-energized state. The fourth decompression channel 515 is a channel that connects the wheel cylinder 44 and the reservoir 24. Specifically, the fourth pressure reducing flow path 515 is a flow path that connects the reservoir 24 to a portion of the fourth pressure increasing flow path 513 between the fourth pressure increasing valve 514 and the wheel cylinder 44 side end. The fourth pressure reducing valve 516 is a normally closed electromagnetic valve that is disposed in the fourth pressure reducing flow path 515 and closes in a non-energized state. The decompression channels 503, 507, 511, and 515 merge into one in the path closer to the reservoir 24 than the corresponding decompression valves 504, 508, 512, and 516, and become one channel 16. It is connected to the.

  The first master channel 517 is a channel that connects the wheel cylinder 41 and the master cylinder 21. Specifically, the first master flow path 517 is a portion of the first pressure increase flow path 501 between the first pressure increase valve 502 and the wheel cylinder 41 side end or the first pressure decrease flow path 503 of the first pressure reduction valve 504. It is a flow path that connects a portion closer to the first pressure increasing flow path 501 and the master cylinder 21. In the first embodiment, the first master flow path 517 connects the first master chamber 21a with a portion of the first pressure reduction flow path 503 that is closer to the first pressure increase flow path 501 than the first pressure reduction valve 504. . The first control valve 518 is a normally open solenoid valve that is disposed in the first master flow path 517 and opens in a non-energized state.

  The second master channel 519 is a channel that connects the wheel cylinder 44 and the master cylinder 21. Specifically, the second master flow path 519 is a portion of the fourth pressure increase flow path 513 between the fourth pressure increase valve 514 and the wheel cylinder 44 side end or the fourth pressure decrease flow path 515, the fourth pressure decrease valve 516. It is a flow path that connects the part on the fourth pressure increasing flow path 513 side and the master cylinder 21. In the first embodiment, the second master channel 519 connects a part of the fourth pressure reducing channel 515 that is closer to the fourth pressure increasing channel 513 than the fourth pressure reducing valve 516 to the second master chamber 21b. . The second control valve 520 is a normally open solenoid valve that is disposed in the second master flow path 519 and opens in a non-energized state. Each control valve 518, 520 can be said to be a master cut valve.

  The main channel 55 is provided with a first check valve 521 and a second check valve 522. The first check valve 521 is configured to distribute the brake fluid from the pump 542, the third booster valve 510, and the fourth booster valve 514 side to the first booster valve 502 and the second booster valve 506 side (centered on itself). And the flow of the brake fluid from the first pressure increasing valve 502 and the second pressure increasing valve 506 side to the pump 542, the third pressure increasing valve 510, and the fourth pressure increasing valve 514 side is prohibited. The second check valve 522 is configured to distribute the brake fluid from the pump 542, the first pressure increase valve 502, and the second pressure increase valve 506 side to the third pressure increase valve 510 and the fourth pressure increase valve 514 side (centered on itself). And the flow of the brake fluid from the third pressure increasing valve 510 and the fourth pressure increasing valve 514 side to the pump 542, the first pressure increasing valve 502, and the second pressure increasing valve 506 side is prohibited.

  The actuator 5 includes pressure sensors 92 to 97. The pressure sensor 92 is connected to a portion of the first master channel 517 closer to the master cylinder 21 than the first control valve 518. The pressure sensor 93 is connected to a portion of the second master flow path 519 that is closer to the master cylinder 21 than the second control valve 520. The pressure sensor 94 is connected to a portion of the first pressure increasing flow path 501 that is closer to the wheel cylinder 41 than the first pressure increasing valve 502 so that the hydraulic pressure of the wheel cylinder 41 can be detected. Similarly, the pressure sensor 95 is connected to the second pressure increasing flow path 505, the pressure sensor 96 is connected to the third pressure increasing flow path 509, and the pressure sensor 97 is connected to the fourth pressure increasing flow path 513. The pressure sensors 92 to 97 transmit detection results to the brake ECU 6.

  The brake ECU 6 is an electronic control unit having a CPU, a memory, and the like, and is a device that controls the actuator 5. The brake ECU 6 is connected to a power source (battery) Z. The brake ECU 6 receives the detection results from the various sensors 91 to 98 and controls the actuator 5 based on the detection results. That is, the brake ECU 6 applies a control current to each electromagnetic valve and the electric motor 541 according to the detection result.

  For example, when the brake operation member 11 is operated (when a stroke is detected), the brake ECU 6 applies a control current to the first control valve 518, the second control valve 520, and the electric motor 541. That is, in this case, the brake ECU 6 closes the first and second control valves 518 and 520 and drives the pump 542 according to the stroke. As a result, the brake fluid is supplied from the pump 542 to the wheel cylinders 41 to 44 via the pressure-increasing flow paths 501, 505, 509, and 513. That is, the wheel pressure is increased. On the other hand, when the brake operation is released, the brake ECU 6 applies a control current to the pressure reducing valves 504, 508, 512, and 516 to open the pressure reducing valves 504, 508, 512, and 516. As a result, the brake fluid in the wheel cylinders 41 to 44 flows out to the reservoir 24, and the wheel pressure decreases.

  The brake ECU 6 of the first embodiment has two independent drive circuits. That is, as shown in FIGS. 1 to 3, the brake ECU 6 includes a first drive circuit 61 and a second drive circuit 62 that is a drive circuit separate from the first drive circuit 61. The first drive circuit 61 is a drive circuit that controls the first pressure reducing valve 504, the second pressure increasing valve 506, the third pressure reducing valve 512, the fourth pressure increasing valve 514, the first control valve 518, and the electric motor 541. On the other hand, the second drive circuit 62 is a drive circuit that controls the first pressure increasing valve 502, the second pressure reducing valve 508, the third pressure increasing valve 510, the fourth pressure reducing valve 516, the second control valve 520, and the electric motor 541. .

  As shown in FIG. 2, the first drive circuit 61 includes an IC chip 611, switching elements 612 to 616, and a switching element group 61 </ b> A having a plurality of switching elements for controlling the electric motor 541. The IC chip 611 is an integrated circuit, and based on the detection results received from the various sensors 91 to 98, the switching elements 612 to 616 and the switching elements of the switching element group 61A (hereinafter collectively referred to as “switching elements 612 to 616, 61A "). In FIG. 2, in the intersecting circuits, a black circle is attached when connected, and a black circle is not attached when not connected.

  The switching elements 612 to 616 and 61A are, for example, field effect transistors. The gate terminals (control terminals) of the switching elements 612 to 616 and 61A are connected to the IC chip 611. The source terminals of the switching elements 612 to 616 and 61A are connected to the power supply Z. The drain terminal of the switching element 612 is connected to the first control valve 518. A drain terminal of the switching element 613 is connected to the fourth pressure increasing valve 514. A drain terminal of the switching element 614 is connected to the second pressure increasing valve 506. A drain terminal of the switching element 615 is connected to the first pressure reducing valve 504. A drain terminal of the switching element 616 is connected to the third pressure reducing valve 512. The drain terminal of each switching element of the switching element group 61 </ b> A is connected to the electric motor 541. The IC chip 611 energizes the connection destination of the drain terminal by turning on the switching elements 612 to 626 and 61A.

  The second drive circuit 62 includes an IC chip 621, switching elements 622 to 626, and a plurality of switching element groups 62A for the electric motor 541. The IC chip 621 is an integrated circuit, and based on the detection results received from the various sensors 91 to 98, the switching elements 622 to 626 and the switching elements of the switching element group 62A (hereinafter collectively referred to as “switching elements 622 to 626, 62A ").

  The switching elements 622 to 626 and 62A are, for example, field effect transistors. The gate terminals of the switching elements 622 to 626 and 62A are connected to the IC chip 621. The source terminals of the switching elements 622 to 626 and 62A are connected to the power source Z. A drain terminal of the switching element 622 is connected to the first pressure increasing valve 502. A drain terminal of the switching element 623 is connected to the third pressure increasing valve 510. The drain terminal of the switching element 624 is connected to the second control valve 520. The drain terminal of the switching element 625 is connected to the second pressure reducing valve 508. A drain terminal of the switching element 626 is connected to the fourth pressure reducing valve 516. The drain terminal of each switching element of the switching element group 62A is connected to the electric motor 541. The IC chip 621 supplies power to the device connected to the drain terminal by turning on the switching elements 622 to 626 and 62A.

  In the example of the first embodiment, a brushless DC motor is employed as the electric motor 541. Corresponding to the configuration of the electric motor 541, the switching element groups 61A and 62A are each configured with, for example, six switching elements. As shown in FIG. 3, the stator of the electric motor 541 is provided with three-phase (U-phase, V-phase, W-phase) coils 541a, 541b, 541c. Each of the coils 541a to 541c is wound with a lead wire 81 connected to the drain terminal of each switching element of the switching element group 61A and a lead wire 82 connected to the drain terminal of each switching element of the switching element group 62A. Is formed. That is, each of the coils 541a to 541c is configured to function when at least one of the lead wires 81 and 82 is energized. The first drive circuit 61 and the second drive circuit 62 are connected to the electric motor 541 so as to be controllable independently of each other. In other words, the electric motor 541 is connected to the first drive circuit 61 and the second drive circuit 62 so as to be independently controllable by the first drive circuit 61 and the second drive circuit 62. In FIG. 3, the control configuration other than the electric motor 541 is omitted. The electric motor 541 may be a motor other than the brushless DC motor.

  Here, a case where the second drive circuit 62 is normal and an abnormality occurs in the first drive circuit 61 will be described. In this case, energization to the connection destination (control target) of the first drive circuit 61 becomes impossible, and the state of the connection destination is maintained in a non-energized state. Specifically, when the first drive circuit 61 is abnormal, the first control valve 518 is open, the first pressure reducing valve 504 is closed, and the second pressure increasing valve 506 is opened regardless of the control state. The third pressure reducing valve 512 is in a closed state, the fourth pressure increasing valve 514 is in an open state, and the lead wire 81 is in a non-energized state.

  Even in this state, according to the first embodiment, the hydraulic pressures of the wheel cylinders 42 to 44 are controlled by the second drive circuit 62. First, a case where the brake operation is performed in this state will be described. In this case, the second drive circuit 62 closes the second control valve 520 and closes the first pressure increasing valve 502. As a result, the wheel cylinder 41 and the first master chamber 21a communicate with each other independently from the pressurizing source 54, the brake feeling is maintained, and the hydraulic pressure (master pressure) corresponding to the stroke is applied to the wheel cylinder 41. Supplied. By maintaining the brake feeling, the difference between the normal time and the abnormal time compared by the same operation is reduced for the detection result (stroke) of the stroke sensor 91.

  In addition, the second drive circuit 62 maintains the second pressure reducing valve 508 and the fourth pressure reducing valve 516 in the closed state, maintains the third pressure increasing valve 510 in the open state, energizes the lead wire 82, and activates the electric motor 541. Drive. As a result, the pump 542 is driven, and the brake fluid is supplied from the main flow path 55 to the wheel cylinder 42 via the second pressure increase flow path 505, supplied to the wheel cylinder 43 via the third pressure increase flow path 509, The pressure is supplied to the wheel cylinder 44 via the four pressure increasing flow path 513. That is, the hydraulic pressure in the wheel cylinders 42 to 44 is increased by the pressurizing source 54. The second drive circuit 62 controls the electric motor 541 based on the stroke and the values of the pressure sensors 95 to 97. The brake fluid is supplied to the wheel cylinder 41 via the first master flow path 517 and the first pressure increasing flow path 501, and hydraulic pressure pressurized by the pressure source 54 is generated in the wheel cylinders 42 to 44. As a result, normal braking force (braking force based on pressurization control) is exerted on the front wheels Wfr, Wfl and the right rear wheel Wrr, and braking force based on the master pressure is exerted on the left rear wheel Wrl.

  On the other hand, when the brake operation is released from the braking state while the first drive circuit 61 is abnormal, the second drive circuit 62 opens the second pressure reducing valve 508 and the fourth pressure reducing valve 516, and first The control valve 518 is opened, and energization to the electric motor 541 is stopped. As a result, the pump 542 is stopped, the brake fluid in the wheel cylinder 42 flows out to the reservoir 24 via the second decompression flow path 507, and the brake fluid in the wheel cylinder 44 is stored in the reservoir via the fourth decompression flow path 515. To 24. The brake fluid in the wheel cylinder 41 flows out to the reservoir 24 through the first pressure increasing flow path 501, the first pressure reducing flow path 503, the first master flow path 517, and the first master chamber 21a. Further, the brake fluid in the wheel cylinder 43 flows out to the reservoir 24 through the third pressure increasing flow path 509, the fourth pressure increasing flow path 513, and the fourth pressure reducing flow path 515. Thereby, the hydraulic pressure of the wheel cylinders 41 to 44 can be reduced. The wheel cylinder 41 and the reservoir 24 are also communicated via the first pressure increasing flow path 501, the second pressure increasing flow path 505, and the second pressure reducing flow path 507.

  Here, similarly, a case where the first drive circuit 61 is normal and an abnormality occurs in the second drive circuit 62 will be described. In this case, regardless of the control state, the second control valve 520 is open, the first pressure increasing valve 502 is open, the second pressure reducing valve 508 is closed, and the third pressure increasing valve 510 is open. The fourth pressure reducing valve 516 is in a closed state, and the lead wire 82 is in a non-energized state. When the brake operation is started in this state, the first drive circuit 61 closes the first control valve 518 and closes the fourth pressure increasing valve 514. As a result, the wheel cylinder 44 and the second master chamber 21b communicate with each other independently from the pressurizing source 54, the brake feeling is maintained, and the hydraulic pressure (master pressure) corresponding to the stroke is applied to the wheel cylinder 44. Supplied.

  In addition, the first drive circuit 61 maintains the first pressure reducing valve 504 and the third pressure reducing valve 512 in the closed state, maintains the second pressure increasing valve 506 in the open state, energizes the lead wire 81, and activates the electric motor 541. Drive. As a result, the pump 542 is driven, and the brake fluid is supplied from the main flow path 55 to the wheel cylinder 41 via the first pressure increase flow path 501, supplied to the wheel cylinder 42 via the second pressure increase flow path 505, The pressure is supplied to the wheel cylinder 43 via the three pressure increasing flow path 509. That is, the hydraulic pressure of the wheel cylinders 41 to 43 is pressurized by the pressurization source 54. The first drive circuit 61 controls the electric motor 541 based on the stroke and the values of the pressure sensors 94 to 96. The brake fluid is supplied to the wheel cylinder 44 via the second master flow path 519 and the fourth pressure increase flow path 513, and hydraulic pressure pressurized by the pressure source 54 is generated in the wheel cylinders 41 to 43. As a result, normal braking force (braking force based on pressurization control) is exerted on the front wheels Wfr, Wfl and the left rear wheel Wrl, and braking force based on the master pressure is exerted on the right rear wheel Wrr.

  On the other hand, when the brake operation is released from the braking state in the state where the second drive circuit 62 is abnormal, the first drive circuit 61 opens the first pressure reducing valve 504 and the third pressure reducing valve 512, and the second The control valve 520 is opened, and energization to the electric motor 541 is stopped. As a result, the pump 542 stops, the brake fluid in the wheel cylinder 41 flows out to the reservoir 24 via the first decompression flow path 503, and the brake fluid in the wheel cylinder 43 flows to the reservoir via the third decompression flow path 511. To 24. Further, the brake fluid in the wheel cylinder 42 flows out to the reservoir 24 through the second pressure increasing flow path 505, the first pressure increasing flow path 501, and the first pressure reducing flow path 503. Further, the brake fluid in the wheel cylinder 44 flows out to the reservoir 24 via the fourth pressure increasing flow path 513, the fourth pressure reducing flow path 515, the second master flow path 519, and the second master chamber 21b. Thereby, the hydraulic pressure of the wheel cylinders 41 to 44 can be reduced. The wheel cylinder 44 and the reservoir 24 are also communicated via the fourth pressure increasing flow path 513, the third pressure increasing flow path 509, and the third pressure reducing flow path 511.

  Thus, according to the first embodiment, even when an abnormality occurs in one of the first drive circuit 61 and the second drive circuit 62, the same braking force is exerted on the three wheels W as normal. One wheel W can exert a braking force based on the master pressure. And according to 1st embodiment, since it is only necessary to add a drive circuit mainly without duplicating the coil of a power supply device or a solenoid valve, the increase in a number of parts and the accompanying increase in size and cost are suppressed. be able to. That is, according to the first embodiment, it is possible to improve the fail-safe performance at the time of abnormality while suppressing an increase in the number of parts. According to the first embodiment, for example, an existing structure can be used as a component of the actuator 5.

  The vehicular braking apparatus 1 according to the first embodiment includes a first system configured to connect the first master chamber 21a and the wheel cylinders 41 and 42, a second master chamber 21b, and the wheel cylinders 43 and 44. Are connected to each other, a main flow channel 55 common to the two systems, and a single pump 542 that discharges brake fluid to the main flow channel 55. The first system and the second system are partitioned by check valves 521 and 522. The pump 542 is configured to be controllable from each of the first drive circuit 61 and the second drive circuit 62. According to this configuration, it is only necessary to provide one common pressurizing device (here, the pump 542), and an increase in the number of parts is suppressed.

  In the first embodiment, the piping configuration is X piping, and the first control valve 518 and the second control valve 520 are connected to the wheel cylinders 41 and 44 corresponding to the rear wheels Wrl and Wrr, respectively. . Thus, in the event of an abnormality, the braking force of one of the rear wheels Wrl and Wrr becomes a braking force based on the master pressure, but at least the braking force of the other wheels W including the front wheels Wfr and Wfl is applied by the pressurizing source 54. Generated by wheel pressure based on Therefore, the influence on the braking force of the entire vehicle due to the abnormality is minimized.

<Second embodiment>
The vehicle braking device 10 of the second embodiment is different from the first embodiment in that it mainly includes a third control valve and a fourth control valve. Therefore, a different part is demonstrated. In the description of the second embodiment, reference can be made to the description of the first embodiment and the drawings.

  As shown in FIG. 4, the hydraulic circuit unit 53A of the second embodiment further includes a third control valve 523 and a fourth control valve 524 in addition to the configuration of the hydraulic circuit unit 53 of the first embodiment. Yes. The third control valve 523 is a solenoid valve (normally open type solenoid valve) that is disposed in the first master flow path 517 in series with the first control valve 518 and opens in a non-energized state. It can be said that the third control valve 523 is connected in series to the first control valve 518. The third control valve 523 is located upstream or downstream (here, downstream) of the first control valve 518 in the first master flow path 517. The third control valve 523 of the second embodiment is disposed between the first control valve 518 and the first wheel cylinder 41.

  The fourth control valve 524 is a solenoid valve (normally open type solenoid valve) that is disposed in the second master flow path 519 in series with the second control valve 520 and opens in a non-energized state. It can be said that the fourth control valve 524 is connected in series to the second control valve 520. The fourth control valve 524 is located upstream or downstream (here, downstream) of the second control valve 520 in the second master flow path 519. The fourth control valve 524 of the second embodiment is disposed between the second control valve 520 and the fourth wheel cylinder 44.

  The first drive circuit 61 of the second embodiment further controls the fourth control valve 524 in addition to the control target of the first embodiment. The second drive circuit 62 of the second embodiment further controls the third control valve 523 in addition to the control target of the first embodiment.

  According to the second embodiment, the first master flow path 517 is blocked by at least one of closing the first control valve 518 by the first drive circuit 61 and closing the third control valve 523 by the second drive circuit 62. This is realized if is executed. Similarly, the second master flow path 519 is blocked when at least one of the closing of the fourth control valve 524 by the first drive circuit 61 and the closing of the second control valve 520 by the second drive circuit 62 is executed. Realized. That is, even when one of the first drive circuit 61 and the second drive circuit 62 becomes abnormal (fails), the other drive circuit that is normal controls the control valve to control the first master channel 517 and the second drive circuit 517. The master channel 519 can be blocked.

  For example, when the first drive circuit 61 is abnormal and the second drive circuit 62 is normal, when the brake operation is started, the second drive circuit 62 closes the second control valve 520, and further The control valve 523 is closed. Thereby, the 1st master channel 517 and the 2nd master channel 519 are intercepted like usual brake control. In addition, the second drive circuit 62 maintains the second pressure reducing valve 508 and the fourth pressure reducing valve 516 in a closed state, maintains the first pressure increasing valve 502 and the third pressure increasing valve 510 in an open state, and energizes the lead wire 82. Then, the electric motor 541 is driven. As a result, the pump 542 is driven, and the brake fluid is supplied from the main flow path 55 to the wheel cylinder 41 via the first pressure increase flow path 501, supplied to the wheel cylinder 42 via the second pressure increase flow path 505, The pressure is supplied to the wheel cylinder 43 via the third pressure increasing flow path 509 and supplied to the wheel cylinder 44 via the fourth pressure increasing flow path 513. That is, the hydraulic pressure of all the wheel cylinders 41 to 44 is pressurized by the pressurizing source 54.

  When the brake operation is released from the braking state, the second drive circuit 62 opens the second pressure reducing valve 508 and the fourth pressure reducing valve 516, and stops energization of the electric motor 541. Thereby, the brake fluid in each wheel cylinder 41-44 flows out into the reservoir | reserver 24 similarly to 1st embodiment. At this time, the second drive circuit 62 opens the second control valve 520 and the third control valve 523.

  When the second drive circuit 62 is abnormal and the first drive circuit 61 is normal, when the brake operation is started, the first drive circuit 61 closes the first control valve 518, and further The control valve 524 is closed. Thereby, the 1st master channel 517 and the 2nd master channel 519 are intercepted like usual brake control. In addition, the first drive circuit 61 maintains the first pressure reducing valve 504 and the third pressure reducing valve 512 in the closed state, maintains the second pressure increasing valve 506 and the fourth pressure increasing valve 514 in the open state, and energizes the lead wire 81. Then, the electric motor 541 is driven. As a result, the pump 542 is driven, and the brake fluid is supplied from the main channel 55 to the wheel cylinders 41 to 44 via the corresponding pressure increasing channels 501 to 504, respectively. That is, the hydraulic pressure of all the wheel cylinders 41 to 44 is pressurized by the pressurizing source 54.

  When the brake operation is released from the braking state, the first drive circuit 61 opens the first pressure reducing valve 504 and the third pressure reducing valve 512 and stops energization of the electric motor 541. Thereby, the brake fluid in each wheel cylinder 41-44 flows out into the reservoir | reserver 24 similarly to 1st embodiment. At this time, the first drive circuit 61 opens the first control valve 518 and the fourth control valve 524.

  As described above, according to the second embodiment, only two electromagnetic valves are added to the first embodiment, and even if one of the drive circuits is abnormal, the normal braking force ( Braking force based on pressure control) is exerted. That is, according to the second embodiment, it is possible to further improve the fail-safe performance at the time of abnormality while suppressing an increase in the number of parts.

<Third embodiment>
The vehicle braking device of the third embodiment is different from the first embodiment in terms of the connection configuration of the first control valve 518 and the second control valve 520 and the first drive circuit 61 and the second drive circuit 62. Is different. Therefore, a different part is demonstrated. In the description of the third embodiment, reference can be made to the description of the first embodiment and the drawings.

  As shown in FIG. 5, the first control valve 518 and the second control valve 520 of the third embodiment can be controlled independently by a first drive circuit 61 and a second drive circuit 62, respectively. And connected to the second drive circuit 62. The first drive circuit 61 is connected to the first control valve 518 via the lead wire 83 and is connected to the second control valve 520 via the lead wire 84. The second drive circuit 62 is connected to the first control valve 518 via the lead wire 85, and is connected to the second control valve 520 via the lead wire 86. In other words, the first control valve 518 and the second control valve 520 are configured to be controlled from either the first drive circuit 61 or the second drive circuit 62, respectively, like the electric motor 541.

  According to the third embodiment, even when one drive circuit becomes abnormal, the other drive circuit that is normal can control both the first control valve 518 and the second control valve 520. Thus, when the brake operation is started, the other normal drive circuit closes both the first control valve 518 and the second control valve 520, and as in the second embodiment, all the wheel cylinders 41 to 44 are closed. The hydraulic pressure is in a state of being pressurized by the pressure source 54. Thus, the effect similar to 2nd embodiment is exhibited by duplicating only the wiring of the 1st control valve 518 and the 2nd control valve 520 with respect to 1st embodiment.

<Fourth embodiment>
The vehicle braking device 10A according to the fourth embodiment differs from the second embodiment mainly in that the monitoring unit is provided and the arrangement of the wheels W. Therefore, a different part from 2nd embodiment is demonstrated. In the description of the fourth embodiment, reference can be made to the descriptions and drawings of the first and second embodiments.

  As shown in FIG. 6, in the fourth embodiment, the wheel cylinder 41 is disposed on the right front wheel Wfr, the wheel cylinder 42 is disposed on the left rear wheel Wrl, and the wheel cylinder 43 is disposed on the right rear wheel Wrr. 44 is arranged on the left front wheel Wfl. That is, the wheel cylinder 41 connected to the first master flow path 517 and the wheel cylinder 44 connected to the second master flow path 519 are disposed on the front wheels Wfr and Wfl.

  Further, the vehicle braking device 10 </ b> A includes a monitoring unit 24 a that monitors the amount of brake fluid stored in the reservoir 24. The monitoring unit 24 a is, for example, a liquid level switch (reservoir level switch), and is attached to the reservoir 24. The level switch is a device that switches a signal (ON / OFF) to be transmitted, for example, when the liquid level in the reservoir 24 is equal to or higher than a predetermined height (the liquid amount is equal to or higher than a predetermined amount) and when the liquid level is lower than the predetermined height. It is.

  The monitoring unit 24a is connected to the brake ECU 6 via wiring, and transmits monitoring information to the brake ECU 6. The monitoring unit 24a of the present embodiment transmits an ON signal to the brake ECU 6 when the amount of fluid in the reservoir 24 is less than a predetermined amount, and turns on to the brake ECU 6 when the amount of fluid in the reservoir 24 is greater than or equal to a predetermined amount. It is configured not to transmit a signal (transmit an off signal). The predetermined amount may be set to, for example, the minimum value of the normal use range (see FIG. 7) of the liquid amount set in the reservoir 24. The monitoring unit 24a may be configured to transmit an ON signal only when the liquid amount is equal to or greater than a predetermined amount.

  When the first drive circuit 61 of the brake ECU 6 detects that the amount of brake fluid is less than a predetermined amount by the monitoring unit 24a, that is, in the fourth embodiment, when receiving an ON signal from the monitoring unit 24a, The first control valve 518 and the fourth control valve 524 are maintained in the open state, and the fourth pressure increasing valve 514 is closed. Similarly, the second drive circuit 62 maintains the second control valve 520 and the third control valve 523 in an open state when the monitoring unit 24a detects that the amount of brake fluid is less than a predetermined amount. Then, the first pressure increasing valve 502 is closed. That is, the first drive circuit 61 and the second drive circuit 62, when the monitoring unit 24a detects that the amount of the brake fluid is less than a predetermined amount, The first pressure increasing valve 502 and the fourth pressure increasing valve 514 are closed without blocking 519. In other words, in this case, the brake ECU 6 communicates the master cylinder 21 and the wheel cylinder 41 via the first master flow path 517 and communicates the master cylinder 21 and the wheel cylinder 44 via the second master flow path 519. The first pressure increasing valve 502 and the fourth pressure increasing valve 514 are closed.

  When the brake operation is started, the first and second master pistons 22 and 23 move forward regardless of the amount of brake fluid in the reservoir 24, and the first and second master chambers 21a and 21b and the reservoir 24 are moved forward. And the master pressure is generated in the first and second master chambers 21a and 21b. As described above, the master cylinder 21 is configured such that the first and second master chambers 21 a and 21 b are shut off from the reservoir 24 when the first and second master pistons 22 and 23 advance a predetermined distance or more from the initial position. Has been.

  According to the fourth embodiment, when the brake operation is started when the monitoring unit 24a detects that the amount of the brake fluid is less than the predetermined amount, the master pressure generated in the first master chamber 21a is The master pressure generated in the second master chamber 21 b is supplied to the wheel cylinder 44 via the first master flow path 517, and the master pressure generated in the second master chamber 21 b is supplied to the wheel cylinder 44 via the second master flow path 519. Further, since the first pressure increasing valve 502 is in the closed state, the first pressure increasing flow path 501 is blocked, and the wheel cylinder 41 is not pressurized by the pressure source 54. Similarly, since the fourth pressure increasing valve 514 is in the closed state, the fourth pressure increasing flow path 513 is blocked, and the wheel cylinder 44 is not pressurized by the pressure source 54.

  On the other hand, other solenoid valves are controlled as usual. That is, the second pressure increasing valve 506 and the third pressure increasing valve 510 are maintained in the open state, and the pressure reducing valves 504, 508, 512, and 516 are maintained in the closed state. As a result, when the cause of the decrease in the liquid amount is not a loss of external leakage but a mere decrease in the liquid amount (for example, when maintenance is not performed for a long period of time), Braking force) is generated, and braking force based on the hydraulic pressure controlled by the pressurizing source 54 is generated in the rear wheels Wrr and Wrl. The external leakage failure is a failure in which brake fluid leaks to the outside due to, for example, damage to piping.

  Here, according to the fourth embodiment, for example, when the cause of the decrease in the liquid amount is an external leakage failure on one front wheel Wfr (Wfl) side, no braking force is generated on one front wheel Wfr (Wfl). The other front wheel Wfl (Wfr) generates a braking force based on the master pressure, and the rear wheels Wrr and Wrl generate a normal braking force (braking force based on pressurization control). Also, for example, when the cause of the decrease in the liquid amount is an external leakage failure on one of the rear wheels Wrr and Wrl, no braking force is generated on the rear wheels Wrr and Wrl, but the front wheels Wfr and Wfl have a master pressure. Based on this braking force is generated. Further, for example, even when the cause of the decrease in the liquid amount is an external leakage failure of the flow path 15 or the main flow path 55 (that is, the suction flow path or the discharge flow path of the pump 542), the rear wheels Wrr and Wrl have a braking force. Although not generated, a braking force based on the master pressure is generated on the front wheels Wfr and Wfl. The pressurization control by the pressurization source 54 cannot be executed unless the brake fluid is supplied from the reservoir 24. On the other hand, the master pressure increases according to the brake operation without supplying brake fluid from the reservoir 24.

  As described above, according to the fourth embodiment, even when the amount of the brake fluid in the reservoir 24 decreases, the master pressure at one of the front wheels Wfr, Wfl is used as the braking force of the entire vehicle regardless of the cause. It is possible to generate the braking force based on both the normal braking force on both rear wheels Wrr and Wrl, or the master pressure on both front wheels Wfr and Wfl. The front wheels Wfr, Wfl have higher braking ability than the rear wheels Wrr, Wrl. That is, according to the arrangement configuration of the wheels W, a higher braking force can be ensured, and a necessary braking force can be exhibited. According to the fourth embodiment, even when an abnormality (electrical failure) occurs in one drive circuit, the normal braking force can be exerted on all the wheels W, as in the second and third embodiments, The braking force can be secured even when an external leakage failure occurs instead of an electrical failure.

  Note that the vehicle braking device 10A is configured to notify the driver by lighting a warning lamp or the like when the monitoring unit 24a detects that the amount of brake fluid is less than a predetermined amount. Yes. Further, as shown in FIG. 7, the reservoir 24 of the fourth embodiment includes a first chamber 241 connected to the first master chamber 21a, a second chamber 242 connected to the second master chamber 21b, In addition, a partition wall 240 that partitions into a third chamber 243 connected to the pump 542 (flow path 15) is disposed. The partition wall 240 is formed such that the position of the upper end is lower than the liquid level height (which can be said to be the minimum required liquid level height) corresponding to the minimum value of the normal use range of the brake fluid. The liquid amount is monitored by the monitoring unit 24a common to the chambers 241 to 243 by setting the predetermined amount so that the liquid level corresponding to the predetermined amount is higher than the upper end of the partition wall 240. Can do. In addition, because the reservoir 24 is partitioned, the brake fluid is stored independently in each of the chambers 241 to 243 after the liquid level height is lower than the upper end of the partition wall 240, and therefore, due to external leakage failure. The impact can be minimized.

  Further, the monitoring unit 24a is not limited to the above, and may be, for example, a device that detects the value of the liquid amount. In this case, the brake ECU 6 determines whether the value of the liquid amount acquired from the monitoring unit 24a is less than a predetermined amount. It may be configured to determine whether or not.

<Fifth embodiment>
The vehicle braking device 100 of the fifth embodiment is different from the first embodiment in that a cut valve 34 is provided for the stroke simulator 3. Therefore, the part which is different from the first embodiment will be described. In the description of the fifth embodiment, reference can be made to the description of the first embodiment and the drawings.

  As shown in FIG. 8, the vehicle braking device 100 includes a cut valve 34 in addition to the configuration of the first embodiment. The cut valve 34 is a solenoid valve disposed in the flow path 14 that connects the master cylinder 21 and the stroke simulator 3, and is a normally closed solenoid valve that closes in a non-energized state. The cut valve 34 is connected to the brake ECU 6 and is controlled by one drive circuit, here the first drive circuit 61. In FIG. 8, the wiring connecting the cut valve 34 and the brake ECU 6 is omitted.

  According to the fifth embodiment, the brake feeling by the stroke simulator 3 can be exhibited by opening the cut valve 34, and the brake fluid is applied to the stroke simulator during brake operation by closing the cut valve 34. 3 can be sent to the downstream side without being allowed to flow in. For example, when supplying the master pressure to the wheel cylinders 41 and 44, the wheel pressure can be increased without loss of brake fluid by closing the cut valve 34. Since the cut valve 34 is a normally closed electromagnetic valve, the brake ECU 6 maintains the closed state of the cut valve 34 when one of the drive circuits becomes abnormal, so that the braking force based on the master pressure is not lost. Can be increased. Also, the brake feeling can be made by opening and closing the cut valve 34.

  Moreover, the structure provided with the cut valve 34 is applicable also to 2nd-4th embodiment. Also in this case, the brake ECU 6 can select whether the brake feeling priority or the wheel pressure increase priority is set by opening and closing the cut valve 34 according to the situation. Further, as shown in FIG. 9, in the fifth embodiment or the configuration in which the cut valve 34 is applied to the second to fourth embodiments, the second cut valve 35 may be arranged in parallel with the cut valve 34. good. In this case, for example, the first drive circuit 61 controls the cut valve 34 and the second drive circuit 62 controls the second cut valve 35. Also in FIG. 9, the communication line connecting the cut valves 34 and 35 and the brake ECU 6 is omitted.

  With this configuration, even when one of the drive circuits becomes abnormal, the master cylinder 21 and the stroke simulator 3 can be communicated with each other, and a brake feeling can be ensured. In the configuration of FIG. 8, the cut valve 34 is connected to the first drive circuit 61 and the second drive circuit 62 so as to be independently controllable by the first drive circuit 61 and the second drive circuit 62 like the electric motor 541. May be. This also exhibits the same effect as the configuration of FIG.

(Other)
The present invention is not limited to the above embodiment. For example, the main flow path 55 may be provided independently for each system. For example, as shown in FIG. 10, the first main flow path 55A is provided in the system on the wheel cylinders 41, 42 side, and the wheel cylinders 43, 44 side is provided. The second main flow path 55B may be provided in this system. In this case, the pressurization source 54 may include a pump 542A connected to the first main channel 55A, a pump 542B connected to the second main channel 55B, and a common electric motor 541. Even with this configuration, the same effect as described above is exhibited except that the number of pressure devices is two. Note that the hydraulic circuit unit 53 of the first embodiment is divided into two systems by check valves 521 and 522, and the main channel 55 can be said to be a discharge channel common to the two systems. In the present invention, the second main channel 55B may be configured as a channel common to the first main channel 55A, or may be configured as a channel independent of the first main channel 55A.

  The piping configuration may be front and rear piping. However, from the viewpoint of ensuring the braking force of the front wheels Wfr and Wfl and improving the balance of the braking force of the entire vehicle, the X pipe is preferable as described above. Further, the wheel cylinders 41 to 44 corresponding to the pressure increasing channels 501, 505, 509, and 513 can be cut, and for example, can be cut by installing a lid member in the channel. Therefore, for example, in the configuration of the first embodiment, the selected wheel W (for example, only the rear wheels Wrr and Wrl) is separated from the hydraulic circuit unit 53, and the braking force is exerted on the separated wheel W by a separate braking device. Also good.

  In addition, the same effect as described above is exhibited even in a hydraulic circuit portion having only one system and two channels. For example, the case where the hydraulic circuit 53 includes only the system on the side of the wheel cylinders 41 and 42 will be described as an example. If an abnormality occurs in the first drive circuit 61, the second drive circuit 62 will be The pressure increasing valve 502 is closed. As a result, the master pressure is supplied to the wheel cylinder 41 and the hydraulic pressure pressurized by the pressurizing source 54 is supplied to the wheel cylinder 42. On the other hand, when an abnormality occurs in the second drive circuit 62, the first drive circuit 61 closes the first control valve 518 during pressure increase. Thereby, the hydraulic pressures of the wheel cylinders 41 and 42 are pressurized by the pressurizing source 54 in the same manner as normal. At the time of depressurization, even if one of the drive circuits 61 and 62 is abnormal, the other drive circuit 61 and 62 can open the first pressure reducing valve 504 or the second pressure reducing valve 508. Thereby, the brake fluid in the wheel cylinders 41 and 42 can be discharged to the reservoir 24. That is, high fail-safe performance is exhibited while suppressing an increase in the number of parts.

  Further, a case where the master cylinder 21, the first master flow path 517, and the first control valve 518 are not provided in the above-described one-system two-channel vehicle braking device will be described. In this case, when one of the drive circuits 61 and 62 is abnormal, both the first pressure increasing valve 502 and the second pressure increasing valve 506 can be opened when the pressure is increased. On the other hand, pressurization by the pressurization source 54 is possible.

  Further, at the time of depressurization, even if one of the drive circuits 61 and 62 is abnormal, the other drive circuit 61 and 62 can open the first pressure reducing valve 504 or the second pressure reducing valve 508. Thereby, the brake fluid in the wheel cylinders 41 and 42 can be discharged to the reservoir 24. For example, when only the first pressure reducing valve 504 is opened, the brake fluid in the wheel cylinder 41 flows out to the reservoir 24 via the first pressure reducing passage 503, and the brake fluid in the wheel cylinder 42 is discharged to the second pressure increasing passage. 505, the main flow channel 55, the first pressure increasing flow channel 501, and the first pressure reducing flow channel 503 flow out to the reservoir 24. On the other hand, when only the second pressure reducing valve 508 is opened, the brake fluid in the wheel cylinder 41 is similarly supplied to the first pressure increasing flow path 501, the main flow path 55, the second pressure increasing flow path 505, and the second pressure reducing flow path 507. The brake fluid in the wheel cylinder 42 flows out to the reservoir 24 via the second pressure reducing flow path 507. When the wheel pressure cannot be reduced, it is difficult to move the vehicle, which is not preferable from the viewpoint of fail-safe. However, according to this configuration, the wheel pressure can be reduced more reliably, and high fail-safe performance is exhibited.

  Further, the pressurization source 54 may include a pressurization device of a type that directly moves the piston in the cylinder instead of the pump 542 as a pressurization device driven by the electric motor 541. The brake ECU 6 or another ECU may include a third drive circuit that controls the pressurization source 54. Further, the brake ECU 6 may include a notification unit that notifies the driver or the normal drive circuits 61 and 62 of the abnormality of the drive circuits 61 and 62. One or more power supplies Z may be used. Moreover, one master piston may be sufficient. The various switching elements may be bipolar transistors. In this case, the gate corresponds to the base, the drain corresponds to the collector, and the source corresponds to the emitter. The present invention is also suitable for automatic operation. Further, the “flow path” in the above description can be paraphrased as a pipe line, a pipe, a hydraulic pressure path, or the like. Various pressures (wheel pressure and master pressure) can also be estimated from the stroke. Moreover, the vehicle braking device 1 may include two ECUs having a drive circuit. There may be a plurality of reservoirs.

DESCRIPTION OF SYMBOLS 1 ... Vehicle brake device, 21 ... Master cylinder, 24 ... Reservoir, 24a ... Monitoring part, 41 ... Wheel cylinder (1st wheel cylinder), 42 ... Wheel cylinder (2nd wheel cylinder), 43 ... Wheel cylinder (3rd Wheel cylinder), 44 ... Wheel cylinder (fourth wheel cylinder), 501 ... First pressure increasing flow path, 502 ... First pressure increasing valve, 503 ... First pressure reducing flow path, 504 ... First pressure reducing valve, 505 ... Second pressure increasing Pressure channel, 506 ... Second pressure increasing valve, 507 ... Second pressure reducing channel, 508 ... Second pressure reducing valve, 509 ... Third pressure increasing channel, 510 ... Third pressure increasing valve, 511 ... Third pressure reducing channel, 512 ... 3rd pressure reducing valve, 513 ... 4th pressure increasing flow path, 514 ... 4th pressure increasing valve, 515 ... 4th pressure reducing flow path, 516 ... 4th pressure reducing valve, 517 ... 1st master flow path, 518 ... 1st control valve, 519 ... 2nd master style 520 ... 2nd control valve, 521 ... 1st check valve, 522 ... 2nd check valve, 523 ... 3rd control valve, 524 ... 4th control valve, 53 ... Hydraulic circuit part, 54 ... Pressure source , 541 ... Electric motor, 542 ... Pump (pressurizing device), 55 ... Main flow path (first main flow path, second main flow path), 6 ... Brake ECU (control unit), 61 ... First drive circuit, 62 ... First 2 drive circuit.

Claims (8)

A pressure source for discharging the brake fluid into the first main flow path;
A reservoir for storing the brake fluid;
A hydraulic circuit connected to the first main flow path;
A control unit for controlling the hydraulic circuit unit;
With
The hydraulic circuit part is
A first pressure increasing flow path connecting the first main flow path and the first wheel cylinder;
A first pressure increasing valve disposed in the first pressure increasing flow path and opened in a non-energized state;
A first pressure reducing flow path connecting the first wheel cylinder and the reservoir;
A first pressure reducing valve disposed in the first pressure reducing flow path and closed in a non-energized state;
A second pressure increasing flow path connecting the first main flow path and the second wheel cylinder;
A second pressure increasing valve disposed in the second pressure increasing flow path and opened in a non-energized state;
A second pressure reducing flow path connecting the second wheel cylinder and the reservoir;
A second pressure reducing valve disposed in the second pressure reducing channel and closed in a non-energized state;
With
The control unit includes a first drive circuit that controls the first pressure reducing valve, and a second drive circuit that is a drive circuit separate from the first drive circuit and controls the second pressure reducing valve. Braking device. A master cylinder whose hydraulic pressure increases or decreases according to the operation of the brake operation member;
The hydraulic circuit part is
A first master flow path connecting the first wheel cylinder and the master cylinder;
A first control valve disposed in the first master channel and opened in a non-energized state;
Further comprising
The first drive circuit further controls the second pressure increasing valve and the first control valve,
The vehicle braking device according to claim 1, wherein the second drive circuit further controls the first pressure increasing valve. The pressure source supplies the brake fluid to a second main channel configured as a channel common to the first main channel, or a second main channel configured as a channel independent of the first main channel. Discharge,
The hydraulic circuit part is
A third pressure increasing flow path connecting the second main flow path and the third wheel cylinder;
A third pressure increasing valve disposed in the third pressure increasing flow path and opened in a non-energized state;
A third decompression flow path connecting the third wheel cylinder and the reservoir;
A third pressure reducing valve disposed in the third pressure reducing flow path and closed in a non-energized state;
A fourth pressure increasing flow path connecting the second main flow path and the fourth wheel cylinder;
A fourth pressure increasing valve disposed in the fourth pressure increasing flow path and opened in a non-energized state;
A fourth pressure reducing flow path connecting the fourth wheel cylinder and the reservoir;
A fourth pressure reducing valve disposed in the fourth pressure reducing flow path and closed in a non-energized state;
A second master flow path connecting the fourth wheel cylinder and the master cylinder;
A second control valve disposed in the second master flow path and opened in a non-energized state;
Further comprising
The first drive circuit further controls the fourth pressure increasing valve and the third pressure reducing valve,
The vehicle braking device according to claim 2, wherein the second drive circuit further controls the third pressure increasing valve, the fourth pressure reducing valve, and the second control valve. The second main channel is a channel common to the first main channel,
The pressure source includes an electric motor, and a single pressure device that is driven by the electric motor and discharges the brake fluid to the first main flow path.
In the first main channel,
Allowing the brake fluid to flow from the pressurizing device, the third pressure boosting valve, and the fourth pressure boosting valve side to the first pressure boosting valve and the second pressure boosting valve side; and A first check valve that prohibits the flow of the brake fluid from the second pressure increasing valve side to the pressurizing device, the third pressure increasing valve, and the fourth pressure increasing valve side;
Allowing the brake fluid to flow from the pressurizing device, the first pressure increasing valve, and the second pressure increasing valve side to the third pressure increasing valve side and the fourth pressure increasing valve side; and A second check valve that prohibits the flow of the brake fluid from the fourth pressure increasing valve side to the pressurizing device, the first pressure increasing valve, and the second pressure increasing valve side;
Is provided,
The vehicular braking apparatus according to claim 3, wherein the electric motor is connected to the first drive circuit and the second drive circuit so as to be independently controllable by the first drive circuit and the second drive circuit. The first wheel cylinder is installed on the left rear wheel,
The second wheel cylinder is disposed on the right front wheel;
The third wheel cylinder is disposed on the left front wheel;
The vehicle brake device according to claim 4, wherein the fourth wheel cylinder is disposed on a right rear wheel. The hydraulic circuit part is
A third control valve arranged in the first master flow path in series with the first control valve and opened in a non-energized state;
A fourth control valve disposed in the second master flow path in series with the second control valve and opened in a non-energized state;
Further comprising
The first drive circuit further controls the fourth control valve,
The vehicle braking device according to claim 3 or 4, wherein the second drive circuit further controls the third control valve.   The first control valve and the second control valve are connected to the first drive circuit and the second drive circuit, respectively, so that they can be independently controlled by the first drive circuit and the second drive circuit, respectively. Item 5. The vehicle braking device according to Item 3 or 4. A monitoring unit for monitoring the amount of the brake fluid stored in the reservoir;
The first wheel cylinder is installed on the right front wheel;
The second wheel cylinder is disposed on the left rear wheel;
The third wheel cylinder is disposed on the right rear wheel;
The fourth wheel cylinder is disposed on the left front wheel;
When the monitoring unit detects that the amount of the brake fluid is less than a predetermined amount, the controller does not block the first master channel and the second master channel, and The vehicular braking apparatus according to claim 6 or 7, wherein the first pressure increasing valve and the fourth pressure increasing valve are closed.

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