JP2019043278A - Brake control device of vehicle - Google Patents

Abstract

To provide a brake control device which is improved in reliability, and can be reduced in a congruity to a driver, in the brake control device of a vehicle having a brake-by-wire constitution.SOLUTION: Fluid paths H1, H2 of two systems are arranged at a brake control device. A main-side constituent element and a sub-side constituent element (pressure regulation valves or the like) are arranged at the fluid paths of the respective systems while being duplicated. A controller ECU includes a main control part EA and a sub-control part EB. When either of the two control parts is failed, and the other is normal, the controller ECU adjusts an operation characteristic Cp of a brake operation member by using a pressure regulation valve at the other side. For example, the operation characteristic Cp is adjusted so as to approximate a normal operation characteristic Cs when the brake control device SC is properly operated. Also, vehicle deceleration Gx is adjusted so as to approximate reference acceleration Go when the brake control device SC is properly operated.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a braking control device for a vehicle.

  In Patent Document 1, for the purpose of "providing a hydraulic control device and a brake system with reduced cost increase", a hydraulic pressure generating portion provided in the housing and provided on the wheel via an oil passage is provided. On the other hand, a hydraulic pressure source for generating hydraulic fluid pressure and a hydraulic fluid source integrally provided in the housing and permitting the flow of brake fluid into a stroke simulator provided separately from the housing for generating a brake pedal operation reaction force of the driver And a control unit integrally provided in the housing and having a hydraulic pressure source and a control unit for driving the switching solenoid valve.

  Furthermore, according to Patent Document 1, when the motor M is out of control, “the shutoff valve 21 in the second unit 1b is controlled in the opening direction, and the stroke simulator in valve 31 is in the closing direction. Is controlled in the closing direction, the brake system (the first oil passage 11) connecting the first and second fluid chambers 51P, 51S of the master cylinder 5 and the wheel cylinder 8 is generated using the pedal depression force. It is described that "the wheel cylinder hydraulic pressure is generated by the master cylinder pressure that is made to realize the depression force brake (non-boost control)".

  By the way, in the braking control device of the brake-by-wire configuration, when the depression force brake (also referred to as "manual braking") is used immediately when a part of the components becomes out of order, the operation characteristic of the braking operation member ( As the relationship between the operating force and the operating displacement changes, the vehicle deceleration state also changes, and the driver may feel discord. Therefore, it is desirable that the reliability of the entire device be improved and the sense of discomfort to the driver be reduced.

Unexamined-Japanese-Patent No. 2016-144952

  An object of the present invention is to provide a brake control device for a vehicle having a brake-by-wire configuration, in which the reliability can be improved and the driver's discomfort can be reduced.

  The braking control device for a vehicle according to the present invention has a dual fluid passage of a first fluid passage (H1) and a second fluid passage (H2), and is responsive to the operation of the braking operation member (BP) of the vehicle. The braking force of the wheel (WH) is adjusted, and has a main coil (KA) and a sub coil (KB), and a first adjusted hydraulic pressure (Pu1) in the first fluid path (H1), and An electric motor (MU) as a drive source for increasing a second adjusted hydraulic pressure (Pu2) in the second fluid path (H2), the first fluid path (H1), and the second fluid An open position provided in each of the passages (H2) to establish communication between the master cylinder (CM) and the wheel cylinder (CW), and disconnecting the master cylinder (CM) and the wheel cylinder (CW) A first shutoff valve (VM1) that selectively realizes the closed position to be (2) provided between the master cylinder (CM) and the second shutoff valve (VM2) in the second shutoff valve (VM2) and the second fluid passage (H2), and the operating force (the braking operation member (BP) A simulator (SS) for applying Fp), a first main pressure regulating valve (UA1) provided in the first fluid path (H1), and adjusting a fluid pressure generated by the electric motor (MU); 1 sub-pressure regulating valve (UB1), a second main pressure regulating valve (UA2) provided in the second fluid path (H2), and adjusting the fluid pressure generated by the electric motor (MU); Pressure regulation valve (UB2), “the main coil (KA) is energized, and the first main pressure regulation valve (UA1), the second main pressure regulation valve (UA2), and the first shutoff valve (VM1) are driven Main control unit (EA) ”, and "Sub control unit (EB) which energizes the sub coil (KB) and drives the first sub pressure regulating valve (UB1), the second sub pressure regulating valve (UB2), and the second shut off valve (VM2)" And a controller (ECU).

  In the braking control device for a vehicle according to the present invention, the controller (ECU) is in a normal state in which both the main control unit (EA) and the sub control unit (EB) are normal (step S200) The first shut-off valve (VM1) and the second shut-off valve (VM2) are in the closed position, and the operation characteristic (Cp) of the braking operation member (BP) is normally operated by the simulator (SS). When the main control unit (EA) is normal and the sub control unit (EB) is malfunctioning in the sub-side malfunction state (S300), the first shutoff valve (VM1) is closed. The second main pressure control valve (UA2) is adjusted so that the second shutoff valve (VM2) is placed in the open position and the operation characteristic (Cp) approaches the normal operation characteristic (Cs), and the main control Department (EA In the case of a main side malfunction where the sub-control unit (EB) is normal (S400), the first shut-off valve (VM1) is placed in the open position and the second shut-off valve (VM2) In the closed position, and the first sub pressure regulating valve (UB1) is adjusted so that the operation characteristic (Cp) approaches the normal operation characteristic (Cs).

  Furthermore, in the vehicle braking control device according to the present invention, the controller (ECU) decelerates the vehicle in the normal state (Gx) in the normal state in the case of the sub-side malfunction (S300). The first main pressure regulating valve (UA1) is adjusted to approach the speed (Go), and in the case of the main side malfunction condition (S400), the deceleration (Gx) of the vehicle is reduced in the normal condition The second sub pressure regulating valve (UB2) is adjusted to approach the speed (Go).

  According to the above configuration, when one side of the two braking systems operates properly and the other side malfunctions, control braking is performed by one side of the appropriate operation. That is, with the redundant configuration, the control braking can be continued on the proper operation side, so that the reliability of the braking control device can be improved.

  In addition, at the time of malfunction of the braking control device SC, the second main pressure regulating valve UA2 or the first sub pressure regulating valve UB1 is adjusted such that the operation characteristic Cp of the braking operation member BP approaches the normal operation characteristic Cs. For example, in the case of the sub-side malfunction state (processing of S300), the second main pressure regulating valve UA2 is adjusted in accordance with the second sub-side malfunction condition Zs2 smaller than the second reference characteristic Zr2 at the normal time. In addition, in the case of the main side malfunction state (processing of S400), the first sub pressure regulating valve UB1 is adjusted in accordance with the first main side malfunction timing characteristic Zt1 which is smaller than the first reference characteristic Zr1 at the normal time. With this configuration, the braking system on the malfunction side (the other side) in which the master cylinder CM and the wheel cylinder CW are not separated (shut off) suppresses the change in the braking operation characteristic Cp, and causes the driver to suffer from this. Can be mitigated.

  Further, at the time of malfunction of the braking control device SC, the first main pressure regulating valve UA1 or the second sub pressure regulating valve UB2 (that is, the pressure regulating valve UA2 that adjusts the operation characteristic Cp) so as to approach the deceleration Gx of the vehicle in the normal state. , UB1 are adjusted in the pressure regulating valve of the braking system different from UB1. For example, in the case of the sub side malfunction state (S300), the first main pressure regulating valve UA1 is adjusted in accordance with the first sub side malfunction timing characteristic Zs1 which is larger than the first reference characteristic Zr1. In addition, in the case of the main side malfunctioning state (S400), the second sub pressure regulating valve UB2 is adjusted in accordance with the second main side malfunctioning time characteristic Zs2 which is larger than the second reference characteristic Zr2. According to this configuration, a change (for example, a decrease) in the braking force accompanying the change suppression of the operation characteristic Cp is compensated, and the deceleration Gx of the vehicle can be suitably maintained. For example, even if part of the braking control device SC is malfunctioning, the actual deceleration Gx substantially matches the reference deceleration Go (the vehicle deceleration generated when the braking control device SC is normal).

FIG. 1 is an overall configuration diagram for describing an embodiment of a brake control device SC of a vehicle. It is the schematic for demonstrating the detail of controller ECU. It is a control flow figure for explaining arithmetic processing of pressure regulation control. FIG. 7 is a control flow diagram for explaining normal processing of pressure regulation control. It is a control flow figure for explaining the sub side fault processing of pressure regulation control. It is a control flow figure for explaining the main side malfunction processing of pressure regulation control.

<Symbol such as component, suffix at the end of the symbol>
In the following description, components having the same symbol, such as “ECU”, etc., arithmetic processing, signals, characteristics, and values have the same functions. The subscripts "i" to "l" added at the end of the various symbols are generic symbols indicating which wheel it relates to. Specifically, “i” indicates the front right wheel, “j” indicates the front left wheel, “k” indicates the rear right wheel, and “l” indicates the rear left wheel. For example, in each of the four wheel cylinders, they are described as a right front wheel wheel cylinder CWi, a left front wheel wheel cylinder CWj, a right rear wheel wheel cylinder CWk, and a left rear wheel wheel cylinder CWl. Furthermore, the suffixes "i" to "l" at the end of the symbol may be omitted. When the subscripts "i" to "l" are omitted, each symbol represents a generic name for each of the four wheels. For example, "WH" represents each wheel, and "CW" represents each wheel cylinder.

  The subscripts “1” and “2” added at the end of various symbols are generic symbols indicating in which of two braking systems it relates. Specifically, "1" indicates the first system, and "2" indicates the second system. For example, in two master cylinder fluid passages, they are denoted as a first master cylinder fluid passage HM1 and a second master cylinder fluid passage HM2. Furthermore, the suffixes "1" and "2" at the end of the symbol may be omitted. When the subscripts “1” and “2” are omitted, each symbol represents a generic name of the two braking systems. For example, "VM" represents a master cylinder valve of each braking system.

<Embodiment of Braking Control Device of Vehicle>
An embodiment of a braking control device SC according to the present invention will be described with reference to the overall configuration diagram of FIG. In a general vehicle, two fluid paths are employed to ensure redundancy. Here, the fluid path is a path for moving the braking fluid BF, which is a working fluid of the braking control device, and corresponds to a braking pipe, a flow path of a fluid unit, a hose or the like. In the fluid passage, the side closer to the reservoir RV (the side farther from the wheel cylinder CW) is referred to as “upstream” or “upper”, and the side closer to the wheel cylinder CW (the side farther from the reservoir RV) is It is called "downstream" or "lower."

  The first system (system related to the first master cylinder chamber Rm1) of the two fluid paths is fluidly connected to the wheel cylinder CWi of the right front wheel WHi and the wheel cylinder CWl of the left rear wheel WHl. The second system (system related to the second master cylinder chamber Rm2) of the two fluid paths is fluidly connected to the wheel cylinder CWj of the left front wheel WHj and the wheel cylinder CWk of the right rear wheel WHk. That is, so-called diagonal type (also referred to as "X type") is adopted as the two fluid paths. In addition, as a two-system fluid path, the thing of front and back type (it is also called "H type") may be used. In this case, front wheel wheel cylinders CWi and CWj are connected to the first system, and rear wheel wheel cylinders CWk and CWl are connected to the second system.

  The vehicle is a hybrid vehicle or an electric vehicle equipped with an electric motor for driving. In the braking control device SC, so-called regenerative coordination control (coordination between a regenerative brake and a friction brake) is performed. A vehicle provided with a braking control device SC is provided with a braking operation member BP, a wheel cylinder CW, a reservoir RV, a master cylinder CM, and a wheel speed sensor VW.

  The braking operation member (for example, a brake pedal) BP is a member operated by the driver to decelerate the vehicle. By operating the braking operation member BP, the braking torque of the wheel WH is adjusted, and a braking force is generated on the wheel WH. Specifically, a rotating member (for example, a brake disc) KT is fixed to the wheel WH of the vehicle. And a brake caliper is arrange | positioned so that the rotation member KT may be pinched.

  The brake caliper is provided with a wheel cylinder CW. As the pressure (braking fluid pressure) Pw of the braking fluid BF in the wheel cylinder CW is increased, the friction member (for example, the brake pad) is pressed against the rotating member KT. Since the rotating member KT and the wheel WH are fixed to rotate integrally, the friction force generated at this time generates a braking torque (frictional braking force) on the wheel WH.

  The reservoir (atmospheric pressure reservoir) RV is a tank for working fluid, in which the damping fluid BF is stored. The inside of the atmospheric pressure reservoir RV is divided into three parts by a partition plate SK. The first master reservoir chamber Ru1 is connected to the first master cylinder chamber Rm1, and the second master reservoir chamber Ru2 is connected to the second master cylinder chamber Rm2. Further, the pressure control reservoir chamber Rd is fluidly connected to the pressure control unit YC by a reservoir fluid passage HR. When the damping fluid BF is filled in the reservoir RV, the liquid surface of the damping fluid BF is above the height of the partition plate SK. For this reason, the damping fluid BF can freely move between the first and second master reservoir chambers Ru1 and Ru2 and the pressure control reservoir chamber Rd beyond the partition plate SK. On the other hand, when the amount of the damping fluid BF in the reservoir RV decreases and the fluid surface of the damping fluid BF becomes lower than the height of the partition plate SK, the first and second master reservoir chambers Ru1 and Ru2 and the pressure regulating reservoir chamber Each Rd is an independent reservoir.

  Master cylinder CM is mechanically connected to brake operation member BP via a brake rod or the like. The master cylinder CM is a tandem type, and the inside is divided into first and second master cylinder chambers Rm1 and Rm2 by first and second master pistons PS1 and PS2 interlocked with the braking operation member BP. When the braking operation member BP is not operated, the first and second master cylinder chambers Rm1 and Rm2 of the master cylinder CM are in communication with the reservoir RV. When the braking operation member BP is operated, the first and second pistons PS1 and PS2 in the master cylinder CM are pushed, and the first and second pistons PS1 and PS2 move forward. The first and second master cylinder chambers Rm1 and Rm2 formed by the inner wall of the master cylinder CM and the first and second pistons PS1 and PS2 by this forward movement are stored in the reservoir RV (in particular, the first and second masters). It is shut off from the reservoir chamber Ru1, Ru2). When the operation of the braking operation member BP is increased, the volumes of the master cylinder chambers Rm1 and Rm2 decrease, and the braking fluid BF is pumped from the master cylinder CM toward the wheel cylinder CW. The case where the hydraulic pressure (braking hydraulic pressure) Pw of each wheel cylinder CW is adjusted (increased or decreased) by the master cylinder CM is referred to as "manual braking".

  The wheel cylinder CW is pressurized by the braking control device SC instead of the master cylinder CM. The braking control device SC is a so-called brake-by-wire configuration. That is, the wheel cylinder CW is pressurized by any one of the master cylinder CM and the braking control device SC. The case where the hydraulic pressure Pw of each wheel cylinder CW is adjusted (increased or decreased) by the brake control device SC is referred to as "controlled braking".

  Each wheel WH is provided with a wheel speed sensor VW so as to detect the wheel speed Vw. The signal of the wheel speed Vw is employed in anti-skid control or the like for suppressing the lock tendency of the wheel WH (excessive deceleration slip of the wheel). Each wheel speed Vw detected by the wheel speed sensor VW is input to the lower controller ECL. In the controller ECL, a vehicle speed Vx is calculated based on the wheel speed Vw.

  The various fluid paths connecting the master cylinder CM, the wheel cylinder CW, the reservoir RV, and the braking control device SC will be described. The fluid path is a path for moving the damping fluid BF (a damping piping, a flow path of a fluid unit, a hose, etc.).

  One side of the first and second master cylinder fluid passages HM1 and HM2 is connected to the master cylinder CM (in particular, the first and second master cylinder chambers Rm1 and Rm2). In addition, the other side of the first and second master cylinder fluid passages HM1 and HM2 is the first and second main pressure regulating fluid passages HA1 and HA2 (or the first and second sub pressure regulating fluid passages HB1 and HB2). It connects to the 1st, 2nd middle fluid path HV1 and HV2 via it. The first and second intermediate fluid passages HV1 and HV2 are fluid passages connecting the pressure adjustment unit YC and the four wheel cylinder fluid passages HW. The first and second intermediate fluid passages HV1 and HV2 are branched into respective wheel cylinder fluid passages HW at first and second branch portions Bw1 and Bw2.

  The wheel cylinder fluid passage HW is connected to the wheel cylinder CW. The reservoir fluid path HR is connected to the reservoir RV (in particular, the pressure regulating reservoir chamber Rd), the pressure regulating unit YC (in particular, the pressure regulating fluid pump QU and the solenoid valves VA and VB). The pressure control unit YC is provided with two pressure control fluid passages HA and HB in parallel. The main pressure control fluid path HA and the sub pressure control fluid path HB have a common portion (overlapping portion). The pressure control fluid passages HA and HB are connected to the first and second intermediate fluid passages HV1 and HV2 at the first and second branch portions Bx1 and Bx2, respectively. The braking fluid BF is filled in the master cylinder CM, the wheel cylinder CW, and each fluid passage HM, HV, HW, HR, HA, HB (that is, the fluid tightness of the braking fluid BF is achieved) ).

  Here, the first master cylinder fluid passage HM1, “the first pressure regulating fluid passage HA1 (main side), HB1 (sub side)”, the first intermediate fluid passage HV1, and “the wheel cylinder fluid passages HWi, HWl” , “First fluid passage H1”. Further, the second master cylinder fluid passage HM2, “the second pressure regulating fluid passage HA2 (main side), HB2 (sub side)”, the second intermediate fluid passage HV2, and “the wheel cylinder fluid passage HWj, HWk” Collectively referred to as "second fluid passage H2". That is, the vehicle has two fluid passages, the first fluid passage H1 and the second fluid passage H2.

«Braking control device SC»
The braking control device SC is configured by an upper fluid unit YU closer to the master cylinder CM and a lower fluid unit YL closer to the wheel cylinder CW. The upper fluid unit YU is a fluid unit controlled by the upper controller ECU and included in the braking control device SC.

  The lower fluid unit YL is controlled by the lower controller ECL. The wheel speed Vw, the yaw rate Yr, the steering angle Sa, the longitudinal acceleration Gx, the lateral acceleration Gy, and the like are input to the lower controller ECL. In the lower fluid unit YL, braking control independent of each wheel such as anti-skid control and vehicle stabilization control is executed based on these signals. The upper controller ECU and the lower controller ECL are connected in a communicable state by a communication bus BS, and sensor signals and arithmetic values are shared.

  The braking control device SC (in particular, the upper fluid unit YU) includes an operation amount sensor BA, an operation switch ST, a stroke simulator SS, a simulator solenoid valve VS, a master cylinder solenoid valve VM, a pressure regulation unit YC (electric pump DU, a main pressure regulation valve It is comprised by UA, the sub pressure regulation valve UB, adjustment hydraulic pressure sensor PU, etc., and upper part controller ECU.

  The brake operation member BP is provided with an operation amount sensor BA. The operation amount sensor BA detects the operation amount Ba of the braking operation member (brake pedal) BP by the driver. As the operation amount sensor BA, first and second master cylinder hydraulic pressure sensors PM1, PM2 are provided so as to detect the hydraulic pressure Pm1, Pm2 of the first, second master cylinder chambers Rm1, Rm2 of the master cylinder CM. Since “Pm1 = Pm2”, one of the first master cylinder hydraulic pressure sensor PM1 and the second master cylinder hydraulic pressure sensor PM2 can be omitted. Further, as the operation amount sensor BA, an operation displacement sensor SP that detects an operation displacement Sp of the braking operation member BP and an operation force sensor that detects an operation force Fp of the braking operation member BP are provided. That is, at least one of the first and second master cylinder hydraulic pressure sensors PM1 and PM2, the operation displacement sensor SP, and the operation force sensor is employed as the braking operation amount sensor BA. Therefore, at least one of the hydraulic pressure (master cylinder hydraulic pressure) Pm in the master cylinder CM, the operation displacement Sp of the braking operation member BP, and the operation force Fp of the braking operation member BP is detected as the braking operation amount Ba. Ru. The braking operation amount Ba is a command signal for decelerating the vehicle, and is input to the upper controller ECU.

  The braking operation member BP is provided with an operation switch ST. The operation switch ST detects the presence or absence of the operation of the braking operation member BP by the driver. When the braking operation member BP is not operated (that is, when not braking), the braking operation switch ST outputs an off signal as the operation signal St. On the other hand, when the braking operation member BP is operated (ie, at the time of braking), an ON signal is output as the operation signal St. The braking operation signal St is input to the controller ECU.

  A stroke simulator (also simply referred to as a "simulator") SS generates an operating force Fp of the braking operation member BP when the first and second master cylinder valves VM1 and VM2 are closed (during control braking). Provided. Inside the simulator SS, a piston and an elastic body (for example, a compression spring) are provided. The braking fluid BF is moved from the master cylinder CM to the simulator SS, and the piston is pushed by the inflowing braking fluid BF. A force is applied to the piston by the elastic body in a direction to prevent the inflow of the braking fluid BF. The elastic body forms an operating force Fp when the brake operating member BP is operated. For example, the simulator SS is provided at an outlet of the second master cylinder chamber Rm2 between the second master cylinder chamber Rm2 and the second master cylinder valve VM2.

  A simulator valve VS is provided between the master cylinder CM and the simulator SS. The simulator valve VS is a two-position solenoid valve (also referred to as “on / off valve”) having an open position (communication state) and a closed position (shut off state). The simulator valve VS is controlled by the upper controller ECU based on the energized state Vs. At the time of non-braking or at the time of malfunction of the braking control device SC (at the time of manual braking), the simulator valve VS is brought into the closed position, and the master cylinder CM and the simulator SS are in the disconnected state (non-communicating state). In this case, the braking fluid BF from the master cylinder CM is not consumed by the simulator SS. At the time of control braking, the simulator valve VS is in the open position, and the master cylinder CM and the simulator SS are in communication. In this case, the operation characteristic (the relationship between the operation displacement Sp and the operation force Fp) Cp of the braking operation member BP is formed by the simulator SS. The simulator valve VS employs a normally closed solenoid valve. When the volume of master cylinder chamber Rm is sufficiently large, simulator valve VS may be omitted.

  First and second master cylinder fluid passages HM1 and HM2 are connected to the first and second master cylinder chambers Rm1 and Rm2. A first master cylinder valve VM1 (corresponding to a "first shutoff valve") is provided in the middle of the first master cylinder fluid path HM1 (a part of H1). A second master cylinder valve VM2 (corresponding to a "second shutoff valve") is provided in the middle of the second master cylinder fluid path HM2 (a part of H2). Master cylinder valve VM is a two-position solenoid valve (on / off valve) having an open position and a closed position. Master cylinder valve VM is controlled by upper controller ECU based on energization state Vm. At the time of non-braking or at the time of manual braking, the master cylinder valve VM is in the open position, and the master cylinder CM and the wheel cylinder CW are in communication. In this case, the brake fluid pressure Pw is adjusted by the master cylinder CM. At the time of control braking, the master cylinder valve VM is in the closed position, and the master cylinder CM and the wheel cylinder CW are in a non-communicating state (shut off state). In this case, the brake fluid pressure Pw is controlled by the brake control device SC. The master cylinder valve VM employs a normally open solenoid valve.

  The pressure regulation unit YC includes an electric pump DU, "first and second main return passages JA1, JA2", "first and second sub return passages JB1, JB2", and "first and second check valves GU1, GU2 , "1st, 2nd main pressure regulation valve UA1, UA2", "1st, 2nd main on / off valve VA1, VA2", "1st, 2nd sub pressure regulation valve UB1, UB2", "first, The second sub on / off valves VB1 and VB2 "and" first and second adjustment hydraulic pressure sensors PU1 and PU2 "are provided. Here, the expressions "main" and "sub" do not represent a master-slave relationship, and "one" and "the other" of two components (members, algorithms, etc.) having the same function. means.

  In the electric pump DU, two fluid pumps QU1 and QU2 are rotationally driven by one electric motor MU. In the electric pump DU, the electric motor MU and the fluid pump QU are fixed so that the electric motor MU and the first and second fluid pumps QU1 and QU2 rotate integrally. The electric pump DU (in particular, the electric motor MU) is a power source for adjusting the adjustment hydraulic pressure Pu (finally, the braking hydraulic pressure Pw) at the time of control braking. The fluid pump QU is a part of two return passages JA, JB described later. For example, a gear pump is employed as the fluid pump QU.

  The electric motor MU includes two winding sets KA, KB. The main winding set (also referred to as “main coil”) KA is driven by the main control unit EA of the controller ECU. Further, the sub winding set (also referred to as “sub coil”) KB is driven by the sub control unit EB of the controller ECU. In the electric motor MU, since a redundant (double system) configuration is adopted, any one of the "main coil KA or a member related thereto" and the "sub coil KB or a member related thereto" The electric motor MU can operate even if the operation becomes malfunctioning. The electric motor MU is so-called dualized.

  A reservoir fluid path HR is connected to the first and second suction ports Qs1 and Qs2 of the first and second pressure-regulated fluid pumps QU1 and QU2. First and second main pressure control fluid passages HA1 (part of H1) and HA2 (part of H2) are provided at the first and second outlets Qt1 and Qt2 of the first and second fluid pumps QU1 and QU2, respectively. It is connected. The first and second discharge ports Qt1 and Qt2 of the first and second fluid pumps QU1 and QU2 include first and second sub pressure-regulating fluid paths HB1 (part of H1) and HB2 (part of H2) ) Is connected. By driving the electric pump DU (in particular, the fluid pump QU), the braking fluid BF is sucked from the reservoir fluid passage HR through the first and second suction ports Qs1 and Qs2, and from the first and second discharge ports Qt1 and Qt2. The fluid is discharged to the pressure control fluid passages HA1, HB1, HA2, and HB2. The first and second check valves (also referred to as “check valves”) may be provided at common portions between the first and second main pressure control fluid passages HA1 and HA2 and the first and second sub pressure control fluid passages HB1 and HB2. ) GU1 and GU2 are provided.

  First and second main pressure regulation valves UA1 and UA2 and first and second main on / off valves VA1 and VA2 are provided in series in the first and second main pressure regulation fluid passages HA1 and HA2. The first and second main pressure regulation valves UA1 and UA2 are linear solenoid valves ("proportional valves") whose valve opening amount (lift amount) is continuously controlled based on energized states (for example, supply current) Ua1 and Ua2. Or “a differential pressure valve”). Normally open solenoid valves are employed as the first and second main pressure regulating valves UA1 and UA2. The first and second main on / off valves VA1, VA2 are two-position normally closed solenoid valves ("on / off valves", "cut valves", "cutoff valves") having an open position and a closed position. It is also called).

  Similarly, first and second sub pressure regulating valves UB1 and UB2 and first and second sub on / off valves VB1 and VB2 are provided in series in the first and second sub pressure regulating fluid passages HB1 and HB2. Be The first and second sub pressure regulating valves UB1 and UB1 are linear solenoid valves (proportional valves) whose valve opening amount is continuously controlled based on the energized states Ub1 and Ub2. A normally open type is adopted as the first and second sub pressure regulating valves UB1 and UB2. The first and second sub on / off valves VB1 and VB2 are two-position normally closed solenoid valves (on / off valves) having an open position and a closed position.

  When the electric pump DU is operating, the braking fluid BF is, as indicated by the solid arrows, “HR → QU1 (Qs1 → Qt1) → GU1 → UA1 → VA1 → Qs1”, and “HR → QU2 ( It circulates in the order of Qs2 → Qt2) → GU2 → UA2 → VA2 → Qs2 "and returns to the original flow again. The fluid passages are referred to as "main return passages JA1, JA2". The first and second main return passages JA1, JA2 are the first and second fluid pumps QU1, QU2, the reservoir fluid passage HR (the first and second suction portions from the first and second main on / off valves VA1, VA2 Qs1 and Qs2), and the first and second main pressure regulating fluid passages HA1 and HA2 (from the first and second discharge parts Qt1 and Qt2 to the first and second main on / off valves VA1 and VA2) It is formed. Here, the "reflux path" is a fluid path in which the damping fluid BF circulates and returns to the original flow again.

  First and second sub-reflow passages JB1 and JB2 are provided in parallel with the first and second main return passages JA1 and JA2. In the first and second sub-recirculation paths JB1 and JB2, as shown by the broken line arrows, the damping fluid BF is “HR → QU1 (Qs1 → Qt1) → GU1 → UB1 → VB1 → Qs1”, and “HR → QU2” The braking fluid BF is made to flow in the order of (Qs2 → Qt2) → GU2 → UB2 → VB2 → Qs2 ". Similar to the first and second main return passages JA1 and JA2, the first and second sub-return passages JB1 and JB2 are the first and second fluid pumps QU1 and QU2, and the reservoir fluid passage HR (first and second sub-on · Off valves VB1 and VB2 to first and second suction parts Qs1 and Qs2), and first and second sub pressure-regulating fluid paths HB1 and HB2 (first and second discharge parts Qt1 and Qt2 to first, The second sub on / off valves VB1 and VB2 are formed. The main reflux path JA and the sub reflux path JB have a common portion (overlapping portion).

  A check valve GU (check valve) is provided at a common portion of the main pressure control fluid passage HA and the sub pressure control fluid passage HB so as to prevent the backflow of the braking fluid BF. The check fluid GU allows the braking fluid BF to move from the reservoir fluid passage HR to the pressure regulating fluid passages HA and HB, but moves from the pressure regulating fluid passages HA and HB to the reservoir fluid passage HR. (Ie, backflow of the damping fluid BF) is blocked. The electric pump DU is always rotated only in one direction.

  Summarizing the above, the main pressure control valve UA (normally open proportional valve) and the main on / off valve VA (normally shut off valve) are interposed in the main return passage JA. In the main return flow passage JA (in particular, the main pressure control fluid flow passage HA), “QU, GU, UA, VA” are arranged in the order of “QU, GU, UA, VA” along the flow of the damping fluid BF. A sub pressure regulating valve UB (normally open proportional valve) and a sub on / off valve VB (normally closed shut off valve) are interposed in the sub return passage JB. In the sub-recirculation path JB (in particular, the sub pressure-regulating fluid path HB), “QU, GU, UB, VB” are arranged in the order of the flow of the damping fluid BF.

  When the on / off solenoid valves VA, VB are brought into the open position (during energization) and the linear pressure regulating solenoid valves UA, UB are fully opened (during non-energization), the return paths JA, JB (especially, pressure regulating fluid The hydraulic pressure (adjusted hydraulic pressure) Pu in the roads HA and HB) is low and substantially "0 (atmospheric pressure)". When the amount of current supplied to the linear solenoid valves UA, UB is increased and the return passages JA, JB are narrowed, the adjusted hydraulic pressure Pu is increased. A first adjusted hydraulic pressure sensor PU1 is provided to detect a first adjusted hydraulic pressure Pu1 of the first pressure control fluid passages HA1, HB1. Further, a second adjustment hydraulic pressure sensor PU2 is provided to detect the second adjustment hydraulic pressure Pu2 of the second pressure adjustment fluid passages HA2, HB2.

  The upper controller (also referred to as “electronic control unit”) ECU includes an electric circuit board on which a microprocessor MP or the like is mounted, and a control algorithm programmed in the microprocessor MP. The upper controller ECU controls the electric motor MU and a plurality of solenoid valves (VM1 and the like). The upper controller ECU is connected to the lower controller ECL and a controller (electronic control unit) of another system via a network via the in-vehicle communication bus BS. For example, the regeneration amount Rg is transmitted from the driving controller ECD to the upper controller ECU through the communication bus BS so as to execute the regeneration coordination control. Electric power is supplied to each controller ECU and ECL from the on-board generator AL and the storage battery BT.

[Drive configuration in ECU]
Details of the upper controller ECU (in particular, drive configurations of the electric motor MU and various solenoid valves) will be described with reference to the schematic view of FIG. The controller ECU includes a main control unit EA, a sub control unit EB, and a processing unit PC.

  The electric motor MU includes two winding sets (coils) KA and KB. The main coil KA is driven by the main control unit EA of the controller ECU, and the sub coil KB is driven by being energized by the sub control unit EB of the controller ECU. The electric motor MU is so-called dualized. The electric motor MU is fixed to two fluid pumps QU1 and QU2.

  For example, a three-phase brushless motor is employed as the electric motor MU. The brushless motor MU is provided with a rotation angle sensor KU that detects a rotor position (rotation angle) Ku of the motor. Three-phase (U-phase, V-phase, W-phase) coil sets are respectively formed on the main coil KA and the sub-coil KB. Based on the rotation angle (actual value) Ku, the energization directions (that is, the excitation directions) of the two three-phase coils KA and KB are sequentially switched, and the brushless motor MU is rotationally driven. In addition, in order to ensure redundancy, two sets of detection units may be employed as the rotation angle sensor KU.

  By the main control unit EA, the energization state Ka of the main coil KA, the energization states Ua1 and Ua2 of the first and second main solenoid valves UA1 and UA2, the energization states Va1 of the first and second on / off solenoid valves VA1 and VA2, and Va2 and the energization state Vm1 of the first master cylinder valve VM1 are controlled. The main control unit EA includes a main calculation unit PA, a main drive unit DA, and a main energization amount sensor IA.

  In the main processing unit PA, arithmetic processing related to the main control unit EA is executed. In the main drive unit DA, the energization state Ka of the main coil KA is adjusted based on the calculation result of the main calculation unit PA. Specifically, in the main drive portion DA, a bridge circuit (drive circuit) is formed by switching elements (power semiconductor devices such as MOS-FETs and IGBTs) so as to drive the main coil KA of the electric motor MU. . The energization state (i.e., the amount of energization of the main coil Ka) of each switching element is controlled, and the output of the electric motor MU is controlled. The main drive unit DA is provided with a main energization amount sensor (for example, a current sensor) IA so as to detect an actual energization state Ka.

  Further, in the main drive unit DA, an electric circuit for driving the solenoid valves UA, VA, VM1 is formed. The energized states (that is, excited states) Ua1 and Ua2 of the first and second linear pressure-regulating solenoid valves UA1 and UA2 are adjusted according to the calculation result in the main processing unit PA. Also, “energization states Va1 and Va2 of first and second on / off solenoid valves VA1 and VA2” and “energization state Vm1 of first master cylinder solenoid valve VM1” are selectively executed (energization, Or selection of non-energization). The main energization amount sensor IA detects the energization states Ua1, Ua2, Va1, Va2 and Vm1 of the various solenoid valves.

  Similar to the main control unit EA, the sub control unit EB adjusts the energization state Kb of the sub coil KB and the energization states Ub1, Ub2, Vb1, and Vb2 of the sub solenoid valves UB1, UB2, VB1, and VB2. Further, the energization states Vm2 and Vs of the second master cylinder solenoid valve VM2 and the simulator solenoid valve VS are selectively controlled (energized or non-energized). The sub control unit EB includes a sub operation unit PB, a sub drive unit DB, and a sub energization amount sensor IB.

  In the sub operation unit PB, operation processing related to the sub control unit EB is executed. The energization state (that is, the subcoil energization amount Kb) of the switching element is controlled by the motor bridge circuit of the sub drive unit DB based on the calculation result. By the solenoid valve electric circuit of the sub drive unit DB, “energization states Ub1 and Ub2 of the first and second linear pressure regulation solenoid valves UB1 and UB2” and “energization of the first and second on / off solenoid valves VB1 and Vb2” The states Vb1 and Vb2 ", the" energized state Vm2 of the second master cylinder valve VM2 ", and the" energized state Vs of the simulator valve VS "are controlled. In addition, the sub drive unit DB is provided with a sub conduction amount sensor (current sensor) IB so as to detect actual conduction states Kb, Ub1, Ub2, Vb1, Vb2, and Vs.

  In the processing unit PC, based on the braking operation amount Ba, the operation signal St, the regeneration amount Rg, and the adjusted hydraulic pressure Pu, the energization amounts Ka and Kb of the coils KA and KB, and various solenoid valves UA1, UA2, Energized state (energized amount of linear valve and energized / non-energized state of on / off valve) Ua1, Ua2, Ub1, Ub2, Ub1, Ub2, Ub1, Vb2, Vb2, Vb1, Vb2, Vb2. Va1, Va2, Vb1, Vb2, Vm1, Vm2, and Vs are determined. Here, the "regeneration amount Rg" is a signal (state variable) indicating the size of the regenerative brake generated by the drive motor. The signal Rg is received from the drive controller ECD via the communication bus BS.

  In the processing unit PC, the operations of the main control unit EA, the sub control unit EB and the like are monitored. For example, in the processing unit PC, the power supply state to the braking control device SC, diagnosis of the electronic control unit ECU (for example, memory diagnosis), coil sets KA, KB, drive units DA, DB (for example, power semiconductors such as switching elements) Device), energization amount sensors IA, IB, rotation angle sensor KU, and various solenoid valves UA, UB, VA, VB, VM, and a diagnosis (operation confirmation) about the VS are executed. Specifically, when the voltage supplied to the controller (electronic control unit) ECU transitions from a state of less than the predetermined voltage vl 0 to a state of the predetermined voltage vl 0 or more, based on the trigger signal of the initial diagnosis, At least one operation diagnosis (initial check) of each component is performed. The trigger signal is determined based on the signal received from the communication bus BS.

  For example, in the initial diagnosis (initial check), a diagnostic signal is transmitted to the drive circuit DA, the electric circuit of DB, and the solenoid valves UA, UB, VA, VB, VM, VS. And as a result, the change of the detection result of each sensor IA, IB, KU, PU is received. Based on the reception result, it is determined whether they are in a state where they can operate normally (appropriate state) or not (not suitable state).

As in the initial diagnosis, even during the operation of the apparatus, the power supplied by the processing unit PC, the control units EA, EB (processing units PA, PB + driving units DA, DB), coils KA, KB, solenoid valves UA, UB, It is diagnosed whether VA, VB, VM, VS are in the proper state. In diagnosis, the target value of each component is compared with the result (actual value), and when the deviation between the target value and the actual value is less than a predetermined value set in advance, the appropriate state is determined, and the deviation is Is determined to be not less than a predetermined value.
The details of the ECU have been described above.

Return to FIG. 1 and continue the description.
The first and second master cylinder fluid passages HM1 and HM2 are connected to the first and second intermediate fluid passages HV1 and HV2 via the first and second pressure regulating fluid passages HA1, HB1, HA2 and HB2, respectively. . In the case of manual braking, the braking fluid BF is pumped from the master cylinder CM. However, depending on the closed position of the normally closed on / off solenoid valves VA1, VA2, VB1, VB2, the braking fluid BF to the reservoir fluid path HR is Because the movement is blocked, the brake fluid BF is moved towards the wheel cylinder CW.

  The first intermediate fluid passage HV1 (a part of H1) is branched at the first branch portion Bw1, and the first wheel cylinder fluid passages HWi and HW1 (a part of H1) are connected. Inlet valves VIi and VIl (normally-opened on / off valves) are provided in series in the first wheel cylinder fluid passages HWi and HWl. Wheel cylinder fluid passages HWi, HWl are branched between inlet valves VIi, VIl and wheel cylinders CWi, CWl and are connected to reservoir fluid passage HR via outlet valves VOi, VOl (normally closed on / off valves) Be done.

  When the braking fluid pressures Pwi and Pwl are reduced, the inlet valves VIi and VIl are brought into the closed position, and the outlet valves VOi and VOl are brought into the open position. As a result, the inflow of the braking fluid BF from the pressure regulating unit YC is prevented, and the braking fluid BF is moved to the reservoir fluid passage HR, and the braking fluid pressures Pwi and Pwl are reduced. On the other hand, when the brake fluid pressures Pwi and Pwl are increased, the inlet valves VIi and VIl are brought into the open position, and the outlet valves VOi and VOl are brought into the closed position. As a result, the braking fluid BF is moved from the pressure regulating unit YC, and the movement of the braking fluid BF to the reservoir fluid passage HR is blocked, and the braking fluid pressures Pwi and Pwl are increased.

  Similarly, the second intermediate fluid passage HV2 (part of H2) is branched at the second branch portion Bw2, and the second wheel cylinder fluid passages HWj and HWk (part of H2) are connected. The second wheel cylinder fluid passages HWj, HWk are connected to the wheel cylinders CWj, CWk. Inlet valves VIj and VIk (normally open type on / off valves) are arranged in series in the wheel cylinder fluid passages HWj and HWk. Wheel cylinder fluid passages HWj and HWk are branched between inlet valves VIj and VIk and wheel cylinders CWj and CWk, and are connected to reservoir fluid passage HR through outlet valves VOj and VOk (normally closed on / off valves) . When the braking fluid pressures Pwj, Pwk are decreased, the inlet valves VIj, VIk are brought into the closed position, and the outlet valves VOj, VOk are brought into the open position. Conversely, when the braking fluid pressures Pwj, Pwk are increased, the inlet valves VIj, VIk are brought into the open position, and the outlet valves VOj, VOk are brought into the closed position.

  At the time of manual braking, the wheel cylinder CW is directly connected to the master cylinder CM because the master cylinder valve VM is in the open position and the on / off valves VA, VB are in the closed position. Then, the braking fluid BF is moved from the master cylinder CM to the wheel cylinder CW, and the braking fluid pressure Pw is increased.

  On the other hand, at the time of control braking (at the time of pressure regulation of the braking fluid pressure Pw by the braking control device SC), the braking fluid pressure Pw is increased by the pressure regulation unit YC. In the pressure regulation unit YC, the fluid passages QU, pressure regulation fluid passages HA and HB, and the reservoir fluid passage HR form the reflux passages JA and JB. A main pressure regulating valve UA and a main on / off valve VA are arranged in series in the main return passage JA. Further, a sub pressure regulating valve UB and a sub on / off valve VB are disposed in series in the sub return passage JB. In the return path JA, JB, a circulating flow (flow rate) of the braking fluid BF is generated by the electric pump DU (in particular, the fluid pump QU). The flow of the braking fluid BF is throttled by at least one of the main pressure regulating valve UA and the sub pressure regulating valve UB, and adjustment of the regulated hydraulic pressure Pu is performed by a so-called orifice effect.

  The main pressure control valve UA, the main on / off valve VA, and the first master cylinder valve VM1 are controlled by the main control unit EA. The sub pressure control valve UB, the sub on / off valve VB, the second master cylinder valve VM2, and the simulator valve VS in the sub return passage JB are controlled by the sub control unit EB. Further, power supply (energization) is performed to the main coil KA by the main control unit EA, and to the sub coil KB by the sub control unit EB. When both the components (UA, VA, VM1, etc.) related to the main control unit EA and the components (UB, VB, VM2, etc.) related to the sub control unit EB operate properly ("normal state") 1), the first and second master cylinder valves VM1 and VM2 are in the closed position, the master cylinder CM and the wheel cylinder CW are fluidly separated from each other, and the brake by wire state is established. Then, the on / off solenoid valves VA, VB are brought into the open position, and the hydraulic pressure Pu is adjusted by the linear solenoid valves UA, UB.

  On the other hand, among the components relating to the main control unit EA and the components relating to the sub control unit EB, one side is properly operated, while the other side is malfunctioning, the energization to the other side is stopped. And the return path on the other side is closed. Then, in the return path on one side, the on / off valve is energized to be in an open state, and the adjusted hydraulic pressure Pu is adjusted in a state in which the function is partially restricted by the pressure regulating valve.

  For example, it is assumed that the main control unit EA is in a failure state. In this case, since the first master cylinder valve VM1 is not energized, it is brought into the open position, and the second master cylinder valve VM2 is energized and brought into the closed position. Therefore, the master cylinder CM and the wheel cylinder CW are fluidly connected in the first system but separated in the second system. Although the energization to the main coil KA is stopped, the sub control unit EB energizes the sub coil KB to rotate the electric motor MU.

  In the first system, the normally open first main pressure regulating valve UA1 is in the open position (non-energized), but the normally closed first main on / off valve VA1 is in the closed position (non-energized). Reflux of the first main reflux path JA1 is blocked. However, the first sub control unit EB1 drives the first sub on / off valve VB1 to an open position in the first sub return passage JB1, and the first sub pressure adjustment valve UB1 is driven. Since the first master cylinder valve VM1 is in the open position, the first adjustment hydraulic pressure Pu1 is adjusted by the first sub pressure adjustment valve UB1 so that the operation characteristic Cp of the braking operation member BP is properly maintained. Specifically, the first adjustment hydraulic pressure Pu1 is adjusted such that the operation characteristic Cp approaches the operation characteristic Cs (referred to as “normal operation characteristic”) based on the simulator SS.

  In the case of controlled braking, the operation characteristic (the characteristic of the operation force Fp with respect to the operation displacement Sp) Cp of the braking operation member BP is formed (set) to the normal operation characteristic Cs by the simulator SS. On the other hand, in the case of manual braking, the operation characteristic Cp depends on the rigidity of the braking device (for example, the rigidity of the caliper, the rigidity of the friction material, and the rigidity of the braking pipe). The operation characteristic Cp of manual braking is referred to as “manual operation characteristic Cm”. When the control braking is switched to the manual braking, the operating characteristic Cp may change from the normal operating characteristic Cs to the manual operating characteristic Cm, and the driver may feel a discord. Since the normal operation characteristic Cs is not switched to the manual operation characteristic Cm immediately upon occurrence of a malfunction of the braking control device SC, the driver's discomfort can be suppressed.

  Further, in the braking system in which the master cylinder valve (shutoff valve) can not be changed to the closed position, the adjusted hydraulic pressure is controlled such that the operation characteristic Cp of the braking operation member BP approaches the normal operation characteristic Cs. Thereby, the operation characteristic Cp of the braking operation member BP can be suitably maintained.

  In the second system, the normally open second main pressure regulating valve UA2 is in the open position (non-energized), but the normally closed second main on / off valve VA2 is in the closed position (non-energized). Reflux of the second main reflux path JA2 is blocked. However, in the second sub return passage JB2, the second sub on / off valve VB2 is driven to the open position by the sub control unit EB2, and the second sub pressure regulating valve UB2 is driven. The second adjustment hydraulic pressure Pu2 is adjusted by the second sub pressure regulating valve UB2 so that the deceleration Gx of the vehicle is properly maintained. For example, the generation of the second adjusted hydraulic pressure Pu2 (as a result, the second braking hydraulic pressure Pw2) becomes larger than the second adjusted hydraulic pressure Pu2 in the normal state so that the deceleration Gx of the vehicle is not reduced from the normal state. As adjusted. Thus, even if one of the main control unit EA and the sub control unit EB fails, the braking control device SC preferably maintains the operation characteristic Cp and then decelerates the vehicle. The characteristics (generation of the deceleration Gx with respect to the operation amount Ba) are maintained substantially the same as in the normal state. As a result, discord to the driver can be reduced.

  As described above, the controller ECU (control units EA and EB), the electric motor MU (coil KA and KB), the pressure regulating valves UA and UB, and the return flow passages JA and JB having the shutoff valves VA and VB are dualized ( It is redundant). Therefore, when one side of the redundant configuration fails, controlled braking is performed by the other side which is normal. When a malfunction of the braking control device SC occurs, the manual braking is not selected immediately, and the controlled braking is continued on the side of the redundant configuration that operates properly.

<Calculation processing of pressure regulation control>
With reference to the control flowchart of FIG. 3, the process of pressure regulation control (in particular, the process of determining the appropriateness of the control units EA and EB) will be described. The “pressure control” is drive control of the electric motor MU and the solenoid valves UA, UB, VA, VB, VM, VS in order to adjust the hydraulic pressure Pu. The control algorithm is programmed in the upper controller ECU.

  At step S110, various signals are read. Specifically, the operation amount Ba, the operation signal St, the adjusted hydraulic pressure Pu, the rotation angle Ku, the regeneration amount Rg, and the energized states Ka, Kb, Ua, Ub, Va, Vb, Vm, and Vs are read. The signal (Pu, etc.) is detected by a sensor (PU, etc.) provided in the braking control device SC. Also, signals (Rg and the like) are received from other controllers (ECD and the like) via the communication bus BS.

  In step S120, it is determined whether or not the braking operation is in progress based on at least one of the braking operation amount Ba and the braking operation signal St. For example, if the operation amount Ba is equal to or larger than the predetermined value bo, step S120 is affirmed, and the process proceeds to step S130. On the other hand, if “Ba <bo”, step S120 is denied, and the process returns to step S110. Here, the predetermined value bo is a preset constant corresponding to the play of the braking operation member BP. If the operation signal St is on, the process proceeds to step S130. If the operation signal St is off, the process returns to step S110.

  In the process from step S130 to step S150, it is determined whether the operating states of the control units EA and EB are appropriate. The propriety of the operating state is executed by the processing unit PC as described above. In step S130, it is determined whether "the operation of the main control unit EA is appropriate or not". If the main control unit EA operates properly, the process proceeds to step S140. If the operation of the main control unit EA is not good, the process proceeds to step S150.

  In step S140, it is determined whether "the operation of the sub control unit EB is appropriate or not". When the sub control unit EB operates properly, the process proceeds to step S200. In step S200, processing (referred to as "normal processing") when both the main control unit EA and the sub control unit EB are operating properly is executed. That is, the normal process is the arithmetic process in the normal state.

  If the operation of the main control unit EA is appropriate but the operation of the sub control unit EB is not good, and step S140 is negative, the process proceeds to step S300. In step S300, processing when the main control unit EA is normal and the sub control unit EB is malfunctioning (referred to as "sub side malfunction processing") is performed. Here, the state in which the main control unit EA is normal and the sub control unit EB is in a malfunction is referred to as a "sub-side malfunction state".

  In step S150, it is determined whether "the operation of the sub control unit EB is appropriate or not". If the main control unit EA is malfunctioning but the sub control unit EB operates properly and step S150 is affirmed, the process proceeds to step S400. In step S400, processing in which the main control unit EA is malfunctioning and the sub control unit EB is normal (referred to as "main side malfunction processing") is executed. Here, the state in which the main control unit EA is malfunctioning and the sub control unit EB is normal is referred to as "main side malfunctioning condition".

  If both the main control unit EA and the sub control unit EB are malfunctioning and step S150 is negative, the process proceeds to step S500. The state in which the control units EA, EB are out of order is referred to as a "completely out of state". In the case of the complete malfunction, the energization to the electric motor MU and the solenoid valve (VM1 etc.) is stopped, and the manual braking is performed.

<Normal processing of pressure regulation control>
The normal processing of pressure regulation control will be described with reference to the control flowchart of FIG. 4. The “normal process” is the arithmetic process in step S200 corresponding to the above-described normal state (when both the main control unit EA and the sub control unit EB are normal).

  As described above, constituent members, arithmetic processing, signals, characteristics, and values having the same symbol are of the same function. In subscripts “i” to “l” at the end of various symbols, “i” indicates the front right wheel, “j” indicates the front left wheel, “k” indicates the rear right wheel, and “l” indicates the rear left wheel. Also, suffixes "i" to "l" at the end of the symbol may be omitted. In this case, each symbol represents a generic name for each of the four wheels. In addition, subscripts "1" and "2" at the end of various symbols indicate that in the two braking systems, "1" indicates the first system and "2" indicates the second system. Also, the suffixes "1" and "2" at the end of the symbol may be omitted. In this case, each symbol represents a generic name of the two braking systems. The terms "main" and "sub" are not expressions of dependency, but are names that mean "one side" or "the other side" of two components having the same function.

  In step S210, the first and second required hydraulic pressures Pr1 and Pr2 are calculated based on the operation amount Ba. The first and second required hydraulic pressures Pr1 and Pr2 are target values of the first and second adjusted hydraulic pressures Pu1 and Pu2, respectively, and correspond to the deceleration of the vehicle. The first and second required hydraulic pressures Pr1 and Pr2 are in the range of the operation amount Ba of "0" to the predetermined value bo according to the first and second operation maps Zr1 and Zr2 (referred to as "first and second reference characteristics") Then, it is determined to be “0”, and when the operation amount Ba is equal to or more than the predetermined value bo, it is calculated so as to monotonously increase from “0” as the operation amount Ba increases. Here, the two operation maps (first and second reference characteristics) Zr1 and Zr2 are set to the same characteristics, and the diagrams overlap.

  In step S220, first and second target fluid pressures Pt1 and Pt2 are calculated based on the first and second required fluid pressures Pr1 and Pr2 and the regeneration amount Rg. The “regeneration amount Rg” is a regenerative brake amount generated by the drive motor. Regeneration amount Rg is converted to a dimension of hydraulic pressure to calculate regenerative hydraulic pressure Pg. The required fluid pressure Pr corresponds to the vehicle deceleration, and the vehicle deceleration is achieved by the regenerative brake and the friction brake. Therefore, the regenerative hydraulic pressure Pg is subtracted from the first and second required hydraulic pressures Pr1 and Pr2, and the final target values (first and second target hydraulic pressures) Pt1 and Pt2 of the hydraulic pressure are determined. (Pt = Pr-Pg). The target fluid pressure Pt is a fluid pressure target value to be achieved by the friction brake.

  In step S230, a target rotational speed Nt is calculated based on the first and second target fluid pressures Pt1 and Pt2. The target rotation speed Nt is a target value of the rotation speed of the electric motor MU. The target rotational speed Nt is calculated to monotonously increase from the predetermined rotational speed no as the first and second target hydraulic pressures Pt1 and Pt2 increase according to the calculation map Znt. A predetermined rotation number no is set as the lower limit value in the operation map Znt. As described above, the adjusted hydraulic pressure Pu is generated by the orifice effect of the pressure control solenoid valves UA, UB. Since a certain amount of flow is required to obtain the orifice effect, the target rotation speed Nt is determined to be larger than the minimum value (preset constant) no required for hydraulic pressure generation. Since the target fluid pressure Pt is calculated based on the operation amount Ba, the target rotational speed Nt may be calculated directly based on the operation amount Ba. In any case, the target rotational speed Nt is determined based on the braking operation amount Ba.

  In step S240, the first and second master cylinder valves VM1 and VM2 are energized, and the first and second master cylinder valves VM1 and VM2 are in the closed position. Therefore, the master cylinder CM and the wheel cylinder CW are fluidly separated and brought into the state of brake by wire. In step S250, the simulator valve VS is energized to bring the simulator valve VS into the open position. Master cylinder CM (especially, second master cylinder chamber Rm2) and simulator SS are brought into communication with each other, and operation characteristic Cp of braking operation member BP is set to normal operation characteristic Cs by simulator SS. If the simulator valve VS is omitted, step S250 is omitted.

  In step S260, the electric motor MU is feedback-controlled. Specifically, based on the rotation angle (detection value) Ku of the electric motor MU, the rotation speed (the number of rotations per unit time) Nu is calculated. For example, the rotation angle Ku is time-differentiated to calculate the actual rotation number Nu. The rotation speed feedback control of the electric motor MU is performed based on the target rotation speed Nt and the actual rotation speed Nu. In the feedback control, the number of rotations of the electric motor MU is used as a control variable, and the amounts of energization (for example, supply current) Ka, Kb to the electric motor MU (windings KA, KB) are controlled.

  Specifically, based on the deviation hN (= Nt-Nu) between the target value Nt of the rotational speed and the actual value Nu, the rotational speed deviation hN becomes "0" (that is, the actual value Nu is the target value Nt). ) And the amount of energization to the electric motor MU is finely adjusted. In the case of "hN> nx", the amount of energization is increased, and the electric motor MU is accelerated. On the other hand, in the case of “hN <−nx”, the amount of energization is reduced and the electric motor MU is decelerated. Here, the predetermined value nx is a constant set in advance.

  In step S270, hydraulic pressure feedback control of the pressure-adjusting solenoid valves UA and UB is executed based on the target hydraulic pressure Pt and the adjusted hydraulic pressure Pu. First, the on / off valves VA, VB are energized to be in the open position, and the reflux passages JA, JB are opened. Then, in the fluid pressure feedback control, the pressure Pu of the braking fluid BF in the pressure control fluid passage HU is used as a control variable, and the energization amounts Ua and Ub to the normally open / linear type solenoid valves UA and UB are controlled. . Specifically, based on the deviation hP (= Pt−Pu) between the target hydraulic pressure Pt and the adjusted hydraulic pressure Pu (detected value), the hydraulic pressure deviation hP becomes “0” (that is, the adjusted hydraulic pressure Pu Is close to the target fluid pressure Pt), and the amount of current supplied to the pressure regulating valves UA and UB is finely adjusted. If "hP> px", the amount of energization is increased and the amount of valve opening is decreased. On the other hand, in the case of “hP <−px”, the amount of energization is decreased and the amount of valve opening is increased. Here, the predetermined value px is a constant set in advance.

<Sub side malfunction processing of pressure regulation control>
The sub-side malfunction process of pressure regulation control will be described with reference to the control flowchart of FIG. 5. The “sub-side malfunction process” is the arithmetic process in step S300 corresponding to the above-described sub-side malfunction state (when the main control unit EA is normal and the sub control unit EB is malfunctioning).

  In the sub-side malfunction state, since the sub control unit EB is malfunctioning, the simulator valve VS is in the closed position, and the second master cylinder valve VM2 is in the open position. In the sub-side malfunction processing, the second required fluid pressure Pr2 (the fluid pressure target value of the braking system in which the master cylinder CM is connected to the wheel cylinder CW) is adjusted so that the operating characteristic Cp is different from the manual operating characteristic Cm. Are adjusted so as to approach the normal operating characteristic Cs. In addition, the first required fluid pressure Pr1 (the fluid pressure target value of the braking system in which the master cylinder CM is not connected to the wheel cylinder CW) is calculated to compensate for the change in the second required fluid pressure Pr2. The deceleration characteristics of the vehicle are maintained equivalent to the normal state.

  In step S310, the first and second required hydraulic pressures Pr1 and Pr2 (the target values of the first and second adjusted hydraulic pressures Pu1 and Pu2) are calculated based on the operation amount Ba. Specifically, based on the first and second calculation maps Zs1 and Zs2 at the time of the sub-side malfunction, it is determined that the first and second required hydraulic pressures Pr1 and Pr2 increase as the operation amount Ba increases. The first and second operation maps (first and second reference characteristics) Zr1 and Zr2 for normal processing have the same characteristics, but the first and second sub-side malfunctioning operation maps Zs1 and Zs2 have different characteristics. (That is, the inclinations of the first and second required hydraulic pressures Pr1 and Pr2 with respect to the increase of the operation amount Ba are different).

  For example, the second sub-side malfunction calculation map (second sub-side malfunction characteristic) Zs2 is a normal operation map (second Reference characteristic) It is set as a characteristic smaller than Zr2. Then, the first sub-side malfunction calculation map (sub-side malfunction characteristic) Zs1 is a normal calculation map (the first sub-operation malfunction characteristic map) so as to compensate for the decrease in the second required hydraulic pressure Pr2 caused by Reference characteristic) It is set as a characteristic larger than Zr1. As described above, since the stiffness of the braking device is known, the first and second sub-side malfunction characteristics Zs1 and Zs2 are preset. According to the first and second sub-side malfunction characteristics (calculation map) Zs1 and Zs2, in the sub-side malfunction processing, the first required hydraulic pressure Pr1 is calculated relatively large compared to the case of the normal processing [2] The required hydraulic pressure Pr2 is calculated relatively small.

  In step S320, first and second target fluid pressures Pt1 and Pt2 are calculated based on the first and second required fluid pressures Pr1 and Pr2 and the regeneration amount Rg. Specifically, the second required fluid pressure Pr2 is adopted as it is as the second target fluid pressure Pt2 used for adjusting the operation characteristic Cp (Pt2 = Pr2). On the other hand, the first target fluid pressure Pt1 is determined by considering the regenerative fluid pressure Pg (a fluid pressure converted value of the regeneration amount Rg) to the first required fluid pressure Pr1 (Pt1 = Pr1-Pg).

  In step S330, the target rotation speed Nt is calculated based on the first and second target fluid pressures Pt1 and Pt2 in the same manner as in step S230. That is, in accordance with the operation map Znt having the lower limit rotational speed no, the target rotational speed Nt is calculated to increase according to the increase of the first and second target fluid pressures Pt1 and Pt2. Even in the sub-side malfunction process, the target rotation speed Nt is calculated based on the braking operation amount Ba.

  In step S340, the first master cylinder valve VM1 (first shutoff valve) is energized, and the first master cylinder valve VM1 is brought to the closed position. Since the sub control unit EB is malfunctioning, the simulator valve VS (can be omitted) remains at the closed position, and the second master cylinder valve VM2 (second shutoff valve) remains at the open position (non-energized state).

  In step S360, the electric motor MU is subjected to rotational speed feedback control by the main control unit EA. As described above, based on the deviation hN between the target value Nt of the rotational speed and the actual value Nu, the main control unit EA controls the amount of energization (for example, supply current) Ka to the electric motor MU (winding KA) And the electric motor MU is rotationally driven.

  In step S370, control of the solenoid valves UA and VA is executed by the main control unit EA based on the target value Pt of the fluid pressure and the actual value (detected value) Pu. In the main control unit EA, the main on / off valve VA is energized to be in the open position, and the main return passage JA is opened. Based on the deviation hP between the target fluid pressure Pt and the adjusted fluid pressure Pu, the amount Ua of current supplied to the main pressure regulating valve UA is controlled so that the adjusted fluid pressure Pu approaches the target fluid pressure Pt. Since the sub control unit EB is malfunctioning, the energization to the sub solenoid valves UB and VB is stopped.

  When one side (for example, the main side) of the duplex configuration operates normally and the other side (for example, the sub side) is malfunctioning (ie, the sub-side malfunction state), one side that operates properly Control braking is performed. That is, when a malfunction of the braking control device SC occurs, control braking is not immediately switched to manual braking, but control braking is continued on the side that operates properly in the dual configuration (redundant configuration). Ru. Thus, the reliability of the braking control device can be improved.

  Further, in the other braking system (for example, the second system) on which master cylinder CM and wheel cylinder CW are not separated, the target value of the adjusted hydraulic pressure (for example, required hydraulic pressure) so as to suppress the change in operation characteristic Cp. Pr2) is determined. When adjustment of the operation characteristic Cp is not performed, in the sub-side malfunction state, a braking device (for example, calipers of wheels WHj, WHk, friction material, flexible hose) related to a braking system (for example, second system) on the other side The operation characteristics are determined based on the rigidity of By adjusting the adjustment of the operating characteristic Cp, a target value (for example, a second target hydraulic pressure Pt2 (= Pr2)) of the adjusted hydraulic pressure is determined with respect to the operating characteristic so as to approach the normal operating characteristic Cs. Then, the adjusted hydraulic pressure is controlled to match the target value, so that the driver's disturbance due to the change in the braking operation characteristic Cp can be reduced. In addition, the hydraulic pressure target value of the braking system on one side (the second adjustment system Pu2) is compensated to compensate for the decrease in the braking hydraulic pressure (second adjusted hydraulic pressure Pu2) in the other braking system (second system). The first target fluid pressure Pt1) is calculated to increase. Thereby, the vehicle deceleration Gx can be secured even if one system on the other side is malfunctioning.

  In the configuration in which the simulator valve VS is omitted, the operation characteristic Cp of the sub-side malfunction state is determined based on the rigidity of the braking device according to the second system and the characteristics of the simulator SS. Even in this case, the braking operation characteristic Cp is adjusted to approach the normal operation characteristic Cs based on the second target fluid pressure Pt2. Further, the vehicle deceleration Gx can be compensated by the first target fluid pressure Pt1.

  As described above, the operation characteristic Cp is adjusted based on the second sub-side malfunctioning time characteristic Zs2 that is “Zs2 <Zr2”, and the vehicle deceleration is based on the first sub-side malfunctioning time characteristic Zs1 that is “Zs1> Zr1”. The manner in which Gx is compensated has been described. As described above, the operation characteristic Cp is due to the rigidity (spring constant) of the braking device (brake caliper etc.) mounted on the vehicle. Therefore, a characteristic larger than the second reference characteristic Zr2 may be set as the second sub-side malfunction condition Zs2 so that the operation characteristic Cp approaches the normal operation characteristic Cs. In such a vehicle, one smaller than the first reference characteristic Zr1 is employed as the first sub-side malfunction condition Zs1 so that the vehicle deceleration Gx is compensated.

  In any case ("Zs2 <Zr2" or "Zs2> Zr2"), in the case of the sub-side malfunction, the first master cylinder valve (first shutoff valve) VM1 is brought to the closed position, and The operation characteristic Cp of the braking operation member BP is formed by the normal operation characteristic Cs (the simulator SS is formed by setting the 2 master cylinder valve (second shut-off valve) VM2 to the open position and adjusting the second main pressure regulating valve UA2. Are adjusted to be close to. As a result, the operation discomfort to the driver can be reduced.

  Further, due to the adjustment of the operation characteristic Cp, the deceleration Gx of the vehicle changes from the vehicle deceleration Gx in the normal state (normal processing of the pressure regulation control). In the sub-side malfunction state, the deceleration Gx of the vehicle actually produced approaches the deceleration (referred to as “reference acceleration Go”) generated in the normal state by adjusting the first main pressure regulating valve UA1 (for example, “reference acceleration Go”) Adjusted to match. That is, the change of the deceleration Gx is suppressed, and the deceleration characteristics of the vehicle (the relationship of the vehicle deceleration Gx to the braking operation amount Ba) can always be substantially the same characteristics regardless of the presence or absence of malfunction of the braking control device SC.

<Main side malfunction processing of pressure regulation control>
Main side malfunction processing of pressure regulation control will be described with reference to the control flow chart of FIG. The “main-side malfunction process” is the calculation process in step S400 corresponding to the above-described main-side malfunction state (when the main control unit EA is malfunctioning and the sub control unit EB is normal). The main side malfunction processing will be briefly described because the main side and the sub side are interchanged with respect to the sub side malfunction processing.

  In the main side malfunction state, since the sub control unit EB is malfunctioning, the first master cylinder valve VM1 is in the open position. In the main side malfunction processing, the first required hydraulic pressure Pr1 is adjusted such that the operation characteristic Cp approaches the normal operation characteristic Cs with respect to the manual operation characteristic Cm. Further, the second required hydraulic pressure Pr2 is determined to be larger than that in the normal processing so as to compensate for the decrease in the first required hydraulic pressure Pr1 and to ensure the vehicle deceleration.

  In step S410, first and second required hydraulic pressures Pr1 and Pr2 are calculated based on the operation amount Ba and the first and second calculation maps Zt1 and Zt2 at the time of main side malfunction. For example, based on the first main side failure time characteristic Zt1 (set to a characteristic smaller than the first reference characteristic Zr1), the first required hydraulic pressure Pr1 is more than in the normal state so that the operation characteristic Cp approaches the normal operation characteristic Cs. It is calculated small. Furthermore, the second required hydraulic pressure Pr2 is larger than the normal state so as to compensate for the decrease in the first required hydraulic pressure Pr1 according to the second main side malfunctioning time characteristic Zt2 (set larger than the second reference characteristic Zr2). It is calculated. That is, in the main side malfunction processing, the first required hydraulic pressure Pr1 is calculated relatively smaller than in the normal processing, and the second required hydraulic pressure Pr2 is calculated relatively larger.

  In step S420, first and second target fluid pressures Pt1 and Pt2 are calculated based on the first and second required fluid pressures Pr1 and Pr2 and the regeneration amount Rg. That is, the first and second target fluid pressures Pt1 and Pt2 are determined by “Pt1 = Pr1 and Pt2 = Pr2-Pg”. In step S430, a target rotational speed Nt is calculated based on the first and second target fluid pressures Pt1 and Pt2 (based on the braking operation amount Ba).

  In step S440, the second master cylinder valve VM2 (second shut-off valve) is energized to bring the second master cylinder valve VM2 into the closed position. Note that the first master cylinder valve VM1 (first shutoff valve) remains in the open position (non-energized state) due to malfunction of the main control unit EA. In step S450, the simulator valve VS is energized to bring the simulator valve VS into the open position.

  In step S460, the electric motor MU is subjected to rotational speed feedback control by the sub control unit EB. In step S470, the sub control unit EB brings the sub on / off valve VB to the open position, and the sub linear pressure regulation valve UB is subjected to hydraulic pressure feedback control. Here, since the main control unit EA is malfunctioning, the energization of the main solenoid valves UA, VA is stopped.

  When a malfunction occurs on the sub side (sub control unit EB), control braking is performed by the main side (main control unit EA) that operates properly, so the reliability of the braking control device can be improved. In the main side malfunction state, the operation characteristics are determined based on the rigidity of the braking device (the calipers of the wheels WHi, WHl, the friction material, etc.) and the simulator SS according to the first system. Since the first target fluid pressure Pt1 (= Pr1) is determined with respect to the operation characteristic so that the operation characteristic Cp approaches the normal operation characteristic Cs, a change in the braking operation characteristic Cp is suppressed. Furthermore, in order to compensate for the vehicle deceleration (that is, to approach the reference deceleration Go), the actual second adjusted hydraulic pressure Pu2 is adjusted larger in the normal braking system than in the normal process.

  In the main-side malfunction processing, in step S450, the non-energized state of the simulator valve VS may be maintained, and the simulator valve VS may remain in the closed position. By setting the simulator valve VS to the closed position, the decrease in the operating characteristic Cp can be suppressed, and the operating force Fp can be secured.

  As in the case of the sub-side malfunction, depending on the vehicle, the first main-side malfunction time characteristic Zt1 that is “Zt1> Zr1” can be adopted to adjust the operation characteristic Cp. In this case, the second main-side malfunction condition Zt2 which is “Zt2 <Zr2” is adopted for the compensation of the vehicle deceleration Gx.

  In the case of main side malfunction, the first master cylinder valve (first shutoff valve) VM1 is in the open position, the second master cylinder valve (second shutoff valve) VM2 is in the closed position, and the first sub pressure regulating valve By adjusting UB1, the operation characteristic Cp of the braking operation member BP is adjusted to resemble (close to) the normal operation characteristic Cs by the simulator SS, and the driver's discomfort is suppressed. In addition, by adjusting the second sub pressure regulator valve UB2, the actually generated vehicle deceleration Gx is adjusted to be close to (coincident with) the reference deceleration Go in the normal state, and the deceleration change is suppressed. obtain. That is, the vehicle deceleration Gx with respect to the braking operation amount Ba does not change from that of the normal processing.

Other Embodiments
Hereinafter, other embodiments will be described. Also in the other embodiments, the same effects as described above (reduction of discomfort, suppression of change in deceleration of the vehicle, etc.) are achieved. That is, the operation characteristic Cp is adjusted by the malfunctioning side system of the two control units EA and EB which drive the two master cylinder valves VM. Furthermore, the deceleration Gx of the vehicle is compensated by the normal side system of the two control units EA and EB (a change from the deceleration Go of the normal processing is suppressed).

  In the above embodiment, the vehicle is an electric vehicle or a hybrid vehicle having a drive motor. Alternatively, the braking control device SC may be applied to a vehicle having a general internal combustion engine that does not have a drive motor. In this case, since regenerative braking by the drive motor is not generated, regenerative cooperative control is not executed in the braking control device SC. That is, the vehicle is decelerated only by the friction brake by the braking control device SC. In pressure regulation control, control is performed as "Pt = Pr (that is, Rg = 0)".

  In the above embodiment, as the linear pressure-regulating solenoid valves UA and UB, those in which the valve opening amount is adjusted in accordance with the energization amount are adopted. For example, although the pressure regulating solenoid valves UA and UB are on / off valves, the opening and closing of the valves may be controlled by the duty ratio, and the hydraulic pressure may be linearly controlled.

  In the above embodiment, the linear pressure regulation solenoid valves UA, UB are of the normally open type. Instead of this, a normally closed type may be employed. In this case, the on / off solenoid valves VA, VB may be omitted. The normally closed linear pressure regulating valve has a hysteresis larger than that of the normally open type. For this reason, it is desirable to adopt a normally open linear pressure regulating valve UA, UB.

  In the above embodiment, the upper fluid unit YU and the lower fluid unit YL are configured separately. The upper fluid unit YU and the lower fluid unit YL may be configured integrally. In this case, the lower controller ECL is included in the upper controller ECU.

  In the above embodiment, the configuration of the disk brake device (disk brake) has been exemplified. In this case, the friction member is a brake pad and the rotating member is a brake disc. Instead of the disc brake, a drum brake may be employed. In the case of a drum brake, a brake drum is employed instead of the caliper. The friction member is a brake shoe, and the rotating member is a brake drum.

  In the above embodiment, a brushless motor is employed as a drive source of the fluid pump QU. Instead of the brushless motor, a brushed motor (also referred to simply as a brush motor) may be employed as the electric motor MU. In this case, an H bridge circuit formed of four switching elements (power transistors) is used as the bridge circuit. As in the case of the brushless motor, the electric motor MU is provided with a rotation angle sensor KU so as to detect the rotation angle Ku. The drive units DA and DB are provided with energization amount sensors IA and IB so as to detect the energization states Ka and Kb.

  In the said embodiment, what applied damping | braking torque to all the four wheels WH was illustrated via damping | braking fluid BF. Alternatively, an electric, driven by an electric motor may be employed for the rear wheels WHk, WHl (although for the front wheels WHi, WHj are still hydraulic). In the electrically driven device, the rotational power of the electric motor is converted into linear power, whereby the friction member is pressed against the rotation member KT. In the braking control device SC of this configuration, components (except VW) relating to the rear wheels WHk, WHl are omitted.

  In the above-described embodiment, so-called diagonal type (also referred to as “X type”) is adopted as the fluid paths of two systems. As a two-system fluid path, a front and rear type (also referred to as “H type”) may be employed. In this case, front wheel wheel cylinders CWi and CWj are connected to the first system, and rear wheel wheel cylinders CWk and CWl are connected to the second system.

BP: braking operation member, H1: first fluid path (HM1 + HA1, HB1 + HV1 + HWi, HWl), H2: second fluid path (HM2 + HA2, HB2 + HV2 + HWj, HWk), CM: master cylinder, CW: wheel cylinder, RV: reservoir, YC: Pressure adjustment unit, JA ... main return path, JB ... sub return path, MU ... electric motor, KA ... main coil (main winding set), KB ... sub coil (sub winding set), QU ... fluid pump, SS ... stroke Simulator, VM: Master cylinder valve (shutdown valve), UA: Main pressure regulating valve, UB: sub pressure regulating valve, VA: main on / off valve, VB: sub on / off valve, ECU: controller, EA: main control unit, EB ... Sub control unit, BA ... Operation amount sensor, PU ... Adjustment fluid pressure sensor, Cp ... Operation characteristics, Cs ... Normal operation , Pu ... adjustment fluid pressure.

Claims (2)

A braking control device for a vehicle, having a dual fluid passage of a first fluid passage and a second fluid passage, and adjusting a braking force of a wheel according to an operation of a braking operation member of the vehicle.
An electric motor having a main coil and a sub coil, which is a drive source for increasing a first adjusted hydraulic pressure in the first fluid path and a second adjusted hydraulic pressure in the second fluid path;
An open position provided in each of the first fluid passage and the second fluid passage to bring the master cylinder and the wheel cylinder into communication, and a closed position to bring the master cylinder and the wheel cylinder out of communication And a first shutoff valve that selectively realizes
A simulator which is provided between the master cylinder and the second shutoff valve in the second fluid path and applies an operating force to the braking operation member;
A first main pressure regulation valve provided in the first fluid path to adjust a fluid pressure generated by the electric motor, and a first sub pressure regulation valve;
A second main pressure regulation valve provided in the second fluid path to adjust a fluid pressure generated by the electric motor, and a second sub pressure regulation valve;
"A main control unit that energizes the main coil and drives the first main pressure regulation valve, the second main pressure regulation valve, and the first shutoff valve", and "energizes the sub coil, the first sub circuit A controller having a pressure control valve, the second sub pressure control valve, and a sub control unit for driving the second shutoff valve;
Equipped with
The controller
In the case of a normal state in which both the main control unit and the sub control unit are normal, the first shutoff valve and the second shutoff valve are placed in the closed position, and the operation characteristic of the braking operation member is Set the normal operation characteristics by the simulator,
When the main control unit is normal and the sub control unit is malfunctioning in the sub-side malfunction state, the first shutoff valve is in the closed position and the second shutoff valve is in the open position, and the operation characteristic is Adjust the second main pressure regulating valve so that the value approaches the normal operation characteristic,
When the main control unit is malfunctioning and the sub control unit is normal, the first shutoff valve is in the open position and the second shutoff valve is in the closing position, and the operation characteristics are satisfied. The brake control device for a vehicle, wherein the first sub pressure regulating valve is adjusted so that the value approaches the normal operation characteristic. In the vehicle braking control device according to claim 1,
The controller
In the case of the sub-side malfunction state, the first main pressure regulating valve is adjusted so that the deceleration of the vehicle approaches the deceleration of the vehicle in the normal state;
The vehicle brake control device adjusts the second sub pressure regulating valve such that the deceleration of the vehicle approaches the deceleration of the vehicle in the normal state in the case of the main side malfunction condition.