JP2019135128A - Brake control device - Google Patents

Abstract

To provide a brake control device which can inhibit insufficient deceleration when a failure occurs.SOLUTION: A first connection liquid passage (11P etc.) connects a first hydraulic pressure chamber (47P) of a master cylinder (4) with wheel cylinders (101a, 101d). A second connection liquid passage (11S etc.) connects a second hydraulic pressure chamber (47S) with wheel cylinders (101b, 101c). A first cutoff valve (71P) is located in the first connection liquid passage (11P) and a second cutoff valve (71S) is located in the second connection liquid passage (11S). A communication liquid passage (13) connects a side of the wheel cylinder (101a etc.) relative to the first cutoff valve (71P) in the first connection liquid passage (11P) with a side of the wheel cylinder (101b etc.) relative to the second cutoff valve (71S) in the second connection liquid passage (11S). A discharge passage (12) connects a pump unit (8) with the communication liquid passage (13). A communication valve (73) is provided at one of a liquid passage (13P) and a liquid passage (13S) in the communication liquid passage (13).SELECTED DRAWING: Figure 1

Description

  The present invention relates to a brake control device.

  Conventionally, as disclosed in Patent Document 1, a first connection liquid path that connects the first chamber of the master cylinder and the first wheel cylinder, and a second chamber that connects the second chamber of the master cylinder and the second wheel cylinder. 2 connection fluid passage, a first shut-off valve provided in the first connection fluid passage, a second shut-off valve provided in the second connection fluid passage, and a first shut-off valve in the first connection fluid passage with respect to the first shut-off valve A first part located on the wheel cylinder side, a communication fluid path connecting the second part located on the second wheel cylinder side to the second shut-off valve in the second connection fluid path, and a hydraulic pressure source There is known a brake control device that includes a discharge fluid passage that connects the fluid passage to the communication fluid passage.

JP 2006-144952A

  When a failure occurs, the conventional brake control device has both the first part side with respect to the connection part with the discharge liquid path and the second part side with respect to the connection part. Therefore, the wheel cylinder cannot be pressurized by the hydraulic pressure source. Therefore, there was room for fear of insufficient deceleration.

  In the brake control device according to one embodiment of the present invention, in the event of a failure, the communication liquid path has the first part side with respect to the connection part with the discharge liquid path, and the second part with respect to the connection part. It is the structure which interrupts | blocks either (only) among the side of a part.

  Therefore, when the failure occurs, the wheel cylinder can be pressurized by the hydraulic pressure source, so that the lack of deceleration can be suppressed.

1 shows a schematic configuration of a brake system according to a first embodiment. 1 shows a circuit configuration when a failure occurs in a brake control device according to a first embodiment. 2 shows a schematic configuration of a brake system according to a second embodiment. 3 shows a schematic configuration of a brake system according to a third embodiment.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

[First embodiment]
(Constitution)
The brake control device 1 of this embodiment is applied to a vehicle brake system. In addition to a vehicle having only an internal combustion engine (engine) as a prime mover for driving wheels, the vehicle includes a hybrid vehicle having an electric motor (generator) in addition to the engine, and an electric vehicle having only an electric motor. Etc. As shown in FIG. 1, the brake system includes a master cylinder unit 1A, two brake pipes, and a wheel cylinder 101 for each wheel (left front wheel FL, right front wheel FR, left rear wheel RL, and right rear wheel RR). Have. The brake piping type is diagonal piping. Hereinafter, when distinguishing the member corresponding to the primary system (P system) and the member corresponding to the secondary system (S system), the suffixes P and S are added to the end of each symbol. The members corresponding to the wheels FL to RR are appropriately distinguished by adding suffixes a to d at the end of the reference numerals. The brake control device 1 is disposed between the master cylinder unit 1A and the wheel cylinder 101 of each wheel. The device 1 is of a hydraulic type, supplies brake fluid as hydraulic fluid to the wheel cylinder 101, and generates hydraulic pressure (brake hydraulic pressure) in the wheel cylinder 101. The wheel cylinder 101 operates a brake shoe or a caliper according to the brake fluid pressure to apply a friction braking force (hydraulic braking force) to the wheels FL to RR.

  First, the master cylinder unit 1A will be described. The master cylinder unit 1A integrally includes a reservoir tank 2, a push rod 3, a master cylinder 4, and a stroke sensor 91. The reservoir tank 2 is a brake fluid source that stores brake fluid, and is opened to atmospheric pressure. A first liquid chamber 24P, a second liquid chamber 24S, and a third liquid chamber 26 are partitioned on the bottom side inside the reservoir tank 2. The liquid level heights of the first and second liquid chambers 24P and 24S are detected by the liquid level sensor 27, and the liquid level height of the third liquid chamber 26 is detected by the liquid level sensor 28. One end of the brake hose 10R is connected to the third liquid chamber 26. One end of the push rod 3 is rotatably connected to the brake pedal 100. Between the push rod 3 and the brake pedal 100, there is no booster or other booster that uses engine negative pressure or the like. The push rod 3 has a flange 30. The master cylinder 4 is a hydraulic pressure source that operates according to the operation of the brake pedal 100 by the driver and can supply brake hydraulic pressure to the wheel cylinder 101. The master cylinder 4 includes a cylinder 40, a piston 41, a spring unit 42, and seal members 43 and 44. The cylinder 40 is cylindrical and accommodates the piston 41 and the like. The reservoir tank 2 is installed above the cylinder 40 in the vertical direction. In FIG. 1, a cross section of the master cylinder unit 1A passing through the axis of the cylinder 40 is shown. For convenience of explanation, the x-axis is provided in the moving direction (axial direction) of the piston 41, and the side on which the piston 41 moves in response to the depression operation of the brake pedal 100 is negative.

  The master cylinder 4 is a tandem type and has a piston 41 and a spring unit 42 for each of the P and S systems. The master cylinder 4 is not limited to the tandem type. The cylinder 40 has a supply port 45 and a supply port 46 for each of the P and S systems. Looking at the P system, the replenishment port 45P opens to the inner periphery of the cylinder 40 and connects to the first liquid chamber 24P of the reservoir tank 2. On the inner periphery of the cylinder 40, there are grooves on both sides in the x-axis direction of the supply port 45P. This groove has an annular shape extending in the direction around the axis of the cylinder 40 (hereinafter referred to as the circumferential direction). A first seal member 43P is installed in the groove on the x-axis positive direction side of the supply port 45P, and a second seal member 44P is installed in the groove on the x-axis negative direction side of the supply port 45. The seal members 43P and 44P are packings having a U-shaped cross section. The same applies to the S system. The piston 41 is accommodated inside the cylinder 40 so as to be movable in the axial direction of the cylinder 40 (x-axis direction). The piston 41P is connected to the brake pedal 100 via the push rod 3. The piston 41S is a free piston type, and is arranged in series with the piston 41P on the negative side of the piston 41P in the x-axis direction. The arrangement of the pistons 41 is not limited to being in series and may be in parallel. The piston 41 is cylindrical. A supply hole 410 penetrates the peripheral wall of the piston 41 in the radial direction.

  Inside the cylinder 40, the first hydraulic chamber 47P is partitioned by the piston 41P and the piston 41S, and the second hydraulic chamber 47S is partitioned by the piston 41S on the negative x-axis side of the first hydraulic chamber 47P, and the piston 41P Thus, the sensor chamber 48 is partitioned on the positive side in the x-axis direction of the first hydraulic chamber 47P. A supply port 46 always opens in the first hydraulic pressure chamber 47P and the second hydraulic pressure chamber 47S. One end of the brake pipe 10M is connected to the supply port 46. The lip of the seal members 43 and 44 is in contact with the outer peripheral surface of the piston 41. When the piston 41 moves along the inner peripheral surface of the cylinder 40, the seal members 43, 44 (lips thereof) are in sliding contact with the outer peripheral surface of the piston 41. The seal members 43 and 44 function as rod seals. On the outer peripheral side of the piston 41P, the first seal member 43P suppresses the flow of brake fluid from the supply port 45P toward the sensor chamber 48. The second seal member 44P suppresses the flow of brake fluid from the first hydraulic pressure chamber 47P to the replenishment port 45P and allows the flow of brake fluid in the reverse direction. On the outer peripheral side of the piston 41S, the first seal member 43S suppresses the flow of brake fluid from the first hydraulic chamber 47P to the replenishment port 45S and allows the flow of brake fluid in the reverse direction. The second seal member 44S suppresses the flow of brake fluid from the second hydraulic pressure chamber 47S to the replenishment port 45S, and allows the brake fluid to flow in the reverse direction.

  The spring unit 42 is accommodated in the hydraulic chamber 47. The spring 420P of the first spring unit 42P is between the piston 41P and the piston 41S in the state compressed in the axial direction of the cylinder 40 inside the first hydraulic chamber 47P. The spring 420S of the second spring unit 42S is located between the piston 41S and the inner surface of the cylinder 40 in a state compressed in the axial direction of the cylinder 40 inside the second hydraulic chamber 47S. The spring 420P constantly biases the piston 41P to the x-axis positive direction side, and the spring 420S functions as a return spring that always biases the piston 41S to the x-axis positive direction side. Each spring unit 42 has a stopper function that suppresses the amount of compression and extension of the spring 420 to a certain level or less.

  Part of the piston 41P (x-axis positive direction side) and the push rod 3 are accommodated in the sensor chamber 48. The end of the push rod 3 on the x axis negative direction side is hemispherical and contacts the piston 41P. The push rod 3 is capable of rolling wood movement with respect to the piston 41P. As shown in FIG. 1, when the flange 30 of the push rod 3 is in contact with the end of the cylinder 40 on the x-axis positive direction side, the push rod 3 moves in the x-axis positive direction side, that is, both pistons 41P, The movement of 41S in the positive x-axis direction is restricted. In this state, that is, in an initial state where both pistons 41P and 41S are displaced maximum in the positive x-axis direction (in the initial position), the opening of the supply hole 410 on the outer peripheral surface of the piston 41 is the first seal member in the x-axis direction. It is located between the lip 43 and the lip of the second seal member 44 (between the supply port 45 and the lip of the second seal member 44). The first fluid chamber 24P and the second fluid chamber 24S of the reservoir tank 2 are connected to the first fluid pressure chamber 47P and the second fluid pressure chamber 47S of the master cylinder 4 via the replenishment port 45 and the replenishment hole 410, respectively. .

  The stroke sensor 91 detects the stroke amount of the piston 41P as a physical quantity related to the stroke amount of the brake pedal 100, and functions as a brake operation state detection unit. The stroke sensor 91 includes a magnet part 912 and a sensor main body 913. The magnet unit 912 has a magnet 911. The magnet unit 912 is installed at the end of the piston 41P on the x axis positive direction side. The sensor main body 913 includes a detection unit such as a Hall element and a connector. The sensor body 913 is installed on the outer surface of the cylinder 40. The swing of the brake pedal 100 is converted into movement in the x-axis direction of the push rod 3 and the piston 41P (magnet portion 912). The detection unit of the sensor main body 913 is at a position overlapping the magnet 911 in the circumferential direction of the cylinder 40, and generates an electrical signal (voltage or the like) according to the movement of the magnet 911. Thereby, the stroke sensor 91 detects the movement amount (the displacement amount or the operation amount of the brake pedal 100) of the piston 41P in the x-axis direction. Note that the circumferential displacement of the magnet 911 relative to the detection portion of the sensor body 913 is regulated by a guide member 910 that fits in the magnet portion 912.

  Next, the brake control device 1 will be described. The apparatus 1 integrally includes a hydraulic unit 5, a stroke simulator 6, hydraulic sensors 92, 93, 94, and a control unit 90. The hydraulic unit 5 is connected to the reservoir tank 2 by a brake hose 10R, connected to the hydraulic chamber 47 of the master cylinder 4 by a brake pipe 10M, and connected to the wheel cylinder 101 of each wheel FL to RR by a brake pipe 10W. . The stroke simulator 6 includes a cylinder 60, a piston 61, and a spring unit 62. The inside of the cylinder 60 is divided into a positive pressure chamber 601 and a back pressure chamber 602 by a piston 61. The spring unit 62 is installed in the back pressure chamber 602, and always urges the piston 61 toward the positive pressure chamber 601 (the side that reduces the volume of the positive pressure chamber 601) with respect to the cylinder 60. The spring unit 62 has a stopper function similar to that of the spring unit 42 of the master cylinder 4. In the spring unit 62, two coil springs 621 and 622 having different characteristics and two elastic members 623 and 624 having different characteristics are combined in order to realize a desirable characteristic between force and stroke. A replenishment port 603 is defined between the inner periphery of the cylinder 60 and the outer periphery of the piston 61.

  The hydraulic unit 5 includes a housing 50, a pump unit 8, a plurality of solenoid valves 71, and the like. A cylinder 60 of the stroke simulator 6 is installed on one side of the housing 50. Inside the housing 50 is a P, S system circuit (hydraulic pressure circuit) through which brake fluid flows. The hydraulic circuit includes a plurality of fluid paths. A plurality of ports are opened on the outer surface of the housing 50. The plurality of ports are continuous with the liquid passages inside the housing 50, and connect these liquid passages to a liquid passage outside the housing 50 (such as the brake pipe 10M). The plurality of ports include a master cylinder port 51 (first port 51P, second port 51S), a wheel cylinder port 52, and a suction port 53. The other end of the brake pipe 10M is connected to the master cylinder port 51. One end of the brake pipe 10W is connected to the wheel cylinder port 52. The other end of the brake hose 10R is connected to the suction port 53.

  The pump unit 8 has a motor 80 and a pump 81. The housing 50 accommodates valve bodies such as the pump 81 and the electromagnetic valve 71 therein. The motor 80 is an electric motor having a rotation shaft, and is installed on one side of the housing 50. The motor 80 may be a motor with a brush, or may be a brushless motor provided with a resolver that detects the rotation angle or the number of rotations of the rotating shaft. The pump 81 is driven by a motor 80 and can supply hydraulic fluid pressure to the wheel cylinder 101. The pump 81 is commonly used in the P system and the S system. The pump 81 is a plunger pump and includes a plurality of (for example, five) cylinders (plungers). The pump 81 may be a rotary pump such as a gear pump.

  The electromagnetic valve is a control valve that operates according to a control signal, and includes a solenoid and a valve body. The valve body strokes in response to energization of the solenoid, and switches between opening and closing the liquid path (connecting and disconnecting the liquid path). The electromagnetic valve generates a control hydraulic pressure by controlling the communication state of the hydraulic circuit and adjusting the flow state of the brake fluid. The solenoid valves are shut-off valve 71, pressure increasing valve 72, communication valve 73, pressure regulating valve 74, pressure reducing valve 75, simulator out valve (SS-OUT valve) 77, and simulator in valve (SS-IN valve) 78. Have The shut-off valve 71 (first shut-off valve 71P, second shut-off valve 71S) and pressure increasing valve 72 are normally open (normally open) valves that open in a non-energized state. The communication valve 73, the pressure regulating valve 74, the pressure reducing valve 75, the SS-OUT valve 77, and the SS-IN valve 78 are normally closed (normally closed) valves that close in a non-energized state. The shut-off valve 71, the pressure increasing valve 72, and the pressure regulating valve 74 are proportional control valves in which the opening degrees of the valves are adjusted according to the current supplied to the solenoid. The communication valve 73, the pressure reducing valve 75, the SS-OUT valve 77, and the SS-IN valve 78 are on / off valves that are controlled to be switched in a binary manner. These valves may be proportional control valves. There is an oil filter on the input side or output side of the brake fluid for each valve 71 and the like.

  The plurality of liquid paths are: connection liquid path 11, suction liquid path 120, discharge liquid path 12, communication liquid path 13, pressure adjustment liquid path 14, pressure reduction liquid path 15, positive pressure liquid path 16, back pressure liquid path 17, back pressure liquid path A pressure supply liquid path 18 and a replenishment liquid path 19 are provided. The connection liquid path 11 includes a first connection liquid path 11P and a second connection liquid path 11S. One end of the first connection liquid path 11P is connected to the first port 51P. The other end side of the first connection liquid path 11P branches into a liquid path 11a for the front left wheel and a liquid path 11d for the rear right wheel. Each fluid path 11a, 11d is connected to a corresponding wheel cylinder port 52a, 52d. One end of the second connection liquid path 11S is connected to the second port 51S. The other end side of the second connection liquid path 11S branches into a liquid path 11b for the front right wheel and a liquid path 11c for the rear left wheel. Each fluid path 11b, 11c is connected to a corresponding wheel cylinder port 52b, 52c. There are first and second shutoff valves 71P and 71S on the one end side of the first and second connection liquid paths 11P and 11S, respectively. In the connection liquid path 11, an orifice 111 is provided on the master cylinder port 51 side with respect to the shutoff valve 71. There is a pressure increasing valve 72 in each of the liquid passages 11a to 11d. The pressure increasing valve 72 is located between the shutoff valve 71 and the wheel cylinder port 52 in the connection liquid path 11. The first connection liquid path 11P has first pressure increase valves 72a and 72d, and the second connection liquid path 11S has second pressure increase valves 72b and 72c. In each of the liquid passages 11a to 11d, an orifice 112 is provided on the side of the shutoff valve 71 with respect to the pressure increasing valve 72. There is a bypass liquid path 110 in parallel with each of the liquid paths 11a to 11d, bypassing the pressure increasing valve 72 (and the orifice 112). There is a check valve 720 in the liquid passage 110. The valve 720 only allows the flow of brake fluid from the wheel cylinder port 52 side toward the master cylinder port 51 side.

  The communication liquid path 13 includes a part (first part) positioned on the wheel cylinder ports 52a and 52d side with respect to the first shut-off valve 71P in the first connection liquid path 11P, and a second cutoff in the second connection liquid path 11S. A portion (second portion) located on the wheel cylinder port 52b, 52c side is connected to the valve 71S. The communication liquid path 13 has a liquid path 13P and a liquid path 13S. One end of the liquid passage 13P is connected between the first shut-off valve 71P and the pressure increasing valve 72 in the first connection liquid passage 11P. One end of the liquid path 13S is connected between the second shutoff valve 71S and the pressure increasing valve 72 in the second connection liquid path 11S. The other end of the liquid path 13P is connected to the other end of the liquid path 13S. The liquid passage 13P has a communication valve 73, and the liquid passage 13S does not have a communication valve 73.

  The suction liquid path 120 connects the liquid reservoir chamber 54 and the suction port 811 of the pump 81. The liquid storage chamber 54 communicates with the suction port 53. The liquid reservoir chamber 54 is a volume chamber connected to the suction liquid passage 120, and functions as a reservoir capable of storing brake fluid inside the housing 50. The liquid reservoir chamber 54 communicates with the reservoir tank 2 and functions together with the reservoir tank 2 as a low pressure portion that is opened to atmospheric pressure. The discharge liquid path 12 connects the pump 81 and the communication liquid path 13. One end of the discharge liquid path 12 is connected to the discharge port 812 of the pump 81. The other end of the discharge liquid path 12 is connected to a communication liquid path 13 (a connection portion between the liquid path 13P and the liquid path 13S). The liquid path 13P is a liquid path on the P system side (the first part side) with respect to the connection 130 with the discharge liquid path 12 in the communication liquid path 13. The liquid path 13S is a liquid path on the S system side (second part side) with respect to the connection portion 130 in the communication liquid path 13.

  The pressure adjusting liquid path 14 connects the communication liquid path 13 (connecting portion 130) and the liquid reservoir chamber 54. The liquid passage 14 has a pressure regulating valve 74 as a first pressure reducing valve. The decompression liquid path 15 connects the liquid reservoir chamber 54 between the pressure increasing valve 72 and the wheel cylinder port 52 in each of the liquid paths 11a to 11d of the connection liquid path 11. The liquid passage 15 has a pressure reducing valve 75 as a second pressure reducing valve. In each of the liquid passages 15a to 15d, an orifice 151 is provided on the liquid reservoir chamber 54 side with respect to the pressure reducing valve 75. A part of the pressure adjusting liquid passage 14 is common to the pressure reducing liquid passage 15, but the two liquid passages 14 and 15 may be independent of each other. A part of the suction liquid path 120 may be common to the pressure adjustment liquid path 14 or the pressure reduction liquid path 15.

  The positive pressure fluid path 16 connects between the first port 51P and the first shut-off valve 71P in the first connection fluid path 11P and the positive pressure chamber 601 of the stroke simulator 6. The back pressure liquid passage 17 connects the back pressure chamber 602 and the liquid reservoir chamber 54. The liquid path 17 has an SS-OUT valve 77. In the liquid path 17, an orifice 171 is provided on the back pressure chamber 602 side with respect to the SS-OUT valve 77. There is a bypass fluid path 170 in parallel with the fluid path 17 bypassing the SS-OUT valve 77 (and the orifice 171). There is a check valve 770 in the fluid path 170. The valve 770 allows only the flow of brake fluid from the liquid reservoir chamber 54 side to the back pressure chamber 602 side. The back pressure supply fluid path 18 branches from between the back pressure chamber 602 and the SS-OUT valve 77 in the back pressure fluid path 17, and the first shut-off valve 71P and the pressure increasing valves 72a and 72d in the first connection fluid path 11P Connect between. The liquid path 18 has an SS-IN valve 78. In the liquid path 18, an orifice 181 is provided on the side of the first connection liquid path 11P with respect to the SS-IN valve 78. There is a bypass liquid path 180 in parallel with the liquid path 18 bypassing the SS-IN valve 78 (and the orifice 181). There is a check valve 780 in the liquid path 180. The valve 780 only allows the flow of brake fluid from the back pressure fluid passage 17 side toward the first connection fluid passage 11P side. The replenishment liquid path 19 connects the liquid reservoir chamber 54 and the replenishment port 603 of the stroke simulator 6.

  The discharge liquid path 12 includes a liquid pressure sensor (discharge pressure sensor) 92 that detects the liquid pressure (pump discharge pressure) of the discharge liquid path 12. Between the first shutoff valve 71P and the pressure increasing valves 72a, 72d in the first connection fluid path 11P, a fluid pressure sensor (P system fluid pressure sensor) detects the fluid pressure at this location (corresponding to the wheel cylinder fluid pressure). There is 93P. Between the second shutoff valve 71S and the pressure increasing valves 72b, 72c in the second connection fluid path 11S, a fluid pressure sensor (S system fluid pressure sensor) detects the fluid pressure at this location (corresponding to the wheel cylinder fluid pressure). There is 93S. Between the first port 51P and the first shut-off valve 71P in the first connection fluid path 11P, there is a fluid pressure sensor 94 that detects the fluid pressure at this location (corresponding to the master cylinder fluid pressure).

  The first hydraulic chamber 47P of the master cylinder 4 includes a fluid path (first connection fluid path) in the brake pipe 10MP, a first connection fluid path 11P of the housing 50, wheel cylinder ports 52a and 52d, and brake pipes 10Wa and 10Wd. The wheel cylinders 101a and 101d are connected through the inner liquid passage (first connection liquid passage). Wheel cylinders 101a and 101d are P-type wheel cylinders (first wheel cylinders). The second hydraulic pressure chamber 47S includes a fluid path (second connection fluid path) in the brake pipe 10MS, a second connection fluid path 11S in the housing 50, wheel cylinder ports 52b and 52c, and fluid paths in the brake pipes 10Wb and 10Wc. The wheel cylinders 101b and 101c are connected via the (second connection liquid path). The wheel cylinders 101b and 101c are S-type wheel cylinders (second wheel cylinders). Further, the first hydraulic pressure chamber 47P of the master cylinder 4 is a stroke simulator through the fluid passage (first connection fluid passage) in the brake pipe 10MP, the first connection fluid passage 11P and the positive pressure fluid passage 16 of the housing 50. Connect with 6 positive pressure chambers 601. The back pressure chamber 602 of the stroke simulator 6 is connected to the liquid reservoir chamber 54 via the back pressure liquid path 17 of the housing 50, and the back pressure liquid path 17, the back pressure supply liquid path 18, the connection liquid path 11, and the brake. The wheel cylinder 101 is connected through a liquid path in the pipe 10W.

  A control unit (electronic control unit ECU) 90 is installed on one side surface of the housing 50 and is connected to the stroke sensor 91 and the liquid level sensors 27 and 28 via a harness. The control unit 90 is electrically connected to the hydraulic pressure sensors 92, 93, 94, and is connected to other control devices on the vehicle side via an in-vehicle network such as CAN. The control unit 90 opens and closes the solenoid valve 71 and the like and rotates the motor 80 based on the detection value of the sensor 91 and the like, information on the running state inputted from the vehicle side, and a built-in program (stored in the ROM). The number (that is, the discharge amount of the pump 81) is controlled. Thereby, the wheel cylinder hydraulic pressure (hydraulic braking force) of each wheel FL-RR is controlled.

  The control unit 90 realizes a so-called brake-by-wire system by controlling the hydraulic unit 5. That is, the control unit 90 can individually control the hydraulic pressure of each wheel cylinder 101 (independent of the brake operation by the driver) in a state where the communication between the master cylinder 4 and the wheel cylinder 101 is cut off. The control unit 90 operates the pump unit 8, operates the shut-off valve 71 in the closing direction, and operates the communication valve 73 in the opening direction. The pump unit 8 functions as a hydraulic pressure source capable of supplying brake fluid to the connection fluid passage 11 on the wheel cylinder 101 side with respect to the shutoff valve 71. That is, the pump 81 driven by the motor 80 sucks the brake fluid in the liquid reservoir chamber 54 through the suction liquid path 120 and discharges it to the discharge liquid path 12. The discharged brake fluid is supplied to the connection fluid passages 11P and 11S of both systems via the communication fluid passages 13P and 13S. The liquid reservoir chamber 54 is supplied with brake fluid from the reservoir tank 2 via the brake hose 10R. The hydraulic unit 5 supplies the brake fluid boosted by the pump 81 to the wheel cylinder 101 from the connection fluid path 11 via the brake pipe 10W. The fluid passage (suction fluid passage 120, discharge fluid passage 12, communication fluid passage 13, etc.) connecting the fluid reservoir chamber 54 and the foil cylinder 101 has a wheel cylinder fluid pressure generated by the fluid pressure generated by the pump unit 8. Create. The hydraulic pressure sensors 93P and 93S can detect the hydraulic pressures of the connecting fluid paths 11P and 11S on the wheel cylinder 101 side with respect to the shutoff valves 71P and 71S. Therefore, the hydraulic pressure of the wheel cylinder 101 can be detected even when the shut-off valve 71 is operating in the closing direction. The control unit 90 can control the wheel cylinder hydraulic pressure based on the detected value. Since the hydraulic pressure sensor 93 is in the P and S systems, the wheel cylinder hydraulic pressure can be controlled based on the detected value for each system.

  During brake-by-wire, the stroke simulator 6 operates in accordance with the driver's brake operation, and can apply a reaction force corresponding to the operation amount (pedal stroke) of the brake pedal 100 to the brake pedal 100. The control unit 90 activates the stroke simulator 6 by operating the SS-OUT valve 77 in the opening direction and communicating the back pressure chamber 602 and the liquid reservoir chamber 54 with each other. When the brake pedal 100 is depressed and the brake fluid flowing out from the first hydraulic chamber 47P of the master cylinder 4 flows into the positive pressure chamber 601 (via the positive pressure fluid path 16), the piston 61 strokes. The urging force (according to characteristics) of the spring unit 62 acts on the piston 61, so that an operation reaction force (pedal reaction force) of the brake pedal 100 is generated in a pseudo manner. The spring unit 62 also functions as a return spring for the piston 61. When the piston 61 returns to the vicinity of the initial position, the replenishment liquid path 19 (the liquid reservoir chamber 54) communicates with the back pressure chamber 602 through the replenishment port 603, thereby smoothing the return. The control unit 90 may operate the SS-OUT valve 77 in the closing direction when executing the wheel cylinder hydraulic pressure control when the brake pedal 100 is depressed. At this time, the brake fluid flowing out from the back pressure chamber 602 in response to the depression operation of the brake pedal 100 is generated while the back pressure chamber 602 has a higher hydraulic pressure than the wheel cylinder hydraulic pressure. It can be supplied to the connecting liquid path 11P through a check valve 780) in parallel with the IN valve 78. As a result, for example, when a sudden braking operation or immediately after the start of the operation of the pump 81, when the pressure response of the wheel cylinder hydraulic pressure by the pump 81 is insufficient, the pressure increase response can be improved.

  The control unit 90 can execute various types of brake control by controlling the wheel cylinder hydraulic pressure. Brake control includes boost control to reduce driver's braking force, anti-lock brake control (ABS) to suppress wheel slip due to braking, traction control to suppress wheel drive slip, vehicle Brake control for motion control, automatic brake control such as preceding vehicle follow-up control, regenerative cooperative brake control, and the like. Vehicle motion control includes vehicle behavior stabilization control such as skidding prevention. For example, at the time of boost control, the control unit 90 drives the motor 80 at a predetermined number of revolutions to operate the shutoff valves 71P and 71S in the closing direction and the communication valve 73 in the opening direction. All the pressure increasing valves 72a to 72d are kept open, and all the pressure reducing valves 75a to 75d are kept closed. Open / close the pressure regulating valve 74 (the amount, time, frequency, etc. of the valve opening) so that the fluid pressure in the discharge fluid passage 12, which is the fluid pressure upstream of the pressure regulating valve 74, becomes the target fluid pressure corresponding to the target wheel cylinder fluid pressure. ). Thereby, the target wheel cylinder hydraulic pressure is realized. The hydraulic pressure on the upstream side of the pressure regulating valve 74 is obtained by using any one of the hydraulic pressure sensors 92, 93P, 93S or a plurality of detected values (for example, an average value). In this boost control, a wheel cylinder hydraulic pressure higher than the master cylinder hydraulic pressure is created using the pump unit 8 as a hydraulic pressure source. Thus, the brake operation force is assisted by generating a hydraulic braking force that is insufficient with the driver's brake operation force.

  Further, the control unit 90 realizes a pedaling force brake (non-boosting control) by setting the hydraulic unit 5 to the non-control state. That is, the shutoff valve 71 and the pressure increasing valves 72a to 72d are opened, and the pressure reducing valves 75a to 75d and the pressure regulating valve 74 are closed. When the shutoff valves 71P and 71S are open, the hydraulic chambers 47P and 47S of the master cylinder 4 and the wheel cylinder 101 communicate with each other through the connecting fluid paths 11P and 11S. Therefore, it is possible to generate the wheel cylinder hydraulic pressure by the brake fluid pressure (master cylinder hydraulic pressure) generated using the force (stepping force) that the driver steps on the brake pedal 100. Since the pressure reducing valve 75 and the pressure regulating valve 74 are in the closed state, the hydraulic circuit between the hydraulic chambers 47P and 47S and the wheel cylinder 101 becomes a closed circuit and does not communicate with the low pressure portion (the liquid reservoir chamber 54). Specifically, in an initial state where the brake pedal 100 is not depressed by the driver, the piston 41 of the master cylinder 4 is in the initial position. The fluid pressure chambers 47P and 47S of the master cylinder 4 communicate with the fluid chambers 24P and 24S of the reservoir tank 2 and are at atmospheric pressure. When the brake pedal 100 is depressed, the thrust of the push rod 3 interlocked with the brake pedal 100 acts on the piston 41P, and the piston 41P starts moving (stroke) in the negative x-axis direction. When the replenishment hole 410P of the piston 41P passes through the lip of the second seal member 44P, the communication between the first fluid pressure chamber 47P and the first fluid chamber 24P of the reservoir tank 2 is blocked. As the brake pedal 100 is depressed, a master cylinder hydraulic pressure higher than the atmospheric pressure is generated in the first hydraulic pressure chamber 47P. When the hydraulic pressure in the first hydraulic chamber 47P acts on the piston 41S, the piston 41S operates in the same manner as the piston 41P, and a master cylinder hydraulic pressure equivalent to the first hydraulic chamber 47P is generated in the second hydraulic chamber 47S. To do. The brake fluid flowing out from each hydraulic chamber 47 is supplied to the wheel cylinder 101 via each connection fluid path (connection fluid paths 11P, 11S, etc. of the fluid pressure unit 5). The master cylinder hydraulic pressure generated in the first hydraulic pressure chamber 47P pressurizes the P-type wheel cylinders 101a and 101d via the first connection fluid path 11P. The master cylinder hydraulic pressure generated in the second hydraulic pressure chamber 47S pressurizes the S-type wheel cylinders 101b and 101c through the second connection liquid path 11S. When the brake pedal 100 is stepped back, the piston 41 moves in the x-axis positive direction by the biasing force of the spring 420 of the spring unit 42. As the volume of the hydraulic chamber 47 increases, the hydraulic pressure in the hydraulic chamber 47 decreases. Accordingly, the brake fluid is returned from the connecting fluid path 11 (the wheel cylinder 101) to the fluid pressure chamber 47. Note that brake fluid can be replenished from the reservoir tank 2 to the hydraulic chamber 47 via the replenishment port 45. When the piston 41 returns to the initial position, the fluid pressure chamber 47 communicates with the fluid chamber 24 of the reservoir tank 2 again and becomes atmospheric pressure. At the time of pedaling braking, the control unit 90 closes the SS-IN valve 78 and the SS-OUT valve 77 (deenergizes). As a result, the stroke simulator 6 is deactivated. When the SS-OUT valve 77 is closed, the brake fluid is not discharged from the back pressure chamber 602 to the liquid reservoir chamber 54, so that the stroke of the piston 61 of the stroke simulator 6 is suppressed.

  The control unit 90 includes an input unit, a microcomputer 903, a drive circuit, and a power output unit (see FIG. 2). The input unit includes a power input unit 901 and a signal input unit 902. The power input unit 901 functions as a port for receiving power supply from an external power supply system. The signal input unit 902 functions as a port that receives the detection value of the sensor 91 and the like and information from the in-vehicle network.

  The microcomputer 903 is connected to the input units 901 and 902 and includes a CPU and the like. The microcomputer 903 functions as a calculation unit that performs a target wheel cylinder hydraulic pressure and other calculations based on information input from the signal input unit 902. For example, based on the detection value of the stroke sensor 91, the displacement amount (pedal stroke) of the brake pedal 100 as a brake operation amount is detected. During boost control, based on the detected pedal stroke, a desired boost ratio, that is, the ideal relationship between the pedal stroke and the driver's required brake fluid pressure (vehicle deceleration required by the driver) is achieved. Set the target wheel cylinder hydraulic pressure. During regenerative cooperative brake control, for example, the sum of the regenerative braking force input from the control unit of the regenerative braking device of the vehicle and the hydraulic braking force corresponding to the target wheel cylinder hydraulic pressure satisfies the vehicle deceleration required by the driver. The target wheel cylinder hydraulic pressure is calculated. At the time of motion control, for example, the target wheel cylinder hydraulic pressure of each wheel FL to RR is calculated based on the detected vehicle motion state amount (lateral acceleration or the like) so as to realize a desired vehicle motion state. The microcomputer 903 calculates a command for driving the actuator (each electromagnetic valve 71 and the motor 80) so as to realize the target wheel cylinder hydraulic pressure, and outputs this. The command signal may relate to a current value, or may relate to a torque or a displacement amount.

  The drive circuit is connected to the input units 901 and 902 and the microcomputer 903, and outputs electric power to be supplied to the actuator in response to a command signal from the microcomputer 903. The drive circuit includes a PWM duty value calculation unit, an inverter, and the like. The power supply output unit is connected to the drive circuit and functions as a port for supplying power output from the drive circuit to the actuator.

  A power supply system that supplies power to the control unit 90 (the actuator) from the vehicle side includes a main power supply (first power supply) 95A and a sub power supply (second power supply) 95B. The power input unit 901 includes a main power input unit (first power input unit) 901A and a sub power input unit (second power input unit) 901B. The main power input unit 901A is connected to the main power source 95A, and the sub power input unit 901B is connected to the sub power source 95B. The power output unit includes a motor power output unit 906, a sensor power output unit 907, and a solenoid power output unit. The motor power output unit 906 is connected to the motor 80. There are a plurality of sensor power output units 907 corresponding to a plurality of sensors, and each sensor power output unit 907 is connected to each sensor (for example, the stroke sensor 91). There are a plurality of solenoid power output units corresponding to a plurality of solenoid valves (solenoids), and each solenoid power output unit is connected to each solenoid (for example, the solenoid of the communication valve 73).

  The control unit 90 can supply electric power to the motor 80 and operate the pump 81 in accordance with the driver's brake operation (signal from the stroke sensor 91) even when the brake control device 1 fails. It is configured. Here, the failure of the brake control device 1 refers to a failure of the power supply, the microcomputer 903 (CPU), or the like. As shown in FIG. 2, the control unit 90 includes a power supply switching circuit 904 and a failure motor drive circuit 905 as a circuit configuration when the device 1 is failed.

  The power supply switching circuit 904 is connected to both the power supply input units 901A and 901B and the sensor power supply output unit 907, and is also connected to the microcomputer 903 and the motor drive circuit 905 at the time of failure. The power supply switching circuit 904 includes a relay. The power supply switching circuit 904 determines whether one of the two power supplies is cut off based on the input from the both power input sections 901A and 901B. When it is determined that one power source (for example, main power source 95A) is cut off, the power source is switched to the normal (not cut off) other side, and the power from the other power source (sub power source 95B) is switched to the motor drive circuit at the time of failure. 905 and the sensor power supply output unit 907 (stroke sensor 91). The power supply switching circuit 904 determines whether or not a failure has occurred in the microcomputer 903 based on the input from the microcomputer 903. If it is determined that a failure has occurred in the microcomputer 903, the power supply used at that time (for example, the main power supply 95A) is switched to the other power supply, and the power from the other power supply (sub power supply 95B) is switched to the motor drive circuit at the time of failure. 905 and the sensor power supply output unit 907 (stroke sensor 91). When it is determined that a failure has occurred in the microcomputer 903, if the power supply (main power supply 95A) used at that time is not shut off, the power from the power supply (main power supply 95A) is continuously maintained. The motor drive circuit 905 and the sensor power supply output unit 907 (stroke sensor 91) may be supplied (that is, the power supply is not switched).

  The failure motor drive circuit 905 is connected to the power supply switching circuit 904 and also connected to the motor power supply output unit 906. Further, the motor drive circuit 905 at the time of failure is connected to the sensor signal input unit 902. When the failure motor drive circuit 905 detects the driver's brake operation, the motor drive circuit 905 supplies the electric power from the power supply switching circuit 904 to the motor 80 via the motor power output unit 906 for a predetermined time (activates the pump 81 for a predetermined time). ) Is configured as follows. Specifically, the motor drive circuit 905 at the time of failure outputs the power supplied from the power supply switching circuit 904 (for example, power from the sub power supply 95B) to the motor 80 when the signal input from the stroke sensor 91 is constant. To do. The motor drive circuit 905 at the time of failure includes a capacitor. If the motor drive circuit 905 at the time of failure is a value indicating that the signal (voltage level, etc.) from the stroke sensor 91 does not move beyond the position where the piston 41 of the master cylinder 4 closes the supply port 45, the power supply The electric power (charge) from the switching circuit 904 is stored in the capacitor. If the signal from the stroke sensor 91 is a value indicating that the piston 41 of the master cylinder 4 is moving beyond the position where the replenishment port 45 is closed, the stored charge is discharged (discharged) from the capacitor, and the motor Supply to 80. The motor drive circuit 905 at the time of failure supplies the power from the power supply switching circuit 904 to the motor 80 (actuates the pump 81) while the capacitor is discharged. When the charge of the capacitor is exhausted, the supply of the power is terminated. As described above, the motor drive circuit 905 at the time of failure functions as an operation circuit for a fixed time including a timer. The time for which the motor 80 (pump 81) is operated is determined by the capacitance of the capacitor. The capacity of the capacitor is set in advance according to the desired braking performance or the like.

(Function and effect)
The communication fluid path 13 includes a first connection fluid path 11P (on the side of the wheel cylinder ports 52a and 52d with respect to the first shut-off valve 71P) and a side of the wheel cylinder ports 52b and 52c (on the side of the second shut-off valve 71S). A) Connect the second connection liquid path 11S. The communication fluid path 13 has a communication valve 73. The communication valve 73 is closed when a fluid leak or a failure of the brake control device 1 occurs, thereby suppressing the flow of the brake fluid between the P and S systems, and the hydraulic circuit of each system is an independent circuit. Are separable from each other. In other words, the hydraulic circuit can be separated (cut off) between the two systems. Thereby, the fail-safe performance of the apparatus 1 is improved. For example, the control unit 90 controls the communication valve 73 in the closing direction when it is determined that liquid leakage has occurred in either the P or S system. As a result, a decrease in brake fluid in the hydraulic circuit of the system where no fluid leaks can be suppressed, and the brake fluid pressure is applied to the wheel cylinder 101 of the system (where no fluid leaks) via the hydraulic circuit. Can be generated. Specifically, the hydraulic pressure chamber 47 of the master cylinder 4 and the wheel cylinder 101 communicate with each other by opening the shut-off valve 71 of the system, and the brake that flows out of the hydraulic pressure chamber 47 in response to the depression of the brake pedal 100 Liquid can be supplied to the foil cylinder 101. In this way, it is possible to pressurize the foil cylinder 101 using the master cylinder hydraulic pressure in a system in which no liquid leakage occurs. When the discharge port 812 of the pump 81 communicates with the hydraulic circuit of the system on the side where no liquid leakage occurs with the communication valve 73 closed, the pump 81 and the pressure regulating valve 74 are operated to activate the liquid The hydraulic pressure of the wheel cylinder 101 connected to the pressure circuit may be controlled.

  When the control unit 90 determines that no fluid leakage or failure of the brake control device 1 has occurred (normal state), the control unit 90 communicates when controlling the fluid pressure unit 5 (for example, detecting a signal from the stroke sensor 91). The valve 73 is operated in the opening direction. Therefore, the hydraulic pressure circuit of the P system and the hydraulic pressure circuit of the S system are connected via the communication fluid path 13 (in other words, it becomes one system of hydraulic pressure circuit), so that the control of the wheel cylinder hydraulic pressure is P, S Being biased to any of the systems is suppressed (for example, during boost control). The pump 81 is connected to the communication liquid path 13 via the discharge liquid path 12, and is connected to each of the wheel cylinders 101a to 101d via the communication liquid path 13 and the connection liquid paths 11P and 11S. Therefore, the hydraulic pressure can be generated in the two wheel cylinders 101 (four wheel cylinders 101) by one hydraulic pressure source (pump unit 8). In addition, it is possible to suppress the supply of the brake fluid from the pump 81 from being biased to either the P or S system. In this embodiment, the piping format is diagonal piping (X piping), but front and rear piping may be employed. In this embodiment, the hydraulic wheel cylinder 101 is provided on each wheel. However, the present invention is not limited to this, and the rear wheel side may be an electric caliper, for example.

  Further, the pressure regulating liquid path 14 that connects the communication liquid path 13 and the liquid reservoir chamber 54 and the pressure regulating valve 74 provided in the pressure regulating liquid path 14 may be omitted. The hydraulic pressure unit 5 of the present embodiment includes a pressure regulating fluid path 14 and a pressure regulating valve 74. Therefore, the control unit 90 can control the wheel cylinder hydraulic pressure more accurately and quickly by adjusting the valve opening state of the pressure regulating valve 74 together with the pump unit 8 at the normal time. Here, since the pressure adjusting fluid passage 14 is connected to the reservoir tank 2 without going through the fluid pressure chamber 47 of the master cylinder 4, the wheel cylinder fluid pressure can be controlled without affecting the master cylinder fluid pressure. is there.

  The control unit 90 closes the communication valve 73 when it is determined that a failure of the brake control device 1 has occurred (hereinafter, when the failure of the device 1 is determined). Thereby, a hydraulic circuit is interrupted | blocked between both systems. Further, the shutoff valves 71P and 71S of both systems are opened. As a result, the hydraulic chamber 47 of the master cylinder 4 and the wheel cylinder 101 communicate with each other in both systems, and the brake fluid flowing out of the hydraulic chamber 47 in response to the depression of the brake pedal 100 can be supplied to the wheel cylinder 101. . Here, the control unit 90 is connected to the liquid passage 13P on the P system side (first portion side) with respect to the connection portion 130 to the discharge liquid passage 12 in the communication liquid passage 13 when the failure of the device 1 is determined. In the case where it is configured to block both the liquid passage 13S on the S system side (second part side) with respect to the section 130, the discharge port 812 of the pump 81 is connected to the liquid passages 11P and 11S of both systems (that is, both systems) No longer communicates with the wheel cylinder 101). Therefore, it is impossible to pressurize the foil cylinder 101 by the pump 81. The hydraulic pressure generated in the wheel cylinders 101 of both systems is equivalent to the master cylinder hydraulic pressure generated by the driver's brake operation (stepping force) and does not increase any further. Therefore, for example, only the minimum deceleration defined by laws and regulations is generated, and the vehicle deceleration may be insufficient. If the driver has a weak pedaling force and cannot sufficiently generate the master cylinder hydraulic pressure, the driver may feel fear due to insufficient deceleration.

  On the other hand, in the present embodiment, the control unit 90 blocks one (only) of the liquid path 13P and the liquid path 13S in the communication liquid path 13 when determining the failure of the apparatus 1. That is, the hydraulic circuit is shut off between both systems, and the discharge port 812 of the pump 81 is connected to the other of the liquid path 13P and the liquid path 13S through one of the wheel cylinders of one system (S system in this embodiment). Communicate with 101 (101b, 101c). Therefore, compared to the configuration in which both the fluid passage 13P and the fluid passage 13S are blocked, the brake fluid is supplied not only from the fluid pressure chamber 47 of the master cylinder 4 but also from the pump 81 to the wheel cylinder 101 of the one system. Therefore, high wheel cylinder hydraulic pressure can be generated (foil cylinder pressurization assistance by the pump 81). In addition, the hydraulic pressure of the wheel cylinder 101 (101b, 101c) and the connecting fluid path 11 (11S) of the one system is changed to another system (P system in this embodiment) via the piston 41S of the master cylinder 4. ) And the hydraulic pressure of the connecting fluid passage 11 (11P) and the wheel cylinder 101 (101a, 101d) are balanced (pressure equilibrium). That is, the high hydraulic pressure in the connection fluid path 11 of the one system pushes the piston 41S of the master cylinder 4 toward the fluid pressure chamber 47 (47P) of the other system (in this embodiment, the x-axis positive direction). Thus, the hydraulic pressure chamber 47 (47P) is increased, and the hydraulic pressure of the connecting fluid passage 11 and the wheel cylinder 101 of the other system is increased until the hydraulic pressure of the one system is balanced. Therefore, even when the two systems are shut off, the wheel cylinders 101 of both systems are substantially equal to each other and generate a higher hydraulic pressure than the above configuration (which shuts off both the liquid passage 13P and the liquid passage 13S). be able to. In other words, as the brake fluid is supplied from the pump 81, the rigidity of the wheel cylinder 101 with respect to the load (hydraulic pressure) changes in both systems, which is equivalent to a state where the rigidity is increased. For this reason, higher wheel cylinder hydraulic pressure (deceleration) can be generated for the same pedal effort. In particular, in a brake system in which a booster using engine negative pressure or the like is not provided as in the present embodiment, it is possible to suppress a shortage of deceleration, which is effective. The hydraulic pressure source used for assisting wheel cylinder pressurization by the pump 81 is not limited to the pump 81 as long as it can supply brake fluid to the communication fluid passage 13, and an accumulator or an electrically driven piston. A cylinder or the like may be included. Further, the control unit 90 (motor drive circuit 905 at the time of failure) may set the time for operating the hydraulic pressure source according to the brake operation amount (pedal stroke, etc.) of the driver when the failure of the device 1 is determined. .

  Specifically, a communication valve 73 is provided in one of the liquid passage 13P and the liquid passage 13S in the communication liquid passage 13 (the liquid passage 13P in the present embodiment), and the control unit 90 communicates with the apparatus 1 at the time of failure determination of the device 1. The valve 73 is closed. Accordingly, one of the liquid path 13P and the liquid path 13S (the liquid path 13P) is blocked, and the other (the liquid path 13S) is not blocked. The communication valve 73 only needs to be provided in one (only) of the liquid path 13P and the liquid path 13S, and the communication valve 73 may be provided in the liquid path 13S on the S system side. Thus, in the housing 50 of the hydraulic unit 5, the electromagnetic valve (communication valve 73) can be arranged by selecting either the liquid path 13P or the liquid path 13S, so that the degree of freedom in arrangement can be improved. A plurality of communication valves 73 may be provided in one (only) of the liquid path 13P and the liquid path 13S.

  Here, the communication valve 73 is provided in both of the liquid passage 13P and the liquid passage 13S in the communication liquid passage 13, and the control unit 90 closes one of the two communication valves 73 when the failure of the device 1 is determined. The structure which opens the other may be sufficient. Also by this, one (only) of the liquid path 13P and the liquid path 13S is blocked, and the other is not blocked. For example, when both communication valves 73 are normally open valves, power is supplied to only one of the communication valves 73 when the failure of the device 1 is determined, and this is closed. When both communication valves 73 are normally closed valves, power is supplied to only one of the communication valves 73 when the failure of the device 1 is determined, and this is opened. When one of the two communicating valves 73 is a normally open valve and the other is a normally closed valve, power is not supplied to the two communicating valves 73 when the failure of the device 1 is determined. On the other hand, in this embodiment, since the communication valve 73 is provided in one (only) of the liquid passage 13P and the liquid passage 13S, the number of electromagnetic valves can be suppressed, and when the failure of the device 1 is determined The control configuration in can be simplified.

  In the present embodiment, the power supply system that supplies power from the vehicle side to the brake control device 1 (actuator thereof) is double (redundant system). The power supply system has a main power supply 95A and a sub power supply 95B. The control unit 90 is configured to be able to switch between the power from the main power supply 95A and the power from the sub power supply 95B. Therefore, even when one power supply is shut off, the brake control device 1 (at least a part thereof) can be operated using the other power supply. Specifically, the control unit 90 includes a main power input unit 901A connected to the main power source 95A, a sub power input unit 901B connected to the sub power source 95B, and a motor power output unit 906 connected to the motor 80. The control unit 90 can switch the input power from the main power supply 95A and the power from the sub power supply 95B and output it to the motor 80. Therefore, even when one power source (main power source 95A) is cut off, power can be supplied to the motor 80 by the other power source (sub power source 95B). Thereby, the motor 80 is driven, and the wheel cylinder pressure assist by the pump 81 can be realized.

  The control unit 90 includes a sensor power output unit 907 connected to the stroke sensor 91 in addition to the main power input unit 901A and the sub power input unit 901B. The control unit 90 can switch the input power from the main power supply 95A and the power from the sub power supply 95B and output it to the stroke sensor 91. Therefore, even if one power supply (main power supply 95A) is cut off, the other power supply (sub power supply 95B) can supply power to the stroke sensor 91, so the stroke sensor 91 is a signal corresponding to the stroke amount of the brake pedal 100. Can be output to the control unit 90. Therefore, even when one of the power supplies is shut off, the brake operation can be detected and the wheel cylinder pressure assist by the pump 81 can be realized. The sensor power output unit 907 may be connected to a sensor that detects a physical quantity related to the stroke amount of the brake pedal 100, and the sensor is not limited to the stroke sensor 91. For example, a pedal force sensor that detects the force of depressing the brake pedal 100, a hydraulic pressure sensor 94 that detects a master cylinder hydraulic pressure, or the like may be used. This is because the stroke amount of the brake pedal 100 can also be converted from these pedaling force and hydraulic pressure detection signals. Also, a brake switch may be used.

  The control unit 90 has (a plurality of) solenoid power output sections connected to the solenoid valves 71 and the like. The control unit 90 includes a main power input unit and a sub power input unit for solenoids, and is configured to be able to switch between the input power from the main power supply 95A and the power from the sub power supply 95B and output to each solenoid. (The current flowing to the motor 80 and the current flowing to the solenoid are different, so the main power circuit and sub power circuit for the solenoid may be different from the main power circuit and sub power circuit for the motor 80). In this case, even when one power supply (main power supply 95A) is cut off, each solenoid valve can be controlled because the other power supply (sub power supply 95B) can supply power to each solenoid. The method of supplying the power of the other power supply (sub power supply 95B) to each solenoid can be the same as the method of supplying the power of the other power supply (sub power supply 95B) to the motor 80. For example, the communication valve 73 may be a normally open valve that opens when not energized. In this case, even when one of the power supplies (main power supply 95A) is cut off, the communication valve 73 is closed by supplying power to the communication valve 73 with the other power supply (sub power supply 95B), and the liquid passage 13P One (only) of the liquid passages 13S can be blocked. Further, the pressure regulating valve 74 may be a normally open valve. That is, in order to efficiently execute the wheel cylinder pressurization assistance by the pump 81, it is desirable that a closed circuit is provided between the discharge port 812 of the pump 81 and the wheel cylinder 101. Even if the pressure regulating valve 74 is a normally open valve, if one power supply (main power supply 95A) is cut off, power is supplied to the pressure regulating valve 74 by the other power supply (sub power supply 95B). The valve is closed, and the gap between the discharge port 812 of the pump 81 and the pressure adjusting liquid passage 14 (the liquid reservoir chamber 54) can be shut off. Thus, a closed circuit can be formed between the discharge port 812 of the pump 81 and the wheel cylinder 101. In the present embodiment, the communication valve 73 is a normally closed valve that closes when not energized. Therefore, since the communication valve 73 is automatically closed when the power is shut off, one (only) of the liquid passage 13P and the liquid passage 13S can be automatically cut off without being controlled. Therefore, when one power supply (main power supply 95A) is shut off, a circuit or control configuration for switching to the other power supply (sub power supply 95B) and supplying power to the communication valve 73 (controlling the communication valve 73 in the closing direction) Is unnecessary. The pressure regulating valve 74 is a normally closed valve. Therefore, since the pressure regulating valve 74 is automatically closed when the power is shut off, the pressure between the discharge port 812 of the pump 81 and the pressure regulating liquid passage 14 (the liquid reservoir chamber 54) is automatically adjusted without control. Can be blocked. Therefore, when one power supply (main power supply 95A) is shut off, a circuit and control configuration for switching to the other power supply (sub power supply 95B) and supplying power to the pressure regulating valve 74 (controlling the pressure regulating valve 74 in the closing direction) Is unnecessary.

The effects of this embodiment are listed below.
(1) The brake control device 1
A first connecting fluid passage 11P for connecting the first hydraulic pressure chamber 47P (first chamber) of the master cylinder 4 and the wheel cylinders 101a, 101d (first wheel cylinder);
A second connecting fluid passage 11S for connecting the second hydraulic pressure chamber 47S (second chamber) of the master cylinder 4 and the wheel cylinders 101b and 101c (second wheel cylinder);
A first shut-off valve 71P provided in the first connection liquid path 11P;
A second shut-off valve 71S provided in the second connection liquid path 11S,
The first part located on the wheel cylinders 101a, 101d side with respect to the first shut-off valve 71P in the first connection liquid path 11P, and the wheel cylinders 101b, 101c with respect to the second shut-off valve 71S in the second connection liquid path 11S A second portion located on the side, and a communicating liquid path 13 connecting the second portion,
A discharge liquid path 12 connecting the pump unit 8 (hydraulic pressure source) and the communication liquid path 13;
In the communication liquid path 13, a liquid path 13P (the first part side with respect to the connection part 130 with the discharge liquid path 12), a liquid path 13S (the second part side with respect to the connection part 130), And a communication valve 73 provided on either one of them.
Therefore, it is possible to suppress insufficient deceleration when the brake control device 1 fails.
(2) The pump unit 8 (hydraulic pressure source) includes a pump 81 and a motor 80 for operating the pump 81.
The brake control device 1 is a control unit 90 that can control the motor 80, the first cutoff valve 71P, the second cutoff valve 71S, and the communication valve 73, and is connected to a main power source 95A (first power source). Unit 901A (first power input unit), sub power input unit 901B (second power input unit) connected to sub power source 95B (second power source), and motor power output unit 906 connected to motor 80 A control unit 90 is provided.
Therefore, even when one of the power supplies is cut off, power can be supplied to the motor 80 by the other power supply.
(3) The control unit 90 includes a sensor power output unit 907 that is connected to a stroke sensor 91 (a sensor that detects a physical quantity related to the stroke amount of the brake pedal 100).
Therefore, even when one power supply is cut off, power can be supplied to the stroke sensor 91 by the other power supply.
(4) The communication valve 73 is a normally closed valve that closes when not energized.
Therefore, when one power source is shut off, a circuit or control configuration for switching to the other power source and supplying power to the communication valve 73 is not required.
(5) The brake control device 1 is a control unit 90 that can control the first shut-off valve 71P, the second shut-off valve 71S, and the communication valve 73, and the stroke sensor 91 (the stroke of the brake pedal 100) when the power is normal. When a signal from a sensor that detects a physical quantity related to the quantity is detected, a control unit 90 that operates the communication valve 73 in the opening direction is provided.
Therefore, the hydraulic pressure can be generated in the two wheel cylinders 101 by one hydraulic pressure source (pump unit 8).
(6) The brake control device 1 includes a pressure regulating liquid path 14 that connects the communication liquid path 13 and the liquid reservoir chamber 54 (low pressure portion), and a pressure regulating valve 74 provided in the pressure regulating liquid path 14.
Therefore, the wheel cylinder hydraulic pressure can be controlled more accurately and quickly.
(7) The pressure regulating valve 74 is a normally closed valve that closes when not energized.
Therefore, when one power supply is shut off, a circuit or control configuration for switching to the other power supply and supplying power to the pressure regulating valve 74 is not necessary.

[Second Embodiment]
First, the configuration will be described. As shown in FIG. 3, the solenoid valve of the hydraulic unit 5 has a third shut-off valve 74A. The third shut-off valve 74A is arranged in series with the pressure regulating valve 74 in the pressure regulating fluid passage 14 adjacent to the pressure regulating valve 74. The third shut-off valve 74A is located on the liquid reservoir chamber 54 side (the side opposite to the communicating liquid path 13) with respect to the pressure regulating valve 74 in the pressure regulating liquid path 14. The third shut-off valve 74A is a normally closed valve and an on / off valve. The pressure regulating valve 74 is a normally open valve. At the time of brake-by-wire, the control unit 90 operates the third cutoff valve 74A in the opening direction. Similar to the first embodiment, the target foil cylinder hydraulic pressure can be realized by adjusting the opening and closing of the pressure regulating valve 74. At the time of pedaling braking, the control unit 90 puts the hydraulic pressure unit 5 in a non-controlled state, thereby opening the pressure regulating valve 74 and closing the third cutoff valve 74A. Since the third shut-off valve 74A is in a closed state, a closed circuit is formed between the hydraulic chambers 47P and 47S and the wheel cylinder 101. Since other configurations are the same as those in the first embodiment, configurations corresponding to those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

  Next, the function and effect will be described. When the power supply is normal, the control unit 90 opens the third shutoff valve 74A and controls the valve opening state (the amount, time, frequency, etc.) of the pressure regulating valve 74, thereby reducing the wheel cylinder hydraulic pressure. It can be adjusted toward the target wheel cylinder hydraulic pressure. Here, the pressure regulating valve 74 has a higher control accuracy when it is a normally open valve than a normally closed valve. In the present embodiment, since the pressure regulating valve 74 is a normally open valve, it is possible to improve the accuracy of control of the wheel cylinder hydraulic pressure.

  The third shut-off valve 74A is a normally closed valve. Therefore, since the third shut-off valve 74A is automatically closed when the power is shut off, the discharge port 812 of the pump 81 and the pressure regulating liquid are automatically controlled without controlling the pressure regulating valve 74 or the third shut-off valve 74A. The passage between the passage 14 (liquid reservoir chamber 54) can be blocked. In the first embodiment, the pressure regulating valve 74 is a normally closed valve. Therefore, it is not necessary to provide the third shut-off valve 74A in order to close the circuit between the pump 81 and the wheel cylinder 101 when the power is shut off, and the number of solenoid valves can be reduced as compared with the present embodiment. Other functions and effects are the same as those of the first embodiment.

Hereinafter, effects of the present embodiment will be described.
(8) The pressure regulating valve 74 is a normally open valve that opens when not energized.
The brake control device 1 includes a third shut-off valve 74A that is provided in series with the pressure regulating valve 74 in the pressure regulating fluid path 14, and that is a normally closed valve that closes when not energized.
Therefore, since the pressure regulating valve 74 is a normally open valve, the control accuracy can be improved.

[Third embodiment]
This embodiment is a modification of the second embodiment. As shown in FIG. 4, the third shut-off valve 74A is located on the communication fluid passage 13 side (the opposite side to the liquid reservoir chamber 54) with respect to the pressure regulation valve 74 in the pressure regulation fluid passage. Since other configurations are the same as those of the second embodiment, configurations corresponding to those of the second embodiment are denoted by the same reference numerals and description thereof is omitted. The operational effects are the same as in the second embodiment. In this way, in the pressure adjusting liquid path 14 of the hydraulic pressure unit 5, either the communication liquid path 13 side or the liquid reservoir chamber 54 side is selected with respect to the pressure adjusting valve 74, and the electromagnetic valve (third cutoff valve 74A) is selected. Since it can arrange | position, the freedom degree of arrangement | positioning can be improved.

[Other Embodiments]
As mentioned above, although the form for implementing this invention was demonstrated based on drawing, the specific structure of this invention is not limited to embodiment, The design change etc. of the range which does not deviate from the summary of invention are included. Even if it exists, it is included in this invention. For example, the specific configurations of the master cylinder unit 1A, the hydraulic unit 5 (and its hydraulic circuit), the stroke simulator 6 and the like are not limited to those in the embodiment. The operation method of each actuator for controlling the wheel cylinder hydraulic pressure is not limited to that of the embodiment, and can be changed as appropriate. The stroke simulator 6 may be integrated with the master cylinder unit 1A, or may be separate from the master cylinder unit 1A and the brake control device 1 (connected to these via a brake pipe or the like). The master cylinder unit 1A may be integrated with the device 1, or may be a separate body from the device 1 and may have an actuator such as a solenoid valve or a part of the liquid path.

1 Brake Control Device 4 Master Cylinder 47P First Hydraulic Pressure Chamber (First Chamber)
47S Second hydraulic chamber (second chamber)
11P 1st connection liquid path 11S 2nd connection liquid path 12 Discharge liquid path 13 Communication liquid path 13P Liquid path 13S Liquid path 130 Connection part 14 Pressure regulation liquid path 54 Liquid reservoir (low pressure part)
71P 1st cutoff valve 71S 2nd cutoff valve 73 Communication valve 74 Pressure regulating valve 74A 3rd cutoff valve 8 Pump unit (hydraulic pressure source)
80 Motor 81 Pump 90 Control unit 901A Main power input section (first power input section)
901B Sub power input unit (second power input unit)
906 Motor power output unit 907 Sensor power output unit 91 Stroke sensor 95A Main power source (first power source)
95B Sub power supply (second power supply)
101a First wheel cylinder 101b Second wheel cylinder 101c Second wheel cylinder 101d First wheel cylinder

Claims (8)

A first connection liquid path connecting the first chamber of the master cylinder and the first wheel cylinder;
A second connection liquid path connecting the second chamber of the master cylinder and the second wheel cylinder;
A first shut-off valve provided in the first connection liquid path;
A second shut-off valve provided in the second connection liquid path;
A first portion located on the first wheel cylinder side with respect to the first shut-off valve in the first connection liquid path; and a second portion of the second wheel cylinder with respect to the second shut-off valve in the second connection liquid path. A communication liquid path connecting the second portion located on the side;
A discharge liquid path connecting the hydraulic pressure source and the communication liquid path;
In the communication liquid path, a communication valve provided on one of the first part side with respect to the connection part with the discharge liquid path and the second part side with respect to the connection part. When,
A brake control device comprising: The brake control device according to claim 1, wherein
The hydraulic pressure source includes a pump and a motor for operating the pump,
A control unit capable of controlling the motor, the first shut-off valve, the second shut-off valve, and the communication valve; a first power input unit connected to a first power source; and a second unit connected to a second power source A brake control device comprising the control unit having a power input unit and a motor power output unit connected to the motor. The brake control device according to claim 2,
The said control unit is a brake control apparatus which has a sensor power supply output part connected to the sensor which detects the physical quantity regarding the stroke amount of a brake pedal. The brake control device according to any one of claims 1 to 3,
The communication control valve is a brake control device that is a normally closed valve that closes when not energized. The brake control device according to claim 4, wherein
A control unit capable of controlling the first shut-off valve, the second shut-off valve, and the communication valve, and when a signal from a sensor that detects a physical quantity related to a stroke amount of a brake pedal is detected when a power source is normal, A brake control device comprising the control unit that operates the communication valve in the opening direction. The brake control device according to any one of claims 1 to 5,
A pressure adjusting liquid path connecting the communication liquid path and the low pressure portion;
A pressure regulating valve provided in the pressure regulating fluid path;
A brake control device comprising: The brake control device according to claim 6,
The brake control device according to claim 1, wherein the pressure regulating valve is a normally closed valve that is closed when power is not supplied. The brake control device according to claim 7,
The pressure regulating valve is a normally open valve that opens when not energized,
A brake control device comprising a third shut-off valve that is provided in series with the pressure regulating valve in the pressure regulating fluid path and is a normally closed valve that closes when not energized.

Images