JP6201179B2 - Brake control device - Google Patents

Description

  The present invention relates to a brake control device.

  In Patent Literature 1, when the stroke simulator is not operating or when the stroke simulator valve is closed, the target braking force is calculated based on the master cylinder pressure.

JP 2008-162535 A

However, in the above prior art, although the braking force according to the driver's intention to brake can be obtained, the flow of brake fluid from the master cylinder to the wheel cylinder is interrupted, so the so-called iron plate brake state is established and the pedal is There was a problem that the feeling worsened.
The objective of this invention is providing the brake control apparatus which can suppress the deterioration of a pedal feel.

  In the brake control device of the present invention, a stroke simulator and a stroke simulator valve are provided in the first brake piping system, a second shut-off valve is provided between the master cylinder and the second wheel cylinder of the second brake piping system, A master cylinder pressure-increasing valve between the two shut-off valve and the second wheel cylinder, and a pressure reducing oil passage that branches from the second shut-off valve and the master cylinder pressure-increasing valve and is connected to a reservoir tank provided in the master cylinder. When a master cylinder pressure reducing valve is provided and a closed failure of the stroke simulator valve is detected, the motor that drives the second shutoff valve, the master cylinder pressure increasing valve, the master cylinder pressure reducing valve, and the pump is driven based on the brake operation amount of the driver. To control the master cylinder pressure.

  Therefore, in the present invention, deterioration of the pedal feel can be suppressed.

1 is a diagram illustrating an overall configuration of a brake control device 1 according to a first embodiment. It is a control block diagram at the time of a stroke simulator valve failure in the brake control unit BCU. It is a setting map of the target master cylinder pressure with respect to the amount of brake operation. 7 is a time chart showing the operation of the hydraulic pressure control unit HU during normal operation of brake-by-wire control. It is a time chart which shows operation | movement of the hydraulic-pressure control unit at the time of a closed failure of the stroke simulator valve of the conventional brake control apparatus. 6 is a time chart showing the operation of the hydraulic pressure control unit HU when the stroke simulator valve 12 of the first embodiment is closed. 6 is a time chart showing the operation of the hydraulic pressure control unit HU when the master cylinder pressure increasing valve 17 of the first embodiment is open. 6 is a time chart showing the operation of the hydraulic pressure control unit HU when the master cylinder pressure reducing valve 19 of Example 1 is open. 6 is a time chart showing the operation of the hydraulic pressure control unit HU when the first shut-off valve 5 of the first embodiment is open. 6 is a time chart showing the operation of the hydraulic pressure control unit HU when the pressure regulating valve 24 of Example 1 is closed;

[Example 1]
First, the configuration will be described.
[Configuration of brake control device]
FIG. 1 is a diagram illustrating an overall configuration of a brake control device 1 according to the first embodiment.
The brake control device 1 according to the first embodiment is a hydraulic type that applies a hydraulic braking force to each wheel by supplying brake fluid to a wheel cylinder W / C provided on each wheel of the vehicle to generate brake fluid pressure. Brake device. The brake control device 1 includes a brake pedal BP that is depressed by a driver, a reservoir tank RSV that stores brake fluid in an atmospheric pressure state, and a master that generates brake fluid pressure according to the pedaling force input to the brake pedal BP. Cylinder M / C, brake pedal stroke sensor (brake operation amount detection device) 2 that detects the stroke amount of the brake pedal BP as the brake operation amount of the driver, sensor values of the in-vehicle sensor that detects the brake operation amount and vehicle behavior, etc. And a brake control unit BCU that controls the operation of the hydraulic pressure control unit HU.

[Configuration of hydraulic control unit]
The hydraulic control unit HU has a piping structure called X piping, which consists of two systems, a P (primary) piping system (first piping system) and an S (secondary) piping system (second piping system). ing. In addition, P and S attached to the end of the code | symbol of each site | part described in FIG. 1 show P piping system and S piping system, FR, RL, RR, and FL are a right front wheel, a left rear wheel, and a right rear wheel. , Corresponding to the left front wheel. In the following description, the description of P, S or RL, FR, FL, RR is omitted when the P, S system or each wheel is not distinguished.
The hydraulic control unit HU of the first embodiment uses an open hydraulic circuit. The open hydraulic circuit is a hydraulic circuit that can return the brake fluid supplied to the wheel cylinder W / C directly to the reservoir tank RSV without passing through the master cylinder M / C.
Master cylinder M / C and wheel cylinder W / C are connected via oil passage 3 and oil passage 4. Oil path 4P branches to oil path 4RR and oil path 4FL, oil path 4RR is connected to the wheel cylinder (first wheel cylinder) W / C (RR) corresponding to the right rear wheel, and oil path 4FL is connected to the left front wheel. It is connected to the corresponding wheel cylinder (first wheel cylinder) W / C (FL). Oil passage 4S branches to oil passage 4FR and oil passage 4RL. Oil passage 4FR is connected to the wheel cylinder (second wheel cylinder) W / C (FR) corresponding to the right front wheel, and oil passage 4RL is connected to the left rear wheel. It is connected to the corresponding wheel cylinder (second wheel cylinder) W / C (RL). The oil passage 3P is provided with a first shut-off valve 5 that is normally open (opens in a non-energized state), and the oil passage 3S is provided with a second shut-off valve 6 that is normally open. The oil passage 4 is provided with a normally open wheel cylinder pressure increasing valve 7. The oil path 4 is provided with an oil path 8 that bypasses the wheel cylinder pressure-increasing valve 7, and the oil path 8 only allows the brake fluid to flow from the wheel cylinder W / C side to the master cylinder M / C side. A check valve 9 is provided.

Between the master cylinder M / C of the oil passage 3P and the first shut-off valve 5, a stroke simulator 11 is provided via a branch oil passage 10. The branch oil passage 10 is provided with a normally closed (non-energized) stroke simulator valve 12. The branch oil passage 10 is provided with an oil passage 13 that bypasses the stroke simulator valve 12. The check valve 14 that allows only the flow of brake fluid from the stroke simulator valve 12 side to the oil passage 3 side is provided in the oil passage 13. Is provided.
An oil passage 15 connected to the reservoir tank RSV is provided on the wheel cylinder W / C side of the oil passage 4 with respect to the wheel cylinder booster valve 7. The oil passage 15 branches into oil passages 15FR, 15RL, 15RR, and 15FL corresponding to each wheel cylinder. The oil passage 15 is provided with a normally closed wheel cylinder pressure reducing valve 16.
A normally open master cylinder pressure increasing valve 17 is provided on the wheel cylinder W / C side of the oil passage 3S with respect to the second shutoff valve 6. A pressure reducing oil passage 18 connected to the oil passage 15 is provided between the second shutoff valve 6 and the master cylinder pressure increasing valve 17. The pressure reducing oil passage 18 is provided with a normally closed master cylinder pressure reducing valve 19.

The oil passage 15 is connected to the suction side of the pump P. The pump P is, for example, a gear pump, and is rotationally driven by a pump motor M. The discharge side of the pump P is connected to the oil passage 4S via the check valve 20. The check valve 20 only allows the brake fluid to flow from the pump P side to the oil passage 4S side.
The oil passage 4P and the oil passage 4S are connected by a communication passage 21. The communication passage 21 is provided with a normally closed communication valve 22.
The oil passage 15 and the oil passage 4S are connected by a reflux oil passage 23. The reflux oil passage 23 is provided with a normally closed pressure regulating valve 24.
A master cylinder pressure sensor 25 that detects the master cylinder pressure is provided in the oil passage 3P. A wheel cylinder pressure sensor 26 that detects the wheel cylinder pressure is provided between the oil passage 3 and the oil passage 4.
The first shutoff valve 5, the second shutoff valve 6, the stroke simulator valve 12, the wheel cylinder pressure reducing valve 16, and the communication valve 22 are on / off valves that are controlled to be turned on and off. The wheel cylinder pressure increasing valve 7, the master cylinder pressure increasing valve 17, and the master cylinder The pressure reducing valve 19 and the pressure regulating valve 24 are proportional control valves.
The brake control unit BCU closes the first shut-off valve 5 and the master cylinder pressure-increasing valve 17 and opens the communication valve 22 and the stroke simulator valve 12 according to the driver's brake operation amount detected by the brake pedal stroke sensor 2. The pressure valve 24 is proportionally controlled in the opening direction, and the pump motor M is driven to execute brake-by-wire control that matches the wheel cylinder pressure with the driver required pressure corresponding to the brake operation amount. At this time, since the brake fluid that has flowed from the master cylinder M / C into the hydraulic pressure control unit HU is absorbed by the stroke simulator 11, a good pedal feel can be realized.

[Control configuration when the stroke simulator valve fails]
The brake control unit BCU is configured so that the second shut-off valve 6, the master cylinder pressure-increasing valve 17, the master cylinder pressure-increasing valve 19, and the pump based on the brake operation amount when the stroke simulator valve 12 is closed during execution of the brake-by-wire control. By driving the motor M and controlling the master cylinder pressure, the so-called iron plate brake state is avoided and deterioration of the pedal feel is suppressed. Hereinafter, the control of the brake control unit BCU when the stroke simulator valve 12 is closed will be described.
FIG. 2 is a control block diagram when the stroke simulator valve fails in the brake control unit BCU.
The failure detection unit (stroke simulator valve closing failure detection unit) 30 detects a closing failure of the stroke simulator valve 12. In the failure detection unit 30, in addition to the closing failure of the stroke simulator valve 12, the opening failure of the master cylinder pressure increasing valve 17, the opening failure of the master cylinder pressure reducing valve 19, the opening failure of the first shutoff valve 5, and the closing of the pressure regulating valve 24 A failure is also detected together (master cylinder booster valve open failure detector, master cylinder pressure reducing valve open failure detector, first shut-off valve open failure detector, pressure regulating valve closed failure detector). The failure of each valve is detected based on the current passing through the solenoid, the sensor value of the master cylinder pressure sensor 25, the driver required pressure corresponding to the amount of brake operation, the sensor value of the wheel cylinder pressure sensor 5, and the like.
When the closed failure of the stroke simulator valve 12 is detected, the target master cylinder pressure calculation unit 31 is based on the brake operation amount of the driver detected by the brake pedal stroke sensor 2 and the target for the brake operation amount as shown in FIG. The target master cylinder pressure is calculated with reference to the master cylinder pressure setting map. In the map of FIG. 3, the target master cylinder pressure characteristic with respect to the brake operation amount is set to be equal to the characteristic during normal operation.

The master cylinder pressure increase valve drive command calculation unit 32 increases the master cylinder pressure in the direction of increasing the master cylinder pressure when the actual master cylinder pressure is insufficient with respect to the target master cylinder pressure when the stroke simulator valve 12 is closed. A drive command for the pressure valve 17 is calculated.
The master cylinder pressure reducing valve drive command calculation unit 33 is configured to reduce the master cylinder pressure when the actual master cylinder pressure is excessive with respect to the target master cylinder pressure when the stroke simulator valve 12 is closed. The drive command is calculated.
Masutashirin Da fluid amount deviation calculating section 34 calculates the liquid amount deviation in terms of liquid volume to the deviation of the actual master cylinder pressure and the target master cylinder pressure when closing failure of the stroke simulator valve 12.
The pump motor drive command calculation unit 35 calculates a drive command for the pump motor M in which the fluid amount deviation is added to the wheel cylinder required fluid amount corresponding to the driver required pressure when the stroke simulator valve 12 is closed.
The second shut-off valve drive command calculation unit 36 outputs a drive command for opening (not controlling) the second shut-off valve 6 when the stroke simulator valve 12 is closed.
The stroke simulator valve drive command calculation unit 37 outputs a drive command for closing (not controlling) the stroke simulator valve 12 when the stroke simulator valve 12 is closed.

[Other control configuration in case of failure]
The brake control unit BCU closes the second shutoff valve 6 when an open failure of the master cylinder pressure increasing valve 17 is detected or when an open failure of the master cylinder pressure reducing valve 19 is detected. When an open failure of the first shutoff valve 5 is detected, the stroke simulator valve 12 and the communication valve 22 are closed, and the master cylinder pressure reducing valve 19 is proportionally controlled in the opening direction. Further, when a close failure of the pressure regulating valve 24 is detected, the second shutoff valve 6 is closed, the master cylinder pressure increasing valve 17 is proportionally controlled, and the master cylinder pressure reducing valve 19 is opened.

Next, the operation of the first embodiment will be described using the time charts of FIGS. In all of the following flowcharts, the brake operation amount starts to rise at time t1, the brake operation amount increases from time t2 to time t3, and the brake operation amount is kept constant from time t3 to time t4. The brake operation amount decreases in the section from time t4 to time t5, and the brake operation amount becomes zero at time t6.
(Normal operation)
FIG. 4 is a time chart showing the operation of the hydraulic pressure control unit HU during the normal operation of the brake-by-wire control.
During normal operation, the first shutoff valve 5 and the master cylinder pressure-increasing valve 17 are closed, the communication valve 22 and the stroke simulator valve 12 are opened, and the pressure regulating valve 24 is proportionally controlled in the opening direction according to the brake operation amount. Drive. As a result, the brake fluid flowing into the hydraulic pressure control unit HU from the master cylinder M / C is absorbed by the stroke simulator 11 while making the wheel cylinder pressure coincide with the driver required pressure, and a good pedal feel can be realized.

(In case of stroke simulator valve closing failure)
FIG. 5 is a time chart showing the operation of the hydraulic pressure control unit when the stroke simulator valve of the conventional brake control device is closed. In the conventional brake control device, the wheel cylinder pressure can follow the driver required pressure. The stroke simulator 11 cannot absorb the brake fluid flowing into the hydraulic control unit HU from the master cylinder M / C because the stroke simulator valve is closed. Therefore, the master cylinder pressure is increased compared to that during normal operation, the pedal effort is increased, and a so-called iron plate brake state is established, and the pedal feel is deteriorated.
FIG. 6 is a time chart showing the operation of the hydraulic pressure control unit HU when the stroke simulator valve 12 according to the first embodiment is closed.
In the first embodiment, when a closed failure of the stroke simulator valve 12 is detected, the target master cylinder pressure is calculated according to the brake operation amount, and the master cylinder pressure is increased using the master cylinder pressure increasing valve 17 and the master cylinder pressure reducing valve 19. To match the target master cylinder pressure. That is, while driving the pump motor M, if the actual master cylinder pressure <the target master cylinder pressure, the master cylinder pressure is increased by controlling the master cylinder pressure increasing valve 17 to open the actual master cylinder pressure> In the case of the target master cylinder pressure, the master cylinder pressure is reduced by controlling the master cylinder pressure reducing valve 19 to open. Therefore, in the first embodiment, even when the stroke simulator valve 12 is closed, the relationship between the brake operation amount and the master cylinder pressure is the same as or close to that during normal operation while the wheel cylinder pressure is matched with the driver request pressure. Since it can maintain, an iron plate brake state can be avoided and the deterioration of a pedal feel can be suppressed. Note that the command to the stroke simulator valve 12 is switched from open to closed. Thereby, it is possible to prevent the controllability from deteriorating when the closed failure is resolved unexpectedly.

(When master cylinder booster valve is open failure)
FIG. 7 is a time chart illustrating the operation of the hydraulic pressure control unit HU when the master cylinder pressure increasing valve 17 according to the first embodiment is open.
In the first embodiment, when an open failure of the master cylinder pressure increasing valve 17 is detected, the second shutoff valve 6 is closed. As a result, the flow of brake fluid from the pump discharge side to the master cylinder M / C can be cut off, so that the master cylinder pressure is prevented from becoming excessively high, and the pedal feel is deteriorated when the master cylinder booster valve 17 is open. Can be suppressed.
(When master cylinder pressure reducing valve fails to open)
FIG. 8 is a time chart illustrating the operation of the hydraulic pressure control unit HU when the master cylinder pressure reducing valve 19 according to the first embodiment is open.
In the first embodiment, when an open failure of the master cylinder pressure reducing valve 19 is detected, the second shutoff valve 6 is closed. As a result, the flow of the brake fluid from the master cylinder M / C to the reservoir tank RSV can be cut off, so that the master cylinder pressure can be prevented from being lowered, and the pedal feel can be prevented from deteriorating when the master cylinder pressure reducing valve 19 is open.

(When the first shut-off valve fails)
FIG. 9 is a time chart showing the operation of the hydraulic control unit HU when the first shut-off valve 5 according to the first embodiment is open.
In the first embodiment, when an open failure of the first cutoff valve 5 is detected, the communication valve 22 is closed. As a result, the flow of brake fluid from the pump discharge side to the P piping system side can be cut off, preventing the master cylinder pressure from becoming excessively high and suppressing the deterioration of the pedal feel when the first shut-off valve 5 is open. it can. At this time, the stroke simulator valve 12 is also closed, so that brake fluid can be supplied from the master cylinder M / C to the wheel cylinders W / C (RR), W / C (RL) on the P piping system side. The cylinder pressure can be increased to the master cylinder pressure. Further, the pedal stroke can be secured by proportionally controlling the master cylinder pressure reducing valve 19 in the opening direction, and the iron plate brake state can be avoided.

(When pressure regulating valve is closed)
FIG. 10 is a time chart illustrating the operation of the hydraulic pressure control unit HU when the pressure regulating valve 24 according to the first embodiment is closed.
In the first embodiment, when a closed failure of the pressure regulating valve 24 is detected, the second shutoff valve 6 is closed, the master cylinder pressure increasing valve 17 is proportionally controlled, and the master cylinder pressure reducing valve 19 is opened. If the pressure regulating valve 24 fails, the control accuracy of the wheel cylinder pressure decreases. Therefore, by substituting the master cylinder pressure increasing valve 17 and the master cylinder pressure reducing valve 19 for the function of the pressure regulating valve 24, it is possible to suppress a decrease in the control accuracy of the wheel cylinder pressure. .

The brake control device according to the first embodiment has the following effects.
(1) Brake pedal stroke sensor 2 that detects the driver's brake operation amount (stroke amount of the brake pedal BP) and brake fluid pressure corresponding to the driver's brake operation force can be output to the P and S piping systems Master cylinder M / C, first shut-off valve 5 provided between the master cylinder M / C and the wheel cylinders W / C (RR), W / C (FL) of the P piping system, and the master cylinder M Stroke simulator 11 provided via branch oil passage 10 branched from / C and first shutoff valve 5, and provided in branch oil passage 10, brake fluid flows into stroke simulator 11 by opening A stroke simulator valve 12 that permits the control, a second shut-off valve 6 provided between the master cylinder M / C and the wheel cylinders W / C (FR), W / C (RL) of the S piping system, and a second An additional master cylinder is installed between the shut-off valve 6 and the wheel cylinders W / C (FR) and W / C (RL). A pressure reducing valve 18, a pressure reducing oil passage 18 that branches from between the second shutoff valve 6 and the master cylinder pressure increasing valve 17 and is connected to a reservoir tank RSV provided in the master cylinder M / C; Master cylinder pressure reducing valve 19, pump P that can discharge brake fluid in reservoir tank RSV to each wheel cylinder, pump motor M that drives pump P, and failure detector that detects closing failure of stroke simulator valve 12 30 and controls each shut-off valve 5 and 6 in the closing direction according to the detection result of the brake pedal stroke sensor 2, and controls the stroke simulator valve 12 in the opening direction to drive the pump motor M and the wheel. When brake-by-wire control that creates cylinder hydraulic pressure is executed and a failure is detected by the failure detection unit 30, the second shut-off valve 6 and the master cylinder are detected based on the detection result of the brake pedal stroke sensor 2. It drives the pressure increasing valve 17 and the master cylinder pressure reducing valve 19 the pump motor M to control the master cylinder pressure.
Therefore, it is possible to suppress the deterioration of the pedal feel when the stroke simulator valve 12 is closed.

(2) A failure detection unit 30 that detects an open failure of the master cylinder booster valve is provided, and when the failure detection unit 30 detects an open failure, the second shutoff valve 6 is controlled in the closing direction.
Therefore, it is possible to suppress the deterioration of the pedal feel when the master cylinder pressure increasing valve 17 is open.
(3) A failure detection unit 30 that detects an open failure of the master cylinder pressure reducing valve 19 is provided. When the failure detection unit 30 detects an open failure, the second cutoff valve 6 is controlled in the closing direction.
Therefore, it is possible to suppress deterioration of the pedal feel when the master cylinder pressure reducing valve 19 is open.
(4) In the P and S piping system, between the wheel cylinder W / C and each shut-off valve 5 and 6, a communication path 21 that connects the P and S piping systems to each other, and a communication valve 22 provided in the communication path 21 And a failure detection unit 30 that detects an open failure of the first shutoff valve 5. When the failure detection unit 30 detects an open failure, the communication valve 22 is controlled in the closing direction.
Therefore, it is possible to suppress the deterioration of the pedal feel when the first shut-off valve 5 is open.
(5) A reflux oil passage 23 that communicates the discharge side and the suction side of the pump P, a pressure regulating valve 24 provided in the reflux oil passage 23, and a failure detection unit 30 that detects a closing failure of the pressure regulating valve 24. When the failure detection unit 30 detects a closed failure, the pump motor M is driven and the wheel cylinder hydraulic pressure is controlled using the master cylinder pressure increasing valve 17 and the master cylinder pressure reducing valve 19.
Therefore, it is possible to suppress a decrease in the control accuracy of the wheel cylinder pressure when the pressure regulating valve 24 is closed.

[Other Examples]
As mentioned above, although the form for implement | achieving this invention has been demonstrated based on the Example, the concrete structure of this invention is not limited to an Example, The design change of the range which does not deviate from the summary of invention Are included in the present invention.
For example, in the first embodiment, an example in which the hydraulic pressure control unit is an X pipe is shown, but an H pipe may be used.
In the embodiment, the target wheel cylinder pressure of each wheel cylinder is set to the same pressure, but the target wheel cylinder pressure of each wheel cylinder may be made different according to the required hydraulic braking force and the vehicle behavior.
The present invention can also be applied to a vehicle equipped with a regenerative braking device, and has the same effects as the embodiment.

1 Brake control device
2 Brake pedal stroke sensor (Brake operation amount detection device)
5 First shut-off valve
6 Second shut-off valve
10 Branch oil passage
11 Stroke simulator
12 stroke simulator valve
17 Master cylinder booster valve
18 Depressurized oil passage
19 Master cylinder pressure reducing valve
30 Failure detector (stroke simulator valve closing failure detector)
BCU Brake control unit
BP brake pedal
HU hydraulic control unit
M pump motor
M / C master cylinder
P pump
RSV reservoir tank
W / C (FR) wheel cylinder (first wheel cylinder)
W / C (RL) wheel cylinder (first wheel cylinder)
W / C (RR) wheel cylinder (second wheel cylinder)
W / C (FL) wheel cylinder (second wheel cylinder)

Claims (5)

A brake operation amount detection device for detecting the brake operation amount of the driver;
A master cylinder capable of outputting a brake fluid pressure corresponding to the brake operating force of the driver to the first brake piping system and the second brake piping system;
A master cylinder hydraulic pressure detecting device for detecting the hydraulic pressure of the master cylinder;
A first shut-off valve provided between the first wheel cylinder and the master cylinder of the first brake piping system,
A stroke simulator provided through a branch oil passage branched from between the master cylinder and the first shut-off valve;
A stroke simulator valve that is provided in the branch oil passage and allows the brake fluid to flow into the stroke simulator by opening; and
A second shut-off valve provided between the master cylinder and a second wheel cylinder of the second brake piping system;
A master cylinder pressure increasing valve provided between the second shut-off valve and the second wheel cylinder;
A pressure reducing oil passage branched from between the second shut-off valve and the master cylinder pressure increasing valve and connected to a reservoir tank provided in the master cylinder;
A master cylinder pressure reducing valve provided in the pressure reducing oil passage;
A pump capable of discharging brake fluid in the reservoir tank to the wheel cylinders;
A motor for driving the pump;
A stroke simulator valve closed fault detection unit that detects a closed fault of the stroke simulator valve when a failure that does not open while the valve is closed is a closed fault and a fault that does not close while the valve is open is an open fault ;
With
A brake that controls each shut-off valve in a closing direction according to a detection result of the brake operation amount detection device, controls the stroke simulator valve in an opening direction, and drives the motor to create a wheel cylinder hydraulic pressure. By-wire control is possible ,
When a closed failure is detected by the stroke simulator valve closing failure detection unit during execution of the brake-by-wire control, the second shutoff valve is driven in the opening direction, the motor is driven, and the brake operation amount detection device When the master cylinder hydraulic pressure detected by the master cylinder hydraulic pressure detection device is insufficient with respect to the target master cylinder hydraulic pressure calculated based on the detection result, the master cylinder pressure increasing valve is driven in the opening direction, and the target master cylinder hydraulic pressure is detected. A brake control device that drives the master cylinder pressure reducing valve in an opening direction when the master cylinder hydraulic pressure detected by the master cylinder hydraulic pressure detection device is excessive with respect to the cylinder hydraulic pressure . The brake control device according to claim 1, wherein
A master cylinder booster valve open failure detector for detecting an open failure of the master cylinder booster valve;
When the master cylinder pressure increasing valve open failure detection unit detects an open failure, the brake control device controls the second shut-off valve in a closing direction. In the brake control device according to claim 1 or 2,
A master cylinder pressure reducing valve open failure detector for detecting an open failure of the master cylinder pressure reducing valve;
When the master cylinder pressure reducing valve open failure detection unit detects an open failure, the brake control device controls the second shut-off valve in a closing direction. The brake control device according to any one of claims 1 to 3,
In each of the brake piping systems, a communication path that connects the brake piping systems between the wheel cylinder and the shut-off valves,
A communication valve provided in the communication path;
A first shut-off valve open fault detector that detects an open fault of the first shut-off valve;
With
The brake control device according to claim 1, wherein when the open failure is detected by the first shut-off valve open failure detection unit, the communication valve is controlled in a closing direction. In the brake control device according to any one of claims 1 to 4,
A reflux oil passage communicating the discharge side and the suction side of the pump;
A pressure regulating valve provided in the reflux oil passage;
A pressure regulating valve closing fault detecting unit for detecting a closing fault of the pressure regulating valve;
With
A brake that drives the motor and controls the wheel cylinder hydraulic pressure by using the master cylinder pressure-increasing valve and the master cylinder pressure-reducing valve when a closing failure is detected by the pressure regulating valve closing failure detection unit. Control device.

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