JP6690512B2 - Vehicle braking control device - Google Patents

Description

  The present invention relates to a vehicle braking control device.

  Patent Document 1 describes "two brakes in order to prevent generation of a large yaw moment when one system failure is detected in an X piping type brake device including two brake systems". If one of the hydraulic pressures in the system is smaller than or equal to the first set value β and the larger one is greater than or equal to the second set value γ (YES in S54, 55), one system failure The duty ratio of the pressure increasing valve 60 for the front wheels 22 and 36 is controlled (S14), the increasing gradient of the braking force of the front wheels is suppressed, and the braking force difference between the two brakes of the normal brake system is suppressed. It is possible to suppress the yaw moment due to the difference in braking force. "

  Patent Document 1 describes a treatment (suppression of a difference in braking force) in a braking system in which a failure has not occurred when a failure has occurred in one of the two braking systems. Specifically, the following is described. If the failed brake system is not specified, and if the vehicle body deceleration is equal to or lower than the set deceleration Ga, a command for duty-controlling the current supplied to the solenoid of the pressure increasing valve is output. The pressure increasing valve for the front wheels is alternately switched between the open state and the closed state at a predetermined ratio. The increasing gradient of the braking force of the front wheels of the normal braking system is suppressed, and the braking force is reduced as compared with the case where the yaw moment suppression control is not performed. When the deceleration is equal to or higher than the set deceleration Ga, a command to turn on the supply current to the solenoid of the pressure increasing valve is output, the pressure increasing valve is closed, the brake fluid pressure of the front wheels is held, and the braking force is increased. Is retained. On the other hand, when the failure brake system can be identified, only the pressure increasing valve corresponding to the front wheel brake cylinder of the brake system in which the failure is detected is duty-controlled. With this configuration, it is possible to reduce the power consumption as compared with the case of controlling the pressure booster valves corresponding to both front wheels.

  Japanese Patent Laid-Open No. 2004-242242 describes a countermeasure in a braking system that is not in a failed state when a single system failure occurs. However, when one system failure occurs, it is also necessary to deal with the braking system in the failed state. This will be described in detail with reference to the schematic diagram of FIG. Here, it is assumed that the second braking system SK2 is in a failed state and the first braking system SK1 is in a proper state. The upper part (a) of the central axis Jmc of the master cylinder MC of FIG. 3 corresponds to the state where the braking operation member BP is not operated. Further, the lower portion (b) of the central axis Jmc shows a state in which the pressure of the braking fluid in the first braking system SK1 starts to increase.

  When the driver operates the braking operation member BP, the piston rod PRD mechanically connected to the braking operation member BP moves forward along the central axis Jmc of the master cylinder MC, which corresponds to the direction in which the braking fluid is pumped ( It moves to the left). Inside the master cylinder MC, a cylinder inner wall of the master cylinder MC, a bottom portion, and first and second hydraulic pressure chambers Rm1 and Rm2 defined by two first and second pistons PS1 and PS2 are formed. . A first return spring RS1 is provided between the first piston PS1 and the second piston PS2 so that the first and second pistons PS1 and PS2 are returned to their initial positions when the operation of the braking operation member BP is completed. A second return spring RS2 is provided between the bottom of the master cylinder MC and the second piston PS2. Therefore, when the piston rod PRD is moved forward, the first piston PS1 is pressed by the piston rod PRD, the first return spring RS1 is pressed by the first piston PS1, and the second piston PS2 is pressed by the first return spring RS1. Is pressed.

  Therefore, the movement of the piston rod PRD in the forward direction reduces the volumes of the first and second hydraulic chambers Rm1 and Rm2 of the master cylinder MC. When the failure state does not occur in the first and second braking systems SK1 and SK2, the braking fluid is transferred from the master cylinder MC to the wheel cylinder WC * by the volume reduction of the first and second hydraulic chambers Rm1 and Rm2. It is pumped to *. In this case, the hydraulic pressure Pm1 (first hydraulic pressure) of the first hydraulic chamber Rm1 and the hydraulic pressure Pm2 (second hydraulic pressure) of the second hydraulic chamber Rm2 substantially match.

  However, when the second braking system SK2 is in the failed state, when the braking operation member BP is operated, the braking fluid (for example, the second hydraulic chamber Rm2 of the master cylinder MC) included in the braking system is braked. Since it flows out of the system (that is, outside of the device), the hydraulic pressure Pm2 in the second hydraulic chamber Rm2 is not increased, and the second piston PS2 is moved forward along the central axis Jmc. At this time, the hydraulic pressure Pm1 in the first hydraulic chamber Rm1 of the master cylinder MC is also not increased. When the second piston PS2 hits the bottom of the master cylinder MC and its movement is restricted, the hydraulic pressure Pm1 in the first hydraulic chamber Rm1 begins to increase as the first piston PS1 advances.

  In other words, when a failure state occurs in the braking system SK2, the failure occurs until the second piston PS2 is moved by the distance ssk (referred to as “ineffective displacement”) and the displacement of the piston PS2 is limited. The first hydraulic pressure Pm1 does not occur in the braking system SK1 on the side where it does not occur. Therefore, the operation displacement of the braking operation member BP is extended as compared with the case where the single system failure has not occurred. This may cause the driver to feel uncomfortable and may make it difficult to properly perform the braking operation.

JP 2002-120715 A

  An object of the present invention is to provide, in a vehicle braking control device, an appropriate operating characteristic can be secured without extending an operating displacement of a braking operating member when a failure state of one system occurs. That is.

The braking control device for a vehicle according to the present invention includes a first braking system (SK1) from the first hydraulic chamber (Rm1) of the tandem master cylinder (MC) to the left front wheel and the right rear wheel wheel cylinder (WCfl, WCrr). , A second braking system (SK2) from the second hydraulic chamber (Rm2) of the tandem master cylinder (MC) to the right front wheel and the left rear wheel wheel cylinders (WCfr, WCrl), and the first braking system (SK1) , And the hydraulic pressures (Pwfl, Pwrr) of the left front wheel and the right rear wheel wheel cylinders (WCfl, WCrr), and the right front wheel, left rear wheel wheel cylinder, which are interposed in the second braking system (SK2). A pressure adjusting unit (CAU) for adjusting the hydraulic pressure (Pwfr, Pwrl) of (WCfr, WCrl). The pressure adjusting unit (CAU) shuts off the communication state between the first hydraulic chamber (Rm1) and the left front wheel and the right rear wheel wheel cylinder (WCfl, WCrr) by energizing the left front wheel. , The right rear wheel solenoid valve (SZfl, SZrr) and the second hydraulic chamber (Rm2) and the right front wheel, the left rear wheel wheel cylinder (WCfr, WCrl) are connected to each other by energizing A failure of any one of the first braking system (SK1) and the second braking system (SK2), which includes a right front wheel and a left rear wheel solenoid valve (SZfr, SZrl) to be shut off. When the state is detected and the failure state of the first braking system (SK1) is detected, the right front wheel and the left rear wheel solenoid valves (SZfr, SZrl) are not energized and the left front wheel and the right wheel are not energized. Connect to the rear wheel solenoid valve (SZfl, SZrr) However, when the failure state of the second braking system (SK2) is detected, the left front wheel and the left rear wheel electromagnetic valves are energized without energizing the left front wheel and the right rear wheel solenoid valves (SZfl, SZrr). It is configured to energize the valves (SZfr, SZrl).

Brake control equipment for a vehicle according to the present invention, the front wheel cylinder from the first hydraulic pressure chamber of the tandem master cylinder (MC) (Rm1) (WCfl , WCfr) first braking system leading to (SK1), the tandem master A second braking system (SK2) from the second hydraulic chamber (Rm2) of the cylinder (MC) to the rear wheel wheel cylinders (WCrl, WCrr), the first braking system (SK1), and the second braking system. (SK2), which adjusts the hydraulic pressures (Pwfl, Pwfr) of the front wheel cylinders (WCfl, WCfr) and the hydraulic pressures (Pwrl, Pwrr) of the rear wheel cylinders (WCrl, WCrr). And a pressure unit (CAU). The pressure adjusting unit (CAU) is a front wheel solenoid valve (SZfl, SZfr) that shuts off a communication state between the first hydraulic chamber (Rm1) and the front wheel cylinder (WCfl, WCfr) by being energized. ), And a rear wheel solenoid valve (SZrl, SZrr) that shuts off the communication state between the second hydraulic chamber (Rm2) and the rear wheel wheel cylinder (WCrl, WCrr) by being energized. Including, the failure state of any one of the first braking system (SK1) and the second braking system (SK2) is detected, and the failure state of the first braking system (SK1) is detected. If it is detected, the front wheel solenoid valves (SZfl, SZfr) are energized without energizing the rear wheel solenoid valves (SZrl, SZrr) to detect the failure state of the second braking system. Is the front wheel Solenoid valve (SZfl, SZfr) without energizing the said rear wheel solenoid valve (SZrl, SZrr) is configured to energize the.

  According to the above configuration, the normally open solenoid valve SZ ** of the braking system in the failed state is energized and driven to the closed position. By closing the solenoid valve SZ ** to the closed position, the hydraulic chamber of the master cylinder MC of the braking system in the failed state is hydraulically locked. Therefore, even if a system failure occurs, the invalid displacement of the braking operation member BP can be suppressed, and the operating characteristics of the braking operation member can be appropriately maintained.

1 is an overall configuration diagram for explaining an embodiment of a vehicle braking control device BCS according to the present invention. It is a flowchart for demonstrating the process of failure control. It is a schematic diagram for explaining a subject and an operation and an effect.

<Explanation of symbols>
In the following description, the components, the arithmetic processes, the signals, the characteristics, and the values having the same symbols have the same functions. Therefore, the duplicate description may be omitted.

  The suffix "**" added to the end of each symbol is a comprehensive symbol indicating which of the four wheels on the front, rear, left and right of the vehicle is concerned. The subscript "**" may be omitted. Further, each subscript corresponds to "left" for the left front wheel, "fr" for the right front wheel, "rl" for the left rear wheel, and "rr" for the right rear wheel. For example, the wheel speed sensor VWA ** includes a wheel speed sensor VWAfl for the front left wheel, a wheel speed sensor VWAfr for the front right wheel, a wheel speed sensor VWArl for the rear left wheel, and a wheel speed sensor VWArr for the rear right wheel. Shown in. When the subscript “**” is omitted, it is simply written as “VWA”.

  In addition, the number "1" attached to the end of various symbols and the like indicates that the first braking system SK1 and the number "2" relate to the second braking system SK1. In the embodiment of the braking control device BCS, when a diagonal two-system braking system is adopted, the braking system relating to the left front wheel WHfl and the right rear wheel WHrr is the “first braking system SK1”, and the right The braking system related to the front wheel WHfr and the left rear wheel WHrl is the “second braking system SK2”. When a front-rear two-system braking system is adopted, the braking system relating to the front wheels WHfl and WHfr is the “first braking system SK1”, and the braking system relating to the rear wheels WHrl and WHrr is the “second braking system”. Braking system SK2 ". For example, “HP1” represents a fluid pump related to the first braking system SK1, and “HP2” represents a fluid pump related to the second braking system SK2.

<First embodiment of vehicle braking control device according to the present invention>
An embodiment of a vehicle braking control device BCS according to the present invention will be described with reference to the overall configuration diagram of FIG. 1. A vehicle including the braking control device BCS includes a braking operation member BP, a braking operation amount sensor BPA, a braking switch BSW, a steering operation member SW, a steering angle sensor SWA, a yaw rate sensor YRA, a longitudinal acceleration sensor GXA, a lateral acceleration sensor GYA, and an additional sensor. A pressure unit KAU, a pressure adjusting unit CAU, and an indicator IND are provided.

  Further, each wheel WH ** of the vehicle is provided with a brake caliper CP **, a wheel cylinder WC **, a rotating member KT **, a friction member MS **, and a wheel speed sensor VWA **. . The pressurizing unit KAU and the pressure adjusting unit CAU are fluidly connected to each other via the first and second pressurizing pipes HK1 and HK2. Further, the pressure adjusting unit CAU and the wheel cylinder WC ** are fluidly connected to each other via a pressure adjusting pipe HC ** corresponding to each wheel WH **.

  The braking operation member (for example, a brake pedal) BP is a member operated by the driver to decelerate the vehicle. By operating the braking operation member BP, the braking torque for the wheel WH ** is adjusted, and the braking force is generated on the wheel WH. Specifically, a rotating member (for example, a brake disc) KT ** is fixed to the wheel WH of the vehicle. The brake caliper CP ** is arranged so as to sandwich the rotating member KT **. The brake caliper (also simply referred to as caliper) CP ** is provided with a wheel cylinder WC **.

  By adjusting (increasing or decreasing) the hydraulic pressure (braking hydraulic pressure) in the wheel cylinder WC of the caliper CP, the piston in the wheel cylinder WC moves (forward or backward) with respect to the rotating member KT. To be done. By the movement of the piston, a friction member (for example, a brake pad) MS ** (not shown) is pressed against the rotating member KT **, and a pressing force is generated. The rotating member KT ** and the wheel WH ** are fixed so as to rotate integrally. Therefore, a braking torque is applied to the wheel WH ** by the frictional force between the friction member MS ** and the rotating member KT ** generated by the pressing force. As a result, braking force is generated on the wheels WH **, and the vehicle decelerates.

  The braking operation member BP is provided with a braking operation amount sensor (also simply referred to as “operation amount sensor”) BPA. The operation amount sensor BPA detects the operation amount Bpa of the braking operation member (brake pedal) BP by the driver. Specifically, as the braking operation amount sensor BPA, at least one of an operation displacement sensor that detects an operation displacement of the braking operation member BP and an operation force sensor that detects an operation force of the braking operation member BP is adopted. . In addition, the first and second master cylinder hydraulic pressure sensors (also simply referred to as “hydraulic pressure sensors”) PM1 and PM2 that detect the first and second hydraulic pressures Pm1 and Pm2 of the master cylinder MC serve as operation amount sensors BPA. Can be adopted.

  In other words, the operation amount sensor BPA is a general term for the operation displacement sensor, the operation force sensor, and the first and second hydraulic pressure sensors PM1 and PM2. Therefore, the braking operation amount Bpa is determined based on the operation displacement of the braking operation member BP, the operation force of the braking operation member BP, and at least one of the first and second master cylinder hydraulic pressures Pm1 and Pm2. . The detected value Bpa of the manipulated variable is input to the controller ECU.

  A braking switch BSW is provided on the braking operation member BP. The braking switch BSW is an ON / OFF switch and detects whether or not the braking operation member BP is operated. The signal Bsw detected by the braking switch BSW is input to the controller ECU. Specifically, as the switch signal Bsw, an ON signal is detected when the braking operation member BP is operated, and an OFF signal is detected when the braking operation member BP is not operated.

  The steering operation member (for example, steering wheel) SW is a member operated by the driver to turn the vehicle. By operating the steering operation member SW, the steering angle of the steered wheels (for example, the front wheels WHfl, WHfr) is adjusted, and a lateral force (turning force) is generated on the steered wheels. As a result, the vehicle makes a turning motion.

  A steering angle sensor SWA is provided on the steering operation member SW. The steering angle sensor SWA detects the operation amount (steering angle) Swa of the steering operation member (steering wheel) SW by the driver. Here, in the steering angle Swa, the neutral position of the steering operation member SW (corresponding to the straight movement of the vehicle) corresponds to "0". The steering angle Swa corresponds to a left turn of the vehicle with respect to the neutral position (when the steering operation member SW is operated counterclockwise), a positive sign (plus) value, and a right turn of the vehicle. In this case (when the steering operation member SW is operated clockwise), a negative sign (minus) value is set. The detected steering angle detection value Swa is input to the controller ECU.

  The vehicle is equipped with a yaw rate sensor YRA. The actual yaw rate Yra of the vehicle is detected by the yaw rate sensor YRA. The detected value Yra of the yaw rate is a plus sign value (plus) when the vehicle is in the left turning state (counterclockwise direction when viewed from above the vehicle), and the right turning state (clock when viewed from above the vehicle). It is set to take a negative sign (minus) value when it is in the turning direction. The detected yaw rate detection value Yra is input to the controller ECU.

  Further, the vehicle is provided with a longitudinal acceleration sensor GXA. The actual longitudinal acceleration Gxa of the vehicle is detected by the longitudinal acceleration sensor GXA. The longitudinal acceleration detection value Gxa is set so as to have a positive sign (plus) value when the (forward) vehicle is in an acceleration state and a negative sign (minus) value when the vehicle is in a deceleration state. Has been done. The detected longitudinal acceleration detected value Gxa is input to the controller ECU.

  Further, the vehicle is provided with a lateral acceleration sensor GYA. The lateral acceleration sensor GYA detects the actual lateral acceleration Gya of the vehicle. The lateral acceleration detection value Gya is a positive sign (plus) value when the vehicle is in the left turning state (counterclockwise direction when viewed from above the vehicle) and the right turning state (when viewed from above the vehicle). It is set to take a negative sign (minus) value when it is in the clockwise direction. The detected lateral acceleration detected value Gya is input to the controller ECU.

  Each wheel WH ** of the vehicle is equipped with a wheel speed sensor VWA **. The wheel speed sensor VWA ** detects the rotation speed (wheel speed) Vwa ** of each wheel WH **. The detected value Vwa ** of the wheel speed is input to the controller ECU.

≪Pressure unit KAU≫
The pressure unit KAU will be described. The pressurizing unit KAU generates a braking fluid pressure according to the operating force of the braking operation member BP, and the pressure adjusting unit CAU toward the wheel cylinders WC ** arranged on the respective wheels WH **. The braking fluid is pumped. The pressurizing unit KAU includes a brake booster BB, a tandem master cylinder MC, and a master reservoir RVM.

  The brake booster (also simply referred to as “booster”) BB responds to the operation of the braking operation member BP, assists the operation force of the braking operation member BP at a predetermined ratio, and transmits the assisted operation force to the master cylinder MC. To do. For example, the booster BB uses the negative pressure in the intake pipe of the engine. That is, a negative pressure booster is used as the booster BB. Further, as the booster BB, one using hydraulic pressure accumulated in the accumulator (hydraulic booster) or one directly driven by an electric motor (electric booster) can be adopted.

  The tandem master cylinder (simply referred to as “master cylinder”) MC converts the operating force of the braking operation member BP into hydraulic pressure and pumps the braking fluid (brake fluid) to the wheel cylinder WC ** of each wheel WH **. To do. Specifically, the inside of the master cylinder MC is partitioned by the inner wall of the master cylinder MC and the two first and second pistons PS1 and PS2, and is divided into two hydraulic chambers (first and second hydraulic chambers Rm1, Rm2) is formed. The first hydraulic chamber Rm1 has a first port, and the second hydraulic chamber Rm2 has a second port. The first and second hydraulic pressure chambers Rm1 and Rm2 of the master cylinder MC are supplied with the braking fluid from the master reservoir RVM, and at the first and second hydraulic pressures Pm1 and Pm2 corresponding to the assisted operating force, The braking fluid is pumped from the two ports. The first and second hydraulic pressures Pm1 and Pm2 are substantially the same.

  The first port of the first hydraulic pressure chamber Rm1 and the second port of the second hydraulic pressure chamber Rm2 are connected to each wheel cylinder WC ** and a fluid path (pressurizing pipe, pressure adjusting pipe) via the modulator HMJ. It is connected by HK1, HK2, and HC **. Here, when the braking operation member BP is not operated, the first and second hydraulic pressure chambers Rm1 and Rm2 are in communication with the master reservoir RVM, so that the inside of the first and second hydraulic pressure chambers Rm1 and Rm2. The hydraulic pressures Pm1 and Pm2 of are the atmospheric pressure (that is, Pm1 = Pm2 = 0).

  The first hydraulic chamber Rm1 of the master cylinder MC is fluidly connected to the wheel cylinder WCfl of the left front wheel WHfl and the wheel cylinder WCrr of the right rear wheel WHrr. When the braking operation member BP is operated, the piston PS1 is moved forward (moved to the left in the figure), and the volume of the first hydraulic chamber Rm1 is reduced. Therefore, the braking fluid in the first hydraulic pressure chamber Rm1 is pumped from the first hydraulic pressure chamber Rm1 toward the left front wheel wheel cylinder WCfl and the right rear wheel wheel cylinder WCrr.

  Similarly, the second hydraulic chamber Rm2 of the master cylinder MC is fluidly connected to the wheel cylinder WCfr of the right front wheel WHfr and the wheel cylinder WCrl of the left rear wheel WHrl. When the braking operation member BP is operated, the piston PS2 is moved forward (moved to the left in the figure), and the volume of the second hydraulic chamber Rm2 is reduced. Therefore, the braking fluid in the second hydraulic pressure chamber Rm2 is pumped from the second hydraulic pressure chamber Rm2 toward the right front wheel wheel cylinder WCfr and the left rear wheel wheel cylinder WCrl.

  As described above, the path (fluid path) along which the brake fluid is moved between the master cylinder MC and the four wheel cylinders WC ** is composed of two braking systems. Here, the system from the first hydraulic chamber Rm1 to the wheel cylinders WCfl, WCrr is referred to as “first braking system SK1”. A system from the second hydraulic chamber Rm2 to the wheel cylinders WCfr, WCrl is referred to as a "second braking system SK2". As a braking system, a so-called diagonal pipe (also referred to as X pipe) configuration is adopted. The pressurizing unit KAU has been described above.

<< Pressure adjustment unit CAU >>
Next, the pressure adjusting unit CAU will be described. The pressure adjusting unit CAU is arranged between the master cylinder MC and the wheel cylinder WC **, and the braking hydraulic pressure Pw ** in each wheel cylinder WC ** is transferred to the first and second hydraulic pressures Pm1 of the master cylinder MC. , Pm2, and individually for each wheel WH **. The pressure adjusting unit CAU includes a modulator HMJ and a controller ECU.

  The modulator HMJ is formed including a plurality of solenoid valves (SL1 and the like), a fluid pump (HP1 and the like), and an electric motor MT. First, the components of the modulator HMJ related to the first braking system SK1 will be described. The normally open first linear solenoid valve SL1 includes a first port of the first hydraulic chamber Rm1 of the master cylinder MC, a pressure regulator CAfl for the left front wheel WHfl, and a pressure regulator CArr for the right rear wheel WHrr. The first pressurizing pipe HK1 is disposed between the first pressurizing pipe HK1 and the upstream part of the. Here, the “upstream portion” is a portion of the fluid path that is closer to the master cylinder MC. For example, the upstream portion of the left front wheel pressure adjusting unit CAfl is located at a portion of the fluid path closer to the first hydraulic chamber Rm1 with respect to the pressure increasing valve SZfl (that is, the first linear solenoid valve SL1 and the pressure increasing valve SZfl are provided). (Between).

  The valve element of the first linear solenoid valve SL1 has a force in the opening direction (first 1) A force that tries to bring the linear solenoid valve SL1 into a communicating state acts. On the other hand, a force in the closing direction (a force to bring the first linear solenoid valve SL1 into the non-communication state) acts on the valve body by the suction force corresponding to the value of the current supplied to the first linear solenoid valve SL1. . The first linear solenoid valve SL1 is closed when the suction force is larger than the force due to the hydraulic pressure difference, and the communication between the first hydraulic chamber Rm1 and the upstream portion of the pressure adjusting portions CAfl and CArr is cut off. On the other hand, when the suction force is smaller than the force due to the hydraulic pressure difference, the first linear solenoid valve SL1 is opened, and the first hydraulic chamber Rm1 is connected to the upstream parts of the pressure adjusting units CAfl and CArr.

  When the electric motor MT is driven and the first fluid pump HP1 is discharging the braking fluid, the suction force corresponding to the current value to the first linear solenoid valve SL1 causes the first fluid pressure chamber Rm1 and the pressure adjusting portion CAfl. , CArr can be controlled. In other words, the hydraulic pressure in the upstream portion of the pressure adjusting portions CAfl and CArr is adjusted to a value obtained by adding the hydraulic pressure difference generated by the current value to the hydraulic pressure Pm1 in the first hydraulic chamber Rm1. When the current value to the first linear solenoid valve SL1 is set to "0" and the non-excited state is set, the hydraulic pressure in the upstream portion of the pressure adjusting portions CAfl and CArr is the hydraulic pressure in the first hydraulic chamber Rm1. It becomes equal to Pm1. Since the suction force of the first linear solenoid valve SL1 is not generated, the hydraulic pressure difference is set to "0". The linear solenoid valve is also called a "differential pressure valve".

  The pressure adjusting portion CAfl for the front left wheel WHfl is formed by the pressure increasing valve SZfl and the pressure reducing valve SGfl. As the booster valve SZfl, a normally open two-position solenoid valve (so-called NO valve) is adopted. That is, the booster valve SZfl is in the open position (communication state) when not energized and in the closed position (disconnection state) when energized. Further, as the pressure reducing valve SGfl, a normally closed two-position type solenoid valve (so-called NC valve) is adopted. That is, the pressure reducing valve SGfl is in the closed position (non-communication state) when not energized, and is in the open position (communication state) when energized.

  The pressure increasing valve SZfl selectively switches the communication state (communication or interruption) between the upstream portion of the pressure adjusting portion CAfl for the left front wheel WHfl and the wheel cylinder WCfl. Since the pressure increasing valve SZfl is a normally open type, in a non-energized state (non-excited state), the upstream portion of the pressure adjusting portion CAfl and the wheel cylinder WCfl are in communication with each other. On the other hand, when the pressure increasing valve SZfl is energized and the excited state is achieved, the communication state between the upstream portion of the pressure regulating unit CAfl and the wheel cylinder WCfl is cut off and changed to the non-communication state.

  Similarly, the pressure reducing valve SGfl selectively switches the communication state (communication or interruption) between the wheel cylinder WCfl and the first reservoir RV1. Since SGfl is a normally closed type, in a non-energized state (non-excited state), the communication state between the wheel cylinder WCfl and the first reservoir RV1 is blocked (non-communication state). When SGfl is energized (that is, brought into an excited state), the wheel cylinder WCfl and the first reservoir RV1 are changed to a communicating state.

  The front left wheel wheel cylinder WCfl is connected to a fluid path between the pressure increasing valve SZfl and the pressure reducing valve SGfl via a pressure adjusting pipe HCfl. Therefore, by controlling the pressure increasing valve SZfl and the pressure reducing valve SGfl, the braking hydraulic pressure (as a result, the braking torque) Pwfl in the wheel cylinder WCfl is adjusted separately from the braking hydraulic pressures of the other wheel cylinders. (Pressurized, held, or depressurized).

  Similarly, the pressure adjusting portion CArr for the right rear wheel WHrr is formed by the pressure increasing valve SZrr and the pressure reducing valve SGrr. The pressure increasing valve SZrr switches the communication state between the first hydraulic chamber Rm1 (specifically, the upstream portion of the pressure adjusting portion CArr) and the wheel cylinder WCrr, and the pressure reducing valve SGrr causes the right rear wheel wheel cylinder WCrr to move. The communication state with the first reservoir RV1 is switched. The wheel cylinder WCrr is connected to a fluid path between the pressure increasing valve SZrr and the pressure reducing valve SGrr via a pressure adjusting pipe HCrr. Therefore, by controlling the pressure increasing valve SZrr and the pressure reducing valve SGrr, the braking hydraulic pressure Pwrr in the wheel cylinder WCrr is adjusted separately from the braking hydraulic pressures of the other wheel cylinders.

  The braking fluid supply part RT is formed to include an electric motor MT and a first fluid pump HP1. The first fluid pump HP1 is driven by the electric motor MT. The first fluid pump HP1 pumps up the braking fluid in the first reservoir RV1 that has been recirculated from the pressure reducing valves SGfl and SGrr. Then, the pumped braking fluid is supplied to the upstream portion (the fluid path between the first linear solenoid valve SL1 and the pressure increasing valves SZfl and SZrr) of the pressure adjusting units CAfl and CArr of the first braking system SK1 ( Will be returned). The components of the modulator HMJ related to the first braking system SK1 have been described above.

  A first master cylinder hydraulic pressure sensor (simply referred to as a “first hydraulic pressure sensor”) is provided in the upstream portion of the pressure regulating portion CAfl for the left front wheel WHfl (the same as the upstream portion of the pressure regulating portion CArr for the right rear wheel WHrr). PM1) is provided. That is, the hydraulic pressure of the first pressurizing pipe HK1 in the modulator HMJ is detected by the first hydraulic pressure sensor PM1 as the first master cylinder hydraulic pressure (simply referred to as “first hydraulic pressure”) Pm1. The detection value Pm1 of the first hydraulic pressure sensor PM1 is input to the controller ECU.

  Since the constituent elements of the modulator HMJ related to the second braking system SK2 are the same as those related to the first braking system SK1, detailed description will be omitted. Regarding the components of the second braking system SK2, in the description of the first braking system SK1, "first" is "second", "SK1" is "SK2", and "PM1" is " "PM2", "SL1" to "SL2", "Rm1" to "Rm2", "HK1" to "HK2", "HP1" to "HP2", "RV1" to "RV2", " "CAfl" is "CAfr", "SZfl" is "SZfr", "SGfl" is "SGfr", "HCfl" is "HCfr", "CArr" is "CArl", and "SZrr" is "SZrl". , "SGrr" is replaced with "SGrl", and "HCrr" is replaced with "HCrl".

  The controller (electronic control unit) ECU is formed by an electric circuit board on which a microprocessor or the like is mounted and a control algorithm programmed in the microprocessor. The controller ECU controls the modulator HMJ based on the wheel speed Vwa ** and the like, and individually adjusts the hydraulic pressure Pw ** in each wheel cylinder WC **. Specifically, a signal for controlling the electromagnetic valve (SL1 or the like) configuring the modulator HMJ and the electric motor MT is calculated based on the control algorithm, and is output from the controller ECU. The pressure adjusting unit CAU has been described above.

  The notification device (indicator) IND notifies the driver of the failure state of the first and second braking systems SK1 and SK2. Specifically, when the first and second braking systems SK1 and SK2 are appropriate, the notification by the indicator IND is not performed. When the failure state of the first and second braking systems SK1 and SK2 is determined, the fact is notified to the driver by the indicator IND. The notification of the failure is performed by sound, light, or the like.

<Process of failure control>
The failure control process executed by the controller ECU (that is, the pressure adjusting unit CAU) will be described with reference to the flowchart of FIG. The process of failure control is a control algorithm and is programmed in the controller ECU. As described above, the components having the same symbols, the arithmetic processes, the signals, the characteristics, and the values exhibit the same functions. In addition, each subscript "**" indicates that "fl" indicates the left front wheel, "fr" indicates the right front wheel, "rl" indicates the left rear wheel, and "rr" indicates the right rear wheel. Further, in the numbers at the end of the symbols, "1" indicates the first braking system SK1 and "2" indicates the second braking system.

  In step S110, the signal required for failure determination is read. Specifically, the brake switch signal Bsw, the braking operation amount Bpa, the first and second hydraulic pressures Pm1, Pm2, the wheel speed Vwa **, the steering angle Swa, the yaw rate Yra, Gxa, and the lateral acceleration Gya are read. The braking switch signal Bsw is a signal for turning on or off the braking switch BSW. The operation amount Bpa is detected by an operation amount sensor BPA (for example, an operation displacement sensor). The first and second hydraulic pressures Pm1 and Pm2 are detected by the first and second hydraulic pressure sensors PM1 and PM2. The wheel speed Vwa ** is detected by a wheel speed sensor VWA ** provided for each wheel WH **. The steering angle Swa is detected by a steering angle sensor SWA provided on a steering operation member (for example, a steering wheel) SW. The yaw rate Yra, the longitudinal acceleration Gxa, and the lateral acceleration Gya are detected by the yaw rate sensor YRA, the longitudinal acceleration sensor GXA, and the lateral acceleration sensor GYA provided on the vehicle body, respectively.

  In step S120, it is determined based on at least one of the operation amount Bpa and the switch signal Bsw, "whether or not the vehicle is being braked (that is, whether or not the vehicle is being braked)". To be done. For example, when the operation amount Bpa is greater than or equal to the predetermined operation amount bp0, it is determined that braking is being performed, and when the operation amount Bpa is less than the predetermined operation amount bp0, it is determined that braking is not being performed. . Here, the predetermined operation amount bp0 is a threshold value for determination, and is a preset predetermined value. The predetermined operation amount bp0 is a value corresponding to "play" of the braking operation member (brake pedal) BP. Further, when the switch signal Bsw represents an on state (ON signal), it is determined that braking is in progress, and when the switch signal Bsw represents an off state (OFF signal), it is determined that braking is not in progress. To be done.

  When the braking operation is not being performed and step S120 is negative (in the case of “NO”), the calculation processing of this time is ended. When the braking operation is being performed and step S120 is positive (in the case of “YES”), the process proceeds to step S130.

  In step S130, it is determined "whether or not the first braking system SK1 is in a failed state". For example, if the first hydraulic pressure (actual value) Pm1 does not increase by the hydraulic pressure Pbp corresponding to the operation amount Bpa (for example, the operating displacement of the braking operation member BP) increases, “ It is determined that the first braking system SK1 is in a failed state. ” On the other hand, when the first hydraulic pressure Pm1 is increased by the hydraulic pressure Pbp corresponding to the operation amount Bpa, it is determined that “the first braking system SK1 is not in a failure state (is in an appropriate state)”. It

  Specifically, in step S130, the estimated hydraulic pressure value Pbp is calculated based on the manipulated variable Bpa. Then, the estimated hydraulic pressure value Pbp and the actual value (detected value) Pm1 are compared, and the deviation ePm (= Pbp-Pm1) is determined. It is determined whether or not the magnitude of deviation ePm (absolute value) is equal to or greater than a predetermined hydraulic pressure epx. If "ePm ≧ epx", a failure state is determined, and if "ePm <epx". The proper state is determined. Here, epx is a threshold value for determination, and is a preset predetermined value.

  The second hydraulic pressure Pm2 may be adopted as the operation amount Bpa. In this case, the second hydraulic pressure Pm2 itself is determined as the hydraulic pressure estimated value Pbp. Similarly to the above, a deviation ePm (= Pm2-Pm1) between the first hydraulic pressure Pm1 and the second hydraulic pressure Pm2 is calculated, and when the magnitude (absolute value) of the deviation ePm is equal to or greater than the predetermined hydraulic pressure epx, The failure state of the first braking system SK1 is determined.

  If “ePm ≧ epx” and step S130 is affirmative (“YES”), the process proceeds to step S150. On the other hand, if “ePm <epx” and step S130 is negative (“NO”), the process proceeds to step S140.

  In step S140, "whether or not the second braking system SK2 is in a failed state" is determined by the same method as in step S130. For example, when the second hydraulic pressure Pm2 does not increase by the hydraulic pressure Pbp corresponding to the operation amount Bpa (for example, the operational displacement of the braking operation member BP), the “second braking system” is increased. SK2 is in a failed state. " Specifically, the hydraulic pressure estimated value Pbp is calculated based on the manipulated variable Bpa. Then, the deviation ePm (= Pbp-Pm2) is determined based on the estimated hydraulic pressure value Pbp and the actual value Pm2. It is determined "whether or not the magnitude of deviation ePm (absolute value) is greater than or equal to the predetermined hydraulic pressure epx", and if "ePm ≧ epx", the failure state of the second braking system SK2 is determined. On the other hand, when “ePm <epx”, the proper state of the second braking system SK2 is determined. The predetermined hydraulic pressure epx is a threshold value for determination and is a preset predetermined value.

  Further, the first hydraulic pressure Pm1 may be adopted as the operation amount Bpa. In this case, the first hydraulic pressure Pm1 itself is determined as the hydraulic pressure estimated value Pbp. When the absolute value of the deviation ePm between the first hydraulic pressure Pm1 and the second hydraulic pressure Pm2 is greater than or equal to the predetermined hydraulic pressure epx, the failure state of the second braking system SK2 is determined.

  If “ePm ≧ epx” and step S140 is affirmative (“YES”), the process proceeds to step S170. On the other hand, if “ePm <epx” and step S140 is negative (in the case of “NO”), the current arithmetic processing is ended.

  By the processing of steps S130 and S140, it is determined whether "the first braking system SK1 is in a failed state or not" or "the second braking system SK2 is in a failed state". To be done. That is, the failure state of any one of the first braking system SK1 and the second braking system SK2 is detected.

  In step S150 and step S160, failure control when the first braking system SK1 is in a failure state is executed. Here, the "failure control" is a process for ensuring the operation characteristics of the braking operation member BP and maintaining the deceleration of the vehicle suitable when a failure state occurs in one braking system.

  In step S150, the process related to the failure side system (that is, the first braking system SK1) is executed. Specifically, the pressure-increasing valves SZfl and SZrr of the first braking system SK1 in the modulator HMJ are energized to achieve the excited state of the solenoid valve (that is, the solenoid valve SZfl of the braking system SK1 in the failed state). , SZrr is energized). As a result, the communication state between the master cylinder MC and the wheel cylinders WCfl and WCrr of the first braking system SK1 is cut off. Further, the first hydraulic chamber Rm1 of the first braking system SK1 is fluidly locked. Since the braking fluid is an incompressible fluid, the relative displacement between the first piston PS1 and the second piston PS2 is restricted when the first hydraulic chamber Rm1 is enclosed. Therefore, even if one of the components related to the first braking system SK1 fails and the first braking system SK1 falls into a failed state, the operation displacement of the braking operation member BP is not extended, and The operating characteristics can be properly maintained.

  In step S160, the process related to the proper system (that is, the second braking system SK2) is executed. When the first braking system SK1 is in a failed state, no braking force is generated at the wheels WHfl and WHrr related to the first braking system SK1. In order to compensate the deceleration of the vehicle, the braking force of the wheels WHfr, WHrl related to the second braking system SK2 is increased. Specifically, the electric motor MT is driven, and the second linear solenoid valve SL2 adjusts the pressure so that the second hydraulic pressure Pm2 increases. In this case, the pressure-increasing valves SZfr, SZrl of the second braking system SK2 are not energized, and the open position is maintained (that is, the solenoid valves SZfr, SZrl of the braking system SK2 that are not in the failed state are: Not energized). The pressure increase amount of the second braking system SK2 is set to increase as the braking operation amount Bpa (operation displacement) increases, based on a preset characteristic.

  Similarly, in steps S170 and S180, failure control when the second braking system SK2 is in a failure state is executed. Specifically, in step S170, the pressure increase valves SZfr, SZrl of the second braking system SK2 are energized, and the master cylinder MC and the wheel cylinders WCfr, WCrl of the second braking system SK2 are disconnected from each other. Thus, the second hydraulic chamber Rm2 is fluidly sealed. In step S180, the electric motor MT is driven, and the first linear solenoid valve SL1 increases the first hydraulic pressure Pm1 to regulate the pressure. The solenoid valves SZfl and SZrr of the braking system SK1 that are not in the failed state are not energized, and the communication state between the master cylinder MC and the wheel cylinders WCfl and WCrr of the first braking system SK1 is maintained. . The same effects as above can be obtained by these treatments.

  After the processing of steps S160 and S180, the processing proceeds to step S190. In step S190, the driver is notified. When the condition of step S130 or step S140 is satisfied for the first time (calculation cycle), the driver is notified via the notification device (indicator) IND.

  The failure determination based on the first and second hydraulic pressures Pm1 and Pm2 in the master cylinder MC has been described above. Hereinafter, an example of failure determination (processing of steps S130 and S140) based on another signal (Vwa or the like) will be described. Even if another failure determination is adopted, steps S150 to S190 are the same.

<< Failure judgment based on wheel speed Vwa ** >>
The failure state can be determined based on each wheel speed Vwa **. When the braking hydraulic pressure (wheel cylinder hydraulic pressure) Pw ** is increased and a braking torque is applied to each wheel WH, a braking slip occurs on the wheel WH and a braking force is generated. Since the braking fluid pressure (braking torque) Pw ** is not increased in the braking system in the failed state, braking slip does not occur. Therefore, by comparing the wheel speeds Vwa of the respective wheels WH, the presence or absence of braking slip is identified, and the failure state is determined.

  For example, during straight braking, the front left wheel speed Vwafl and the front right wheel speed Vwafr are compared. When the difference eVw (absolute value) between the front left wheel speed Vwafl and the front right wheel speed Vwafr is equal to or greater than the predetermined speed evx, the failure state is determined. In this case, a failure has occurred in the braking system corresponding to the faster wheel speed (the one that does not include the braking slip). That is, the failure state of the first braking system SK1 is determined when "Vwafl> Vwafr", and the failure state of the second braking system SK2 is determined when "Vwafl <Vwafr". During straight braking, the steering angle (detection value) Swa is in the vicinity of “0”, and the braking operation amount Bpa is determined based on a condition of a predetermined value bpx or more.

  A failure condition may be determined based on a comparison of left and right wheel speeds at the rear wheels. As in the case of the front wheels, the failure state of the first braking system SK1 is determined when “Vwarr> Vwarl”, and the failure state of the second braking system SK2 is determined when “Vwarr <Vwarl”. To be judged. The failure determination based on the wheel speed Vwa ** has been described above.

<< Failure judgment based on turning state quantity >>
The failure state can be determined based on the turning state amount of the vehicle. Here, the “turning state amount” is a state variable indicating the turning state of the vehicle, and is determined based on at least one of the yaw rate Yra and the lateral acceleration Gya, for example. Hereinafter, the case where the yaw rate Yra is adopted as the turning state amount will be described as an example.

First, the vehicle body speed Vxa is calculated based on the wheel speed (detection value) Vwa **. For example, of the four wheel speeds Vwa, the largest one is adopted as the vehicle body speed Vxa. The reference value Yrt of the yaw rate is calculated based on the detected steering angle value Swa and the vehicle body speed Vxa. For example, it is calculated by the following equation (1).
Yrt = (Vxa · Swa) / {L · Ns · (1 + Kh · Vxa ² )} Equation (1)
Here, L is a wheel base, Ns is a steering gear ratio, Kh is a stability factor, and each is a preset predetermined value.

  The steering angle Swa has a positive sign (plus) when the vehicle turns left (corresponding to a counterclockwise steering operation) and a negative sign (minus) when the vehicle turns right (corresponding to a clockwise steering operation). Therefore, the yaw rate reference value Yrt is determined as a value with a sign (value in which plus / minus is taken into consideration).

  Based on the detected value Yra and the reference value Yrt in the yaw rate (physical quantity), their deviation (yaw rate deviation) eYr is calculated. The failure state is determined based on the yaw rate deviation eYr (= Yra-Yrt). Specifically, based on "whether or not the absolute value | eYr | of the deviation eYr is greater than or equal to a predetermined difference eyx", "whether one of the two braking systems is in a failure state or not" is determined. Is determined. Then, based on the sign of the deviation eYr, which braking system is malfunctioning is specified. When the deviation eYr has a positive sign, the failure state of the second braking system SK2 is determined. On the contrary, when the deviation eYr has a negative sign, the failure state of the first braking system SK1 is determined. It should be noted that the predetermined difference eyx is a threshold value for determining failure and is a preset predetermined value.

Similarly, when the lateral acceleration Gya is adopted as the turning state quantity, the reference value Gyt of the lateral acceleration is determined based on the following equation (2).
Gyt = (Vxa ² · Swa) / {L · Ns · (1 + Kh · Vxa ² )} Equation (2)
Then, based on the detected value Gya and the reference value Gyt in lateral acceleration, the deviation (lateral acceleration deviation) eGy thereof is calculated. Based on the absolute value of the lateral acceleration deviation eGy (= Gya-Gyt) and the sign, it is determined which braking system has the failure. A combination of yaw rate and lateral acceleration may be adopted as the turning state quantity. The failure determination based on the turning state amount has been described above.

<Second Embodiment of Vehicle Brake Control Device BCS>
In the first embodiment of the braking control device BCS, the two braking systems are diagonal type. As the two braking systems, a front and rear type (also referred to as “H type”) can be adopted. Also in this case, the master cylinder MC is provided with two hydraulic chambers Rm1 and Rm2. The first hydraulic pressure chamber Rm1 is connected to the front wheel cylinders WCfl and WCfr via the first pressurizing pipe HK1, the modulator HMJ, and the front wheel pressure regulating pipes HCfl and HCfr. The second hydraulic pressure chamber Rm2 is connected to the rear wheel cylinders WCrl and WCrr via the second pressurizing pipe HK2, the modulator HMJ, and the rear wheel pressure regulating pipes HCrl and HCrr. That is, the braking system for the front wheels is the first braking system SK1, and the braking system for the rear wheels is the second braking system SK2.

  In the description of the first embodiment, "a constituent member related to the right rear wheel WHrr (SZrr or the like)" is referred to as "a constituent member related to the right front wheel WHfr (SZfr or the like)" or "a constituent member related to the right front wheel WHfr (SZfr or the like)". "" Is replaced with "a constituent member (SZrr, etc.) related to the right rear wheel WHrr", respectively, and corresponds to the description of the second embodiment.

  Also in the second embodiment, when the first braking system SK1 is in a failed state, the pressure boost valves SZfl and SZfr for the front wheels are energized to the closed position. As a result, the first hydraulic chamber Rm1 is fluidly contained, and the invalid displacement of the braking operation member BP can be suppressed. Here, the booster valves SZrl and SZrr for the rear wheels are not energized, and the state of the open position is continued.

  Further, the electric motor MT is driven, and the braking fluid is discharged from the second fluid pump HP2 between the second linear solenoid valve SL2 and the pressure increasing valves SZrl and SZrr. The second linear solenoid valve SL2 is energized based on the braking operation amount (for example, operation displacement) Bpa, and the second hydraulic pressure Pm2 in the second braking system SK2 is increased. Thereby, the shortage of the braking force due to the failure of the first braking system SK1 can be compensated.

  When the second braking system SK2 is in a failed state, the rear wheel pressure increasing valves SZrl and SZrr are energized to the closed position. Further, the electric motor MT is driven and the first linear solenoid valve SL1 increases and adjusts the first hydraulic pressure Pm1 of the first braking system SK1. Here, the booster valves SZfl and SZfr for the front wheels are not energized, and the open position is maintained. Similarly to the above, the second hydraulic chamber Rm2 is fluidly contained, the ineffective displacement of the braking operation member BP is suppressed, the first hydraulic pressure Pm1 is increased, and the vehicle deceleration can be secured.

  In addition, in the second embodiment, when one system failure occurs, a left-right difference in braking force does not occur. Therefore, the failure determination based on the turning state amount (Yra or the like) adopted in the first embodiment is not adopted in the second embodiment.

<Action / effect>
The operation and effect of the vehicle braking control device BCS according to the present invention will be described with reference to the schematic diagram of FIG. 3A on the upper side of the central axis Jmc corresponds to the case where the braking operation member (brake pedal) BP is not operated, and FIG. 3B on the lower side of the central axis Jmc shows the second braking. This corresponds to the case where the system SK2 is defective.

  When the operation amount Bpa of the braking operation member BP is increased, the operating force is the braking operation member BP, the piston rod PRD, the first piston PS1, the first return spring RS1, the second piston PS2, and the second return spring RS2. Are transmitted in that order. Further, when the braking system is not defective, the hydraulic pressures Pm1 and Pm2 in the first and second hydraulic chambers Rm1 and Rm2 are increased, so that the first and second pistons PS1 and PS2 are not connected. The forces generated by the first and second hydraulic pressures Pm1 and Pm2 also act. Then, the hydraulic pressure in each braking system increases so that these forces are balanced.

  However, when one braking system (for example, the second braking system SK2) is in a failed state, the braking fluid flows out of the braking system, so that no pressure is generated in the braking system. Therefore, the force from the hydraulic chamber (the second hydraulic chamber Rm2 in this case) does not act on the piston (the second piston PS2 in this case) corresponding to the braking system. Further, no pressure is generated in the hydraulic chamber that is functioning properly (in this case, the first hydraulic chamber Rm1). As a result, the piston rod PRD (that is, the braking operation member BP) receives the first and second return springs RS1 and RS2 and a slight sliding resistance, but substantially moves while moving forward over the ineffective displacement ssk. Do not receive power. That is, when the one-system failure occurs, the operating characteristics of the braking operation member BP are displaced, but the operating force is not generated.

  In the vehicle braking control device BCS according to the present invention, first, the pressure adjustment unit CAU (particularly, the controller ECU) causes the failure of one of the first braking system SK1 and the second braking system SK2. The condition is detected. By the controller ECU, "whether or not the two braking systems SK1 and SK2 have a failure state", and "when the failure state has occurred, the first and second braking systems SK1, Which of SK2 is occurring? "Is determined. Here, to detect (determine) the failure state, the detection results (first and second hydraulic pressures Pm1 and Pm2) of the hydraulic pressure sensors PM1 and PM2 of each braking system, each wheel speed Vwa **, and the vehicle At least one of the turning state quantities (Yra, etc.) is used.

  When the controller ECU detects a failure state, in the modulator HMJ, the normally open solenoid valve (pressure increasing valve) SZ ** of the braking system in the failure state is energized to drive the solenoid valve SZ ** to the closed position. To be Therefore, the solenoid valve SZ ** hydraulically locks the hydraulic chamber of the master cylinder MC of the braking system in the failed state. Therefore, even if a system failure occurs, the operation displacement of the braking operation member BP is not extended (that is, the above-mentioned invalid displacement ssk cannot occur). As a result, the operating characteristics of the braking operation member can be properly maintained.

BP ... Braking operation member (for example, brake pedal), WH ** ... Wheel, MS ** ... Friction member, KT ** ... Rotating member, WC ** ... Wheel cylinder, MC ... Master cylinder, CAU ... Pressure adjusting unit, HMJ ... Modulator, ECU ... Controller, SK1 ... First braking system, SK2 ... Second braking system, PM1, PM2 ... First and second hydraulic pressure sensor, YRA ... Yaw rate sensor, GYA ... Lateral acceleration sensor, SWA ... Steering angle Sensor, VWA ** ... Wheel speed sensor, SZ ** ... Solenoid valve (pressure increasing valve).

Claims (2)

A first braking system from the first hydraulic chamber of the tandem master cylinder to the left front wheel and the right rear wheel cylinder,
A second braking system from the second hydraulic chamber of the tandem master cylinder to the right front wheel and the left rear wheel cylinder;
A pressure regulator that is interposed in the first braking system and the second braking system and adjusts the hydraulic pressure of the left front wheel and the right rear wheel wheel cylinder and the hydraulic pressure of the right front wheel and the left rear wheel cylinder. A unit,
In a vehicle braking control device including:
The pressure adjustment unit,
A left front wheel and a right rear wheel solenoid valve that cut off the communication state between the first hydraulic chamber and the left front wheel and the right rear wheel wheel cylinder by being energized ;
A right front wheel and a left rear wheel solenoid valve for cutting off a communication state between the second hydraulic chamber and the right front wheel and the left rear wheel wheel cylinder by being energized ,
Detecting a failure state of any one of the first braking system and the second braking system,
When a failure state of the first braking system is detected , the left front wheel and the right rear wheel solenoid valves are energized without energizing the right front wheel and the left rear wheel solenoid valves ,
A vehicle configured to energize the right front wheel and the left rear wheel solenoid valves without energizing the left front wheel and the right rear wheel solenoid valves when a failure state of the second braking system is detected. Braking control device. A first braking system from the first hydraulic chamber of the tandem master cylinder to the front wheel cylinder,
A second braking system from the second hydraulic chamber of the tandem master cylinder to the rear wheel cylinders;
A pressure adjusting unit that is interposed in the first braking system and the second braking system and adjusts the hydraulic pressure of the front wheel cylinder and the hydraulic pressure of the rear wheel cylinder;
In a vehicle braking control device including:
The pressure adjustment unit,
A front-wheel solenoid valve that shuts off a communication state between the first hydraulic chamber and the front-wheel wheel cylinder by being energized;
A rear-wheel solenoid valve that shuts off a communication state between the second hydraulic chamber and the rear-wheel wheel cylinder by being energized,
Detecting a failure state of any one of the first braking system and the second braking system,
When the failure state of the first braking system is detected, the front wheel solenoid valve is energized without energizing the rear wheel solenoid valve,
A braking control device for a vehicle configured to energize the rear wheel solenoid valve without energizing the front wheel solenoid valve when a failure state of the second braking system is detected.