JPH1035467A - Brake controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of residual negative pressure on the downstream side of an in side gate valve when a system is checked and to accomplish reduction in a size of a device and in a cost. SOLUTION: A brake controller, in which a fluid pressure control valve constructed of a normally open type out side gate valve 3, an inflow valve 5, and an outflow valve 6 is arranged in the first channel circuit 1 connecting a master cylinder MC and wheel cylinders FL, RR together, is provided with a main pump 4 which sucks fluid from a reservoir 7 so as to discharge it to the fluid pressure control valve, a supercharging pump 8 discharging the fluid to the intake side of the main pump 4, and a normally close type in side gate valve 9 arranged on the upstream side of the supercharging pump 8. In the brake controller, a motor M is driven when a system is checked, and the in side gate valve 9 is opened while the motor M is rotated actually.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a yaw moment in a direction in which wheel lock prevention control during braking (hereinafter, this control is referred to as ABS control), and a braking force is generated to control wheel driving force or stabilize a vehicle posture. The present invention relates to a brake control device capable of performing motion control (hereinafter, drive force control and motion control are collectively referred to as stable control) for generating the force.

[0002]

2. Description of the Related Art Conventionally, as a brake control device for executing stable control, for example, a brake control device disclosed in Japanese Patent Application Laid-Open No. 7-80445 is known. In this prior art, two hydraulic control circuits are provided between a master cylinder as operating hydraulic pressure generating means and a wheel cylinder of each wheel, and each hydraulic control circuit includes a hydraulic pressure generated in the master cylinder and a main pump. And a pressure increasing / decreasing valve capable of controlling the output pressure with respect to the wheel cylinder pressure. Further, a supply pump is provided in series on the suction side of the main pump to suck liquid from the master cylinder side and supply the liquid to the suction side of the main pump. A normally open outside gate valve is provided between the master cylinder and the hydraulic control circuit, and a normally closed inside gate valve is provided on the suction side of the feeding pump. According to the prior art described above, during the ABS control, each of the inflow valve and the outflow valve is operated while driving the motor to supply the discharge pressure of the main pump to the hydraulic control circuit while maintaining the in-side gate valve in a closed state. To control the pressure reduction, holding, and pressure increase of the wheel cylinder pressure to keep the wheel slip ratio within a predetermined range, thereby preventing wheel lock or slip. At this time, the charging pump is driven but the liquid cannot be sucked and discharged because the in-side gate valve is closed, and the charging function is not performed. At the time of stable control, while closing the out-side gate valve, the in-side gate valve is switched to the open state, the motor is driven, the liquid in the master cylinder is sucked by the feeding pump, and supplied to the main pump. The suction pressure is supplied to the hydraulic control circuit while sucking the liquid supplied from the supply pump at the time of rising and the liquid of the reservoir thereafter, and the inflow valve and the outflow valve are operated to supply the brake fluid to a desired wheel cylinder. Pressure is supplied to generate a braking force to control wheel torque, or yaw momentum is generated in the vehicle by the braking force to control the posture of the vehicle in a stable direction. In this prior art,
At the time of stable control, the supply pressure is supplied to the main pump by the feed pump, so that the discharge pressure of the main pump rises quickly, and thus the control response is excellent, and is high during stable control without increasing the capacity of the main pump. Control responsiveness is obtained.

[0003]

However, in the above-described prior art, although a feed pump is provided in series with the main pump to increase the control responsiveness during the stable control, the following reasons are given. There has been a problem that high control responsiveness may not be obtained. That is, in the brake control device according to the present invention and the prior art, it is general that a self-check is performed immediately before the vehicle is driven to determine whether or not the device operates normally. In this case, an ignition switch is used. The motor is driven for a short period of time in response to the turning on of the motor, and the driving of the motor is checked. At this time, the main pump and the feeding pump also perform the suction / discharge operation with the driving of the motor. However, at this time, since the in-side gate valve has a normally closed structure, a liquid downstream of the in-side gate valve is sucked, and a negative pressure is generated between the in-side gate valve and the suction valve of the main pump. A pressure is generated, and after the motor stops, a negative pressure remains at this portion. So after this,
When executing the stability control, the in-side gate valve is opened, the feeding pump sucks the liquid on the master cylinder side and discharges it to the main pump, and the main pump suctions and discharges the liquid. As described above, since the residual negative pressure exists downstream of the in-side gate valve, the rise of the discharge pressure of the main pump is delayed correspondingly, and the control response is delayed accordingly. Further, if the capacities of the motor and the pump are increased in order to eliminate the control response delay, there is a problem that the size of the apparatus and the cost are increased.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and provides an ABS control and a stable control in which a normally closed in-side gate valve is provided upstream of a suction valve of a main pump. In the brake control device, the negative pressure is prevented from remaining on the suction side of the main pump during system check control, and the control response delay caused by the residual negative pressure is prevented. The purpose is to achieve without inviting.

[0005]

Means for Solving the Problems In order to achieve the above object, an invention according to claim 1 is provided with an operating hydraulic pressure generating means for generating a hydraulic pressure in response to a driver's brake operation, and an operating hydraulic pressure generating means. A main circuit that connects the generating means to a wheel cylinder that generates a braking force at the wheels, a hydraulic pressure control valve that is provided in the middle of the main circuit, and that can reduce, hold, and increase the wheel cylinder pressure; A reservoir provided on the drain side of the control valve and a main suction circuit having a suction valve connected to the reservoir or the operating fluid pressure generating means are connected to the fluid pressure control valve so that fluid pressure can be supplied to the fluid pressure control valve. A motor-driven main pump to which a main discharge circuit having a discharge valve is connected, and a charging / discharging circuit having a discharge valve capable of supplying hydraulic fluid to the main suction circuit are connected. For generating means A motor-driven charging pump to which a charging suction circuit having a suction valve is connected, and a normally-closed in-side gate valve provided in the middle of a path from the suction valve of the main suction circuit to the charging suction circuit to open and close the circuit; A normally open out-side gate valve provided at a position between the hydraulic pressure control valve of the main circuit and the operating hydraulic pressure generating means to open and close the circuit;
Control means for controlling the operation of the hydraulic pressure control valve and both gate valves and the driving of the motor, wherein the control means performs a system check control for driving the motor in response to turning on of an ignition switch of the vehicle. In the brake control device configured as described above, the control means is configured to open the in-side gate valve while the motor is rotating during system check control. Also,
In the invention described in claim 2, the control means sets the valve closing timing after opening the in-side gate valve in the system check control after a predetermined time has elapsed after the output of the signal for driving the motor is stopped. .

[0006]

In the brake control device according to the first aspect, when the ignition switch is turned on, the control means executes system check control to drive the motor, and while the motor is rotating, the in-side gate valve. Is opened. Therefore, the feeding pump sucks the liquid from the operating hydraulic pressure generating means side through the valve-side in-side gate valve until the rotation of the motor stops. Thereafter, when the rotation of the motor stops, the in-side gate valve is also closed. In this way, while the motor is rotating, the in-side gate valve is open, so that the downstream of the in-side gate valve does not have a negative pressure, and there is no residual negative pressure,
Therefore, when the stability control is performed thereafter, there is no delay in increasing the discharge pressure of the main pump and delaying control responsiveness.

In the brake control device according to the second aspect, when opening the in-side gate valve while the motor is rotating during the system check control, a predetermined time elapses after the output of the signal for driving the motor is stopped. Until this time, the in-side gate valve is open. Therefore, by setting the predetermined time to a time during which the motor performs inertial rotation after the driving of the motor is stopped, the in-side gate valve can be opened while the motor is rotating. Incidentally, in addition to this, a rotation sensor for detecting the actual rotation of the motor may be provided, and the in-side gate valve may be opened while the rotation sensor detects the rotation.

[0008]

Embodiments of the present invention will be described below with reference to the drawings. First, the overall configuration of the embodiment of the present invention will be described with reference to FIG. In the figure, F
L is a wheel cylinder for the left front wheel, RR is a wheel cylinder for the right rear wheel, FR is a wheel cylinder for the right front wheel, RL is a wheel cylinder for the left rear wheel, and MC is each wheel cylinder FL to RL.
Master cylinder as a hydraulic pressure source to be supplied to the cylinder.
The master cylinder MC includes a first channel circuit 1 constituting a main circuit connected to the wheel cylinders FL and RR on the left front wheel and the right rear wheel side in conjunction with the depression of the brake pedal BP, and a right front wheel and a left It is configured to generate two systems of brake fluid pressure X-piped with a second channel circuit 2 constituting a main circuit connected to the wheel cylinders FR, RL on the rear wheel side. The master cylinder MC is provided with a reservoir tank RT for storing the hydraulic fluid.

In the following description, since the configurations of the two channel circuits 1 and 2 are the same in describing the configuration, only the configuration of the first channel circuit 1 will be described below.
In both channel circuits 1 and 2, the same reference numerals are given to the same components, and the description of the configuration of the second channel circuit 2 is omitted. The first channel circuit 1 is branched into a rear wheel branch circuit 1r reaching the right rear wheel cylinder RR and a front wheel branch circuit 1f reaching the left front wheel wheel cylinder FL.

An out-side gate valve 3 is provided upstream of the first channel circuit 1, and a gate valve bypass circuit 1b and a relief circuit 1m that bypass the out-side gate valve 3 are provided. The out-side gate valve 3 is operated by a spring force when not in operation.
When the channel circuit 1 is in communication, the first
It is constituted by a normally closed 2-port 2-position electromagnetic switching valve that shuts off the channel circuit 1. Further, the gate valve bypass circuit 1b is configured such that only the flow from the upstream side (the master cylinder MC side) to the downstream side can be performed by the one valve 1c provided in the middle. In the middle of the relief circuit 1m, there is provided a relief valve 1n for releasing the hydraulic pressure when the pressure becomes equal to or higher than a predetermined pressure.

A main discharge circuit 4a for supplying a discharge hydraulic fluid from the main pump 4 is connected to a connection point 1d provided between the out side gate valve 3 and the two branch circuits 1f and 1r. In the middle of the main discharge circuit 4a, a discharge valve 4b having a one-way valve structure for preventing backflow and a damper 4c for absorbing discharge pulsation are provided.

Each of the branch circuits 1r and 1f is provided with an inflow valve 5 and an outflow valve 6 for reducing, maintaining and increasing the brake fluid pressure of each of the wheel cylinders FL and RR.
That is, the inflow valve 5 is connected to each of the branch circuits 1r and 1f.
And a normally open 2-port 2-position solenoid-operated switching valve that connects the branch circuits 1r and 1f to each other by a spring force when not in operation and shuts off each branch circuit 1r and 1f when in operation. . Further, the outflow valve 6 is branched from branch points 1e, 1e provided downstream (on the side of the wheel cylinders FL, RR) from the inflow valve 5 of each of the branch circuits 1r, 1f to a discharge circuit 1 which reaches the reservoir 7.
0a, which is provided in the middle of a normally closed state which shuts off the discharge circuit 10a when not in operation and connects the discharge circuit 10a when in operation.
It is composed of an electromagnetic switching valve with two ports. In addition, each branch circuit 1r, 1f is provided with an inflow valve bypass 1h having a valve 1g while bypassing the inflow valve 5 and allowing only the flow from downstream to upstream. Further, a main suction circuit 4f connected to the suction side of the main pump 4 is connected to the discharge circuit 10a, and in the middle of the main suction circuit 4f, the main pump 4 sucks the hydraulic fluid from the reservoir 7. A suction valve 4h having a one-way valve structure is provided.

Further, at a branch point 4j provided at a position closer to the main pump 4 than the suction valve 4h of the main suction circuit 4f, a discharge valve 8d is provided on the way connected to the discharge side of the feeding pump 8. The supply / discharge circuit 8a is connected. That is, the charging pump 8 is driven in series with the main pump 4 during the stable control to supply the hydraulic fluid from the master cylinder MC side to the suction side of the main pump 4 to improve the rise of the discharge pressure of the main pump 4. The charging suction circuit 8b connected to the suction side of the charging pump 8 is connected to the master cylinder MC or the reservoir tank RT. The main pump 4 and the feed pump 8 are each configured to be driven by one motor M. An in-side gate valve 9 and a suction valve 8c for preventing backflow are provided in the middle of the feeding suction circuit 8b. The in-side gate valve 9 is a normally-closed 2-port 2-position electromagnetic switching valve that shuts off the supply / suction circuit 8b by a force of a spring when not in operation and connects the supply / suction circuit 8b when in operation. . As shown in FIG. 2, each of the valves 3, 5, 5, 6, 6, and 9 of the solenoid valve structure includes a control unit CU.
The operation is controlled by. That is, the control unit CU includes a sensor group SG including a wheel speed sensor S for detecting a rotation speed of wheels (not shown), a yaw rate sensor YR for detecting a yaw rate of the vehicle body, a steering angle sensor H for detecting a steering angle of the vehicle, and the like. And an ignition switch IGN are connected. The control unit CU obtains a slip ratio based on the signals input from the sensor group SG, and reduces the slip ratio when the slip ratio becomes a predetermined value or more during braking. Alternatively, a TCS that suppresses a drive wheel slip when non-braking occurs
The control and the stability control including the motion control for performing the braking for generating the yaw rate in the direction for suppressing the vehicle attitude when the vehicle attitude is disturbed are performed. However, since these controls are not the main components of the present application, the description is omitted. The AB
It is necessary to operate the main pump 4 at the time of S control, and to operate the main pump 4 and the feeding pump 8 at the time of stable control. However, since both pumps 4 and 8 are driven by a common motor M, the control unit CU includes: When operating any of the pumps 4 and 8, the motor M is driven.

Next, the operation of the brake control device according to the present embodiment will be described. This operation is also the first
Since the operations of the second channel circuits 1 and 2 are the same, only the first channel circuit 1 will be described. a) Normal brake operation Normally, each of the valves 3, 5, 5, 6, 6, and 9 is in a non-operating state shown in the figure, and when the brake pedal BP is depressed in this state, the brake is generated in the master cylinder MC. Brake fluid pressure
The first channel circuit 1 is transmitted to each of the wheel cylinders FL and RR through the branch circuits 1f and 1r while passing through the out-side gate valve 3 and the inflow valve 5, and the wheels are braked according to the depression force of the brake pedal BP. Will be

B) At the time of ABS control When the wheels are locked or are likely to be locked at the time of the above-described brake operation, the control unit CU detects the state based on the slip ratio and determines whether the wheels have slipped. ABS control is performed to prevent the wheels from being locked by keeping the rate within a predetermined range. That is, this AB
The S control is to reduce, hold, and increase the brake fluid pressure so that the wheels are not locked. First, the brake fluid pressure generated by the driver's brake operation described above causes one of the left front wheel and the right rear wheel or When both slip ratios become equal to or more than a predetermined value, the control unit CU starts driving of the motor M and inflows of the branch circuits 1r and 1f connected to the wheel cylinders FL and RR for braking the wheels which are likely to be locked. Energize valve 5 and outflow valve 6,
The inflow valve 5 is closed and the outflow valve 6 is opened. This inflow valve 5
As a result, the pressure in the wheel cylinders FL, RR is no longer increased from the master cylinder MC side, and the hydraulic fluid in the wheel cylinders FL, RR passes through the discharge circuit 10 a through the discharge circuit 10 a through the reservoir 7. And the pressure is reduced to reduce the braking force. The working fluid stored in the reservoir 7 is sucked from the main suction circuit 4f by driving the main pump 4, and then returned to the first channel circuit 1 via the main discharge circuit 4a. Then, as a result of the decrease in the braking force, when the slip ratio of the wheel falls below a predetermined value, the control unit CU stops supplying electricity to the outflow valve 6, closes the outflow valve 6, and sets the wheel cylinder F
The hydraulic pressures of L and RR are maintained. Further, as a result of the holding operation, when the slip ratio decreases to less than another predetermined value, the control unit CU cuts off the current supply to the inflow valve 5 and opens the inflow valve 5, and as a result, the first channel which has become high pressure The hydraulic fluid of the circuit 1 is supplied to the wheel cylinders FL and RR via the opened inflow valve 5, and the braking force is increased again. By repeating the above operation, brake pedal B
While stepping on P, the ABS is controlled such that the slip ratio of each wheel is kept within a predetermined range and the maximum braking force is obtained while preventing the wheels from being locked. Also, the above ABS
At the time of control, since the in-side gate valve 9 is not energized and maintains the closed state, the supply pump 8 cannot suck the hydraulic fluid even when driven by the motor M, and does not perform the supply function.

C) At the time of stable control In response to an increase in the slip ratio of the drive wheels due to sudden start and sudden acceleration, control is performed to keep the slip ratio within a predetermined range, or the posture of the vehicle is likely to be disturbed. Accordingly, when performing stability control such as controlling the attitude of the vehicle in a stable direction by the braking force, the motor M is driven and the gate valves 3 and 9 are energized. Therefore, the out-side gate valve 3 is closed, the first channel circuit 1 is shut off upstream of the connection point 1d, and the in-side gate valve 9 is opened to connect the charging / suction circuit 8b. Accordingly, as a result of the supply pump 8 sucking the hydraulic fluid in the master cylinder MC and discharging the hydraulic fluid toward the supply / discharge circuit 8a, the main pump 4 sucks the hydraulic fluid from the supply / discharge circuit 8a and discharges the main discharge circuit 4a. , The pressure of the first channel circuit 1 can be increased. The hydraulic fluid discharged to the main discharge circuit 4a is supplied to the wheel cylinder FL or RR via the first channel circuit 1 while being increased, maintained, and reduced in pressure based on the operation of the inflow valve 5 and the outflow valve 6. A braking operation is performed. As a result, the vehicle attitude can be controlled by reducing the slip ratio or causing yaw moment in the vehicle body. Incidentally, when oversteering, a braking force is applied to the rear wheel of the turning outer wheel to generate a yaw moment in the understeer direction. Can be controlled in a stable direction.

D) At the time of system check control In this embodiment, at the time of starting traveling, a system check is performed to determine whether or not the device operates normally. The troll unit CU starts this system check control when the ignition switch IGN is turned on. That is, as shown in the time chart of FIG. 3, the control unit CU turns on the ignition switch IGN. After a predetermined time t1, the self-check flag is turned ON for a predetermined time, and the motor M is energized for the predetermined time t2, and the inner gate valve 9 is also energized and opened. Then, after the predetermined time t2 has elapsed, the control unit CU turns off the self-check flag and stops energizing the motor M. As shown in the figure, the motor voltage sharply drops due to the stoppage of the current supply, but the motor M continues to rotate due to inertia.
(For example, 300 mm / sec). Then, when the predetermined time t3 has elapsed, the control unit CU stops supplying power to the in-side gate valve 9 and closes the valve.

That is, when the motor M is rotated by the system check control, both motors 4 and 8 operate accordingly. At this time, since the in-side gate valve 9 is opened at the same time, the operation of the two pumps 4 and 8 causes the liquid to flow through the first channel circuit 1-the supply and suction circuit 8b-the supply and discharge circuit 8a-the main suction circuit 4f-the main discharge. Circuit 4a-First
It circulates along the channel of the channel circuit 1 (on the way, through the out-side gate valve 3). Therefore, the downstream side of the in-side gate valve 9 is kept at the atmospheric pressure as shown in the figure. By the way, if the inside gate valve 9 is closed at this time, the above-mentioned circulation is not performed, so that the hydraulic pressure downstream of the inside gate valve 9 becomes a negative pressure as shown by a dotted line in the figure.

As described above, in the embodiment, the system M is configured to open the in-side gate valve 9 during the actual rotation of the motor M during the system check control. The effect of preventing the negative pressure from remaining and increasing the hydraulic pressure at the next stable control to obtain a high responsiveness is obtained. The effect is obtained that the size can be reduced and the size of the device can be reduced and the cost can be reduced.

In addition, in this embodiment, when the in-side gate valve 9 is opened during the actual rotation of the motor M,
Since the time t3 required from the stop of energization to the motor M until the rotation number actually becomes 0 is measured and the control is performed based on this time, a sensor for detecting the actual rotation of the motor M is unnecessary. There is an effect that control can be performed to obtain the above-mentioned effects at low cost.

Although the embodiment has been described with reference to the drawings, the present invention is not limited to this. For example,
In the embodiment, 300 mm / sec is shown as an example of the predetermined time t3 from when the driving of the motor M is stopped to when the actual rotation becomes 0 (until the in-side gate valve 9 is closed). However, the present invention is not limited to this, and may be set arbitrarily according to the characteristics of the motor to be applied. In the embodiment, the charging / discharging circuit 8a of the charging pump 8
Is connected downstream of the suction valve 4h of the main pump 4, but may be connected upstream of the suction valve 4h as in the prior art. In the embodiment, the two main pumps 4
Although the four and two feeding pumps 8 are operated by one motor M, the main pump and the feeding pump may be operated by different motors. In this case, the motor for operating the feeding pump is driven only during the stable control and the system check control. In the embodiment, the in-side gate valve 9 is connected to the charging pump 8.
Although the example is shown in the middle of the supply and suction circuit 8b, it may be provided in the middle of the supply and discharge circuit 8a. In this case, a relief circuit is provided between the feed pump and the in-side gate valve to release the hydraulic pressure to the master cylinder MC when the pressure exceeds a predetermined pressure. Also, the master cylinder is shown as the operating hydraulic pressure generating means, but a pressure control valve that detects a displacement amount of a member that performs a braking operation such as a brake pedal and supplies a corresponding hydraulic pressure from a hydraulic pressure source such as a pump. Other means are also conceivable.

[0022]

As described above, in the brake control device of the present invention, at the time of system check control, the motor is driven and the in-side gate valve is opened, and this opening is performed while the motor is rotating. With this configuration, the negative pressure does not remain downstream of the in-side gate valve after the motor is driven by the system check control, so that the control responsiveness is reduced at the next execution of the stable control due to the residual negative pressure. There is an effect that the problem of deterioration can be solved by an inexpensive means of controlling the in-side gate valve. In addition, this effect eliminates the need to increase the capacity of the motor and the pump in order to prevent the deterioration of control responsiveness, so that the size and cost of the device can be reduced. Further, in the invention according to claim 2,
By setting the closing timing after opening of the in-side gate valve to a predetermined time after the stop of the signal for driving the motor, when the in-side gate valve is opened while the motor is rotating, the motor is closed. This eliminates the need for a sensor for detecting the rotation of the motor, and has the effect of reducing costs.

[Brief description of the drawings]

FIG. 1 is an overall view showing a brake control device according to an embodiment.

FIG. 2 is a block diagram showing a main part of the embodiment.

FIG. 3 is a time chart showing the operation of the embodiment.

[Explanation of symbols]

 FL Wheel cylinder RR Wheel cylinder FR Wheel cylinder RL Wheel cylinder MC Master cylinder CU Control unit (Control means) 1 First channel circuit (Main circuit) 2 Second channel circuit (Main circuit) 3 Out side gate valve 4 Main pump 4a Main Discharge circuit 4b Discharge valve 4f Main suction circuit 4h Suction valve 5 Inflow valve (hydraulic pressure control valve) 6 Outflow valve (hydraulic pressure control valve) 7 Reservoir 8 Supply pump 8a Supply / discharge circuit 8b Supply / supply circuit 8c Intake valve 8d Discharge valve 9 In side gate valve 10a Drain circuit (drain)

Claims (2)

[Claims] 1. An operating hydraulic pressure generating means for generating a hydraulic pressure in response to a brake operation by a driver; a main circuit connecting the operating hydraulic pressure generating means to a wheel cylinder for generating a braking force at a wheel; A hydraulic pressure control valve provided in the middle of the circuit and capable of reducing, holding and increasing the wheel cylinder pressure; a reservoir provided on the drain side of the hydraulic pressure control valve; and a reservoir or operating hydraulic pressure generating means. A motor-driven main pump to which a main suction circuit having a suction valve is connected while a main discharge circuit having a discharge valve capable of supplying a hydraulic pressure toward the hydraulic pressure control valve is connected; A charging / discharging circuit having a discharge valve capable of supplying hydraulic fluid toward the suction circuit, and a motor-driven charging pump having a charging / suction circuit having a suction valve connected to the operating hydraulic pressure generating means; A normally-closed in-side gate valve which is provided in the middle of a path from the suction valve of the main suction circuit to the supply suction circuit and opens and closes the circuit, between the hydraulic pressure control valve of the main circuit and the operating hydraulic pressure generating means; And a control means for controlling the operation of the hydraulic pressure control valve and the two gate valves and the driving of the motor, the control means comprising: In a brake control device configured to perform a system check control for driving the motor in response to turning on of an ignition switch of a vehicle, the system includes: A brake control device characterized by being configured to open a valve. 2. The system control system according to claim 1, wherein in the system check control, the closing timing after opening of the in-side gate valve is a predetermined time after the output of the signal for driving the motor is stopped. The brake control device according to claim 1, wherein