WO2018230288A1 - Brake control device and brake control method - Google Patents

Brake control device and brake control method Download PDF

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Publication number
WO2018230288A1
WO2018230288A1 PCT/JP2018/019794 JP2018019794W WO2018230288A1 WO 2018230288 A1 WO2018230288 A1 WO 2018230288A1 JP 2018019794 W JP2018019794 W JP 2018019794W WO 2018230288 A1 WO2018230288 A1 WO 2018230288A1
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WO
WIPO (PCT)
Prior art keywords
brake
operation amount
hydraulic pressure
control device
brake control
Prior art date
Application number
PCT/JP2018/019794
Other languages
French (fr)
Japanese (ja)
Inventor
裕和 鮒井
康史 森田
Original Assignee
日立オートモティブシステムズ株式会社
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Application filed by 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Publication of WO2018230288A1 publication Critical patent/WO2018230288A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking

Definitions

  • the present invention relates to a brake control device and a brake control method.
  • Patent Document 1 discloses that a stroke sensor and a master cylinder hydraulic pressure are obtained by comparing a detection value of two stroke sensors that detect an operation amount of a brake pedal and a detection value of a master cylinder hydraulic pressure sensor that detects a hydraulic pressure of a master cylinder.
  • a brake control device for determining a sensor abnormality is disclosed.
  • An object of the present invention is to provide a brake control device and a brake control method capable of suppressing the occurrence of excessive deceleration.
  • the brake control device has a larger one of the first brake operation amount based on the stroke amount detected by the stroke sensor and the second brake operation amount based on the hydraulic pressure detected by the master cylinder hydraulic pressure sensor.
  • One of the operation amounts is limited so that the difference from the smaller operation amount does not exceed a predetermined value.
  • FIG. 2 is a control block diagram of an ECU 90 related to a service brake function according to the first embodiment.
  • FIG. 5 is a control block diagram of a brake operation amount calculation unit 900 according to the first embodiment. It is a figure which shows the influence on the vehicle deceleration when an incorrect brake operation amount is calculated.
  • FIG. 6 is a diagram illustrating a limiter processing operation when a failure (detection value> true value) occurs in the stroke sensor 94 in the first embodiment.
  • FIG. 6 is a diagram illustrating a limiter processing operation when a failure (detection value ⁇ true value) occurs in the stroke sensor 94 in the first embodiment.
  • FIG. 6 is a time chart when a failure (detection value> true value) occurs in the stroke sensor 94 in the first embodiment. It is a figure which shows the limiter process effect
  • FIG. 1 is a diagram showing a schematic configuration of a brake control device 1 of Embodiment 1 together with a hydraulic circuit.
  • the brake control device 1 is mounted on an electric vehicle.
  • the electric vehicle is a hybrid vehicle including an engine and a motor / generator as a prime mover for driving wheels, and an electric vehicle including only a motor / generator as a prime mover.
  • regenerative braking that brakes the vehicle by regenerating kinetic energy of the vehicle into electric energy can be executed by a regenerative braking device including a motor / generator.
  • the brake control device 1 applies a braking force by hydraulic pressure to each wheel (wheel part) FL to RR of the vehicle.
  • Each wheel FL to RR is provided with a brake operation unit.
  • the brake operation unit is a braking force generator including the wheel cylinder W / C.
  • the brake operation unit is, for example, a disc type and has a caliper (hydraulic brake caliper).
  • the caliper includes a brake disc and a brake pad.
  • the brake disc is a brake rotor that rotates integrally with the tire.
  • the brake pad is disposed with a predetermined clearance with respect to the brake disc, and moves by the hydraulic pressure of the wheel cylinder W / C to contact the brake disc.
  • a friction braking force is generated when the brake pad contacts the brake disc.
  • the brake control device 1 has two systems (primary system and secondary system, hereinafter also referred to as P system and S system) of brake piping.
  • the brake piping format is, for example, the X piping format.
  • the brake control device 1 supplies brake fluid to each brake operation unit via the brake pipe, and generates brake fluid pressure of the wheel cylinder W / C. As a result, a hydraulic braking force is applied to each of the wheels FL to RR.
  • the brake control device 1 has a first unit 1A and a second unit 1B.
  • the first unit 1A and the second unit 1B are installed in a motor room isolated from the cab of the vehicle. Both units 1A and 1B are connected to each other by a plurality of pipes.
  • the plurality of pipes include a master cylinder pipe 10M (primary pipe 10MP, secondary pipe 10MS), a wheel cylinder pipe 10W, a back pressure chamber pipe 10X, and a suction pipe 10R.
  • the brake pedal 100 receives an input of a driver's brake operation.
  • the input rod 101 is connected to the brake pedal 100 so as to be rotatable in the vertical direction.
  • the first unit 1 ⁇ / b> A is a master cylinder unit having a brake operation unit mechanically connected to the brake pedal 100 and a master cylinder 5.
  • the first unit 1A includes a reservoir tank 4, a master cylinder housing 7, a master cylinder 5, a stroke sensor 94, and a stroke simulator 6.
  • the reservoir tank 4 is a brake fluid source that stores brake fluid, and is released to atmospheric pressure.
  • the reservoir tank 4 is provided with a supply port 40 and a supply port 41.
  • a suction pipe 10R is connected to the supply port 41.
  • the master cylinder housing 7 is a housing that houses (incorporates) the master cylinder 5 and the stroke simulator 6 therein.
  • the master cylinder housing 7 includes therein a cylinder 70 for the master cylinder 5, a cylinder 71 for the stroke simulator 6, and a plurality of liquid passages.
  • the cylinder 70 has a large diameter portion 70a and a small diameter portion 70b.
  • the large diameter portion 70a is provided at a position closer to the input rod 101 than the small diameter portion 70b, and the inner diameter thereof is longer than the inner diameter of the small diameter portion 70b.
  • the axis of the large diameter portion 70a and the axis of the small diameter portion 70b are the same.
  • the input rod 101 has a stopper plate 101a for preventing it from falling off the cylinder 70.
  • the plurality of liquid paths include a replenishment liquid path 72, a supply liquid path 73P, a supply liquid path 73S, and a positive pressure liquid path 74.
  • the master cylinder housing 7 has a plurality of ports therein, and each port opens on the outer peripheral surface of the master cylinder housing 7.
  • the plurality of ports include supply ports 75P and 75S, a supply port 76, and a back pressure port 77.
  • the supply ports 75P and 75S are connected to the supply ports 40P and 40S of the reservoir tank 4, respectively.
  • a master cylinder pipe 10M is connected to the supply port 76, and a back pressure chamber pipe 10X is connected to the back pressure port 77.
  • One end of the replenishment liquid path 72 is connected to the replenishment port 75, and the other end is connected to the cylinder 70.
  • the master cylinder 5 is connected to the brake pedal 100 via the input rod 101, and generates a master cylinder hydraulic pressure according to the operation of the brake pedal 100 by the driver.
  • the master cylinder 5 has a piston 51 that moves in the axial direction in response to an operation of the brake pedal 100.
  • the piston 51 is accommodated in the cylinder 70 and defines the hydraulic chamber 50.
  • the master cylinder 5 is a tandem type, and has, as a piston 51, a primary piston 51P that is pressed by the input rod 101 and a free piston type secondary piston 51S. Both pistons 51P and 51S are arranged in series.
  • a primary chamber 50P is defined by the pistons 51P and 51S, and a secondary chamber 50S is defined by the secondary piston 51S.
  • the hydraulic chambers 50P and 50S are supplied with brake fluid from the reservoir tank 4 and generate master cylinder hydraulic pressure by the movement of the piston 51.
  • a coil spring 52P as a return spring is interposed between the pistons 51P and 51S in the primary chamber 50P.
  • a coil spring 52S as a return spring is interposed between the bottom of the cylinder 70 and the piston 51S in the secondary chamber 50S.
  • Piston seals 541 and 542 are provided on the inner periphery of the small diameter portion 70b of the cylinder 70.
  • the piston seals 541 and 542 are a plurality of seal members that are in sliding contact with the pistons 51P and 51S and seal between the outer peripheral surfaces of the pistons 51P and 51S and the inner peripheral surface of the small diameter portion 70b.
  • Each piston seal is a well-known cup-shaped seal member (cup seal) having a lip portion on the inner diameter side. In a state where the lip portion is in contact with the outer peripheral surface of the piston 51, the flow of the brake fluid in one direction is allowed and the flow of the brake fluid in the other direction is suppressed.
  • the first piston seal 541 allows the flow of brake fluid from the replenishment port 40 toward the primary chamber 50P and the secondary chamber 50S, and suppresses the flow of brake fluid in the reverse direction.
  • the second piston seal 542P suppresses the flow of brake fluid to the cylinder large diameter portion 70a
  • the second piston seal 542S suppresses the flow of brake fluid to the primary chamber 50P.
  • the stroke sensor 94 outputs a sensor signal corresponding to the movement amount (stroke) of the primary piston 51P, that is, the operation amount of the brake pedal 100.
  • the stroke sensor 94 has a detection unit 95 and a magnet 96.
  • the detection unit 95 is attached to the master cylinder housing 7.
  • the magnet 96 is attached to the primary piston 51P.
  • the detection unit 95 and the magnet 96 are arranged close to each other.
  • the detection unit 95 is a Hall IC having a Hall element. When a constant current is passed through the Hall element, a voltage approximately proportional to the magnitude of the magnetic flux density is generated.
  • the detection unit 95 outputs a sensor signal having a voltage corresponding to the magnitude of the generated voltage.
  • the stroke simulator 6 operates in accordance with the driver's brake operation, and applies a reaction force and a stroke to the brake pedal 100.
  • the stroke simulator 6 includes a cylinder 60, a piston 61, a positive pressure chamber 601, a back pressure chamber 602, and an elastic body (first spring 64, second spring 65, damper 66).
  • the cylinder 60 is provided separately from the cylinder 70 in the master cylinder housing 7.
  • the cylinder 60 has a large diameter part 60a and a small diameter part 60b.
  • the positive pressure chamber 601 and the back pressure chamber 602 are defined by a piston 61 provided in the small diameter portion 60b of the cylinder 60.
  • the elastic body is provided in the large-diameter portion 60a of the cylinder 60 and biases the piston 61 in the direction in which the volume of the positive pressure chamber 601 is reduced.
  • a bottomed cylindrical retainer member 62 is interposed between the first spring 64 and the second spring 65.
  • One end of the positive pressure liquid path 74 is connected to the secondary supply liquid path 73S, and the other end is connected to the positive pressure chamber 601.
  • the second unit 1B is provided between the first unit 1A and the brake operation unit.
  • the second unit 1B is connected to the primary chamber 50P via the primary pipe 10MP, connected to the secondary chamber 50S via the secondary pipe 10MS, connected to the wheel cylinder W / C via the wheel cylinder pipe 10W, and back pressure It connects to the back pressure chamber 602 via the chamber piping 10X.
  • the second unit 1B is connected to the reservoir tank 4 via the suction pipe 10R.
  • the second unit 1B includes a second unit housing 8, a motor 20, a pump (hydraulic pressure source) 3, a plurality of solenoid valves 21, etc., a plurality of hydraulic pressure sensors 91, etc., and an electronic control unit (control unit) 90 (hereinafter referred to as an ECU).
  • an ECU electronice control unit
  • the second unit housing 8 is a housing that houses (incorporates) valve bodies such as the pump 3 and the electromagnetic valve 21 therein.
  • the second unit housing 8 has the above-mentioned two systems (P system and S system) of brake fluid pressure circuits through which brake fluid flows.
  • Two circuits are composed of a plurality of liquid paths.
  • the plurality of liquid paths are a supply liquid path (connection liquid path) 11, a suction liquid path 12, a discharge liquid path 13, a pressure regulation liquid path (reflux liquid path) 14, a pressure reduction liquid path 15, a back pressure liquid path 16, and a first.
  • a simulator liquid path 17 and a second simulator liquid path 18 are provided.
  • the second unit housing 8 has a reservoir (internal reservoir) 120 and a damper 130 which are liquid reservoirs therein.
  • a plurality of ports are formed inside the second unit housing 8, and these ports open to the outer surface of the second unit housing 8.
  • the plurality of ports include a master cylinder port 871 (primary port 871P, secondary port 871S), a suction port 873, a back pressure port 874, and a wheel cylinder port 872.
  • a primary pipe 10MP is connected to the primary port 871P.
  • a secondary pipe 10MS is connected to the secondary port 871S.
  • a suction pipe 10R is connected to the suction port 873.
  • a back pressure chamber pipe 10X is connected to the back pressure port 874.
  • a wheel cylinder pipe 10W is connected to the wheel cylinder port 872.
  • the motor 20 is a rotary electric motor and includes a rotating shaft for driving the pump 3.
  • the motor 20 may be a brushless motor equipped with a rotational speed sensor such as a resolver that detects the rotational angle or rotational speed of the rotating shaft, or may be a motor with a brush.
  • the pump 3 sucks the brake fluid in the reservoir tank 4 by the rotational drive of the motor 20, and discharges it toward the wheel cylinder W / C.
  • a plunger pump having five plungers excellent in sound vibration performance and the like is employed as the pump 3.
  • the pump 3 is commonly used in both the S system and the P system.
  • the solenoid valve 21 or the like is a solenoid valve that operates in response to a control signal, and the valve body strokes in response to energization of the solenoid to switch opening / closing of the liquid path (connecting / disconnecting the liquid path).
  • the solenoid valve 21 and the like generate a control hydraulic pressure by controlling the communication state of the circuit and adjusting the flow state of the brake fluid.
  • the plurality of solenoid valves 21 and the like are a shut-off valve 21, a pressure increasing valve (a pressure increasing control valve, hereinafter referred to as SOL / V IN) 22, a communication valve 23, a pressure regulating valve 24, a pressure reducing valve (hereinafter, SOL / V OUT) 25), a stroke simulator in valve (which is a stroke simulator valve, hereinafter referred to as SS / V IN) 27 and a stroke simulator out valve (hereinafter referred to as SS / V OUT) 28.
  • the shut-off valve 21, SOL / V IN22, and pressure regulating valve 24 are normally open solenoid valves that open in a non-energized state.
  • the communication valve 23, the pressure reducing valve 25, SS / V IN27, and SS / V OUT28 are normally closed solenoid valves that close in a non-energized state.
  • the shut-off valve 21, SOL / V IN22, and pressure regulating valve 24 are proportional control valves in which the valve opening is adjusted in accordance with the current supplied to the solenoid.
  • the communication valve 23, the pressure reducing valve 25, the SS / V IN27, and the SS / V OUT28 are on / off valves that are controlled to be switched in a binary manner. In addition, it is also possible to use a proportional control valve for these valves.
  • the hydraulic pressure sensor 91 and the like detect the discharge pressure of the pump 3 and the master cylinder hydraulic pressure.
  • the plurality of hydraulic pressure sensors include a master cylinder hydraulic pressure sensor 91, a discharge pressure sensor 93, and a wheel cylinder hydraulic pressure sensor 92 (primary pressure sensor 92P and secondary pressure sensor 92S).
  • the members corresponding to the wheels FL to RR are appropriately distinguished by adding suffixes a to d at the end of the reference numerals.
  • One end side of the supply liquid path 11P is connected to the primary port 871P.
  • the other end side of the supply liquid path 11P branches into a liquid path 11a for the front left wheel and a liquid path 11d for the rear right wheel.
  • Each fluid passage 11a, 11d is connected to a corresponding wheel cylinder port 872.
  • One end side of the supply liquid path 11S is connected to the secondary port 871S.
  • the other end side of the supply liquid path 11S branches into a liquid path 11b for the front right wheel and a liquid path 11c for the rear left wheel.
  • Each fluid passage 11b, 11c is connected to a corresponding wheel cylinder port 872.
  • a shutoff valve 21 is provided on the one end side of the supply liquid passage 11.
  • a SOL / V IN 22 is provided in each liquid path 11 on the other end side.
  • a bypass liquid path 110 is provided in parallel with each liquid path 11 by bypassing the SOL / V IN 22, and a check valve 220 is provided in the bypass liquid path 110.
  • the check valve 220 allows only the flow of brake fluid from the wheel cylinder port 872 side toward the master cylinder port 871 side.
  • the suction liquid path 12 connects the reservoir 120 and the suction port 823 of the pump 3.
  • One end side of the discharge liquid passage 13 is connected to the discharge port 821 of the pump 3.
  • the other end side of the discharge liquid path 13 branches into a liquid path 13P for the P system and a liquid path 13S for the S system.
  • Each liquid path 13P, 13S is connected between the shutoff valve 21 and the SOL / V IN 22 in the supply liquid path 11.
  • a damper 130 is provided on the one end side of the discharge liquid passage 13.
  • a communication valve 23P and a communication valve 23S are provided in the liquid paths 13P and 13S on the other end side.
  • Each of the liquid paths 13P and 13S functions as a communication path that connects the supply liquid path 11P of the P system and the supply liquid path 11S of the S system.
  • the pump 3 is connected to each wheel cylinder port 872 via the communication path (discharge liquid paths 13P, 13S) and the supply liquid paths 11P, 11S.
  • the pressure adjusting fluid path 14 connects the reservoir 120 and the damper 130 and the communication valve 23 in the discharge fluid path 13.
  • a pressure regulating valve 24 is provided in the pressure regulating fluid path 14.
  • the decompression liquid path 15 connects the reservoir 120 to the SOL / V IN 22 and the wheel cylinder port 872 in each of the liquid paths 11a to 11d of the supply liquid path 11.
  • the decompression liquid path 15 is provided with SOL / V OUT25.
  • the back pressure liquid passage 16 is connected to the back pressure port 874.
  • the other end side of the back pressure liquid passage 16 branches into a first simulator liquid passage 17 and a second simulator liquid passage 18.
  • the first simulator liquid path 17 is connected between the shutoff valve 21S and the SOL / V INs 22b and 22c in the supply liquid path 11S.
  • the first simulator liquid path 17 is provided with SS / V IN27. Bypassing the SS / V IN 27, a bypass liquid path 170 is provided in parallel with the first simulator liquid path 17, and a check valve 270 is provided in the bypass liquid path 170.
  • the check valve 270 allows only the flow of brake fluid from the back pressure fluid passage 16 side toward the supply fluid passage 11S side.
  • the second simulator liquid path 18 is connected to the reservoir 120.
  • the second simulator liquid path 18 is provided with SS / V OUT28. Bypassing the SS / V OUT 28, a bypass liquid path 180 is provided in parallel with the second simulator liquid path 18, and a check valve 280 is provided in the bypass liquid path 180.
  • the check valve 280 allows only the flow of brake fluid from the reservoir 120 side toward the back pressure fluid path 16 side.
  • a fluid pressure sensor 91 that detects the fluid pressure at this location (the fluid pressure in the positive pressure chamber 601 of the stroke simulator 6 and the master cylinder fluid pressure). Is provided.
  • a fluid pressure sensor 92 that detects the fluid pressure at this location (corresponding to the wheel cylinder fluid pressure) is provided.
  • a fluid pressure sensor 93 for detecting the fluid pressure (pump discharge pressure) at this location is provided.
  • the ECU 90 receives detection values from the stroke sensor 94, the hydraulic pressure sensor 91, etc., and information related to the running state from the vehicle side.
  • the ECU 90 controls the wheel cylinder hydraulic pressure of each of the wheels FL to RR by operating the solenoid valve 21 and the motor 20 using the input information in accordance with a built-in program.
  • the ECU 90 includes a configuration for realizing a service brake function for applying a braking force to each of the wheels FL to RR according to the amount of operation of the brake pedal 100 by the driver as software.
  • FIG. 2 is a control block diagram of the ECU 90 according to the service brake function of the first embodiment.
  • the ECU 90 includes an input processing unit 90a, an arithmetic processing unit 90b, and an output processing unit 90c.
  • the input processing unit 90a inputs sensor signals from the stroke sensor 94 and the master cylinder hydraulic pressure sensor 91.
  • the arithmetic processing unit 90b generates a drive command for the solenoid valve 21 and the like and the motor 20 based on each sensor signal.
  • the calculation processing unit 90b includes a brake operation amount calculation unit 900, a control intervention determination unit 901, a control amount calculation unit (backup control unit) 902, a failure diagnosis unit 903, and a warning lamp lighting determination unit (warning unit) 904.
  • the brake operation amount calculation unit 900 calculates the operation amount (brake operation amount) of the brake pedal 100 based on the stroke signal from the stroke sensor 94 and the master cylinder hydraulic pressure signal from the master cylinder hydraulic pressure sensor 91.
  • the control intervention determination unit 901 determines whether or not the brake control intervention for the service brake is necessary.
  • the failure diagnosis information is information indicating whether or not a failure of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 is confirmed. If the failure is not confirmed, the control intervention determination unit 901 performs control intervention until the wheel cylinder hydraulic pressure detected by the wheel cylinder hydraulic pressure sensor 92 is zero after the driver's brake operation is detected. Is deemed necessary.
  • the control intervention determination unit 901 determines that the control intervention is unnecessary when the failure is confirmed.
  • the control amount calculation unit 902 When it is determined that control intervention is necessary, the control amount calculation unit 902 generates a drive command for the solenoid valve 21 and the like and the motor 20 based on the brake operation amount. More specifically, the control amount calculation unit 902 is based on the brake operation amount, and is ideal between the predetermined boost ratio, that is, the brake operation amount and the driver's required brake hydraulic pressure (vehicle deceleration G requested by the driver). The target wheel cylinder hydraulic pressure that realizes the desired relationship characteristics is calculated, and a drive command for the solenoid valve 21 and the like and the motor 20 for obtaining the target foil cylinder hydraulic pressure is generated.
  • a method for driving the solenoid valve 21 and the like and the motor 20 during the service brake will be described.
  • the pump 3 is operated, the shut-off valve 21 is operated in the valve closing direction, and the communication valve 23 is operated in the valve opening direction.
  • the wheel cylinder hydraulic pressure higher than the master cylinder hydraulic pressure can be created using the discharge pressure of the pump 3 as a hydraulic pressure source.
  • the target wheel cylinder hydraulic pressure is adjusted by adjusting the brake fluid amount supplied from the pump 3 to the wheel cylinder W / C by controlling the pressure regulating valve 24 while the motor 20 is rotationally driven at a predetermined rotational speed.
  • the stroke simulator 6 is caused to function by operating SS / V IN27 in the valve closing direction and operating SS / V OUT28 in the valve opening direction.
  • the control amount calculation unit 902 deactivates the solenoid valve 21 and the like and the motor 20. That is, when the failure of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 is confirmed, the brake control for the service brake is prohibited, and the input of the brake pedal 100 of the driver is mechanically converted to the wheel cylinder hydraulic pressure. Shift to so-called manual brake.
  • the manual brake serves as a backup control for the brake control for the service brake from the viewpoint of fail-safe.
  • the failure diagnosis unit 903 diagnoses failure of the stroke sensor 94 and the master cylinder hydraulic pressure sensor 91.
  • the failure diagnosis unit 903 monitors the detection values of the stroke sensor 94 and the master cylinder hydraulic pressure sensor 91.
  • the failure of the master cylinder hydraulic pressure sensor 91 is determined.
  • the limiter will be described later.
  • the warning light lighting determination unit 904 outputs a lighting request to a warning light disposed in the vehicle interior, for example. This warns the driver that either the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 has failed and the service brake function is stopped.
  • the output processing unit 90c outputs a command signal corresponding to each drive command to the solenoid valve 21 and the like and the motor 20.
  • FIG. 3 is a control block diagram of the brake operation amount calculation unit 900 according to the first embodiment.
  • the first brake operation amount estimation unit 900a uses the relationship between the movement amount of the primary piston 51P and the operation amount of the brake pedal 100 mapped in advance, and calculates the first brake operation amount that is a brake operation amount based on the stroke sensor signal. Calculate (first brake operation amount estimation step).
  • the second brake operation amount estimation unit 900b uses a relationship between the master cylinder hydraulic pressure mapped in advance and the operation amount of the brake pedal 100, and calculates a second brake operation amount that is a brake operation amount based on the master cylinder hydraulic pressure signal. Calculate (second brake operation amount estimation step).
  • the first limiter processor (limiter) 900c performs a limiter process that limits the upper limit of the first brake operation amount with the limiter.
  • the limiter is a value obtained by adding a predetermined amount (offset value) to the second brake operation amount calculated by the second brake operation amount estimation unit 900b. That is, the upper limit of the first brake operation amount is a value that is offset from the second brake operation amount by the predetermined amount in the direction in which the brake operation amount increases (limit step).
  • the second limiter processor (limiter) 900d performs a limiter process that limits the upper limit of the second brake operation amount with the limiter.
  • the limiter is a value obtained by adding the predetermined amount (offset value) to the first brake operation amount calculated by the first brake operation amount estimation unit 900a.
  • the upper limit of the second brake operation amount is a value that is offset from the first brake operation amount by the predetermined amount in the direction in which the brake operation amount increases (limit step).
  • the limiter is preferably optimized in consideration of the following viewpoints. ⁇ Limit the brake operation amount only when the sensor is broken. In other words, there is no restriction unless the sensor has failed. ⁇ Apply a limit within the range of increased deceleration that allows the driver to control vehicle behavior.
  • the brake operation amount determination unit 900e determines the larger one of the first brake operation amount after the limiter process and the second brake operation amount after the limiter process as the brake operation amount (select high).
  • FIG. 4 is a diagram illustrating an influence on the vehicle deceleration when an incorrect brake operation amount is calculated. Since the stroke sensor and master cylinder hydraulic pressure sensor are used to calculate the brake operation amount, if one of the sensors fails, the calculation of the brake operation amount will be incorrect, resulting in unintended operation of the service brake function. cause. Specifically, it is as follows. (i) When one of the stroke sensor and master cylinder hydraulic pressure sensor fails and the detected value is higher than the actual brake operation amount (hereinafter referred to as the true value). From the viewpoint, the larger one of the first brake operation amount obtained from the detection value of the stroke sensor and the second brake operation amount obtained from the detection value of the master cylinder hydraulic pressure sensor is selected.
  • FIG. 5 is a diagram illustrating a limiter processing operation when a failure (detection value> true value) occurs in the stroke sensor 94 in the first embodiment.
  • the detection value of the stroke sensor 94 is higher than the true value due to failure.
  • the limiter process is not performed on the first brake operation amount and the second brake operation amount, the first brake operation amount is larger than the second brake operation amount ( ⁇ true value). Is selected, and excessive braking force is generated.
  • the first brake operation amount is limited by performing the limiter process on the first brake operation amount and the second brake operation amount, and the first brake operation amount after the limiter process is different from the true value. Is suppressed below the offset value.
  • FIG. 6 is a diagram illustrating a limiter processing operation when a failure (detection value ⁇ true value) occurs in the stroke sensor 94 in the first embodiment.
  • the detection value of the stroke sensor 94 is lower than the true value due to failure.
  • the limiter process is not performed on the first brake operation amount and the second brake operation amount, the first brake operation amount is smaller than the second brake operation amount ( ⁇ true value). Is selected. Therefore, there is no influence on the vehicle.
  • the limiter process is performed on the first brake operation amount and the second brake operation amount, the second brake operation amount may be limited when the brake pedal 100 is increased. At this time, although the driver intends to increase the deceleration, the deceleration does not increase due to the limitation of the brake operation amount.
  • the service brake function is prohibited and the manual brake is switched, so that the driver may increase the deceleration by the brake operation. As a result, the impact on the vehicle is negligible.
  • FIG. 7 is a time chart when a failure (detection value> true value) occurs in the stroke sensor 94 in the first embodiment.
  • the control intervention determination unit 901 determines that control intervention is necessary, and starts brake control for service braking.
  • the brake operation amount calculation unit 900 determines the brake operation amount based on the select high of the first brake operation amount and the second brake operation amount.
  • a failure occurs in the stroke sensor 94, and the first brake operation amount shows a value higher than the true value.
  • the brake operation amount calculated by the brake operation amount calculation unit 900 is higher than the true value, but is limited when the limiter is reached.
  • the failure diagnosis unit 903 diagnoses that the failure has been confirmed. Based on the diagnosis of failure confirmation, the control intervention determination unit 901 determines that the control intervention is unnecessary, and the control amount calculation unit 902 prohibits the brake control for the service brake and shifts to the backup control. Further, the warning lamp lighting determination unit 904 outputs a lighting request to the warning lamp.
  • the brake control device 1 includes an ECU 90, a stroke sensor 94 that detects the stroke amount of the brake pedal 100, and a master that detects the hydraulic pressure of the master cylinder 5 that generates brake hydraulic pressure in response to the operation of the brake pedal 100.
  • ECU 90 includes a first brake operation amount estimation unit 900a that obtains a first brake operation amount that is an operation amount of the brake pedal 100 based on the stroke amount detected by the stroke sensor 94, and a master.
  • a second brake operation amount estimating unit 900b for obtaining a second brake operation amount that is an operation amount of the brake pedal 100 based on the hydraulic pressure detected by the cylinder hydraulic pressure sensor 91; and a first brake operation amount and a second brake operation amount.
  • Limiting units (first limiter processing unit 900c, second limiter) that limit the difference between the larger operation amount and the smaller operation amount so as not to exceed a predetermined value. Includes a processing section 900d), the. Thereby, it is possible to suppress the occurrence of excessive deceleration with respect to the deceleration intended by the driver between the detection of an abnormality of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 and the determination of the failure. (2) The restriction by the restriction units (the first limiter processing unit 900c and the second limiter processing unit 900d) is performed until the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 is determined to be faulty.
  • the ECU 90 includes a warning lamp lighting determination unit 904 that issues a warning when a state where the restriction by the restriction units (the first limiter processing unit 900c and the second limiter processing unit 900d) is continued for a predetermined time. As a result, it is possible to warn the driver that one of the failure of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 has been confirmed and the service brake function has stopped.
  • the brake control device 1 includes a wheel cylinder W / C that applies a braking force to each wheel FL to RR according to the brake fluid pressure, and a supply fluid path 11 that connects the master cylinder 5 and the wheel cylinder W / C.
  • the units first limiter processing unit 900c, second limiter processing unit 900d
  • the limiting units limit the larger operation amount with a limiter offset by an offset value in the direction in which the operation amount increases from the smaller operation amount. Accordingly, the deceleration can be increased if the driver depresses the brake pedal 100 and the deceleration can be decreased if the driver depresses the brake pedal 100. Therefore, the deceleration can be adjusted by the driver's brake operation.
  • the limiting unit When the first brake operation amount is larger than the second brake operation amount, the limiting unit (first limiter processing unit 900c, second limiter processing unit 900d) performs the first brake operation based on the second brake operation amount.
  • the second brake operation amount limiter is obtained based on the first brake operation amount.
  • the limiter can be determined with a simple configuration without making the stroke sensor 94 and the master cylinder hydraulic pressure sensor 91 redundant or using other sensors.
  • the limiting units (the first limiter processing unit 900c and the second limiter processing unit 900d) limit the speed within the range of the increase in deceleration that allows the driver to control the behavior of the vehicle.
  • the stroke sensor 94 and master cylinder hydraulic pressure sensor 91 are made redundant, or the self-diagnosis performance of the sensor is improved to back up from the failure occurrence.
  • Safety can be secured with a simple configuration without shortening the time until switching to control.
  • the brake control device 1 includes a stroke sensor 94 that detects a stroke amount of the brake pedal 100, and a master cylinder hydraulic pressure that detects a hydraulic pressure of the master cylinder 5 that generates a brake hydraulic pressure in response to an operation of the brake pedal 100.
  • a sensor 91, and an ECU 90 that issues a warning after a state in which the amount of operation of the brake pedal based on a value detected by the master cylinder hydraulic pressure sensor 91 or the stroke sensor 94 is limited for a predetermined time. As a result, it is possible to suppress sudden braking that is not intended by the driver, and to ensure safety with a simple configuration.
  • the brake control method includes a first brake operation amount estimation step for obtaining a first brake operation amount that is an operation amount of the brake pedal 100 based on the stroke amount detected by the stroke sensor 94, and a master cylinder hydraulic pressure sensor 91.
  • a second brake operation amount estimation step for obtaining a second brake operation amount that is an operation amount of the brake pedal 100 based on the detected hydraulic pressure, and a larger operation amount of the first brake operation amount and the second brake operation amount.
  • a limiting step of limiting so that the difference from the smaller operation amount does not exceed a predetermined value.
  • the brake control device 1 when there is an input corresponding to a sudden brake to the brake control device 1, it can be determined whether the input is in accordance with the driver's intention or due to a sensor failure. Therefore, if the driver wants to apply sudden braking, the deceleration as requested by the driver can be generated, and the deceleration is limited only when there is an input equivalent to sudden braking due to a sensor failure. Can be applied.
  • the second embodiment is different from the first embodiment in that the limiters (upper limit values) in the first limiter processing unit 900c and the second limiter processing unit 900d are fixed values. It is desirable to optimize the limiter in consideration of the following viewpoints. ⁇ Limit the brake operation amount only when the sensor is broken. In other words, there is no restriction unless the sensor has failed. ⁇ Apply a limit within the range of increased deceleration that allows the driver to control vehicle behavior.
  • FIG. 8 is a diagram illustrating a limiter processing operation when a failure (detection value> true value) occurs in the stroke sensor 94 in the second embodiment.
  • the limiter process When the limiter process is not performed on the first brake operation amount and the second brake operation amount, it is the same as that of the first embodiment shown in FIG.
  • the limiter process When the limiter process is performed on the first brake operation amount and the second brake operation amount, the first brake operation amount is limited, and the first brake operation amount after the limiter process is suppressed to a fixed value or less. Thereby, generation
  • the first brake operation amount is suppressed within the range of the deceleration increase that allows the driver to control the vehicle behavior, the driver feels that the deceleration is too high and releases the brake pedal 100 to weaken the deceleration. it can.
  • the second embodiment has the following effects.
  • the limiting units (the first limiter processing unit 900c and the second limiter processing unit 900d) limit the larger operation amount with a certain limiter. This eliminates the need for an operation for changing the limiter, and therefore the limiter process can be realized with simple software.
  • a vehicle equipped with a brake control device that is considered to satisfy the configuration requirements (technical scope) of the present invention (infringes on the right) is prepared.
  • the brake control device is a brake control device including a stroke sensor and a master cylinder hydraulic pressure sensor. The vehicle runs on a test course, and a dummy signal is input as a sensor signal of a stroke sensor or a master cylinder hydraulic pressure sensor to the control unit of the brake control device.
  • this invention is not limited to above-described embodiment, Various modifications are included.
  • the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described.
  • a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

A brake operation amount calculation unit 900 is provided with: a first brake operation amount estimation part 900a for obtaining a first brake operation amount which is the brake pedal operation amount according to the stroke amount detected by a stroke sensor; a second brake operation amount estimation part 900b for obtaining a second brake operation amount which is the brake pedal operation amount according to the hydraulic pressure detected by a master cylinder hydraulic pressure sensor; and a limiter section (first limiter processing part 900c, second limiter processing part 900d) for limiting the larger of the first brake operation amount and second brake operation amount such that the difference thereof with the smaller amount does not exceed a prescribed value.

Description

ブレーキ制御装置およびブレーキ制御方法Brake control device and brake control method
　本発明は、ブレーキ制御装置およびブレーキ制御方法に関する。 The present invention relates to a brake control device and a brake control method.
　特許文献１には、ブレーキペダルの操作量を検出する２つのストロークセンサの検出値とマスタシリンダの液圧を検出するマスタシリンダ液圧センサの検出値との比較により、ストロークセンサおよびマスタシリンダ液圧センサの異常を判定するブレーキ制御装置が開示されている。 Patent Document 1 discloses that a stroke sensor and a master cylinder hydraulic pressure are obtained by comparing a detection value of two stroke sensors that detect an operation amount of a brake pedal and a detection value of a master cylinder hydraulic pressure sensor that detects a hydraulic pressure of a master cylinder. A brake control device for determining a sensor abnormality is disclosed.
特開2010-167970号公報JP 2010-167970 A
　一般的に、ストロークセンサまたはマスタシリンダ液圧センサの故障が確定した後は、正常なセンサの出力値を用いてブレーキ制御を行うが、ノイズ等に起因する誤判定を抑制するためには、異常検出から故障確定までにある程度の故障診断時間が必要である。
  しかしながら、上記ブレーキ制御装置では、故障診断中のブレーキ制御について考慮されていないため、故障診断中にドライバの意図する減速度に対して過剰な減速度が発生するおそれがあった。
  本発明の目的の一つは、過剰な減速度の発生を抑制できるブレーキ制御装置およびブレーキ制御方法を提供することにある。 Generally, after the failure of the stroke sensor or master cylinder hydraulic pressure sensor is confirmed, brake control is performed using the output value of the normal sensor. A certain amount of failure diagnosis time is required from detection to failure determination.
However, since the brake control device does not consider brake control during failure diagnosis, there is a possibility that excessive deceleration occurs with respect to the deceleration intended by the driver during failure diagnosis.
An object of the present invention is to provide a brake control device and a brake control method capable of suppressing the occurrence of excessive deceleration.
　本発明の一実施形態におけるブレーキ制御装置は、ストロークセンサにより検出されたストローク量に基づく第１ブレーキ操作量と、マスタシリンダ液圧センサにより検出された液圧に基づく第２ブレーキ操作量のうち大きい方の操作量に、小さい方の操作量との差が所定値を超えないように制限をかける。 The brake control device according to the embodiment of the present invention has a larger one of the first brake operation amount based on the stroke amount detected by the stroke sensor and the second brake operation amount based on the hydraulic pressure detected by the master cylinder hydraulic pressure sensor. One of the operation amounts is limited so that the difference from the smaller operation amount does not exceed a predetermined value.
　よって、本発明の一実施形態によれば、過剰な減速度の発生を抑制できる。 Therefore, according to one embodiment of the present invention, it is possible to suppress the occurrence of excessive deceleration.
実施形態１のブレーキ制御装置1の概略構成を油圧回路と共に示す図である。It is a figure which shows schematic structure of the brake control apparatus 1 of Embodiment 1 with a hydraulic circuit. 実施形態１のサービスブレーキ機能に係るECU90の制御ブロック図である。FIG. 2 is a control block diagram of an ECU 90 related to a service brake function according to the first embodiment. 実施形態１のブレーキ操作量演算部900の制御ブロック図である。FIG. 5 is a control block diagram of a brake operation amount calculation unit 900 according to the first embodiment. 誤ったブレーキ操作量が演算された場合の車両減速度への影響を示す図である。It is a figure which shows the influence on the vehicle deceleration when an incorrect brake operation amount is calculated. 実施形態１においてストロークセンサ94に故障（検出値＞真値）が発生した場合のリミッタ処理作用を示す図である。FIG. 6 is a diagram illustrating a limiter processing operation when a failure (detection value> true value) occurs in the stroke sensor 94 in the first embodiment. 実施形態１においてストロークセンサ94に故障（検出値＜真値）が発生した場合のリミッタ処理作用を示す図である。FIG. 6 is a diagram illustrating a limiter processing operation when a failure (detection value <true value) occurs in the stroke sensor 94 in the first embodiment. 実施形態１においてストロークセンサ94に故障（検出値＞真値）が発生した場合のタイムチャートである。6 is a time chart when a failure (detection value> true value) occurs in the stroke sensor 94 in the first embodiment. 実施形態２においてストロークセンサ94に故障（検出値＞真値）が発生した場合のリミッタ処理作用を示す図である。It is a figure which shows the limiter process effect | action when a failure (detection value> true value) has occurred in the stroke sensor 94 in the second embodiment.
　〔実施形態１〕
  図１は、実施形態１のブレーキ制御装置1の概略構成を油圧回路と共に示す図である。
  ブレーキ制御装置1は、電動車両に搭載されている。電動車両は、車輪を駆動する原動機としてエンジンおよびモータ・ジェネレータを備えたハイブリッド車、原動機としてモータ・ジェネレータのみを備えた電気自動車等である。電動車両では、モータ・ジェネレータを含む回生制動装置により、車両の運動エネルギを電気エネルギに回生することで車両を制動する回生制動を実行可能である。ブレーキ制御装置1は、液圧による制動力を車両の各車輪（車輪部）FL～RRに付与する。各車輪FL～RRには、ブレーキ作動ユニットが設けられている。ブレーキ作動ユニットは、ホイルシリンダW/Cを含む制動力発生部である。ブレーキ作動ユニットは例えばディスク式であり、キャリパ（油圧式ブレーキキャリパ）を有する。キャリパはブレーキディスクおよびブレーキパッドを備える。ブレーキディスクはタイヤと一体に回転するブレーキロータである。ブレーキパッドは、ブレーキディスクに対し所定クリアランスをもって配置され、ホイルシリンダW/Cの液圧によって移動してブレーキディスクに接触する。ブレーキパッドがブレーキディスクに接触することにより摩擦制動力を発生する。ブレーキ制御装置1は２系統（プライマリ系統およびセカンダリ系統であり、以下、P系統、S系統とも称す。）のブレーキ配管を有する。ブレーキ配管形式は、例えばX配管形式である。なお、前後配管等、他の配管形式を採用してもよい。以下、P系統に対応して設けられた部材とS系統に対応する部材とを区別する場合は、それぞれの符号の末尾に添字P,Sを付す。ブレーキ制御装置1は、ブレーキ配管を介して各ブレーキ作動ユニットにブレーキ液を供給し、ホイルシリンダW/Cのブレーキ液圧を発生する。これにより、各車輪FL～RRに液圧制動力を付与する。 Embodiment 1
FIG. 1 is a diagram showing a schematic configuration of a brake control device 1 of Embodiment 1 together with a hydraulic circuit.
The brake control device 1 is mounted on an electric vehicle. The electric vehicle is a hybrid vehicle including an engine and a motor / generator as a prime mover for driving wheels, and an electric vehicle including only a motor / generator as a prime mover. In an electric vehicle, regenerative braking that brakes the vehicle by regenerating kinetic energy of the vehicle into electric energy can be executed by a regenerative braking device including a motor / generator. The brake control device 1 applies a braking force by hydraulic pressure to each wheel (wheel part) FL to RR of the vehicle. Each wheel FL to RR is provided with a brake operation unit. The brake operation unit is a braking force generator including the wheel cylinder W / C. The brake operation unit is, for example, a disc type and has a caliper (hydraulic brake caliper). The caliper includes a brake disc and a brake pad. The brake disc is a brake rotor that rotates integrally with the tire. The brake pad is disposed with a predetermined clearance with respect to the brake disc, and moves by the hydraulic pressure of the wheel cylinder W / C to contact the brake disc. A friction braking force is generated when the brake pad contacts the brake disc. The brake control device 1 has two systems (primary system and secondary system, hereinafter also referred to as P system and S system) of brake piping. The brake piping format is, for example, the X piping format. In addition, you may employ | adopt other piping formats, such as front and rear piping. In the following, when distinguishing between members provided corresponding to the P system and members corresponding to the S system, the suffixes P and S are added to the end of each symbol. The brake control device 1 supplies brake fluid to each brake operation unit via the brake pipe, and generates brake fluid pressure of the wheel cylinder W / C. As a result, a hydraulic braking force is applied to each of the wheels FL to RR.
　ブレーキ制御装置1は、第１ユニット1Aおよび第２ユニット1Bを有する。第１ユニット1Aおよび第２ユニット1Bは、車両の運転室から隔離されたモータ室内に設置されている。両ユニット1A,1Bは、複数の配管によって相互に接続する。複数の配管は、マスタシリンダ配管10M（プライマリ配管10MP、セカンダリ配管10MS）、ホイルシリンダ配管10W、背圧室配管10Xおよび吸入配管10Rを有する。
  ブレーキペダル100は、ドライバのブレーキ操作の入力を受ける。インプットロッド101は、ブレーキペダル100に対し上下方向回動自在に接続する。第１ユニット1Aは、ブレーキペダル100とメカ的に接続するブレーキ操作ユニット、およびマスタシリンダ5を有するマスタシリンダユニットである。第１ユニット1Aは、リザーバタンク4、マスタシリンダハウジング7、マスタシリンダ5、ストロークセンサ94およびストロークシミュレータ6を有する。リザーバタンク4は、ブレーキ液を貯留するブレーキ液源であり、大気圧に解放されている。リザーバタンク4には補給ポート40と供給ポート41が設けられている。供給ポート41には吸入配管10Rが接続する。 The brake control device 1 has a first unit 1A and a second unit 1B. The first unit 1A and the second unit 1B are installed in a motor room isolated from the cab of the vehicle. Both units 1A and 1B are connected to each other by a plurality of pipes. The plurality of pipes include a master cylinder pipe 10M (primary pipe 10MP, secondary pipe 10MS), a wheel cylinder pipe 10W, a back pressure chamber pipe 10X, and a suction pipe 10R.
The brake pedal 100 receives an input of a driver's brake operation. The input rod 101 is connected to the brake pedal 100 so as to be rotatable in the vertical direction. The first unit 1 </ b> A is a master cylinder unit having a brake operation unit mechanically connected to the brake pedal 100 and a master cylinder 5. The first unit 1A includes a reservoir tank 4, a master cylinder housing 7, a master cylinder 5, a stroke sensor 94, and a stroke simulator 6. The reservoir tank 4 is a brake fluid source that stores brake fluid, and is released to atmospheric pressure. The reservoir tank 4 is provided with a supply port 40 and a supply port 41. A suction pipe 10R is connected to the supply port 41.
　マスタシリンダハウジング7は、その内部にマスタシリンダ5やストロークシミュレータ6を収容（内蔵）する筐体である。マスタシリンダハウジング7は、その内部にマスタシリンダ5用のシリンダ70、ストロークシミュレータ6用のシリンダ71および複数の液路を有する。シリンダ70は、大径部70aおよび小径部70bを有する。大径部70aは小径部70bよりもインプットロッド101寄りの位置に設けられ、その内径は小径部70bの内径よりも長い。大径部70aの軸線と小径部70bの軸点は同一である。インプットロッド101は、シリンダ70からの脱落を防止するためのストッパプレート101aを有する。複数の液路は、補給液路72、供給液路73P、供給液路73Sおよび正圧液路74を有する。マスタシリンダハウジング7はその内部に複数のポートを有し、各ポートはマスタシリンダハウジング7の外周面に開口する。複数のポートは、補給ポート75P,75S、供給ポート76および背圧ポート77を有する。各補給ポート75P,75Sは、リザーバタンク4の補給ポート40P,40Sにそれぞれ接続する。供給ポート76にはマスタシリンダ配管10Mが接続し、背圧ポート77には背圧室配管10Xが接続する。補給液路72の一端は補給ポート75に接続し、他端はシリンダ70に接続する。 The master cylinder housing 7 is a housing that houses (incorporates) the master cylinder 5 and the stroke simulator 6 therein. The master cylinder housing 7 includes therein a cylinder 70 for the master cylinder 5, a cylinder 71 for the stroke simulator 6, and a plurality of liquid passages. The cylinder 70 has a large diameter portion 70a and a small diameter portion 70b. The large diameter portion 70a is provided at a position closer to the input rod 101 than the small diameter portion 70b, and the inner diameter thereof is longer than the inner diameter of the small diameter portion 70b. The axis of the large diameter portion 70a and the axis of the small diameter portion 70b are the same. The input rod 101 has a stopper plate 101a for preventing it from falling off the cylinder 70. The plurality of liquid paths include a replenishment liquid path 72, a supply liquid path 73P, a supply liquid path 73S, and a positive pressure liquid path 74. The master cylinder housing 7 has a plurality of ports therein, and each port opens on the outer peripheral surface of the master cylinder housing 7. The plurality of ports include supply ports 75P and 75S, a supply port 76, and a back pressure port 77. The supply ports 75P and 75S are connected to the supply ports 40P and 40S of the reservoir tank 4, respectively. A master cylinder pipe 10M is connected to the supply port 76, and a back pressure chamber pipe 10X is connected to the back pressure port 77. One end of the replenishment liquid path 72 is connected to the replenishment port 75, and the other end is connected to the cylinder 70.
　マスタシリンダ5は、インプットロッド101を介してブレーキペダル100に接続し、ドライバによるブレーキペダル100の操作に応じてマスタシリンダ液圧を発生する。マスタシリンダ5は、ブレーキペダル100の操作に応じて軸方向移動するピストン51を有する。ピストン51はシリンダ70に収容され、液圧室50を画成する。マスタシリンダ5は、タンデム型であり、ピストン51として、インプットロッド101に押圧されるプライマリピストン51Pと、フリーピストン型のセカンダリピストン51Sとを有する。両ピストン51P,51Sは直列に並ぶ。ピストン51P,51Sによってプライマリ室50Pが画成され、セカンダリピストン51Sによってセカンダリ室50Sが画成されている。供給液路73の一端は液圧室50に接続し、他端は供給ポート76に接続する。各液圧室50P,50Sは、リザーバタンク4からブレーキ液を補給され、上記ピストン51の移動によりマスタシリンダ液圧を発生する。プライマリ室50P内には、戻しばねとしてのコイルスプリング52Pが両ピストン51P,51S間に介在する。セカンダリ室50S内には、戻しばねとしてのコイルスプリング52Sがシリンダ70の底部とピストン51Sとの間に介在する。シリンダ70の小径部70bの内周には、ピストンシール541,542が設けられている。ピストンシール541,542は、各ピストン51P,51Sに摺接して各ピストン51P,51Sの外周面と小径部70bの内周面との間をシールする複数のシール部材である。各ピストンシールは、内径側にリップ部を備える周知の断面カップ状のシール部材（カップシール）である。リップ部がピストン51の外周面に接した状態では、一方向へのブレーキ液の流れを許容し、他方向へのブレーキ液の流れを抑制する。第１ピストンシール541は、補給ポート40からプライマリ室50P、セカンダリ室50Sへ向かうブレーキ液の流れを許容し、逆方向のブレーキ液の流れを抑制する。第２ピストンシール542Pはシリンダ大径部70aへのブレーキ液の流れを抑制し、第２ピストンシール542Sはプライマリ室50Pへのブレーキ液の流れを抑制する。 The master cylinder 5 is connected to the brake pedal 100 via the input rod 101, and generates a master cylinder hydraulic pressure according to the operation of the brake pedal 100 by the driver. The master cylinder 5 has a piston 51 that moves in the axial direction in response to an operation of the brake pedal 100. The piston 51 is accommodated in the cylinder 70 and defines the hydraulic chamber 50. The master cylinder 5 is a tandem type, and has, as a piston 51, a primary piston 51P that is pressed by the input rod 101 and a free piston type secondary piston 51S. Both pistons 51P and 51S are arranged in series. A primary chamber 50P is defined by the pistons 51P and 51S, and a secondary chamber 50S is defined by the secondary piston 51S. One end of the supply liquid path 73 is connected to the hydraulic chamber 50, and the other end is connected to the supply port 76. The hydraulic chambers 50P and 50S are supplied with brake fluid from the reservoir tank 4 and generate master cylinder hydraulic pressure by the movement of the piston 51. A coil spring 52P as a return spring is interposed between the pistons 51P and 51S in the primary chamber 50P. A coil spring 52S as a return spring is interposed between the bottom of the cylinder 70 and the piston 51S in the secondary chamber 50S. Piston seals 541 and 542 are provided on the inner periphery of the small diameter portion 70b of the cylinder 70. The piston seals 541 and 542 are a plurality of seal members that are in sliding contact with the pistons 51P and 51S and seal between the outer peripheral surfaces of the pistons 51P and 51S and the inner peripheral surface of the small diameter portion 70b. Each piston seal is a well-known cup-shaped seal member (cup seal) having a lip portion on the inner diameter side. In a state where the lip portion is in contact with the outer peripheral surface of the piston 51, the flow of the brake fluid in one direction is allowed and the flow of the brake fluid in the other direction is suppressed. The first piston seal 541 allows the flow of brake fluid from the replenishment port 40 toward the primary chamber 50P and the secondary chamber 50S, and suppresses the flow of brake fluid in the reverse direction. The second piston seal 542P suppresses the flow of brake fluid to the cylinder large diameter portion 70a, and the second piston seal 542S suppresses the flow of brake fluid to the primary chamber 50P.
　ストロークセンサ94は、プライマリピストン51Pの移動量（ストローク）、すなわち、ブレーキペダル100の操作量に応じたセンサ信号を出力する。ストロークセンサ94は、検出部95およびマグネット96を有する。検出部95はマスタシリンダハウジング7に取り付けられている。マグネット96は、プライマリピストン51Pに取り付けられている。検出部95およびマグネット96は互いに近接して配置されている。検出部95はホール素子を有するホールICである。ホール素子に一定の電流を流すと、磁束密度の大きさに略比例した電圧が発生する。検出部95は、発生した電圧の大きさに応じた電圧を持つセンサ信号を出力する。
  ストロークシミュレータ6は、ドライバのブレーキ操作に伴い作動し、ブレーキペダル100に反力およびストロークを付与する。ストロークシミュレータ6は、シリンダ60、ピストン61、正圧室601、背圧室602および弾性体（第１スプリング64、第２スプリング65、ダンパ66）を有する。シリンダ60は、マスタシリンダハウジング7において、シリンダ70とは別に設けられている。シリンダ60は、大径部60aおよび小径部60bを有する。正圧室601および背圧室602は、シリンダ60の小径部60bに設けられたピストン61により画成されている。弾性体は、シリンダ60の大径部60aに設けられ、正圧室601の容積が縮小する方向にピストン61を付勢する。第１スプリング64と第２スプリング65との間には有底円筒状のリテーナ部材62が介在する。正圧液路74の一端はセカンダリ側の供給液路73Sに接続し、他端は正圧室601に接続する。ドライバのブレーキ操作に応じてマスタシリンダ5（セカンダリ室50S）から正圧室601にブレーキ液が流入することで、ペダルストロークが発生すると共に、弾性体の付勢力によりドライバのブレーキ操作反力が生成される。なお、第１ユニット1Aは、車両のエンジンが発生する吸気負圧を利用してブレーキ操作力を倍力するエンジン負圧ブースタを備えていない。 The stroke sensor 94 outputs a sensor signal corresponding to the movement amount (stroke) of the primary piston 51P, that is, the operation amount of the brake pedal 100. The stroke sensor 94 has a detection unit 95 and a magnet 96. The detection unit 95 is attached to the master cylinder housing 7. The magnet 96 is attached to the primary piston 51P. The detection unit 95 and the magnet 96 are arranged close to each other. The detection unit 95 is a Hall IC having a Hall element. When a constant current is passed through the Hall element, a voltage approximately proportional to the magnitude of the magnetic flux density is generated. The detection unit 95 outputs a sensor signal having a voltage corresponding to the magnitude of the generated voltage.
The stroke simulator 6 operates in accordance with the driver's brake operation, and applies a reaction force and a stroke to the brake pedal 100. The stroke simulator 6 includes a cylinder 60, a piston 61, a positive pressure chamber 601, a back pressure chamber 602, and an elastic body (first spring 64, second spring 65, damper 66). The cylinder 60 is provided separately from the cylinder 70 in the master cylinder housing 7. The cylinder 60 has a large diameter part 60a and a small diameter part 60b. The positive pressure chamber 601 and the back pressure chamber 602 are defined by a piston 61 provided in the small diameter portion 60b of the cylinder 60. The elastic body is provided in the large-diameter portion 60a of the cylinder 60 and biases the piston 61 in the direction in which the volume of the positive pressure chamber 601 is reduced. A bottomed cylindrical retainer member 62 is interposed between the first spring 64 and the second spring 65. One end of the positive pressure liquid path 74 is connected to the secondary supply liquid path 73S, and the other end is connected to the positive pressure chamber 601. When the brake fluid flows from the master cylinder 5 (secondary chamber 50S) into the positive pressure chamber 601 according to the driver's brake operation, a pedal stroke occurs and the driver's brake operation reaction force is generated by the urging force of the elastic body. Is done. The first unit 1A does not include an engine negative pressure booster that boosts the brake operation force by using the intake negative pressure generated by the vehicle engine.
　第２ユニット1Bは、第１ユニット1Aとブレーキ作動ユニットとの間に設けられている。第２ユニット1Bは、プライマリ配管10MPを介してプライマリ室50Pに接続し、セカンダリ配管10MSを介してセカンダリ室50Sに接続し、ホイルシリンダ配管10Wを介してホイルシリンダW/Cに接続し、背圧室配管10Xを介して背圧室602に接続する。また、第２ユニット1Bは、吸入配管10Rを介してリザーバタンク4に接続する。第２ユニット1Bは、第２ユニットハウジング8、モータ20、ポンプ（液圧源）3、複数の電磁弁21等、複数の液圧センサ91等および電子制御ユニット（コントロールユニット）90（以下、ECUという。）を有する。第２ユニットハウジング8は、その内部にポンプ3や電磁弁21等の弁体を収容（内蔵）する筐体である。第２ユニットハウジング8は、その内部に、ブレーキ液が流通する上記２系統（P系統およびS系統）のブレーキ液圧回路を有する。２系統の回路は複数の液路から構成されている。複数の液路は、供給液路（接続液路）11、吸入液路12、吐出液路13、調圧液路（還流液路）14、減圧液路15、背圧液路16、第１シミュレータ液路17および第２シミュレータ液路18を有する。また、第２ユニットハウジング8は、その内部に、液溜まりであるリザーバ（内部リザーバ）120およびダンパ130を有する。第２ユニットハウジング8の内部には複数のポートが形成され、これらのポートは第２ユニットハウジング8の外表面に開口する。複数のポートは、マスタシリンダポート871（プライマリポート871P、セカンダリポート871S）、吸入ポート873、背圧ポート874およびホイルシリンダポート872を有する。プライマリポート871Pにはプライマリ配管10MPが接続する。セカンダリポート871Sにはセカンダリ配管10MSが接続する。吸入ポート873には吸入配管10Rが接続する。背圧ポート874には背圧室配管10Xが接続する。ホイルシリンダポート872にはホイルシリンダ配管10Wが接続する。 The second unit 1B is provided between the first unit 1A and the brake operation unit. The second unit 1B is connected to the primary chamber 50P via the primary pipe 10MP, connected to the secondary chamber 50S via the secondary pipe 10MS, connected to the wheel cylinder W / C via the wheel cylinder pipe 10W, and back pressure It connects to the back pressure chamber 602 via the chamber piping 10X. The second unit 1B is connected to the reservoir tank 4 via the suction pipe 10R. The second unit 1B includes a second unit housing 8, a motor 20, a pump (hydraulic pressure source) 3, a plurality of solenoid valves 21, etc., a plurality of hydraulic pressure sensors 91, etc., and an electronic control unit (control unit) 90 (hereinafter referred to as an ECU). Said). The second unit housing 8 is a housing that houses (incorporates) valve bodies such as the pump 3 and the electromagnetic valve 21 therein. The second unit housing 8 has the above-mentioned two systems (P system and S system) of brake fluid pressure circuits through which brake fluid flows. Two circuits are composed of a plurality of liquid paths. The plurality of liquid paths are a supply liquid path (connection liquid path) 11, a suction liquid path 12, a discharge liquid path 13, a pressure regulation liquid path (reflux liquid path) 14, a pressure reduction liquid path 15, a back pressure liquid path 16, and a first. A simulator liquid path 17 and a second simulator liquid path 18 are provided. Further, the second unit housing 8 has a reservoir (internal reservoir) 120 and a damper 130 which are liquid reservoirs therein. A plurality of ports are formed inside the second unit housing 8, and these ports open to the outer surface of the second unit housing 8. The plurality of ports include a master cylinder port 871 (primary port 871P, secondary port 871S), a suction port 873, a back pressure port 874, and a wheel cylinder port 872. A primary pipe 10MP is connected to the primary port 871P. A secondary pipe 10MS is connected to the secondary port 871S. A suction pipe 10R is connected to the suction port 873. A back pressure chamber pipe 10X is connected to the back pressure port 874. A wheel cylinder pipe 10W is connected to the wheel cylinder port 872.
　モータ20は、回転式の電動機であり、ポンプ3を駆動するための回転軸を備える。モータ20は、回転軸の回転角度、または回転数を検出するレゾルバ等の回転数センサを備えたブラシレスモータでもよいし、ブラシ付きモータでもよい。ポンプ3は、モータ20の回転駆動によりリザーバタンク4内のブレーキ液を吸入し、ホイルシリンダW/Cに向けて吐出する。実施形態１では、ポンプ3として、音振性能等に優れた５つのプランジャを有するプランジャポンプを採用している。ポンプ3は、S系統およびP系統の両系統で共通に用いられる。電磁弁21等は、制御信号に応じて動作するソレノイドバルブであり、ソレノイドへの通電に応じて弁体がストロークし、液路の開閉を切り替える（液路を断接する）。電磁弁21等は、上記回路の連通状態を制御し、ブレーキ液の流通状態を調整することで、制御液圧を発生する。複数の電磁弁21等は、遮断弁21、増圧弁（増圧制御弁であり、以下、SOL/V INという。）22、連通弁23、調圧弁24、減圧弁（以下、SOL/V OUTという。）25、ストロークシミュレータイン弁（ストロークシミュレータ弁であり、以下、SS/V INという。）27およびストロークシミュレータアウト弁（以下、SS/V OUTという。）28を有する。遮断弁21、SOL/V IN22および調圧弁24は、非通電状態で開弁するノーマルオープン型電磁弁である。連通弁23、減圧弁25、SS/V IN27およびSS/V OUT28は、非通電状態で閉弁するノーマルクローズ型電磁弁である。遮断弁21、SOL/V IN22および調圧弁24は、ソレノイドに供給される電流に応じて弁の開度が調整される比例制御弁である。連通弁23、減圧弁25、SS/V IN27およびSS/V OUT28は、弁の開閉が二値的に切り替え制御されるオン・オフ弁である。なお、これらの弁に比例制御弁を用いることも可能である。液圧センサ91等は、ポンプ3の吐出圧やマスタシリンダ液圧を検出する。複数の液圧センサは、マスタシリンダ液圧センサ91、吐出圧センサ93およびホイルシリンダ液圧センサ92（プライマリ圧センサ92Pおよびセカンダリ圧センサ92S）を有する。 The motor 20 is a rotary electric motor and includes a rotating shaft for driving the pump 3. The motor 20 may be a brushless motor equipped with a rotational speed sensor such as a resolver that detects the rotational angle or rotational speed of the rotating shaft, or may be a motor with a brush. The pump 3 sucks the brake fluid in the reservoir tank 4 by the rotational drive of the motor 20, and discharges it toward the wheel cylinder W / C. In the first embodiment, a plunger pump having five plungers excellent in sound vibration performance and the like is employed as the pump 3. The pump 3 is commonly used in both the S system and the P system. The solenoid valve 21 or the like is a solenoid valve that operates in response to a control signal, and the valve body strokes in response to energization of the solenoid to switch opening / closing of the liquid path (connecting / disconnecting the liquid path). The solenoid valve 21 and the like generate a control hydraulic pressure by controlling the communication state of the circuit and adjusting the flow state of the brake fluid. The plurality of solenoid valves 21 and the like are a shut-off valve 21, a pressure increasing valve (a pressure increasing control valve, hereinafter referred to as SOL / V IN) 22, a communication valve 23, a pressure regulating valve 24, a pressure reducing valve (hereinafter, SOL / V OUT) 25), a stroke simulator in valve (which is a stroke simulator valve, hereinafter referred to as SS / V IN) 27 and a stroke simulator out valve (hereinafter referred to as SS / V OUT) 28. The shut-off valve 21, SOL / V IN22, and pressure regulating valve 24 are normally open solenoid valves that open in a non-energized state. The communication valve 23, the pressure reducing valve 25, SS / V IN27, and SS / V OUT28 are normally closed solenoid valves that close in a non-energized state. The shut-off valve 21, SOL / V IN22, and pressure regulating valve 24 are proportional control valves in which the valve opening is adjusted in accordance with the current supplied to the solenoid. The communication valve 23, the pressure reducing valve 25, the SS / V IN27, and the SS / V OUT28 are on / off valves that are controlled to be switched in a binary manner. In addition, it is also possible to use a proportional control valve for these valves. The hydraulic pressure sensor 91 and the like detect the discharge pressure of the pump 3 and the master cylinder hydraulic pressure. The plurality of hydraulic pressure sensors include a master cylinder hydraulic pressure sensor 91, a discharge pressure sensor 93, and a wheel cylinder hydraulic pressure sensor 92 (primary pressure sensor 92P and secondary pressure sensor 92S).
　以下、第２ユニット1Bのブレーキ液圧回路を説明する。各車輪FL～RRに対応する部材には、その符号の末尾にそれぞれ添字ａ～ｄを付して適宜区別する。供給液路11Pの一端側は、プライマリポート871Pに接続する。供給液路11Pの他端側は、前左輪用の液路11aと後右輪用の液路11dとに分岐する。各液路11a,11dは対応するホイルシリンダポート872に接続する。供給液路11Sの一端側は、セカンダリポート871Sに接続する。供給液路11Sの他端側は、前右輪用の液路11bと後左輪用の液路11cとに分岐する。各液路11b,11cは対応するホイルシリンダポート872に接続する。供給液路11の上記一端側には遮断弁21が設けられている。上記他端側の各液路11にはSOL/V IN22が設けられている。SOL/V IN22をバイパスして各液路11と並列にバイパス液路110が設けられ、バイパス液路110にはチェック弁220が設けられている。チェック弁220は、ホイルシリンダポート872の側からマスタシリンダポート871の側へ向うブレーキ液の流れのみを許容する。
  吸入液路12は、リザーバ120とポンプ3の吸入ポート823とを接続する。吐出液路13の一端側は、ポンプ3の吐出ポート821に接続する。吐出液路13の他端側は、P系統用の液路13PとS系統用の液路13Sとに分岐する。各液路13P,13Sは、供給液路11における遮断弁21とSOL/V IN22との間に接続する。吐出液路13の上記一端側にはダンパ130が設けられている。上記他端側の各液路13P,13Sには、連通弁23P、連通弁23Sが設けられている。各液路13P,13Sは、P系統の供給液路11PとS系統の供給液路11Sとを接続する連通路として機能する。ポンプ3は、上記連通路（吐出液路13P,13S）および供給液路11P,11Sを介して、各ホイルシリンダポート872に接続する。調圧液路14は、吐出液路13におけるダンパ130と連通弁23との間と、リザーバ120とを接続する。調圧液路14には調圧弁24が設けられている。減圧液路15は、供給液路11の各液路11a～11dにおけるSOL/V IN22とホイルシリンダポート872との間と、リザーバ120とを接続する。減圧液路15にはSOL/V OUT25が設けられている。 Hereinafter, the brake hydraulic circuit of the second unit 1B will be described. The members corresponding to the wheels FL to RR are appropriately distinguished by adding suffixes a to d at the end of the reference numerals. One end side of the supply liquid path 11P is connected to the primary port 871P. The other end side of the supply liquid path 11P branches into a liquid path 11a for the front left wheel and a liquid path 11d for the rear right wheel. Each fluid passage 11a, 11d is connected to a corresponding wheel cylinder port 872. One end side of the supply liquid path 11S is connected to the secondary port 871S. The other end side of the supply liquid path 11S branches into a liquid path 11b for the front right wheel and a liquid path 11c for the rear left wheel. Each fluid passage 11b, 11c is connected to a corresponding wheel cylinder port 872. A shutoff valve 21 is provided on the one end side of the supply liquid passage 11. A SOL / V IN 22 is provided in each liquid path 11 on the other end side. A bypass liquid path 110 is provided in parallel with each liquid path 11 by bypassing the SOL / V IN 22, and a check valve 220 is provided in the bypass liquid path 110. The check valve 220 allows only the flow of brake fluid from the wheel cylinder port 872 side toward the master cylinder port 871 side.
The suction liquid path 12 connects the reservoir 120 and the suction port 823 of the pump 3. One end side of the discharge liquid passage 13 is connected to the discharge port 821 of the pump 3. The other end side of the discharge liquid path 13 branches into a liquid path 13P for the P system and a liquid path 13S for the S system. Each liquid path 13P, 13S is connected between the shutoff valve 21 and the SOL / V IN 22 in the supply liquid path 11. A damper 130 is provided on the one end side of the discharge liquid passage 13. A communication valve 23P and a communication valve 23S are provided in the liquid paths 13P and 13S on the other end side. Each of the liquid paths 13P and 13S functions as a communication path that connects the supply liquid path 11P of the P system and the supply liquid path 11S of the S system. The pump 3 is connected to each wheel cylinder port 872 via the communication path (discharge liquid paths 13P, 13S) and the supply liquid paths 11P, 11S. The pressure adjusting fluid path 14 connects the reservoir 120 and the damper 130 and the communication valve 23 in the discharge fluid path 13. A pressure regulating valve 24 is provided in the pressure regulating fluid path 14. The decompression liquid path 15 connects the reservoir 120 to the SOL / V IN 22 and the wheel cylinder port 872 in each of the liquid paths 11a to 11d of the supply liquid path 11. The decompression liquid path 15 is provided with SOL / V OUT25.
　背圧液路16の一端側は、背圧ポート874に接続する。背圧液路16の他端側は、第１シミュレータ液路17と第２シミュレータ液路18とに分岐する。第１シミュレータ液路17は、供給液路11Sにおける遮断弁21SとSOL/V IN22b,22cとの間に接続する。第１シミュレータ液路17にはSS/V IN27が設けられている。SS/V IN27をバイパスして第１シミュレータ液路17と並列にバイパス液路170が設けられ、バイパス液路170にはチェック弁270が設けられている。チェック弁270は、背圧液路16の側から供給液路11Sの側へ向うブレーキ液の流れのみを許容する。第２シミュレータ液路18は、リザーバ120に接続する。第２シミュレータ液路18にはSS/V OUT28が設けられている。SS/V OUT28をバイパスして第２シミュレータ液路18と並列にバイパス液路180が設けられ、バイパス液路180にはチェック弁280が設けられている。チェック弁280は、リザーバ120の側から背圧液路16の側へ向うブレーキ液の流れのみを許容する。
  供給液路11Sにおける遮断弁21Sとセカンダリポート871Sとの間には、この箇所の液圧（ストロークシミュレータ6の正圧室601の液圧であり、マスタシリンダ液圧）を検出する液圧センサ91が設けられている。供給液路11における遮断弁21とSOL/V IN22との間には、この箇所の液圧（ホイルシリンダ液圧に相当）を検出する液圧センサ92が設けられている。吐出液路13におけるダンパ130と連通弁23との間には、この箇所の液圧（ポンプ吐出圧）を検出する液圧センサ93が設けられている。 One end side of the back pressure liquid passage 16 is connected to the back pressure port 874. The other end side of the back pressure liquid passage 16 branches into a first simulator liquid passage 17 and a second simulator liquid passage 18. The first simulator liquid path 17 is connected between the shutoff valve 21S and the SOL / V INs 22b and 22c in the supply liquid path 11S. The first simulator liquid path 17 is provided with SS / V IN27. Bypassing the SS / V IN 27, a bypass liquid path 170 is provided in parallel with the first simulator liquid path 17, and a check valve 270 is provided in the bypass liquid path 170. The check valve 270 allows only the flow of brake fluid from the back pressure fluid passage 16 side toward the supply fluid passage 11S side. The second simulator liquid path 18 is connected to the reservoir 120. The second simulator liquid path 18 is provided with SS / V OUT28. Bypassing the SS / V OUT 28, a bypass liquid path 180 is provided in parallel with the second simulator liquid path 18, and a check valve 280 is provided in the bypass liquid path 180. The check valve 280 allows only the flow of brake fluid from the reservoir 120 side toward the back pressure fluid path 16 side.
Between the shutoff valve 21S and the secondary port 871S in the supply fluid path 11S, a fluid pressure sensor 91 that detects the fluid pressure at this location (the fluid pressure in the positive pressure chamber 601 of the stroke simulator 6 and the master cylinder fluid pressure). Is provided. Between the shutoff valve 21 and the SOL / V IN 22 in the supply fluid path 11, a fluid pressure sensor 92 that detects the fluid pressure at this location (corresponding to the wheel cylinder fluid pressure) is provided. Between the damper 130 and the communication valve 23 in the discharge fluid passage 13, a fluid pressure sensor 93 for detecting the fluid pressure (pump discharge pressure) at this location is provided.
　ECU90には、ストロークセンサ94や液圧センサ91等の検出値や車両側からの走行状態に関する情報が入力される。ECU90は、内蔵されたプログラムに従い、入力された情報を用いて電磁弁21等やモータ20を作動することにより、各車輪FL～RRのホイルシリンダ液圧を制御する。ECU90は、ドライバによるブレーキペダル100の操作量に応じて各車輪FL～RRに制動力を付与するサービスブレーキ機能を実現するための構成をソフトウェアとして備える。
  図２は、実施形態１のサービスブレーキ機能に係るECU90の制御ブロック図である。ECU90は、入力処理部90a、演算処理部90bおよび出力処理部90cを有する。
  入力処理部90aは、ストロークセンサ94およびマスタシリンダ液圧センサ91からのセンサ信号を入力する。
  演算処理部90bは、各センサ信号に基づき、電磁弁21等およびモータ20に対する駆動指令を生成する。演算処理部90bは、ブレーキ操作量演算部900、制御介入判断部901、制御量演算部（バックアップ制御部）902、故障診断部903および警告灯点灯判断部（警告部）904を有する。
  ブレーキ操作量演算部900は、ストロークセンサ94からのストローク信号と、マスタシリンダ液圧センサ91からのマスタシリンダ液圧信号とに基づき、ブレーキペダル100の操作量（ブレーキ操作量）を演算する。ブレーキ操作量の演算方法については後述する。
  制御介入判断部901は、ブレーキ操作量および故障診断部903からの故障診断情報に基づき、サービスブレーキのためのブレーキ制御の介入要否を判断する。故障診断情報は、ストロークセンサ94またはマスタシリンダ液圧センサ91の故障が確定しているか否かの情報である。制御介入判断部901は、故障が確定していない場合には、ドライバのブレーキ操作を検出してからホイルシリンダ液圧センサ92により検出されるホイルシリンダ液圧が0になるまでの間、制御介入が必要と判断する。制御介入判断部901は、故障が確定した場合には、制御介入が不要と判断する。 The ECU 90 receives detection values from the stroke sensor 94, the hydraulic pressure sensor 91, etc., and information related to the running state from the vehicle side. The ECU 90 controls the wheel cylinder hydraulic pressure of each of the wheels FL to RR by operating the solenoid valve 21 and the motor 20 using the input information in accordance with a built-in program. The ECU 90 includes a configuration for realizing a service brake function for applying a braking force to each of the wheels FL to RR according to the amount of operation of the brake pedal 100 by the driver as software.
FIG. 2 is a control block diagram of the ECU 90 according to the service brake function of the first embodiment. The ECU 90 includes an input processing unit 90a, an arithmetic processing unit 90b, and an output processing unit 90c.
The input processing unit 90a inputs sensor signals from the stroke sensor 94 and the master cylinder hydraulic pressure sensor 91.
The arithmetic processing unit 90b generates a drive command for the solenoid valve 21 and the like and the motor 20 based on each sensor signal. The calculation processing unit 90b includes a brake operation amount calculation unit 900, a control intervention determination unit 901, a control amount calculation unit (backup control unit) 902, a failure diagnosis unit 903, and a warning lamp lighting determination unit (warning unit) 904.
The brake operation amount calculation unit 900 calculates the operation amount (brake operation amount) of the brake pedal 100 based on the stroke signal from the stroke sensor 94 and the master cylinder hydraulic pressure signal from the master cylinder hydraulic pressure sensor 91. A method of calculating the brake operation amount will be described later.
Based on the brake operation amount and the failure diagnosis information from the failure diagnosis unit 903, the control intervention determination unit 901 determines whether or not the brake control intervention for the service brake is necessary. The failure diagnosis information is information indicating whether or not a failure of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 is confirmed. If the failure is not confirmed, the control intervention determination unit 901 performs control intervention until the wheel cylinder hydraulic pressure detected by the wheel cylinder hydraulic pressure sensor 92 is zero after the driver's brake operation is detected. Is deemed necessary. The control intervention determination unit 901 determines that the control intervention is unnecessary when the failure is confirmed.
　制御量演算部902は、制御介入が必要と判断された場合には、ブレーキ操作量に基づいて電磁弁21等およびモータ20の駆動指令を生成する。詳述すると、制御量演算部902は、ブレーキ操作量に基づき、所定の倍力比、すなわちブレーキ操作量とドライバの要求ブレーキ液圧（ドライバが要求する車両減速度G）との間の理想的な関係特性を実現する目標ホイルシリンダ液圧を算出し、目標ホイルシリンダ液圧を得るための電磁弁21等およびモータ20の駆動指令を生成する。以下、サービスブレーキ中の電磁弁21等およびモータ20の駆動方法を説明する。まず、ドライバのブレーキ操作を検出すると、ポンプ3を作動させ、遮断弁21を閉弁方向に作動させ、連通弁23を開弁方向に作動させる。これにより、ポンプ3の吐出圧を液圧源としてマスタシリンダ液圧よりも高いホイルシリンダ液圧を創生可能となる。具体的には、モータ20を所定回転数で回転駆動させたまま調圧弁24を制御してポンプ3からホイルシリンダW/Cへ供給されるブレーキ液量を調整することにより、目標ホイルシリンダ液圧を実現する。また、SS/V IN27を閉弁方向に作動させ、SS/V OUT28を開弁方向に作動させることにより、ストロークシミュレータ6を機能させる。
  制御量演算部902は、制御介入が不要と判断された場合には、電磁弁21等およびモータ20を非作動とする。つまり、ストロークセンサ94またはマスタシリンダ液圧センサ91の故障が確定した場合、サービスブレーキのためのブレーキ制御は禁止され、ドライバのブレーキペダル100の入力が機械的にホイルシリンダ液圧に変換される、いわゆるマニュアルブレーキへと移行する。マニュアルブレーキは、フェールセーフの観点から、サービスブレーキのためのブレーキ制御に対するバックアップ制御としての役割を有する。
  故障診断部903は、ストロークセンサ94およびマスタシリンダ液圧センサ91の故障を診断する。故障診断部903は、ストロークセンサ94およびマスタシリンダ液圧センサ91の検出値をそれぞれモニタし、一方の検出値がリミッタ（上限値）に達している状態が所定時間継続した場合、ストロークセンサ94またはマスタシリンダ液圧センサ91の故障を確定する。リミッタについては後述する。
  警告灯点灯判断部904は、故障診断部903による故障確定後、例えば車室内に配置された警告灯に対し点灯要求を出力する。これにより、ストロークセンサ94またはマスタシリンダ液圧センサ91の一方が故障し、サービスブレーキ機能が停止していることがドライバに警告される。
  出力処理部90cは、各駆動指令に応じた指令信号を電磁弁21等およびモータ20へ出力する。 When it is determined that control intervention is necessary, the control amount calculation unit 902 generates a drive command for the solenoid valve 21 and the like and the motor 20 based on the brake operation amount. More specifically, the control amount calculation unit 902 is based on the brake operation amount, and is ideal between the predetermined boost ratio, that is, the brake operation amount and the driver's required brake hydraulic pressure (vehicle deceleration G requested by the driver). The target wheel cylinder hydraulic pressure that realizes the desired relationship characteristics is calculated, and a drive command for the solenoid valve 21 and the like and the motor 20 for obtaining the target foil cylinder hydraulic pressure is generated. Hereinafter, a method for driving the solenoid valve 21 and the like and the motor 20 during the service brake will be described. First, when the driver's brake operation is detected, the pump 3 is operated, the shut-off valve 21 is operated in the valve closing direction, and the communication valve 23 is operated in the valve opening direction. As a result, the wheel cylinder hydraulic pressure higher than the master cylinder hydraulic pressure can be created using the discharge pressure of the pump 3 as a hydraulic pressure source. Specifically, the target wheel cylinder hydraulic pressure is adjusted by adjusting the brake fluid amount supplied from the pump 3 to the wheel cylinder W / C by controlling the pressure regulating valve 24 while the motor 20 is rotationally driven at a predetermined rotational speed. To realize. Further, the stroke simulator 6 is caused to function by operating SS / V IN27 in the valve closing direction and operating SS / V OUT28 in the valve opening direction.
When it is determined that control intervention is not necessary, the control amount calculation unit 902 deactivates the solenoid valve 21 and the like and the motor 20. That is, when the failure of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 is confirmed, the brake control for the service brake is prohibited, and the input of the brake pedal 100 of the driver is mechanically converted to the wheel cylinder hydraulic pressure. Shift to so-called manual brake. The manual brake serves as a backup control for the brake control for the service brake from the viewpoint of fail-safe.
The failure diagnosis unit 903 diagnoses failure of the stroke sensor 94 and the master cylinder hydraulic pressure sensor 91. The failure diagnosis unit 903 monitors the detection values of the stroke sensor 94 and the master cylinder hydraulic pressure sensor 91. If the detection value of one of them reaches the limiter (upper limit value) for a predetermined time, The failure of the master cylinder hydraulic pressure sensor 91 is determined. The limiter will be described later.
After the failure diagnosis unit 903 confirms the failure, the warning light lighting determination unit 904 outputs a lighting request to a warning light disposed in the vehicle interior, for example. This warns the driver that either the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 has failed and the service brake function is stopped.
The output processing unit 90c outputs a command signal corresponding to each drive command to the solenoid valve 21 and the like and the motor 20.
　図３は、実施形態１のブレーキ操作量演算部900の制御ブロック図である。
  第１ブレーキ操作量推定部900aは、予めマップ化されたプライマリピストン51Pの移動量とブレーキペダル100の操作量との関係を用い、ストロークセンサ信号に基づくブレーキ操作量である第１ブレーキ操作量を演算する（第１ブレーキ操作量推定ステップ）。
  第２ブレーキ操作量推定部900bは、予めマップ化されたマスタシリンダ液圧とブレーキペダル100の操作量との関係を用い、マスタシリンダ液圧信号に基づくブレーキ操作量である第２ブレーキ操作量を演算する（第２ブレーキ操作量推定ステップ）。
  第１リミッタ処理部（制限部）900cは、第１ブレーキ操作量の上限をリミッタで制限するリミッタ処理を行う。リミッタは、第２ブレーキ操作量推定部900bにより演算された第２ブレーキ操作量に所定量（オフセット値）を加えた値とする。つまり、第１ブレーキ操作量の上限は、第２ブレーキ操作量からブレーキ操作量が増加する方向に前記所定量だけオフセットした値となる（制限ステップ）。
  第２リミッタ処理部（制限部）900dは、第２ブレーキ操作量の上限をリミッタで制限するリミッタ処理を行う。リミッタは、第１ブレーキ操作量推定部900aにより演算された第１ブレーキ操作量に前記所定量（オフセット値）を加えた値とする。つまり、第２ブレーキ操作量の上限は、第１ブレーキ操作量からブレーキ操作量が増加する方向に前記所定量だけオフセットした値となる（制限ステップ）。
  ここで、リミッタは、以下の観点を考慮して最適化するのが望ましい。
  ・センサが故障している場合に限り、ブレーキ操作量に制限をかける。つまり、センサが故障していなければ制限をかけない。
  ・ドライバが車両挙動をコントロール可能な減速度増加の範囲内で制限をかける。
  ブレーキ操作量決定部900eは、リミッタ処理後の第１ブレーキ操作量とリミッタ処理後の第２ブレーキ操作量のうち値が大きい方をブレーキ操作量として決定する（セレクトハイ）。 FIG. 3 is a control block diagram of the brake operation amount calculation unit 900 according to the first embodiment.
The first brake operation amount estimation unit 900a uses the relationship between the movement amount of the primary piston 51P and the operation amount of the brake pedal 100 mapped in advance, and calculates the first brake operation amount that is a brake operation amount based on the stroke sensor signal. Calculate (first brake operation amount estimation step).
The second brake operation amount estimation unit 900b uses a relationship between the master cylinder hydraulic pressure mapped in advance and the operation amount of the brake pedal 100, and calculates a second brake operation amount that is a brake operation amount based on the master cylinder hydraulic pressure signal. Calculate (second brake operation amount estimation step).
The first limiter processor (limiter) 900c performs a limiter process that limits the upper limit of the first brake operation amount with the limiter. The limiter is a value obtained by adding a predetermined amount (offset value) to the second brake operation amount calculated by the second brake operation amount estimation unit 900b. That is, the upper limit of the first brake operation amount is a value that is offset from the second brake operation amount by the predetermined amount in the direction in which the brake operation amount increases (limit step).
The second limiter processor (limiter) 900d performs a limiter process that limits the upper limit of the second brake operation amount with the limiter. The limiter is a value obtained by adding the predetermined amount (offset value) to the first brake operation amount calculated by the first brake operation amount estimation unit 900a. That is, the upper limit of the second brake operation amount is a value that is offset from the first brake operation amount by the predetermined amount in the direction in which the brake operation amount increases (limit step).
Here, the limiter is preferably optimized in consideration of the following viewpoints.
・ Limit the brake operation amount only when the sensor is broken. In other words, there is no restriction unless the sensor has failed.
・ Apply a limit within the range of increased deceleration that allows the driver to control vehicle behavior.
The brake operation amount determination unit 900e determines the larger one of the first brake operation amount after the limiter process and the second brake operation amount after the limiter process as the brake operation amount (select high).
　図４は、誤ったブレーキ操作量が演算された場合の車両減速度への影響を示す図である。
  ストロークセンサおよびマスタシリンダ液圧センサはブレーキ操作量の演算に用いられるため、両センサの一方が故障した場合、ブレーキ操作量の演算を誤ることになり、結果的にサービスブレーキ機能の意図しない動作を引き起こす。具体的には以下の通りである。
  (i) ストロークセンサとマスタシリンダ液圧センサの一方が故障してその検出値が実際のブレーキ操作量（以下、真値）よりも高い値を示す場合
  ブレーキ操作量の演算値は、安全性の観点から、ストロークセンサの検出値から求めた第１ブレーキ操作量とマスタシリンダ液圧センサの検出値から求めた第２ブレーキ操作量のうち値が大きい方が選択される。よって、第１ブレーキ操作量と第２ブレーキ操作量の一方が真値よりも高い場合、ブレーキ操作量の演算値は、図４に破線で示すように真値よりも高い値となる。この結果、ドライバの意図しない急ブレーキにより後続車との車間距離が急減するおそれがある。
  (ii) ストロークセンサとマスタシリンダ液圧センサの一方が故障してその検出値が真値よりも低い値を示す場合
  この場合、ブレーキ操作量の演算値は、図４に実線で示すように真値に近い値となるため、車両への影響はない。 FIG. 4 is a diagram illustrating an influence on the vehicle deceleration when an incorrect brake operation amount is calculated.
Since the stroke sensor and master cylinder hydraulic pressure sensor are used to calculate the brake operation amount, if one of the sensors fails, the calculation of the brake operation amount will be incorrect, resulting in unintended operation of the service brake function. cause. Specifically, it is as follows.
(i) When one of the stroke sensor and master cylinder hydraulic pressure sensor fails and the detected value is higher than the actual brake operation amount (hereinafter referred to as the true value). From the viewpoint, the larger one of the first brake operation amount obtained from the detection value of the stroke sensor and the second brake operation amount obtained from the detection value of the master cylinder hydraulic pressure sensor is selected. Therefore, when one of the first brake operation amount and the second brake operation amount is higher than the true value, the calculated value of the brake operation amount becomes a value higher than the true value as indicated by a broken line in FIG. As a result, there is a risk that the distance between the following vehicle and the following vehicle may suddenly decrease due to sudden braking that is not intended by the driver.
(ii) When one of the stroke sensor and master cylinder hydraulic pressure sensor fails and the detected value is lower than the true value In this case, the calculated value of the brake operation amount is true as shown by the solid line in FIG. Since the value is close to the value, there is no effect on the vehicle.
　図５は、実施形態１においてストロークセンサ94に故障（検出値＞真値）が発生した場合のリミッタ処理作用を示す図である。ストロークセンサ94の検出値は故障によって真値よりも高い値を示している。
  第１ブレーキ操作量および第２ブレーキ操作量にリミッタ処理を行わない場合、第１ブレーキ操作量は第２ブレーキ操作量（≒真値）よりも大きくなるため、ブレーキ操作量として第１ブレーキ操作量が選択され、過剰な制動力が発生する。
  これに対し、第１ブレーキ操作量および第２ブレーキ操作量にリミッタ処理を行うことにより、第１ブレーキ操作量に制限がかけられ、リミッタ処理後の第１ブレーキ操作量は、真値との差がオフセット値以下に抑えられる。これにより、リミッタ処理を行わない場合と比べて、過剰な制動力の発生を抑制できる。このとき、第１ブレーキ操作量はドライバが車両挙動をコントロール可能な減速度増加の範囲内に抑えられるため、ドライバは減速度が高すぎると感じてブレーキペダル100を離し、減速度を弱めることができる。この結果、後続車との車間距離が急減するのを抑制でき、後続車に対する衝突リスクを低減できる。 FIG. 5 is a diagram illustrating a limiter processing operation when a failure (detection value> true value) occurs in the stroke sensor 94 in the first embodiment. The detection value of the stroke sensor 94 is higher than the true value due to failure.
When the limiter process is not performed on the first brake operation amount and the second brake operation amount, the first brake operation amount is larger than the second brake operation amount (≈true value). Is selected, and excessive braking force is generated.
On the other hand, the first brake operation amount is limited by performing the limiter process on the first brake operation amount and the second brake operation amount, and the first brake operation amount after the limiter process is different from the true value. Is suppressed below the offset value. Thereby, generation | occurrence | production of an excessive braking force can be suppressed compared with the case where a limiter process is not performed. At this time, since the first brake operation amount is suppressed within the range of the deceleration increase that allows the driver to control the vehicle behavior, the driver feels that the deceleration is too high and releases the brake pedal 100 to weaken the deceleration. it can. As a result, it is possible to suppress a rapid decrease in the inter-vehicle distance with the following vehicle, and to reduce the risk of collision with the following vehicle.
　図６は、実施形態１においてストロークセンサ94に故障（検出値＜真値）が発生した場合のリミッタ処理作用を示す図である。ストロークセンサ94の検出値は故障によって真値よりも低い値を示している。
  第１ブレーキ操作量および第２ブレーキ操作量にリミッタ処理を行わない場合、第１ブレーキ操作量は第２ブレーキ操作量（≒真値）よりも小さくなるため、ブレーキ操作量として第２ブレーキ操作量が選択される。よって、車両への影響はない。
  これに対し、第１ブレーキ操作量および第２ブレーキ操作量にリミッタ処理を行った場合、ブレーキペダル100が踏み増しされたとき、第２ブレーキ操作量に制限がかけられることがあり得る。このとき、ドライバは減速度の増加を意図しているにもかかわらず、ブレーキ操作量の制限によって減速度は増加しなくなる。しかしながら、実施形態１では、第２ブレーキ操作量がリミッタに達した状態が所定時間継続した場合、サービスブレーキ機能を禁止してマニュアルブレーキに切り替えるため、ドライバはブレーキ操作によって減速度を増加させることができるため、車両への影響は僅かである。 FIG. 6 is a diagram illustrating a limiter processing operation when a failure (detection value <true value) occurs in the stroke sensor 94 in the first embodiment. The detection value of the stroke sensor 94 is lower than the true value due to failure.
When the limiter process is not performed on the first brake operation amount and the second brake operation amount, the first brake operation amount is smaller than the second brake operation amount (≈true value). Is selected. Therefore, there is no influence on the vehicle.
On the other hand, when the limiter process is performed on the first brake operation amount and the second brake operation amount, the second brake operation amount may be limited when the brake pedal 100 is increased. At this time, although the driver intends to increase the deceleration, the deceleration does not increase due to the limitation of the brake operation amount. However, in the first embodiment, when the state where the second brake operation amount reaches the limiter continues for a predetermined time, the service brake function is prohibited and the manual brake is switched, so that the driver may increase the deceleration by the brake operation. As a result, the impact on the vehicle is negligible.
　図７は、実施形態１においてストロークセンサ94に故障（検出値＞真値）が発生した場合のタイムチャートである。
  時刻t1では、ドライバがブレーキ操作を開始したため、制御介入判断部901は、制御介入が必要であると判断し、サービスブレーキのためのブレーキ制御を開始する。ブレーキ操作量演算部900は、第１ブレーキ操作量と第２ブレーキ操作量とのセレクトハイによりブレーキ操作量を決定する。
  時刻t2では、ストロークセンサ94に故障が発生し、第１ブレーキ操作量は真値よりも高い値を示す。このとき、ブレーキ操作量演算部900により演算されるブレーキ操作量は真値よりも高くなるが、リミッタに達した状態で制限がかかる。
  時刻t3では、第１ブレーキ操作量がリミッタに達した状態が所定時間継続したため、故障診断部903は故障確定と診断する。故障確定との診断により、制御介入判断部901は、制御介入が不要であると判断し、制御量演算部902は、サービスブレーキのためのブレーキ制御を禁止してバックアップ制御へと移行する。また、警告灯点灯判断部904は、警告灯に対し点灯要求を出力する。
  以上、ストロークセンサ94に故障が発生した場合の動作を示したが、マスタシリンダ液圧センサ91に故障が発生した場合も同様である。 FIG. 7 is a time chart when a failure (detection value> true value) occurs in the stroke sensor 94 in the first embodiment.
At time t1, since the driver has started the brake operation, the control intervention determination unit 901 determines that control intervention is necessary, and starts brake control for service braking. The brake operation amount calculation unit 900 determines the brake operation amount based on the select high of the first brake operation amount and the second brake operation amount.
At time t2, a failure occurs in the stroke sensor 94, and the first brake operation amount shows a value higher than the true value. At this time, the brake operation amount calculated by the brake operation amount calculation unit 900 is higher than the true value, but is limited when the limiter is reached.
At time t3, the state where the first brake operation amount has reached the limiter has continued for a predetermined time, so the failure diagnosis unit 903 diagnoses that the failure has been confirmed. Based on the diagnosis of failure confirmation, the control intervention determination unit 901 determines that the control intervention is unnecessary, and the control amount calculation unit 902 prohibits the brake control for the service brake and shifts to the backup control. Further, the warning lamp lighting determination unit 904 outputs a lighting request to the warning lamp.
The operation when a failure occurs in the stroke sensor 94 has been described above, but the same applies when a failure occurs in the master cylinder hydraulic pressure sensor 91.
　実施形態１にあっては、以下の効果を奏する。
  (1) ブレーキ制御装置1は、ECU90と、ブレーキペダル100のストローク量を検出するストロークセンサ94と、ブレーキペダル100の操作に応じてブレーキ液圧を発生させるマスタシリンダ5の液圧を検出するマスタシリンダ液圧センサ91と、を備え、ECU90は、ストロークセンサ94により検出されたストローク量に基づくブレーキペダル100の操作量である第１ブレーキ操作量を求める第１ブレーキ操作量推定部900aと、マスタシリンダ液圧センサ91により検出された液圧に基づくブレーキペダル100の操作量である第２ブレーキ操作量を求める第２ブレーキ操作量推定部900bと、第１ブレーキ操作量と第２ブレーキ操作量のうち大きい方の操作量に、小さい方の操作量との差が所定値を超えないように制限をかける制限部（第１リミッタ処理部900c、第２リミッタ処理部900d）と、を備える。
  これにより、ストロークセンサ94またはマスタシリンダ液圧センサ91の異常検出から故障確定までの間にドライバの意図する減速度に対して過剰な減速度が発生するのを抑制できる。
  (2) 制限部（第１リミッタ処理部900c、第２リミッタ処理部900d）による制限は、ストロークセンサ94またはマスタシリンダ液圧センサ91が故障と確定されるまでの間なされる。
  これにより、ストロークセンサ94またはマスタシリンダ液圧センサ91の一方の故障が確定するまでの間に、ドライバの意図する減速度に対して過剰な減速度が発生した場合であっても、その影響を緩和できる。
  また、ブレーキ制御装置1に対して急ブレーキ相当の入力があった場合、その入力がドライバの意図に応じたものあるのか、またはセンサの故障に起因するものであるのかを切り分けできる。従って、ドライバが意図して急ブレーキをかけたい場合はドライバの要求通りの減速度を発生させることができ、センサの故障によって急ブレーキ相当の入力があった場合にのみ、減速度に対して制限をかけることができる。 The first embodiment has the following effects.
(1) The brake control device 1 includes an ECU 90, a stroke sensor 94 that detects the stroke amount of the brake pedal 100, and a master that detects the hydraulic pressure of the master cylinder 5 that generates brake hydraulic pressure in response to the operation of the brake pedal 100. ECU 90 includes a first brake operation amount estimation unit 900a that obtains a first brake operation amount that is an operation amount of the brake pedal 100 based on the stroke amount detected by the stroke sensor 94, and a master. A second brake operation amount estimating unit 900b for obtaining a second brake operation amount that is an operation amount of the brake pedal 100 based on the hydraulic pressure detected by the cylinder hydraulic pressure sensor 91; and a first brake operation amount and a second brake operation amount. Limiting units (first limiter processing unit 900c, second limiter) that limit the difference between the larger operation amount and the smaller operation amount so as not to exceed a predetermined value. Includes a processing section 900d), the.
Thereby, it is possible to suppress the occurrence of excessive deceleration with respect to the deceleration intended by the driver between the detection of an abnormality of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 and the determination of the failure.
(2) The restriction by the restriction units (the first limiter processing unit 900c and the second limiter processing unit 900d) is performed until the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 is determined to be faulty.
As a result, even if one of the stroke sensors 94 or the master cylinder hydraulic pressure sensor 91 is determined to be faulty, even if an excessive deceleration occurs with respect to the deceleration intended by the driver, the effect will be reduced. Can be relaxed.
Further, when there is an input corresponding to a sudden brake to the brake control device 1, it can be determined whether the input is in accordance with the driver's intention or due to a sensor failure. Therefore, if the driver wants to apply sudden braking, the deceleration as requested by the driver can be generated, and the deceleration is limited only when there is an input equivalent to sudden braking due to a sensor failure. Can be applied.
　(3) ECU90は、制限部（第１リミッタ処理部900c、第２リミッタ処理部900d）による制限がかけられている状態が所定時間継続した場合、警告を行う警告灯点灯判断部904を有する。
  これにより、ドライバに対してストロークセンサ94またはマスタシリンダ液圧センサ91の一方の故障が確定し、サービスブレーキ機能が停止したことを警告できる。
  (4) ブレーキ制御装置1は、ブレーキ液圧に応じて各車輪FL～RRに制動力を付与するホイルシリンダW/Cと、マスタシリンダ5とホイルシリンダW/Cとを接続する供給液路11と、供給液路11に設置された遮断弁21と、供給液路11の遮断弁21よりもホイルシリンダW/Cに近い側にブレーキ液を供給するポンプ3と、を備え、ECU90は、制限部（第１リミッタ処理部900c、第２リミッタ処理部900d）による制限がかけられている状態が所定時間継続した場合、ポンプ3を非作動とし、遮断弁21を開弁させる制御量演算部902を有する。
  これにより、ストロークセンサ94またはマスタシリンダ液圧センサ91の一方の故障が確定した場合、ドライバはマニュアルブレーキにより所望の減速度を発生させることができる。 (3) The ECU 90 includes a warning lamp lighting determination unit 904 that issues a warning when a state where the restriction by the restriction units (the first limiter processing unit 900c and the second limiter processing unit 900d) is continued for a predetermined time.
As a result, it is possible to warn the driver that one of the failure of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 has been confirmed and the service brake function has stopped.
(4) The brake control device 1 includes a wheel cylinder W / C that applies a braking force to each wheel FL to RR according to the brake fluid pressure, and a supply fluid path 11 that connects the master cylinder 5 and the wheel cylinder W / C. And a pump 3 for supplying brake fluid to the side closer to the wheel cylinder W / C than the shut-off valve 21 of the supply liquid path 11 to the supply liquid path 11, and the ECU 90 Control amount calculation unit 902 that deactivates pump 3 and opens shut-off valve 21 when the state of being restricted by the units (first limiter processing unit 900c, second limiter processing unit 900d) continues for a predetermined time. Have
As a result, when one of the stroke sensor 94 and the master cylinder hydraulic pressure sensor 91 is determined to be faulty, the driver can generate a desired deceleration by manual braking.
　(5) 制限部（第１リミッタ処理部900c、第２リミッタ処理部900d）は、大きい方の操作量を小さい方の操作量から操作量が増加する方向にオフセット値だけオフセットしたリミッタで制限する。
  これにより、ドライバがブレーキペダル100を踏み増しすれば減速度を増加させ、ブレーキペダル100を踏み戻しすれば減速度を減少できるため、ドライバのブレーキ操作による減速度の調整が可能となる。
  (6) 制限部（第１リミッタ処理部900c、第２リミッタ処理部900d）は、第１ブレーキ操作量が第２ブレーキ操作量よりも大きい場合、第２ブレーキ操作量に基づいて第１ブレーキ操作量のリミッタを求め、第２ブレーキ操作量が第１ブレーキ操作量よりも大きい場合、第１ブレーキ操作量に基づいて第２ブレーキ操作量のリミッタを求める。
  これにより、ストロークセンサ94やマスタシリンダ液圧センサ91をそれぞれ冗長化したり、他のセンサを用いたりすることなく、シンプルな構成でリミッタを決定できる。
  (7) 制限部（第１リミッタ処理部900c、第２リミッタ処理部900d）は、ドライバが車両の挙動をコントロール可能な減速度増加の範囲内で制限をかける。
  これにより、センサの故障発生からバックアップ制御に切り替える迄の安全性確保のために、ストロークセンサ94やマスタシリンダ液圧センサ91をそれぞれ冗長化したり、センサの自己診断性能を向上させて故障発生からバックアップ制御に切り替える迄の時間を短縮化したりすることなく、シンプルな構成で安全性を確保できる。 (5) The limiting units (the first limiter processing unit 900c and the second limiter processing unit 900d) limit the larger operation amount with a limiter offset by an offset value in the direction in which the operation amount increases from the smaller operation amount. .
Accordingly, the deceleration can be increased if the driver depresses the brake pedal 100 and the deceleration can be decreased if the driver depresses the brake pedal 100. Therefore, the deceleration can be adjusted by the driver's brake operation.
(6) When the first brake operation amount is larger than the second brake operation amount, the limiting unit (first limiter processing unit 900c, second limiter processing unit 900d) performs the first brake operation based on the second brake operation amount. When the second brake operation amount is larger than the first brake operation amount, the second brake operation amount limiter is obtained based on the first brake operation amount.
Thus, the limiter can be determined with a simple configuration without making the stroke sensor 94 and the master cylinder hydraulic pressure sensor 91 redundant or using other sensors.
(7) The limiting units (the first limiter processing unit 900c and the second limiter processing unit 900d) limit the speed within the range of the increase in deceleration that allows the driver to control the behavior of the vehicle.
As a result, in order to ensure safety from sensor failure to backup control, the stroke sensor 94 and master cylinder hydraulic pressure sensor 91 are made redundant, or the self-diagnosis performance of the sensor is improved to back up from the failure occurrence. Safety can be secured with a simple configuration without shortening the time until switching to control.
　(8) ブレーキ制御装置1は、ブレーキペダル100のストローク量を検出するストロークセンサ94と、ブレーキペダル100の操作に応じてブレーキ液圧を発生させるマスタシリンダ5の液圧を検出するマスタシリンダ液圧センサ91と、マスタシリンダ液圧センサ91またはストロークセンサ94により検出された値に基づくブレーキペダルの操作量に制限がかけられた状態が所定時間継続した後、警告を行うECU90と、を備える。
  これにより、ドライバの意図しない急ブレーキがかかるのを抑制でき、シンプルな構成で安全性を確保できる。または、ドライバに対してストロークセンサ94またはマスタシリンダ液圧センサ91の一方の故障が確定し、サービスブレーキ機能が停止したことを警告できる。
  (9) ブレーキ制御方法は、ストロークセンサ94により検出されたストローク量に基づくブレーキペダル100の操作量である第１ブレーキ操作量を求める第１ブレーキ操作量推定ステップと、マスタシリンダ液圧センサ91により検出された液圧に基づくブレーキペダル100の操作量である第２ブレーキ操作量を求める第２ブレーキ操作量推定ステップと、第１ブレーキ操作量と第２ブレーキ操作量のうち大きい方の操作量に、小さい方の操作量との差が所定値を超えないように制限をかける制限ステップと、を備える。
  これにより、ストロークセンサ94またはマスタシリンダ液圧センサ91の異常検出から故障確定までの間にドライバの意図する減速度に対して過剰な減速度が発生するのを抑制できる。
  (10) 制限ステップによる制限は、ストロークセンサ94またはマスタシリンダ液圧センサ91またはが故障と判定されるまでの間なされる。
  これにより、ストロークセンサ94またはマスタシリンダ液圧センサ91の一方の故障が確定するまでの間、ドライバの意図する減速度に対して過剰な減速度が発生した場合であっても、その影響を緩和できる。
  また、ブレーキ制御装置1に対して急ブレーキ相当の入力があった場合、その入力がドライバの意図に応じたものあるのか、またはセンサの故障に起因するものであるのかを切り分けできる。従って、ドライバが意図して急ブレーキをかけたい場合はドライバの要求通りの減速度を発生させることができ、センサの故障によって急ブレーキ相当の入力があった場合にのみ、減速度に対して制限をかけることができる。 (8) The brake control device 1 includes a stroke sensor 94 that detects a stroke amount of the brake pedal 100, and a master cylinder hydraulic pressure that detects a hydraulic pressure of the master cylinder 5 that generates a brake hydraulic pressure in response to an operation of the brake pedal 100. A sensor 91, and an ECU 90 that issues a warning after a state in which the amount of operation of the brake pedal based on a value detected by the master cylinder hydraulic pressure sensor 91 or the stroke sensor 94 is limited for a predetermined time.
As a result, it is possible to suppress sudden braking that is not intended by the driver, and to ensure safety with a simple configuration. Alternatively, it is possible to warn the driver that one of the failure of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 is confirmed and the service brake function is stopped.
(9) The brake control method includes a first brake operation amount estimation step for obtaining a first brake operation amount that is an operation amount of the brake pedal 100 based on the stroke amount detected by the stroke sensor 94, and a master cylinder hydraulic pressure sensor 91. A second brake operation amount estimation step for obtaining a second brake operation amount that is an operation amount of the brake pedal 100 based on the detected hydraulic pressure, and a larger operation amount of the first brake operation amount and the second brake operation amount. And a limiting step of limiting so that the difference from the smaller operation amount does not exceed a predetermined value.
Thereby, it is possible to suppress the occurrence of excessive deceleration with respect to the deceleration intended by the driver between the detection of an abnormality of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 and the determination of the failure.
(10) The restriction by the restriction step is performed until the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 or the failure is determined.
As a result, even if one of the stroke sensors 94 or the master cylinder hydraulic pressure sensor 91 is determined to be faulty, even if an excessive deceleration occurs with respect to the deceleration intended by the driver, the effect is mitigated. it can.
Further, when there is an input corresponding to a sudden brake to the brake control device 1, it can be determined whether the input is in accordance with the driver's intention or due to a sensor failure. Therefore, if the driver wants to apply sudden braking, the deceleration as requested by the driver can be generated, and the deceleration is limited only when there is an input equivalent to sudden braking due to a sensor failure. Can be applied.
　〔実施形態２〕
  実施形態２では、第１リミッタ処理部900cおよび第２リミッタ処理部900dにおけるリミッタ（上限値）を、固定値とした点で実施形態１と相違する。
  リミッタは、以下の観点を考慮して最適化するのが望ましい。
  ・センサが故障している場合に限り、ブレーキ操作量に制限をかける。つまり、センサが故障していなければ制限をかけない。
  ・ドライバが車両挙動をコントロール可能な減速度増加の範囲内で制限をかける。
  図８は、実施形態２においてストロークセンサ94に故障（検出値＞真値）が発生した場合のリミッタ処理作用を示す図である。
  第１ブレーキ操作量および第２ブレーキ操作量にリミッタ処理を行わない場合は、図５に示した実施形態１と同様である。
  第１ブレーキ操作量および第２ブレーキ操作量にリミッタ処理を行うと、第１ブレーキ操作量に制限がかけられ、リミッタ処理後の第１ブレーキ操作量は、固定値以下に抑えられる。これにより、リミッタ処理を行わない場合と比べて、過剰な制動力の発生を抑制できる。このとき、第１ブレーキ操作量はドライバが車両挙動をコントロール可能な減速度増加の範囲内に抑えられるため、ドライバは減速度が高すぎると感じてブレーキペダル100を離し、減速度を弱めることができる。この結果、後続車との車間距離が急減するのを抑制でき、後続車に対する衝突リスクを低減できる。
  実施形態２にあっては、以下の効果を奏する。
  (11) 制限部（第１リミッタ処理部900c、第２リミッタ処理部900d）は、大きい方の操作量を一定のリミッタで制限する。
  これにより、リミッタを可変する演算が不要となるため、シンプルなソフトウェアでリミッタ処理を実現できる。 [Embodiment 2]
The second embodiment is different from the first embodiment in that the limiters (upper limit values) in the first limiter processing unit 900c and the second limiter processing unit 900d are fixed values.
It is desirable to optimize the limiter in consideration of the following viewpoints.
・ Limit the brake operation amount only when the sensor is broken. In other words, there is no restriction unless the sensor has failed.
・ Apply a limit within the range of increased deceleration that allows the driver to control vehicle behavior.
FIG. 8 is a diagram illustrating a limiter processing operation when a failure (detection value> true value) occurs in the stroke sensor 94 in the second embodiment.
When the limiter process is not performed on the first brake operation amount and the second brake operation amount, it is the same as that of the first embodiment shown in FIG.
When the limiter process is performed on the first brake operation amount and the second brake operation amount, the first brake operation amount is limited, and the first brake operation amount after the limiter process is suppressed to a fixed value or less. Thereby, generation | occurrence | production of an excessive braking force can be suppressed compared with the case where a limiter process is not performed. At this time, since the first brake operation amount is suppressed within the range of the deceleration increase that allows the driver to control the vehicle behavior, the driver feels that the deceleration is too high and releases the brake pedal 100 to weaken the deceleration. it can. As a result, it is possible to suppress a rapid decrease in the inter-vehicle distance with the following vehicle, and to reduce the risk of collision with the following vehicle.
The second embodiment has the following effects.
(11) The limiting units (the first limiter processing unit 900c and the second limiter processing unit 900d) limit the larger operation amount with a certain limiter.
This eliminates the need for an operation for changing the limiter, and therefore the limiter process can be realized with simple software.
　〔他の実施形態〕
  以上、本発明を実施するための実施形態を説明したが、本発明の具体的な構成は実施形態の構成に限定されるものではなく、発明の要旨を逸脱しない範囲の設計変更等があっても本発明に含まれる。
  実施形態では、ストロークセンサ94またはマスタシリンダ液圧センサ91の故障が確定した場合、サービスブレーキのためのブレーキ制御を禁止し、マニュアルブレーキへ移行する例を示したが、両センサ94,91のうち故障したセンサと正常なセンサとを判別できる場合には、正常なセンサの出力値を用いてブレーキ制御を継続してもよい。
  実施形態では、ストロークセンサ94またはマスタシリンダ液圧センサ91の故障が確定した場合、警告灯を点灯させる例を示したが、警告手段は任意であり、警告灯に代えて警告音や音声による警告を行ってもよいし、複数の手段を組み合わせてもよい。 [Other Embodiments]
Although the embodiment for carrying out the present invention has been described above, the specific configuration of the present invention is not limited to the configuration of the embodiment, and there are design changes and the like within the scope not departing from the gist of the invention. Are also included in the present invention.
In the embodiment, when the failure of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 is confirmed, the brake control for the service brake is prohibited and the shift to the manual brake is shown. If it is possible to discriminate between a malfunctioning sensor and a normal sensor, the brake control may be continued using the output value of the normal sensor.
In the embodiment, the example in which the warning lamp is turned on when the failure of the stroke sensor 94 or the master cylinder hydraulic pressure sensor 91 is confirmed is shown. May be performed, or a plurality of means may be combined.
　次に、本発明の構成要件（技術範囲）を満足するか否かを、車両挙動により判定する方法（換言すれば、本発明の権利の侵害発見方法といえる。）について説明する。
  本発明の構成要件（技術範囲）を満足する（権利を侵害している）と考えられるブレーキ制御装置を搭載した車両を準備する。ブレーキ制御装置は、ストロークセンサおよびマスタシリンダ液圧センサを備えたブレーキ制御装置である。
  上記車両でテストコースを走行し、ブレーキ制御装置のコントロールユニットに対し、ストロークセンサまたはマスタシリンダ液圧センサのセンサ信号としてダミー信号を入力する。つまり、ストロークセンサまたはマスタシリンダ液圧センサに故障が発生して真値よりも高い検出値を出力している状況を作り出す。
  このとき、車両の減速度がダミーの検出値に応じた減速度に対して制限がかかっているか否かを計測する。減速度に制限がかかった後、警告が行われた場合、本発明の構成要件を満足していると判定できる。
  本発明の権利の侵害発見方法については、先述のブレーキ制御装置を準備した後、シミュレーション環境を構築し、確認してもよい。具体的な確認方法は、車両を用いた方法と同様、ブレーキ制御装置のコントロールユニットに対して各センサのダミー信号を入力し、減速度及び警告灯の状態をモニタすることで判定できる。 Next, a method for determining whether or not the configuration requirement (technical scope) of the present invention is satisfied based on the vehicle behavior (in other words, the method for detecting infringement of rights of the present invention) will be described.
A vehicle equipped with a brake control device that is considered to satisfy the configuration requirements (technical scope) of the present invention (infringes on the right) is prepared. The brake control device is a brake control device including a stroke sensor and a master cylinder hydraulic pressure sensor.
The vehicle runs on a test course, and a dummy signal is input as a sensor signal of a stroke sensor or a master cylinder hydraulic pressure sensor to the control unit of the brake control device. That is, a situation in which a failure occurs in the stroke sensor or the master cylinder hydraulic pressure sensor and a detection value higher than the true value is output is created.
At this time, it is measured whether or not the vehicle deceleration is limited with respect to the deceleration corresponding to the dummy detection value. If a warning is issued after the deceleration is limited, it can be determined that the constituent requirements of the present invention are satisfied.
About the infringement discovery method of the right of this invention, after preparing the above-mentioned brake control apparatus, you may construct | assemble and confirm a simulation environment. The specific confirmation method can be determined by inputting a dummy signal of each sensor to the control unit of the brake control device and monitoring the deceleration and the state of the warning light, as in the method using the vehicle.
　尚、本発明は上記した実施形態に限定されるものではなく、様々な変形例が含まれる。例えば、上記した実施形態は本発明を分かりやすく説明するために詳細に説明したものであり、必ずしも説明した全ての構成を備えるものに限定されるものではない。また、ある実施形態の構成の一部を他の実施形態の構成に置き換えることが可能であり、また、ある実施形態の構成に他の実施形態の構成を加えることも可能である。また、各実施形態の構成の一部について、他の構成の追加・削除・置換をすることが可能である。 In addition, this invention is not limited to above-described embodiment, Various modifications are included. For example, the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described. Further, a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment. In addition, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.
　本願は、２０１７年６月１３日付出願の日本国特許出願第２０１７－１１５７５６号に基づく優先権を主張する。２０１７年６月１３日付出願の日本国特許出願第２０１７－１１５７５６号の明細書、特許請求の範囲、図面、及び要約書を含む全開示内容は、参照により本願に全体として組み込まれる。 This application claims priority based on Japanese Patent Application No. 2017-115756 filed on June 13, 2017. The entire disclosure including the specification, claims, drawings, and abstract of Japanese Patent Application No. 2017-115756 filed on June 13, 2017 is incorporated herein by reference in its entirety.
FL～RR　各車輪（車輪部）W/C　ホイルシリンダ1　ブレーキ制御装置3　ポンプ（液圧源）11　供給液路（接続液路）21　遮断弁90　電子制御ユニット（コントロールユニット）91　マスタシリンダ液圧センサ94　ストロークセンサ100　ブレーキペダル900a　第１ブレーキ操作量推定部900b　第２ブレーキ操作量推定部900c　リミッタ処理部（制限部）900d　リミッタ処理部（制限部）904　警告灯点灯判断部（警告部） FL to RR Each wheel (wheel part) W / C Wheel cylinder 1 Brake control device 3 Pump (hydraulic pressure source) 11 Supply fluid passage (connection fluid passage) 21 Shut-off valve 90 Electronic control unit (control unit) 91 Master cylinder fluid pressure Sensor 94 Stroke sensor 100 Brake pedal 900a First brake operation amount estimation unit 900b Second brake operation amount estimation unit 900c Limiter processing unit (restriction unit) 900d Limiter processing unit (restriction unit) 904 Warning lamp lighting determination unit (warning unit)

Claims (12)

  1. 　ブレーキ制御装置であって、該ブレーキ制御装置は、
    　コントロールユニットと、
    　前記ブレーキペダルのストローク量を検出するストロークセンサと、
    　ブレーキペダルの操作に応じてブレーキ液圧を発生させるマスタシリンダの液圧を検出するマスタシリンダ液圧センサと、
    　を備え、
    　前記コントロールユニットは、
    　前記ストロークセンサにより検出されたストローク量に基づく前記ブレーキペダルの操作量である第１ブレーキ操作量を求める第１ブレーキ操作量推定部と、
    　前記マスタシリンダ液圧センサにより検出された液圧に基づく前記ブレーキペダルの操作量である第２ブレーキ操作量を求める第２ブレーキ操作量推定部と、
    　前記第１ブレーキ操作量と前記第２ブレーキ操作量のうち大きい方の操作量に、該大きい方の操作量と小さい方の操作量との差が所定値を超えないように制限をかける制限部と、
    　を備えるブレーキ制御装置。     A brake control device, the brake control device comprising:
    A control unit;
    A stroke sensor for detecting a stroke amount of the brake pedal;
    A master cylinder hydraulic pressure sensor for detecting a hydraulic pressure of a master cylinder that generates a brake hydraulic pressure in response to an operation of a brake pedal;
    With
    The control unit is
    A first brake operation amount estimating unit for obtaining a first brake operation amount that is an operation amount of the brake pedal based on a stroke amount detected by the stroke sensor;
    A second brake operation amount estimating unit for obtaining a second brake operation amount that is an operation amount of the brake pedal based on the hydraulic pressure detected by the master cylinder hydraulic pressure sensor;
    A limiting unit that limits the larger one of the first brake operation amount and the second brake operation amount so that the difference between the larger operation amount and the smaller operation amount does not exceed a predetermined value. When,
    A brake control device comprising:
  2. 　請求項１に記載のブレーキ制御装置において、
    　前記制限部による制限は、前記ストロークセンサまたは前記マスタシリンダ液圧センサが故障と判定されるまでの間なされるブレーキ制御装置。     The brake control device according to claim 1, wherein
    The brake control device is configured so that the restriction by the restriction unit is performed until it is determined that the stroke sensor or the master cylinder hydraulic pressure sensor has failed.
  3. 　請求項１に記載のブレーキ制御装置において、
    　前記コントロールユニットは、前記制限部による制限がかけられている状態が所定時間継続した場合、警告を行う警告部を有するブレーキ制御装置。     The brake control device according to claim 1, wherein
    The said control unit is a brake control apparatus which has a warning part which performs a warning, when the state where the restriction | limiting by the said restriction | limiting part is applied continues for the predetermined time.
  4. 　請求項３に記載のブレーキ制御装置において、
    　前記ブレーキ制御装置は、さらに、
    　前記ブレーキ液圧に応じて車輪部に制動力を付与するホイルシリンダと、
    　前記マスタシリンダと前記ホイルシリンダとを接続する接続液路と、
    　前記接続液路に設置された遮断弁と、
    　前記接続液路のうち前記遮断弁よりも前記ホイルシリンダに近い側にブレーキ液を供給する液圧源と、
    　を備え、
    　前記コントロールユニットは、前記制限部による制限がかけられている状態が所定時間継続した場合、前記液圧源を非作動とし、前記遮断弁を開弁させるバックアップ制御部を有するブレーキ制御装置。     The brake control device according to claim 3,
    The brake control device further includes:
    A wheel cylinder for applying a braking force to the wheel portion according to the brake fluid pressure;
    A connecting fluid path connecting the master cylinder and the wheel cylinder;
    A shut-off valve installed in the connection liquid path;
    A hydraulic pressure source for supplying brake fluid to the side closer to the wheel cylinder than the shutoff valve in the connection fluid path;
    With
    The said control unit is a brake control apparatus which has a backup control part which makes the said hydraulic pressure source non-operation and opens the said shut-off valve, when the state where the restriction | limiting by the said restriction | limiting part is applied continues for a predetermined time.
  5. 　請求項１に記載のブレーキ制御装置において、
    　前記制限部は、前記小さい方の操作量から操作量が増加する方向に前記所定量だけオフセットした制限値までに、前記大きい方の操作量を制限するブレーキ制御装置。     The brake control device according to claim 1, wherein
    The limiter is a brake control device that limits the larger operation amount to a limit value that is offset by the predetermined amount in a direction in which the operation amount increases from the smaller operation amount.
  6. 　請求項１に記載のブレーキ制御装置において、
    　前記制限部は、前記大きい方の操作量を一定の制限値までに制限するブレーキ制御装置。     The brake control device according to claim 1, wherein
    The limiter is a brake control device that limits the larger operation amount to a certain limit value.
  7. 　請求項１に記載のブレーキ制御装置において、
    　前記制限部は、
    　前記第１ブレーキ操作量が前記第２ブレーキ操作量よりも大きい場合、前記第２ブレーキ操作量に基づいて前記第１ブレーキ操作量の制限値を求め、
    　前記第２ブレーキ操作量が前記第１ブレーキ操作量よりも大きい場合、前記第１ブレーキ操作量に基づいて前記第２ブレーキ操作量の制限値を求めるブレーキ制御装置。     The brake control device according to claim 1, wherein
    The restriction unit is
    When the first brake operation amount is larger than the second brake operation amount, a limit value of the first brake operation amount is obtained based on the second brake operation amount;
    A brake control device that obtains a limit value of the second brake operation amount based on the first brake operation amount when the second brake operation amount is larger than the first brake operation amount.
  8. 　請求項１に記載のブレーキ制御装置において、
    　前記制限部は、ドライバが車両の挙動をコントロール可能な減速度増加の範囲内で制限をかけるブレーキ制御装置。     The brake control device according to claim 1, wherein
    The limiting unit is a brake control device that applies a limit within a range of an increase in deceleration that allows the driver to control the behavior of the vehicle.
  9. 　ブレーキ制御装置であって、該ブレーキ制御装置は、
    　ブレーキペダルのストローク量を検出するストロークセンサと、
    　前記ブレーキペダルの操作に応じてブレーキ液圧を発生させるマスタシリンダの液圧を検出するマスタシリンダ液圧センサと、
    　前記マスタシリンダ液圧センサまたは前記ストロークセンサにより検出された値に基づく前記ブレーキペダルの操作量に制限がかけられた状態が所定時間継続した後、警告を行うコントロールユニットと、
    　を備えるブレーキ制御装置。     A brake control device, the brake control device comprising:
    A stroke sensor for detecting the stroke amount of the brake pedal;
    A master cylinder hydraulic pressure sensor that detects a hydraulic pressure of a master cylinder that generates a brake hydraulic pressure in response to an operation of the brake pedal;
    A control unit for giving a warning after a state in which the amount of operation of the brake pedal based on a value detected by the master cylinder hydraulic pressure sensor or the stroke sensor is limited for a predetermined time;
    A brake control device comprising:
  10. 　請求項９に記載のブレーキ制御装置において、
    　前記ブレーキ制御装置は、さらに、
    　前記ブレーキ液圧に応じて車輪部に制動力を付与するホイルシリンダと、
    　前記マスタシリンダと前記ホイルシリンダとを接続する接続液路と、
    　前記接続液路に設置された遮断弁と、
    　前記接続液路のうち前記遮断弁よりも前記ホイルシリンダに近い側にブレーキ液を供給する液圧源と、を備え、
    　前記コントロールユニットは、前記マスタシリンダ液圧センサまたは前記ストロークセンサにより検出された値に基づく前記ブレーキペダルの操作量に制限がかけられた状態が所定時間継続した後、前記液圧源を非作動とし、前記遮断弁を開弁させるブレーキ制御装置。     The brake control device according to claim 9,
    The brake control device further includes:
    A wheel cylinder for applying a braking force to the wheel portion according to the brake fluid pressure;
    A connecting fluid path connecting the master cylinder and the wheel cylinder;
    A shut-off valve installed in the connection liquid path;
    A hydraulic pressure source for supplying brake fluid to a side closer to the wheel cylinder than the shutoff valve in the connection fluid path,
    The control unit deactivates the hydraulic pressure source after a state in which the amount of operation of the brake pedal based on a value detected by the master cylinder hydraulic pressure sensor or the stroke sensor is limited continues for a predetermined time. A brake control device for opening the shutoff valve.
  11. 　ブレーキ制御方法であって、該ブレーキ制御方法は、
    　ストロークセンサにより検出されたストローク量に基づく前記ブレーキペダルの操作量である第１ブレーキ操作量を求める第１ブレーキ操作量推定ステップと、
    　マスタシリンダ液圧センサにより検出された液圧に基づくブレーキペダルの操作量である第２ブレーキ操作量を求める第２ブレーキ操作量推定ステップと、
    　前記第１ブレーキ操作量と前記第２ブレーキ操作量のうち大きい方の操作量に、該大きい方の操作量と小さい方の操作量との差が所定値を超えないように制限をかける制限ステップと、
    　を備えるブレーキ制御方法。     A brake control method, the brake control method comprising:
    A first brake operation amount estimation step for obtaining a first brake operation amount that is an operation amount of the brake pedal based on a stroke amount detected by a stroke sensor;
    A second brake operation amount estimation step for obtaining a second brake operation amount that is an operation amount of a brake pedal based on the hydraulic pressure detected by the master cylinder hydraulic pressure sensor;
    A limiting step of limiting the larger one of the first brake operation amount and the second brake operation amount so that the difference between the larger operation amount and the smaller operation amount does not exceed a predetermined value. When,
    A brake control method comprising:
  12. 　請求項１１に記載のブレーキ制御方法において、
    　前記制限ステップによる制限は、前記ストロークセンサまたは前記マスタシリンダ液圧センサが故障と判定されるまでの間なされるブレーキ制御方法。     The brake control method according to claim 11, wherein
    The brake control method in which the restriction by the restriction step is performed until it is determined that the stroke sensor or the master cylinder hydraulic pressure sensor has failed.
PCT/JP2018/019794 2017-06-13 2018-05-23 Brake control device and brake control method WO2018230288A1 (en)

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JP2006021752A (en) * 2004-06-09 2006-01-26 Toyota Motor Corp Brake control device
JP2010167970A (en) * 2009-01-23 2010-08-05 Toyota Motor Corp Brake controller

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Publication number Priority date Publication date Assignee Title
JP2006021752A (en) * 2004-06-09 2006-01-26 Toyota Motor Corp Brake control device
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