WO2019054170A1 - ブレーキ制御装置 - Google Patents

ブレーキ制御装置 Download PDF

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Publication number
WO2019054170A1
WO2019054170A1 PCT/JP2018/031710 JP2018031710W WO2019054170A1 WO 2019054170 A1 WO2019054170 A1 WO 2019054170A1 JP 2018031710 W JP2018031710 W JP 2018031710W WO 2019054170 A1 WO2019054170 A1 WO 2019054170A1
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WO
WIPO (PCT)
Prior art keywords
terminal
control device
motor
brake
solenoid valve
Prior art date
Application number
PCT/JP2018/031710
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
亮平 丸尾
千春 中澤
Original Assignee
日立オートモティブシステムズ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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
Priority to DE112018005059.9T priority Critical patent/DE112018005059T5/de
Publication of WO2019054170A1 publication Critical patent/WO2019054170A1/ja

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Classifications

    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
    • B60T13/146—Part of the system directly actuated by booster pressure
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • 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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • 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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K31/00—Actuating devices; Operating means; Releasing devices
    • F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
    • F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
    • F16K31/0675—Electromagnet aspects, e.g. electric supply therefor
    • F16K31/0679—Electromagnet aspects, e.g. electric supply therefor with more than one energising coil
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up

Definitions

  • the present invention relates to a brake control device.
  • Patent Document 1 discloses a brake control device in which a hydraulic unit and a control circuit are redundantly provided as a countermeasure against the failure of the electric system.
  • One of the objects of the present invention is to provide a brake control device capable of achieving both the redundancy of the electrical system and the suppression of the increase in size of the device.
  • a brake control apparatus includes a first solenoid valve having a first coil and a second coil, a housing having a first surface on which the first solenoid valve is disposed, and a first surface from a first surface. And a control board portion disposed in the winding axial direction of the one coil, having a first solenoid valve control circuit for controlling the first solenoid valve and a second solenoid valve control circuit.
  • the brake control device in the embodiment of the present invention it is possible to achieve both of the redundancy of the electric system and the suppression of the enlargement of the device.
  • FIG. 1 is a schematic view of a brake control device 1 according to a first embodiment.
  • FIG. 1 is an exploded perspective view of a brake control device 1 according to a first embodiment.
  • FIG. 2 is a vertical cross-sectional view of the shutoff valve 12 of the first embodiment.
  • FIG. 2 is a cross-sectional perspective view of the solenoid 39 of the first embodiment.
  • 5 is a perspective view of a main body 831 of Embodiment 1.
  • FIG. 5 is a perspective view of a first control board 40 of Embodiment 1.
  • FIG. 5 is a perspective view of a first control board 41 of Embodiment 1.
  • FIG. 10 is a cross-sectional perspective view of a solenoid 39 of Embodiment 2.
  • FIG. 10 is a cross-sectional perspective view of a solenoid 39 of the third embodiment.
  • FIG. 20 is a perspective view of a solenoid 39 of the fourth embodiment.
  • FIG. 16 is an electric circuit diagram of a solenoid 39 of a fourth embodiment.
  • FIG. 18 is a perspective view of an essential part of the first control board 40 and the second control board 41 of the fifth embodiment.
  • FIG. 21 is a perspective view of an essential part of the first control board 40 and the second control board 41 of the sixth embodiment.
  • FIG. 21 is a perspective view of the main parts of a first control board 40 and a second control board 41 of the seventh embodiment.
  • FIG. 26 is a plan view of the first control board 40 of the eighth embodiment.
  • FIG. 21 is a perspective view of a first control board 40 of the ninth embodiment.
  • FIG. 21 is a perspective view of a second control board 41 of the ninth embodiment.
  • FIG. 1 is a schematic view of the brake control device 1 according to the first embodiment.
  • the brake control device 1 is a general vehicle having only an internal combustion engine (engine) as a prime mover for driving wheels, a hybrid vehicle having an electric motor (generator) in addition to the internal combustion engine, and an electric motor It is mounted on an electric car etc. equipped with only a motor.
  • the brake control device 1 is provided on each of the wheels (front left wheel FL, front right wheel FR, rear left wheel RL, rear right wheel RR), and has a disc brake that operates in accordance with the fluid pressure of the wheel cylinder 2.
  • the brake control device 1 applies a braking torque to each of the wheels FL to RR by adjusting the fluid pressure of the wheel cylinder 2.
  • the brake control device 1 has brake piping of two systems (a primary P system and a secondary S system).
  • the brake piping system is, for example, an X piping system.
  • P system primary system
  • S system secondary system
  • suffixes P and S are added to the end of the reference numerals.
  • subscripts a to d are added to the end of the reference numerals.
  • the brake pedal 3 is a brake operation member that receives an input of a driver's brake operation.
  • the push rod 4 travels in response to the operation of the brake pedal 3.
  • the master cylinder 5 is operated by the stroke amount of the push rod 4 and generates a brake fluid pressure (master cylinder fluid pressure).
  • the master cylinder 5 is supplied with the brake fluid from a reservoir tank 6 that stores the brake fluid.
  • Master cylinder 5 is a tandem type, and has P piston 51 P and S piston 51 S that stroke according to the stroke of push rod 4.
  • the two pistons 51P and 51S are arranged in series along the axial direction of the push rod 4.
  • the P piston 51 P is connected to the push rod 4.
  • the S piston 51S is a free piston type.
  • a stroke sensor 60 is attached to the master cylinder 5.
  • the stroke sensor 60 detects the stroke amount of the P piston 51 P as the pedal stroke amount of the brake pedal 3.
  • the stroke simulator 7 operates in response to the driver's brake operation.
  • the stroke simulator 7 generates a pedal stroke by the inflow of the brake fluid that has flowed out from the inside of the master cylinder 5 according to the driver's brake operation.
  • the piston 71 of the stroke simulator 7 operates in the axial direction against the biasing force of the spring 73 by the brake fluid supplied from the master cylinder 5. Thereby, the stroke simulator 7 generates an operation reaction force according to the brake operation of the driver.
  • the hydraulic unit 8 can apply braking torque to each of the wheels FL to RR independently of the driver's brake operation.
  • the hydraulic unit 8 receives supply of brake fluid from the master cylinder 5 and the reservoir tank 6.
  • the hydraulic unit 8 is disposed between the master cylinder 5 and the wheel cylinder 2.
  • the hydraulic unit 8 includes a motor 211 of the pump 21 and a plurality of solenoid valves (such as the shutoff valve 12) as an actuator for generating control hydraulic pressure.
  • the pump 21 sucks the brake fluid from the reservoir tank 6 and discharges it toward the wheel cylinder 2.
  • the pump 21 is, for example, a plunger pump or a gear pump.
  • the motor 211 is, for example, a brushed motor.
  • the shutoff valve 12 or the like opens and closes in response to the control signal, and controls the flow of the brake fluid by switching the communication state of the fluid passage 11 or the like.
  • the hydraulic unit 8 pressurizes the wheel cylinder 2 by the brake fluid pressure generated by the pump in a state where the communication between the master cylinder 5 and the wheel cylinder 2 is cut off.
  • the fluid pressure unit 8 also has fluid pressure sensors 35 to 37 for detecting the fluid pressure at various points.
  • the control unit 9 controls the operation of the hydraulic unit 8.
  • information (wheel speed etc.) regarding the traveling state sent from the vehicle side is input to the control unit 9.
  • the control unit 9 performs information processing in accordance with a built-in program based on the input various information, and calculates a target wheel cylinder hydraulic pressure of the wheel cylinder 2.
  • the control unit 9 outputs a command signal to each actuator of the hydraulic unit 8 so that the wheel cylinder hydraulic pressure of the wheel cylinder 2 becomes the target wheel cylinder hydraulic pressure.
  • various types of brake control boost control, antilock control, brake control for vehicle motion control, automatic brake control, regenerative coordinated brake control, etc.
  • the boost control assists the brake operation by generating a brake fluid pressure that is insufficient with the driver's brake pressing force.
  • Anti-lock control suppresses braking slip (lock tendency) of each wheel FL to RR.
  • Vehicle motion control is vehicle behavior stabilization control that prevents skidding or the like.
  • Automatic brake control is preceding vehicle follow-up control, automatic emergency braking, or the like.
  • the regenerative coordinated brake control controls the wheel cylinder hydraulic pressure to achieve the target deceleration in coordination with the regenerative brake.
  • a P hydraulic pressure chamber 52P is defined between both pistons 51P and 51S of the master cylinder 5.
  • a compression coil spring 53P is installed in the P hydraulic pressure chamber 52P.
  • An S hydraulic pressure chamber 52S is defined between the S piston 51S and the bottom portion 541 of the cylinder 54.
  • a compression coil spring 53S is installed in the S hydraulic pressure chamber 52S.
  • a fluid passage (connection fluid passage) 11 opens in each fluid pressure chamber 52P, 52S.
  • Each fluid pressure chamber 52P, 52S is connected to the fluid pressure unit 8 via the fluid passage 11, and can communicate with the wheel cylinder 2.
  • the piston 51 is stroked by the depression operation of the brake pedal 3 by the driver, and the master cylinder fluid pressure is generated according to the decrease of the volume of the fluid pressure chamber 52.
  • the brake fluid is supplied from the fluid pressure chamber 52 to the wheel cylinder 2 through the fluid passage 11.
  • the master cylinder 5 pressurizes the wheel cylinders 2a and 2d of the P system via the P system fluid path (fluid path 11P) with the master cylinder fluid pressure generated in the P fluid pressure chamber 52P. Further, the master cylinder 5 pressurizes the wheel cylinders 2b and 2c of the S system via the fluid path (fluid path 11S) of the S system by the master cylinder fluid pressure generated in the S fluid pressure chamber 52S.
  • the stroke simulator 7 has a cylinder 72, a piston 71 and a spring 73.
  • the cylinder 72 has a cylindrical inner circumferential surface.
  • the cylinder 72 has a piston accommodating portion 721 and a spring accommodating portion 722.
  • the piston accommodating portion 721 is smaller in diameter than the spring accommodating portion 722.
  • a liquid passage 27 described later is always open on the inner peripheral surface of the spring accommodating portion 722.
  • the piston 71 is axially movable in the piston housing portion 721.
  • the piston 71 separates the inside of the cylinder 72 into a positive pressure chamber 711 and a back pressure chamber 712.
  • the fluid passage 26 always opens in the positive pressure chamber 711.
  • the fluid passage 27 always opens in the back pressure chamber 712.
  • a piston seal 75 is installed on the outer periphery of the piston 71.
  • the piston seal 75 is in sliding contact with the inner circumferential surface of the piston housing portion 721 and seals between the inner circumferential surface of the piston housing portion 721 and the outer circumferential surface of the piston 71.
  • the piston seal 75 is a separation seal member that separates fluid-tightly by sealing between the positive pressure chamber 711 and the back pressure chamber 712, and complements the function of the piston 71.
  • the spring 73 is a compression coil spring installed in the back pressure chamber 712 and biases the piston 71 from the back pressure chamber 712 to the positive pressure chamber 711 side.
  • the spring 73 generates a reaction force according to the amount of compression.
  • the spring 73 has a first spring 731 and a second spring 732.
  • the first spring 731 is smaller in diameter and shorter than the second spring 732 and has a smaller wire diameter.
  • the first spring 731 and the second spring 732 are arranged in series between the piston 71 and the spring accommodating portion 722 via the retainer member 74.
  • the fluid passage 11 connects between the fluid pressure chamber 52 of the master cylinder 5 and the wheel cylinder 2.
  • the fluid passage 11P branches into a fluid passage 11a and a fluid passage 11d.
  • the fluid passage 11S branches into a fluid passage 11b and a fluid passage 11d.
  • the shutoff valve (first solenoid valve) 12 is a normally-open (open in a non-energized) proportional valve provided in the fluid passage 11.
  • the solenoid proportional valve can realize any degree of opening depending on the current supplied to the solenoid.
  • the fluid passage 11 is separated by the shutoff valve 12 into a fluid passage 11A on the master cylinder 5 side and a fluid passage 11B on the wheel cylinder 2 side.
  • a solenoid-in valve (first solenoid valve) 13 is provided on the wheel cylinder 2 side (liquid passage 11B) relative to the shutoff valve 12 in the liquid passage 11 (liquid passages 11a to 11d) corresponding to the respective wheels FL to RR. It is a normally open solenoid proportional valve.
  • the fluid passage 11 is provided with a bypass fluid passage 14 that bypasses the solenoid valve 13.
  • the bypass fluid passage 14 is provided with a check valve 15 that allows only the flow of brake fluid from the wheel cylinder 2 side to the master cylinder 5 side.
  • the suction pipe 16 connects the reservoir tank 6 and the internal reservoir 17.
  • the fluid passage 18 connects the internal reservoir 17 and the suction side of the pump 21.
  • the fluid passage 19 connects the discharge side of the pump 21 and between the shutoff valve 12 and the solenoid in valve 13 in the fluid passage 11B.
  • the fluid passage 19 branches into a fluid passage 19P of P system and a fluid passage 19S of S system. Both fluid passages 19P and 19S are connected to the fluid passages 11P and 11S.
  • the two fluid passages 19P and 19S function as communication passages connecting the fluid passages 11P and 11S to each other.
  • the communication valve (first solenoid valve) 20 is a normally-closed (closed in a non-energized state) on-off valve provided in the fluid passage 19.
  • the on / off valve is switched between open and closed in a binary manner according to the current supplied to the solenoid.
  • the pump 21 generates a fluid pressure in the fluid passage 11 by the brake fluid supplied from the reservoir tank 6 to generate a wheel cylinder fluid pressure.
  • the pump 21 is connected to the wheel cylinders 2a to 2d through the fluid passages 19P and 19S and the fluid passages 11P and 11S, and pressurizes the wheel cylinder 2 by discharging the brake fluid to the fluid passages 19P and 19S.
  • the fluid passage 22 connects the bifurcation point of the two fluid passages 19P and 19S to the fluid passage 23.
  • a pressure regulating valve (first solenoid valve) 24 is provided in the fluid path 22.
  • the pressure regulating valve 24 is a normally open electromagnetic proportional valve.
  • the fluid passage 23 connects the wheel cylinder 2 side and the internal reservoir 17 with respect to the solenoid-in valve 13 in the fluid passage 11B.
  • the solenoid out valve (first solenoid valve) 25 is a normally closed on / off valve provided in the fluid passage 23.
  • the fluid passage 26 branches from the fluid passage 11A of the P system and is connected to the positive pressure chamber 711 of the stroke simulator 7. The fluid passage 26 may directly connect the P fluid pressure chamber 52P and the positive pressure chamber 711 without via the fluid passage 11P (11A).
  • the fluid passage 27 connects between the back pressure chamber 712 of the stroke simulator 7 and the fluid passage 11. Specifically, the fluid passage 27 branches from between the shutoff valve 12P and the solenoid-in valve 13 in the fluid passage 11P (11B) and is connected to the back pressure chamber 712.
  • the stroke simulator in valve (first solenoid valve) 28 is a normally closed on / off valve provided in the fluid passage 27.
  • the fluid passage 27 is separated by the stroke simulator in valve 28 into a fluid passage 27A on the back pressure chamber 712 side and a fluid passage 27B on the fluid passage 11 side.
  • a bypass fluid passage 29 is provided in parallel with the fluid passage 27 so as to bypass the stroke simulator in valve 28.
  • the bypass fluid passage 29 connects between the fluid passage 27A and the fluid passage 27B.
  • a check valve 30 is provided in the bypass fluid passage 29.
  • the check valve 30 allows the flow of the brake fluid from the fluid passage 27A to the fluid passage 11 (27B) side, and suppresses the flow of the brake fluid in the reverse direction.
  • the fluid passage 31 connects between the back pressure chamber 712 of the stroke simulator 7 and the fluid passage 23.
  • the stroke simulator out valve (first solenoid valve) 32 is a normally closed on / off valve provided in the fluid passage 31.
  • a bypass fluid passage 33 is provided in parallel with the fluid passage 31 by bypassing the stroke simulator out valve 32.
  • the bypass fluid passage 33 is provided with a check valve 34 that allows the flow of the brake fluid from the fluid passage 23 toward the back pressure chamber 712 and suppresses the flow of the brake fluid in the reverse direction.
  • a master cylinder fluid pressure sensor that detects the fluid pressure (master cylinder fluid pressure and fluid pressure in positive pressure chamber 711) between the shutoff valve 12P and the master cylinder 5 in the fluid path 11P (fluid path 11A) 35 are provided.
  • a wheel cylinder hydraulic pressure sensor P system pressure sensor, S system pressure sensor
  • a discharge pressure sensor 37 is provided between the discharge side of the pump 21 and the communication valve 20 in the fluid passage 19 for detecting the fluid pressure (pump discharge pressure) at this point.
  • the brake system (fluid path 11) connecting the fluid pressure chamber 52 of the master cylinder 5 and the wheel cylinder 2 constitutes a first system.
  • the first system is capable of realizing the depression force brake (non-boost control) by generating the wheel cylinder pressure with the master cylinder pressure generated using the depression force.
  • the brake system (the fluid passage 19, the fluid passage 22, the fluid passage 23, etc.) including the pump 21 and connecting the reservoir tank 6 and the wheel cylinder 2 is a second system.
  • This second system constitutes a so-called brake-by-wire device that generates a wheel cylinder fluid pressure by the fluid pressure generated using the pump 21, and can realize boost control as brake-by-wire control.
  • the stroke simulator 7 At the time of brake-by-wire control, the stroke simulator 7 generates an operation reaction force associated with the driver's brake operation.
  • FIG. 2 is an exploded perspective view of the brake control device 1 according to the first embodiment.
  • the brake control device 1 has a hydraulic unit housing 80, a motor case 81, a stroke simulator case 82, and a control unit case 83.
  • the hydraulic unit housing (hereinafter referred to as the housing) 80 is made of, for example, an aluminum alloy, and the front (second surface) 801, the back (first surface) 802, the top 803, the bottom 804, the left side 805 and the right side It is a substantially rectangular housing having a housing 806.
  • the housing 80 is formed therein with respective liquid passages (liquid passages 11 and the like).
  • the housing 80 accommodates therein the pump 21, the respective solenoid valves (the shutoff valve 12 and the like), and the respective fluid pressure sensors (the master cylinder fluid pressure sensor 35 and the like).
  • the housing 80 On the upper surface 803 of the housing 80, four wheel cylinder ports 8031 are formed, and a nipple 8032 is attached.
  • the wheel cylinder port 8031 is connected to the wheel cylinder 2 via a wheel cylinder pipe not shown.
  • a suction pipe 16 is connected to the nipple 8032.
  • fifteen valve housing holes 8021 and four sensor housing holes 8022 are formed.
  • the valve portion 38 of each solenoid valve (the shutoff valve 12 or the like) is accommodated in each valve accommodation hole 8021.
  • Each sensor accommodation hole 8022 accommodates each fluid pressure sensor (master cylinder fluid pressure sensor 35 or the like).
  • the motor case 81 is a metal cylindrical member and accommodates the motor 211 therein.
  • the motor case 81 is fixed to the front surface 801 of the housing 80.
  • the stroke simulator case 82 is made of aluminum alloy and accommodates the stroke simulator 7 therein.
  • the stroke simulator case 82 is fastened to the right side surface 806 of the housing 80 by a screw 835 not shown.
  • the control unit case 83 is molded of a resin material, and accommodates the solenoid 39 of each solenoid valve (the shutoff valve 12 or the like), the first control board 40, and the second control board 41.
  • the first control board 40 and the second control board 41 are control board units.
  • the control unit case 83 has a main body 831 and a cover 832.
  • the main body portion 831 is formed in a concave shape on the front side (housing 80 side) and covers the respective solenoids 39.
  • the main body portion 831 is fastened to the back surface 802 of the housing 80 by a screw not shown.
  • the main body portion 831 has a substrate accommodating portion 8311 on the back side (the side opposite to the side of the housing 80).
  • the first control substrate 40 and the second control substrate 41 are attached to the substrate housing portion 8311.
  • the cover 832 is a lid member that is fixed to the main body portion 831 and covers the substrate storage portion 8311.
  • the first control board 40 controls the energization state of the motor 211 and the respective solenoids 39.
  • the first control substrate 40 is attached to the substrate accommodation portion 8311 in parallel with the back surface 802.
  • the first control board 40 has a first motor drive circuit 401, a first solenoid drive circuit 402, a first motor control circuit 403, and a first solenoid control circuit 404 (see FIG. 6).
  • the first motor drive circuit 401 is a circuit that has a drive element such as a MOSFET and drives the motor 211.
  • the first solenoid drive circuit 402 has a drive element such as a MOSFET and is a circuit that drives each solenoid 39.
  • the first motor control circuit 403 is a circuit that has a microcomputer (or ASIC), a memory, and the like, and drives (a drive element of) the first motor drive circuit 401.
  • the first motor drive circuit 401 and the first motor control circuit 403 are circuits for controlling the first motor.
  • the first solenoid control circuit 404 is a circuit that has a microcomputer, a memory, and the like, and drives (a drive element of) the first solenoid drive circuit 402.
  • the first solenoid drive circuit 402 and the first solenoid control circuit 404 are circuits for controlling the first solenoid valve.
  • the second control board 41 controls the energization state of the motor 211 and the respective solenoids 39.
  • the second control substrate 41 is attached to the substrate accommodation portion 8311 in parallel with the first control substrate 40.
  • the second control board 41 has a second motor drive circuit 411, a second solenoid drive circuit 412, a second motor control circuit 413, and a second solenoid control circuit 414 (see FIG. 7).
  • the second motor drive circuit 411 is a circuit that has a drive element such as a MOSFET and drives the motor 211.
  • the second solenoid drive circuit 412 is a circuit that includes drive elements such as MOSFETs and drives the respective solenoids 39.
  • the second motor control circuit 413 is a circuit that has a microcomputer, a memory, and the like, and drives (a drive element of) the second motor drive circuit 411.
  • the second motor drive circuit 411 and the second motor control circuit 413 are circuits for second motor control.
  • the second solenoid control circuit 414 includes a microcomputer, a memory, and the like, and is a circuit that drives (the drive element of) the second solenoid drive circuit 412.
  • the second solenoid drive circuit 412 and the second solenoid control circuit 414 are circuits for controlling the second solenoid valve.
  • the first motor control circuit, the second motor control circuit, the first solenoid valve control circuit, and the second solenoid valve control circuit constitute a control unit 9.
  • the brake control device 1 has a motor control circuit and a solenoid control circuit redundantly arranged in two systems as described above as a countermeasure against the failure of the electric system. Furthermore, in the brake control device 1, the coils of each solenoid 39 and motor 211 are redundantly arranged in two systems.
  • FIG. FIG. 3 is a longitudinal sectional view of the shutoff valve 12 according to the first embodiment. In addition, illustration of the main-body part 831 is abbreviate
  • the shutoff valve 12 has a cylinder 42, an armature 43, a plunger 44, a valve body 45, a seat member 46 and a seal member 47 as a valve portion 38.
  • the solenoid 39 generates an electromagnetic force by energization.
  • the solenoid 39 is accommodated in a yoke 48 formed of a magnetic material.
  • the details of the solenoid 39 will be described later.
  • the cylinder 42 is disposed on the inner peripheral side of the solenoid 39 and is formed of a nonmagnetic material in a cylindrical shape.
  • the X axis is set in the axial direction of the cylinder 42, and the direction from the valve 38 side to the solenoid 39 side is defined as the X axis positive direction.
  • the armature 43 is formed of a magnetic material, and moves inside the cylinder 42 in the X-axis direction.
  • the armature 43 is biased in the negative X-axis direction by the electromagnetic force generated by the solenoid 39 when the solenoid 39 is energized.
  • the plunger 44 is formed in a rod shape with a nonmagnetic material such as a resin.
  • the X-axis negative direction end of the plunger 44 is a hemispherical valve element.
  • the plunger 44 moves integrally with the armature 43.
  • the valve body 45 is formed of a magnetic material in a cylindrical shape. The valve body 45 accommodates the plunger 44 and a part of the seat member 46 therein.
  • the valve body 45 is inserted into a valve housing hole 8021 formed on the back surface 802 of the housing 80 in the negative X-axis direction, and fixed by a crimped portion (not shown) formed in the valve housing hole 8021.
  • a compression coil spring 49 is provided which biases the plunger 44 in the positive X-axis direction.
  • the seat member 46 is formed in a cylindrical shape and disposed in the valve housing hole 8021.
  • the sheet member 46 has a through hole 461 penetrating in the X-axis direction.
  • the X-axis positive direction end of the through hole 461 is smaller in diameter than the other part.
  • the X-axis positive direction end of the seat member 46 is a seat surface on which the valve body of the plunger 44 is seated.
  • the seal member 47 is an O-ring, and is mounted on the outer peripheral side of the sheet member 46. The seal member 47 seals between the outer peripheral surface of the seat member 46 and the inner peripheral surface of the valve housing hole 8021.
  • the plunger 44 When the solenoid 39 is not energized, the plunger 44 is biased in the positive X-axis direction by the compression coil spring 49, so the valve body is separated from the seat surface, and the fluid passage 11A and the fluid passage 11B are It is communicated via the shutoff valve 12.
  • the solenoid 39 When the solenoid 39 is energized, the plunger 44 moves in the X-axis negative direction against the biasing force of the compression coil spring 49, and the valve body is seated on the seat surface of the seat member 46. Thus, the fluid passage 11A and the fluid passage 11B are shut off by the shutoff valve 12.
  • the first control board 40 is disposed at a predetermined distance (offset) away from the back surface 802 of the housing 80 in the positive X-axis direction.
  • the second control board 41 is disposed so as to be separated from the first control board 40 by a predetermined distance (offset) in the positive X-axis direction.
  • the back surface 802, the first control substrate 40, and the second control substrate 41 are orthogonal to the X axis.
  • the solenoid 39 has a first coil 391 and a second coil 392. The winding axis direction of the first coil 391 and the second coil 392 coincides with the X axis direction.
  • the first coil 391 has a first positive electrode terminal (first terminal) 3911 and a first negative electrode terminal (second terminal) 3912 extending in the positive direction of the X-axis.
  • the lengths (dimensions in the X-axis direction) of both terminals 3911 and 3912 are the same, and the tips (X-axis positive direction ends) thereof are located between the first control board 40 and the second control board 41.
  • the first positive electrode terminal 3911 is soldered (through hole mounting) with the through hole 405 formed in the first control substrate 40.
  • the first negative electrode terminal 3912 is soldered to the through hole 406 formed in the first control substrate 40. Both terminals 3911 and 3912 are connected to the first solenoid drive circuit 402.
  • the second coil 392 is disposed on the outer peripheral side of the first coil 391.
  • the second coil 392 has a second positive electrode terminal (third terminal) 3921 and a second negative electrode terminal (fourth terminal) 3922 extending in the positive direction of the X-axis.
  • the lengths of both terminals 3921 and 3922 are the same, and the tip (the end in the positive direction of the X-axis) is located on the positive side in the X-axis direction with respect to the second control substrate 41.
  • the second positive electrode terminal 3921 penetrates the through hole 407 formed in the first control substrate 40 and is soldered to the through hole 415 formed in the second control substrate 41.
  • the second negative electrode terminal 3922 penetrates the through hole 408 formed in the first control substrate 40 and is soldered to the through hole 416 formed in the second control substrate 41.
  • the through holes 407 and 408 are through holes.
  • Both terminals 3921 and 3922 are insulated from the circuits of the first control board 40.
  • Both terminals 3921 and 3922 are connected to the second solenoid drive circuit 412.
  • both coils 391 and 392 may be used at a predetermined ratio from the normal time.
  • FIG. 4 is a cross-sectional perspective view of the solenoid 39 of the first embodiment.
  • the terminals 3911, 3912, 3921, 3922 are linearly arranged in the order of the second positive electrode terminal 3921, the first positive electrode terminal 3911, the first negative electrode terminal 3912, and the second negative electrode terminal 3922.
  • Each terminal 3911, 3912, 3921, 3922 is held by a resin bobbin around which a coil is wound.
  • each terminal 3911, 3912, 3921, 3922 is collectively referred to as a solenoid terminal portion 393. As shown in FIG.
  • the direction of the magnetic field generated when a current is supplied to the first coil 391 and the direction of the magnetic field generated when a current is supplied to the second coil 392 are The direction of current flow is set to match.
  • the coil of the motor 211 is also similar to that of the solenoid 39, so the illustration and the description thereof will be omitted.
  • FIG. 5 is a perspective view of the main body portion 831 of the first embodiment.
  • the Y axis is set in a direction orthogonal to the X axis and corresponding to the vertical direction in FIG. 2, and the direction from the lower side to the upper side is defined as the Y axis positive direction.
  • the Z axis is set in a direction orthogonal to the X axis and the Y axis and corresponding to the left and right direction in FIG. 2, and the direction from the right to the left is defined as the Z axis positive direction.
  • the terminal holding portion 481 and the solenoid terminal portion 393 of each solenoid 39 project in the X-axis direction on the surface of the main body portion 831 and the substrate housing portion 8311.
  • the main body 831 is formed with an opening 8311 through which the solenoid terminal 393 of each solenoid 39 is inserted.
  • the respective solenoid terminal portions 393 are arranged in the Z-axis direction in four rows. Hereinafter, of the respective rows, the row at the Y axis negative direction end is the first row, and the row at the Y axis positive direction end is the fourth row. Five solenoid terminal portions 393 are arranged in the first row, and four solenoid terminal portions 393 are arranged in the second and third rows. Two solenoid terminal portions 393 are arranged in the fourth row. The solenoid terminal portions 393 in the second and third rows adjacent to each other are held by one terminal holding portion 481.
  • the substrate accommodation portion 8311 includes a first positive terminal (first drive terminal) 2111 of the motor 211, a first negative terminal (first drive terminal) 2112, a second positive terminal (second drive terminal) 2113 and a second 2 A negative electrode terminal (second drive terminal) 2114 protrudes in the X-axis direction.
  • the two terminals 2111, 2112, 2113, and 2114 are provided two by two and arranged in the Y-axis direction.
  • the first positive electrode terminal 2111 is a positive electrode terminal of a first coil of the motor 211.
  • the first negative electrode terminal 2112 is a negative electrode terminal of the first coil of the motor 211.
  • the first positive electrode terminal 2111 and the first negative electrode terminal 2112 are first driving terminals.
  • the second positive electrode terminal 2113 is a positive electrode terminal of the second coil of the motor 211.
  • the second negative electrode terminal 2114 is a negative electrode terminal of the second coil of the motor 211.
  • the second positive electrode terminal 2113 and the second negative electrode terminal 2114 are second driving terminals.
  • the terminals 2111, 2122, 2113, and 2114 are disposed at the centers of the solenoid terminal portions 393 in the second and third rows in the Z-axis direction.
  • the respective terminals 2111, 2121, 2113, and 2114 are arranged at the same position in the Y-axis direction as the respective solenoid terminal portions 393 in the same row.
  • a terminal 8321 of a connector 832 formed on the main body 831 protrudes in the X-axis direction in the substrate accommodation portion 8311.
  • the terminal portion 8321 is disposed near the end of the substrate accommodation portion 8311 in the negative Z-axis direction. Power from the battery and a signal from an external sensor or the like are input to the terminal portion 8321 through a wire connected to the connector 832.
  • a plurality of first claws 833 and second claws 834 project in the X-axis direction from the outer edge of the substrate accommodation portion 8311.
  • the first claw portion 833 engages with a recess 409 (see FIG. 6) formed on the outer edge of the first control substrate 40 to hold the first control substrate 40.
  • the length (the dimension in the X-axis direction) of the second claw portion 834 is formed longer than the first claw portion 833.
  • the second claw portion 834 engages with a recess 417 (see FIG. 7) formed on the outer edge of the second control substrate 41 to hold the second control substrate 41.
  • FIG. 6 is a perspective view of the first control board 40 of the first embodiment.
  • the first control substrate 40 is fastened to the main body 831 by a screw.
  • the outer edge of the first control substrate 40 is formed with a recess 409 that engages with the first claw portion 833.
  • the through holes 405 and 406 and the through holes 407 and 408 corresponding to the respective solenoid terminal portions 393 and the respective terminals 2111, 2122, 2113 and 2114 are arranged in the Z-axis direction in four rows.
  • a through hole 410 through which the terminal portion 8321 of the connector 832 passes is formed in the first control board 40.
  • the through hole 410 is soldered to the terminal 8321.
  • the first motor drive circuit 401 is disposed in the region between each solenoid terminal 393 and the terminal 8321 of the connector 832.
  • the first solenoid drive circuit 402 is disposed in a region on the Y axis negative direction side relative to the solenoid terminal portions 393 in the first row.
  • the first motor control circuit 403 is disposed at a position closer to the Y-axis positive direction than the respective solenoid terminal portions 393 in the fourth row and the respective terminals 2111, 2121, 2113, and 2114 of the motor 211.
  • the first solenoid control circuit 404 is disposed in a region between the solenoid terminal portions 393 in the first row and the solenoid terminal portions 393 in the second row.
  • FIG. 7 is a perspective view of the second control board 41 of the first embodiment.
  • the outer edge of the second control substrate 41 is formed with a recess 417 that engages with the second hook 834.
  • the through holes 415 and 416 corresponding to the respective solenoid terminal portions 393 and the respective terminals 2113 and 2114 are arranged in the Z-axis direction in four rows.
  • a through hole 418 through which the terminal portion 8321 of the connector 832 passes is formed.
  • the through hole 418 is soldered to the terminal 8321.
  • the second motor drive circuit 411 is disposed in the region between each solenoid terminal 393 and the terminal 8321 of the connector 832.
  • the second solenoid drive circuit 412 is disposed in a region on the Y axis negative direction side relative to the solenoid terminal portions 393 in the first row.
  • the second motor control circuit 413 is disposed at a position closer to the Y-axis positive direction than the respective solenoid terminal portions 393 in the fourth row and the respective terminals 2111, 2122, 2113, and 2114 of the motor 211.
  • the second solenoid control circuit 414 is disposed in the region between the solenoid terminal portions 393 in the first row and the solenoid terminal portions 393 in the second row.
  • the solenoid valves (the shutoff valve 12, the solenoid in valve 13, the communication valve 20, the pressure regulating valve 24, the solenoid out valve 25, the stroke simulator in valve 28, the stroke simulator out valve 32) of the fluid pressure unit 8 It has a second coil 392.
  • the first solenoid drive circuit 402 and the first solenoid control circuit 404 are offset from the back surface 802 of the housing 80 in which the solenoid valves are disposed in the positive X-axis direction.
  • the first solenoid drive circuit 402 and the first solenoid control circuit 404 are connected to the first positive electrode terminal 3911 of the first coil 391 and control the respective solenoid valves.
  • the second solenoid drive circuit 412 and the second solenoid control circuit 414 are offset from the back surface 802 in the positive direction of the X-axis.
  • the second solenoid drive circuit 412 and the second solenoid control circuit 414 are connected to the second positive electrode terminal 3921 of the second coil 392, and control the respective solenoid valves. That is, each solenoid valve has a double coil and a control circuit.
  • the control circuit is disposed offset with respect to the mounting surface of each solenoid valve, and is connected by corresponding coils and terminals. In each electromagnetic valve, only one electric system remains in a single mechanical system, so that redundancy of the electric system and suppression of upsizing of the brake control device 1 can be compatible.
  • the first control board 40 is offset from the back surface 802 of the housing 80 where the solenoid valve is disposed in the positive X-axis direction, and the first solenoid drive circuit 402 and the first solenoid control circuit 404 are installed.
  • the second control board 41 is offset from the first control board 40 in the positive X-axis direction, and a second solenoid drive circuit 412 and a second solenoid control circuit 414 are provided. Thereby, the increase in size of the brake control device 1 can be suppressed as compared to the case where two control circuits are installed on one control board.
  • the first negative electrode terminal 3912 of the first coil 391 is connected to the first solenoid drive circuit 402 and the first solenoid control circuit 404.
  • the second negative electrode terminal 3922 of the second coil 392 is connected to the second solenoid drive circuit 412 and the second solenoid control circuit 414.
  • one of the positive electrode terminals 3911 and 31921 or the negative electrode terminals 3912 and 3922 of the coils 391 and 392 is used as a common terminal, it is necessary to be manufactured in consideration of the characteristic difference between each other. is there. On the other hand, cost increase can be suppressed by using dedicated terminals corresponding to the respective coils 391, 392.
  • the second positive electrode terminal 3921 and the second negative electrode terminal 3922 of the second coil 392 are connected to the second control substrate 41 through the through holes (through holes 407 and 408) formed in the first control substrate 40.
  • the terminals 3921 and 3922 do not have to be drawn out so as to bypass the outer edge of the first control substrate 40, so the arrangement of the terminals 3921 and 3922 on the second control substrate 41 can be facilitated.
  • the first positive electrode terminal 3911 and the first negative electrode terminal 3912 of a certain solenoid 39, and the first positive electrode terminal 3911 and the first negative electrode terminal 3912 of the solenoid 39 adjacent to the solenoid 39 in the Z-axis direction are disposed.
  • the circumference of each terminal 3911, 3912, 3921, 3922 is an area (forbidden band) where other circuits can not be arranged along with the soldering of the terminals.
  • the first negative terminal 3912 and the second negative terminal 3922 of a certain solenoid 39, and the second positive terminal 3921 and the first positive terminal 3911 of the solenoid 39 adjacent to the certain solenoid 39 in the Z-axis direction Take an array that overlaps each other. Since at least four adjacent terminals are in an overlapping arrangement, it is possible to suppress the reduction of the board mounting area due to the redundancy.
  • the first positive electrode terminal 3911, the first negative electrode terminal 3912, the second positive electrode terminal 3921, and the second negative electrode terminal 3922 of each solenoid 39 are arranged to overlap linearly.
  • the second positive electrode terminal 3921 is connected to the second control substrate 41 through a through hole 407 formed in the first control substrate 40.
  • the second negative electrode terminal 3922 is connected to the second control substrate 41 through the through hole 408 formed in the first control substrate 40.
  • the motor 211 for driving the pump 21 of the fluid pressure unit 8 has a first positive electrode terminal 2111, a first negative electrode terminal 2112, a second positive electrode terminal 2113, and a second negative electrode terminal 2114.
  • the first motor drive circuit 401 and the first motor control circuit 403 are installed on the first control board 40, and the first positive electrode terminal 2111 and the first negative electrode terminal 2112 are connected.
  • the second motor drive circuit 411 and the second motor control circuit 413 are installed on the second control board 41, and the second positive electrode terminal 2113 and the second negative electrode terminal 2114 are connected.
  • the housing 80 is located opposite the back surface 802 and has a front surface 801 to which a motor 211 is attached. That is, the motor 211 has a coil of double structure and a control circuit.
  • the brake control device 1 has a system of two electric systems of all the actuators (the respective solenoid valves, the motor 211). Therefore, even if an abnormality occurs in one system, the function is performed using the other normal system. The same brake control as normal can be continued without restriction.
  • the housing 80 is continuous with the front surface 801 and the back surface 802, and is continuous with the top surface 803 on which the wheel cylinder port 8031 is disposed, the bottom surface 804 opposite to the top surface 803, and the front surface 801, the back surface 802, the top surface 803 and the bottom surface 804. And a right side 806 opposite to the left side 805. Since the first control board 40 and the second control board 41 are offset from the housing 80 which is a hexahedron shape, the enlargement of the brake control device 1 can be suppressed.
  • the second coil 392 is disposed on the outer periphery of the first coil 391.
  • a first positive electrode terminal 3911 and a first negative electrode terminal 3912 are provided between the second positive electrode terminal 3921 and the second negative electrode terminal 3922. That is, since the solenoid valve is made to be a double system by increasing the terminals to the outside of both terminals in the existing single-layer solenoid valve, it is possible to suppress an increase in the design change location for the existing solenoid valve and suppress an increase in cost. .
  • the direction of the magnetic field generated by supplying a current to the first coil 391 and the direction of the magnetic field generated by supplying a current to the second coil 392 are the same. Thereby, it can suppress that the attraction
  • FIG. 8 is a cross-sectional perspective view of the solenoid 39 of the second embodiment.
  • the solenoid 39 of the second embodiment the first coil 391 and the second coil 392 are aligned in the X-axis direction.
  • the first coil 391 is positioned closer to the positive side in the X-axis direction than the second coil 392.
  • Both coils 391, 392 have the same shape, and when viewed in the X-axis direction, both coils 391, 392 completely overlap.
  • the generated magnetic flux of the coil is proportional to the coil diameter and inversely proportional to the coil length.
  • both coils 391 and 392 of the second embodiment are aligned in the X-axis direction, the resistance value and inductance of both coils 391 and 392 can be equal, and design can be facilitated. Moreover, since the heat_generation
  • FIG. 9 is a cross-sectional perspective view of the solenoid 39 of the third embodiment.
  • a second positive electrode terminal 3921 and a second negative electrode terminal 3922 are disposed between the first positive electrode terminal 3911 and the first negative electrode terminal 3912.
  • FIG. 10 is a perspective view of the solenoid 39 of the fourth embodiment.
  • the first positive electrode terminal 3911 and the second positive electrode terminal 3921 are connected to each other.
  • the second positive electrode terminal 3921 is soldered to the through holes formed in the first control substrate 40 and the second control substrate 41, respectively.
  • An electric circuit diagram is shown in FIG.
  • the first positive electrode terminal 3911 and the second positive electrode terminal 3921 are shared terminals and are connected to the battery.
  • the first negative electrode terminal 3912 is connected to the ground via the drive element of the first solenoid drive circuit 402.
  • the second negative electrode terminal 3922 is connected to the ground through the drive element of the second solenoid drive circuit 404.
  • the first positive electrode terminal 3911 and the second positive electrode terminal 3921 are shared terminals, one through hole of the first control substrate 40 can be reduced as compared with the case where the first positive electrode terminal 3911 and the second positive electrode terminal 3921 are not shared terminals. As a result, the substrate mounting area of the first control substrate 40 can be increased.
  • the basic configuration of the fifth embodiment is the same as that of the first embodiment, so only differences from the first embodiment will be described.
  • the solenoid 39 is the same as the solenoid 39 of the third embodiment shown in FIG.
  • FIG. 12 is a perspective view of an essential part of the first control board 40 and the second control board 41 of the fifth embodiment.
  • the first control substrate 40 of the fifth embodiment has an elongated hole 4078 through which the second positive electrode terminal 3921 and the second negative electrode terminal 3922 penetrate.
  • the basic configuration of the sixth embodiment is the same as that of the first embodiment, so only the differences from the first embodiment will be described.
  • the solenoid 39 is the same as the solenoid 39 of the third embodiment shown in FIG.
  • FIG. 13 is a perspective view of an essential part of the first control board 40 and the second control board 41 of the sixth embodiment.
  • the first control substrate 40 of the sixth embodiment has a notch 4079 through the second positive electrode terminal 3921 and the second negative electrode terminal 3922 at the outer edge.
  • FIG. 14 is a perspective view of an essential part of the first control board 40 and the second control board 41 of the seventh embodiment.
  • the second control substrate 41 of the seventh embodiment has an extension 419 that protrudes in the positive Y-axis direction with respect to the first control substrate 40. Through holes 415 and 416 are disposed in the extension 419.
  • the solenoid 39 of the seventh embodiment the second positive electrode terminal 3921 and the second negative electrode terminal 3922 bypass the outer edge of the first control substrate 40, extend in the positive X-axis direction, and pass through the through holes 415 and 416.
  • the substrate mounting area can be increased, and the first control substrate 40 can be used as the main portion 831. Assemblability at the time of assembling to
  • FIG. 15 is a plan view of the first control substrate 40 of the eighth embodiment.
  • the solenoid 39 of the eighth embodiment the first positive electrode terminal 3911, the first negative electrode terminal 3912, the second positive electrode terminal 3921 and the second negative electrode terminal 3922 are arranged in an arc along the cylindrical outer periphery of the yoke 48.
  • the number of coil turns can be maximized as compared to the case where the terminals 3911, 31912, 3921, 3922 are linearly arranged.
  • FIG. 16 is a perspective view of the first control board 40 of the ninth embodiment
  • FIG. 17 is a perspective view of the second control board 41 of the ninth embodiment.
  • the first control board 40 of the ninth embodiment has a first motor drive circuit 401, a first solenoid drive circuit 402, a second motor drive circuit 411, and a second solenoid drive circuit 412.
  • the second control board 41 has a first motor control circuit 403, a first solenoid control circuit 404, a second motor control circuit 413, and a second solenoid control circuit 414.
  • drive circuits for two systems are disposed on the first control board 40, and control circuits for two systems are disposed on the second control board 41. Therefore, since it is not necessary to connect the second substrate 41 to the terminals of the solenoids 39 and the motor 211, an area for mounting a large circuit such as a microcomputer or an ASIC can be sufficiently secured on the second control substrate 41.
  • the concrete composition of the present invention is not limited to the composition of the embodiment, and there are design changes within the scope of the present invention.
  • the electric system of the coil and the motor may be a triple or more multiplex system. That is, any configuration may be employed as long as a plurality of control circuits are offset from each other, and the multiplexed coils and motors and corresponding control circuits are connected by terminals.
  • the first negative electrode terminal and the second negative electrode terminal may be shared terminals.
  • the solenoid valves mounted on the hydraulic unit only the electric system of some of the solenoid valves may be multiplexed. In the case of the hydraulic unit 8 according to the embodiment, the minimum brake operation is possible by multiplexing the electric systems of at least the shutoff valve 12, the communication valve 20, the pressure regulator valve 24, and the stroke simulator out valve 32.
  • a brake control device includes, in one aspect thereof, a first solenoid valve having a first coil to which a first terminal and a second terminal are connected, and a second coil to which a third terminal and a fourth terminal are connected.
  • a housing having a first surface on which the first solenoid valve is disposed, and a control board portion, which is disposed offset from the first surface in the winding axial direction of the first coil,
  • a circuit for controlling a solenoid valve and a circuit for controlling a second solenoid valve, the first solenoid valve control circuit is connected to the first terminal, controls the first solenoid valve, and controls the second solenoid valve.
  • a control circuit connected to the third terminal and controlling the first solenoid valve;
  • the control board portion is disposed offset from the first surface in the winding axis direction of the first coil, and the first solenoid valve control circuit is installed.
  • a first control substrate, and a second control substrate disposed offset from the first control substrate in the winding axis direction and provided with the second solenoid valve control circuit.
  • the second terminal is connected to the first solenoid valve control circuit
  • the fourth terminal is connected to the second solenoid valve control circuit.
  • the first control substrate has a through hole, and the third terminal and the fourth terminal pass through the through hole to the second control substrate. It is connected.
  • the third coil to which the fifth terminal and the sixth terminal are connected and the fourth coil to which the seventh terminal and the eighth terminal are connected are provided.
  • the second terminal, the fourth terminal, the seventh terminal, and the fifth terminal are mutually different when viewed in a direction parallel to the second control substrate. Take an overlapping array.
  • the first terminal, the second terminal, the third terminal, the fourth terminal, the fourth terminal, when viewed from a direction parallel to the second control substrate The five terminals, the sixth terminal, the seventh terminal, and the eighth terminal are arranged to overlap with each other.
  • the through hole portion has a first through hole and a second through hole, and the third terminal passes the first through hole through the first control hole. And the fourth terminal is connected to the second control board through the second through hole.
  • the control board portion is disposed offset from the first surface in the winding axis direction of the first coil, and the circuit for controlling the first solenoid valve And a first control board on which the second solenoid valve control circuit is installed.
  • the control substrate includes a second control substrate disposed offset from the first control substrate in the winding axial direction.
  • a first drive terminal connected to a first motor control circuit installed on the control board unit, and a second motor installed on the control board unit And a second drive terminal connected to the control circuit, wherein the housing is opposite to the first surface and has a second surface to which the motor is attached.
  • the housing is disposed with a foil cylinder connection port continuous with the first surface and the second surface and connected with a pipe connected to the foil cylinder.
  • the second coil is disposed on the outer periphery of the first coil.
  • the first terminal and the second terminal are between the third terminal and the fourth terminal when viewed in a direction perpendicular to the control substrate portion. is there.
  • the first coil and the second coil overlap when viewed in the winding axis direction of the first coil.
  • the direction of the magnetic field generated by applying a current to the first coil and the direction of the magnetic field generated by applying a current to the second coil are the same. It is a direction.
  • the first terminal and the third terminal are connected to each other.
  • the brake control device includes, in one aspect, a solenoid valve, a motor having a first drive terminal and a second drive terminal, a first surface on which the solenoid valve is disposed, and A housing having a second surface located opposite to the first surface and having the motor attached thereto, and a control board portion, offset from the first surface in the rotational axis direction of the motor
  • the first motor control circuit includes a first motor control circuit and a second motor control circuit, and the first motor control circuit is connected to the first drive terminal to drive the motor, the second motor control The control circuit includes a control substrate portion to which the second drive terminal is connected and which drives the motor.
  • the control board portion is disposed offset from the first surface in the rotational axis direction of the motor, and a first control board on which the first motor control circuit is installed; And a second control substrate disposed offset from the first surface in the direction of the rotational axis of the motor and on which the second motor control circuit is installed.
  • the control board portion is disposed offset from the first surface in the rotational axis direction of the motor, and the first motor control circuit and the second motor It has a first control board on which a control circuit is installed.
  • the control board portion has a second control board disposed offset from the first control board in the rotation axis direction of the motor.
  • the electromagnetic valve includes a first coil to which a first terminal and the second terminal are connected, and a second coil to which a third terminal and a fourth terminal are connected.
  • the control board unit is connected to the first terminal, and a first solenoid valve control circuit for controlling the solenoid valve and the third terminal are connected to control the solenoid valve.
  • a solenoid valve control circuit is connected to the brake control device.
  • the brake control device in one aspect, includes a hydraulic unit and a control unit, and the hydraulic unit connects to a wheel cylinder capable of applying a braking torque to the wheel according to the brake hydraulic pressure.
  • the present invention is not limited to the above-described embodiment, but includes various modifications.
  • the above-described embodiment is described in detail to explain the present invention in an easy-to-understand manner, and is not necessarily limited to one having all the described configurations.
  • part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Electromagnetism (AREA)
  • General Engineering & Computer Science (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Magnetically Actuated Valves (AREA)
PCT/JP2018/031710 2017-09-12 2018-08-28 ブレーキ制御装置 WO2019054170A1 (ja)

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WO2021192351A1 (ja) * 2020-03-23 2021-09-30 株式会社日立製作所 車上制御装置
CN114701464A (zh) * 2022-04-27 2022-07-05 北京京深深向科技有限公司 一种abs系统制动冗余控制方法、装置与abs系统
WO2023016512A1 (zh) * 2021-08-12 2023-02-16 芜湖伯特利汽车安全系统股份有限公司 具备冗余控制功能的车辆制动系统及其控制方法

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JP7200567B2 (ja) * 2018-09-25 2023-01-10 株式会社アドヴィックス 車両の制動制御装置
JP7196495B2 (ja) * 2018-09-25 2022-12-27 株式会社アドヴィックス 車両の制動制御装置
JP7403970B2 (ja) * 2019-04-25 2023-12-25 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング ブレーキ液圧制御装置
JP2020179793A (ja) * 2019-04-26 2020-11-05 株式会社アドヴィックス 車両の制動制御装置
WO2022249609A1 (ja) * 2021-05-28 2022-12-01 日立Astemo株式会社 電動ブレーキ装置及び電動ディスクブレーキ
JP2024038665A (ja) * 2022-09-08 2024-03-21 日立Astemo株式会社 ブレーキ制御装置

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