WO2021193715A1 - Vehicular braking device - Google Patents

Vehicular braking device Download PDF

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Publication number
WO2021193715A1
WO2021193715A1 PCT/JP2021/012237 JP2021012237W WO2021193715A1 WO 2021193715 A1 WO2021193715 A1 WO 2021193715A1 JP 2021012237 W JP2021012237 W JP 2021012237W WO 2021193715 A1 WO2021193715 A1 WO 2021193715A1
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WO
WIPO (PCT)
Prior art keywords
pressure
differential pressure
brake
liquid passage
hydraulic pressure
Prior art date
Application number
PCT/JP2021/012237
Other languages
French (fr)
Japanese (ja)
Inventor
和俊 余語
Original Assignee
株式会社アドヴィックス
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Filing date
Publication date
Application filed by 株式会社アドヴィックス filed Critical 株式会社アドヴィックス
Publication of WO2021193715A1 publication Critical patent/WO2021193715A1/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
    • 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
    • B60T13/148—Arrangements for pressure supply
    • 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

Definitions

  • the present invention relates to a vehicle braking device.
  • a vehicle braking device including a master cylinder, an electric cylinder, and an ESC actuator is known.
  • This vehicle braking device is configured to be able to output hydraulic pressure to two systems by a master cylinder and an ESC actuator.
  • Japanese Patent No. 6202741 also discloses a vehicle braking device including a master cylinder, an electric cylinder, and an ESC actuator. In this device, the master cylinder is connected to only one system.
  • the inventor newly focused on the fact that the hydraulic pressure input to each system of the ESC actuator can change depending on the state of the vehicle braking device (for example, the normal state or the failed state). If the target differential pressure of the differential pressure control valve is set to the same value in both systems even though the input hydraulic pressure of each system is different, a difference in wheel pressure occurs between the systems. The unintentional difference in wheel pressure between the systems of the vehicle braking device leads to a decrease in the behavior stability of the vehicle depending on the arrangement of the systems.
  • An object of the present invention is to provide a vehicle braking device capable of appropriately adjusting the wheel pressure of each system even when the state of the device changes.
  • the vehicle braking device of the present invention is connected to a first pressure supply unit capable of supplying a first brake pressure and the first pressure supply unit via a first liquid passage, and is input from the first liquid passage.
  • a first hydraulic pressure output unit that generates a first differential pressure between the hydraulic pressure and the hydraulic pressure of the first wheel cylinder, and a second brake pressure that can supply a second brake pressure independently of the first pressure supply unit.
  • a second differential pressure is applied between the pressure supply unit and the second pressure supply unit via the second liquid passage, and the hydraulic pressure input from the second liquid passage and the hydraulic pressure of the second wheel cylinder.
  • a communication control valve which is an electromagnetic valve provided in a communication passage connecting the second hydraulic pressure output unit to be generated and the first liquid passage and the second liquid passage, and opens and closes the communication passage, and the first.
  • a cut valve which is an electromagnetic valve provided on the first pressure supply portion side of the connection portion between the first liquid passage and the communication passage, and a first differential pressure target value.
  • the setting unit includes a target differential pressure and a setting unit for setting a second target differential pressure which is a target value of the second differential pressure.
  • the communication control valve is closed and the cut valve is opened.
  • the first target differential pressure and the second target differential pressure are set based on the first brake pressure and the second brake pressure in the valved specific state.
  • the setting unit can set the first target differential pressure and the second target differential pressure after recognizing the difference between the first brake pressure and the second brake pressure.
  • the wheel pressures of both systems can be set to the same level (for example, the same pressure).
  • the wheel pressure of each system can be appropriately adjusted even when the state of the device changes.
  • the vehicle braking device 1 of the first embodiment includes an upstream unit 11, an actuator 3 constituting the downstream unit, a first brake ECU 901, a second brake ECU 902, a power supply device 903, and the like. It has.
  • the upstream unit 11 is configured to be able to supply the basal hydraulic pressure to the downstream unit.
  • the upstream unit 11 includes an electric cylinder (corresponding to the "second pressure supply unit") 2, a master cylinder (corresponding to the "first pressure supply unit”) 4, a first liquid passage 51, and a second liquid passage. It includes 52, a communication passage 53, a brake fluid supply path 54, a communication control valve 61, and a master cut valve (corresponding to a “cut valve”) 62.
  • the first brake ECU 901 controls at least the upstream unit 11.
  • the second brake ECU 902 controls at least the actuator 3.
  • the first brake ECU 901 and the second brake ECU 902 constitute a control device. Note that FIG. 1 shows a non-energized state of the vehicle braking device 1.
  • the electric cylinder 2 is a pressurizing unit capable of supplying brake pressure to the first wheel cylinders 81 and 82 and the second wheel cylinders 83 and 84.
  • the hydraulic pressure supplied by the master cylinder 4 (master pressure) corresponds to the first brake pressure
  • the hydraulic pressure supplied by the electric cylinder 2 corresponds to the second brake pressure.
  • the output hydraulic pressure of the electric cylinder 2 is referred to as a second brake pressure.
  • the electric cylinder 2 is configured to be able to supply a second brake pressure independently of the master cylinder 4.
  • the first wheel cylinders 81 and 82 are the wheel cylinders of the first system
  • the second wheel cylinders 83 and 84 are the wheel cylinders of the second system.
  • the first system is a system in which the brake fluid is supplied through the first liquid passage 51
  • the second system is a system in which the brake fluid is supplied through the second liquid passage 52.
  • the first wheel cylinder 81 is provided on the right front wheel
  • the first wheel cylinder 82 is provided on the left rear wheel
  • the second wheel cylinder 83 is provided on the left front wheel
  • the second wheel cylinder 84 is on the right. It is provided on the rear wheel. That is, the arrangement of the system of the first embodiment is a cross pipe (X pipe).
  • the electric cylinder 2 includes a cylinder 21, an electric motor 22, a piston 23, an output chamber 24, and an urging member 25.
  • the electric motor 22 is connected to the piston 23 via a linear motion mechanism 22a that converts a rotary motion into a linear motion.
  • the electric cylinder 2 is a single type electric cylinder in which a single output chamber 24 is formed in the cylinder 21.
  • the piston 23 slides in the cylinder 21 in the axial direction by driving the electric motor 22.
  • the piston 23 is formed in a bottomed cylindrical shape that opens on one side in the axial direction and has a bottom surface on the other side in the axial direction. That is, the piston 23 includes a cylindrical portion that forms an opening and a cylindrical portion that forms a bottom surface (pressure receiving surface).
  • the output chamber 24 is partitioned by the cylinder 21 and the piston 23, and the volume changes due to the movement of the piston 23.
  • the output chamber 24 is connected to the reservoir 45 and the actuator 3.
  • the piston 23 slides in a sliding region composed of a communication region for communicating between the output chamber 24 and the reservoir 45 and a blocking region for blocking between the output chamber 24 and the reservoir 45.
  • the communication area includes the initial position of the piston 23 that maximizes the volume of the output chamber 24.
  • the blocking region is larger than the communication region in the axial direction.
  • the urging member 25 is a spring that is arranged in the output chamber 24 and urges the piston 23 to the other side in the axial direction (toward the initial position).
  • the electric motor 22 is stopped, and the urging member 25 returns the piston 23 to the initial position.
  • the actuator 3 has a first hydraulic pressure output unit 31 configured to be able to regulate the pressure of the first wheel cylinders 81 and 82, and a second hydraulic pressure output unit 32 configured to be able to adjust the pressure of the second wheel cylinders 83 and 84. It is a pressure adjusting unit (downstream unit) including.
  • the actuator 3 is connected to the electric cylinder 2.
  • the first hydraulic pressure output unit 31 generates a first differential pressure between the hydraulic pressure input from the first liquid passage 51 and the hydraulic pressures of the first wheel cylinders 81 and 82, so that the first wheel cylinder 81, It is configured to pressurize 82.
  • the second hydraulic pressure output unit 32 generates a second differential pressure between the hydraulic pressure input from the second hydraulic passage 52 and the hydraulic pressures of the second wheel cylinders 83 and 84, so that the second wheel cylinder 83, It is configured to pressurize 84.
  • the actuator 3 is a so-called ESC actuator, and can independently regulate the hydraulic pressure of each wheel cylinder 81 to 84.
  • the actuator 3 executes, for example, anti-skid control (also referred to as ABS control), electronic stability control (ESC), traction control, or the like according to the control of the second brake ECU 902.
  • the first hydraulic pressure output unit 31 and the second hydraulic pressure output unit 32 are independent of each other on the hydraulic pressure circuit of the actuator 3. The configuration of the actuator 3 will be described later.
  • the master cylinder 4 is a pressure supply unit capable of supplying the master pressure (hydraulic pressure of the master chamber 41a) to the first hydraulic pressure output unit 31 via the first liquid passage 51. More specifically, the master cylinder 4 is connected to the reservoir 45 and mechanically supplies the brake fluid to the first hydraulic pressure output unit 31 of the actuator 3 according to the operating amount (stroke and / or pedaling force) of the brake operating member Z. It is a unit to do.
  • the master cylinder 4 is configured to be able to pressurize the first wheel cylinders 81 and 82 via the first hydraulic pressure output unit 31.
  • the master cylinder 4 includes a cylinder 41 and a piston 42.
  • the cylinder 41 is a bottomed cylindrical member.
  • An input port 411 and an output port 412 are formed in the cylinder 41.
  • the piston 42 is a piston member that slides in the cylinder 41 according to the amount of operation of the brake operating member Z.
  • the piston 42 is formed in a bottomed cylindrical shape that opens on one side in the axial direction and has a bottom surface on the other side in the axial direction.
  • a single master chamber 41a is formed in the cylinder 41 by the piston 42.
  • one master chamber 41a is formed by the cylinder 41 and the piston 42.
  • the volume of the master chamber 41a changes with the movement of the piston 42.
  • the master chamber 41a is provided with an urging member 41b that urges the piston 42 toward the initial position (on the other side in the axial direction).
  • the urging member 41b returns the piston 42 to the initial position.
  • the master cylinder 4 of the first embodiment is a single type master cylinder.
  • the output port 412 communicates the master chamber 41a with the first liquid passage 51.
  • the input port 411 communicates the master chamber 41a and the reservoir 45 with the through hole 421 formed in the cylindrical portion of the piston 42.
  • the input port 411 and the through hole 421 overlap, and the master chamber 41a and the reservoir 45 communicate with each other.
  • the piston 42 moves by a predetermined amount (overlap distance) from the initial position to one side in the axial direction, the connection between the master chamber 41a and the reservoir 45 is cut off.
  • a stroke simulator 43 is connected to the master cylinder 4 via a simulator cut valve 44.
  • the stroke simulator 43 is a device that generates a reaction force (load) with respect to the operation of the brake operating member Z.
  • the stroke simulator 43 is composed of, for example, a cylinder, a piston, and an urging member.
  • the stroke simulator 43 and the output port 412 of the cylinder 41 are connected by a liquid passage 43a.
  • the simulator cut valve 44 is a normally closed type solenoid valve provided in the liquid passage 43a.
  • the first liquid passage 51 connects the master chamber 41a and the first hydraulic pressure output unit 31.
  • the second liquid passage 52 connects the electric cylinder 2 and the second hydraulic pressure output unit 32.
  • the communication passage 53 connects the first liquid passage 51 and the second liquid passage 52.
  • the communication control valve 61 is a normally closed type solenoid valve provided in the communication passage 53.
  • the communication control valve 61 permits or prohibits the supply of the brake fluid to the first hydraulic pressure output unit 31 by the electric cylinder 2.
  • the communication control valve 61 has a valve body on the first wheel cylinder 81, 82 side (first system) of the valve seat in order to prevent backflow of brake fluid from the first wheel cylinders 81, 82 to the electric cylinder 2 when the valve is closed. It is located on the side).
  • the master cut valve 62 is a normally open type solenoid valve provided between the connection portion 50 between the first liquid passage 51 and the communication passage 53 and the cylinder 41 of the first liquid passage 51. In other words, the master cut valve 62 is provided on the master cylinder 4 side of the connecting portion 50 in the first liquid passage 51. The master cut valve 62 permits or prohibits the supply of brake fluid from the master cylinder 4 to the first hydraulic pressure output unit 31.
  • the brake fluid supply path 54 connects the reservoir 45 and the input port 211 of the electric cylinder 2.
  • the input port 211 is formed between the two sealing members.
  • the reservoir 45 stores the brake fluid, and the internal pressure is maintained at atmospheric pressure. Further, the inside of the reservoir 45 is divided into two rooms 451 and 452, respectively, in which the brake fluid is stored.
  • a master cylinder 4 is connected to one room 451 of the reservoir 45, and an electric cylinder 2 is connected to the other room 452 via a brake fluid supply path 54.
  • the reservoir 45 may consist of two separate reservoirs instead of the two chambers.
  • the first hydraulic output unit 31 of the actuator 3 mainly includes a liquid passage 311, a differential pressure control valve 312, a holding valve 313, a pressure reducing valve 314, a pump 315, and an electric motor. It includes a 316, a reservoir 317, a perfusion fluid passage 317a, and a pressure sensor 75.
  • the liquid passage 311 connects the first liquid passage 51 and the first wheel cylinder 81.
  • the pressure sensor 75 is installed in the liquid passage 311.
  • the pressure sensor 75 detects the input hydraulic pressure from the first liquid passage 51 to the first hydraulic pressure output unit 31.
  • the differential pressure control valve 312 is a normally open type linear solenoid valve. By controlling the opening degree of the differential pressure control valve 312 (force toward the valve closing side due to electromagnetic force), it is possible to generate a differential pressure between upstream and downstream.
  • a check valve 312a that allows only the flow of brake fluid from the first liquid passage 51 to the first wheel cylinder 81 is provided in parallel with the differential pressure control valve 312.
  • the holding valve 313 is a normally open type solenoid valve provided between the differential pressure control valve 312 and the first wheel cylinder 81 in the liquid passage 311. Further, a check valve 313a is provided in parallel with the holding valve 313.
  • the pressure reducing valve 314 is a normally closed type solenoid valve provided in the pressure reducing liquid passage 314a.
  • the decompression liquid passage 314a connects the portion of the liquid passage 311 between the holding valve 313 and the first wheel cylinder 81 and the reservoir 317.
  • the pump 315 is operated by the driving force of the electric motor 316.
  • the pump 315 is provided in the pump liquid passage 315a.
  • the pump liquid passage 315a connects a portion of the liquid passage 311 between the differential pressure control valve 312 and the holding valve 313 (hereinafter referred to as “branch portion X”) and the reservoir 317.
  • the brake fluid in the reservoir 317 is discharged to the branch portion X.
  • Reservoir 317 is a pressure regulating reservoir.
  • the reflux liquid passage 317a connects the first liquid passage 51 and the reservoir 317.
  • the brake fluid in the reservoir 317 is preferentially sucked into the reservoir 317 by the operation of the pump 315, and when the brake fluid in the reservoir 317 decreases, the valve is opened and the brake is applied from the first fluid passage 51 via the reflux fluid passage 317a.
  • the liquid is configured to be inhaled.
  • the second brake ECU 902 When the first wheel cylinder 81 is pressurized by the actuator 3, the second brake ECU 902 responds to the target differential pressure (hydraulic pressure of the first wheel cylinder 81> hydraulic pressure of the first liquid passage 51) in the differential pressure control valve 312. A control current is applied to close the differential pressure control valve 312. At this time, the holding valve 313 is open and the pressure reducing valve 314 is closed. Further, when the pump 315 is operated, the brake fluid is supplied from the first liquid passage 51 to the branch portion X via the reservoir 317. As a result, the first wheel cylinder 81 is pressurized.
  • the differential pressure control valve When the difference between the hydraulic pressure of the first wheel cylinder 81 (hereinafter, also referred to as “wheel pressure”) and the hydraulic pressure of the first liquid passage 51 is about to exceed the target differential pressure, the differential pressure control valve is affected by the magnitude of the force. 312 opens the valve.
  • the wheel pressure after pressurization is the sum of the hydraulic pressure of the first liquid passage 51 and the target differential pressure.
  • the actuator 3 pressurizes the wheel cylinders 81 to 84 by generating a differential pressure between the input hydraulic pressure (basic hydraulic pressure) from the upstream unit 11 and the wheel pressure.
  • the actuator 3 does not affect the basal hydraulic pressure in the pressurization control, and applies an additional pressure (hydraulic pressure corresponding to the differential pressure) to the basal hydraulic pressure.
  • the second brake ECU 902 When the wheel pressure is reduced by the actuator 3 by anti-skid control or the like, the second brake ECU 902 operates the pump 315 with the pressure reducing valve 314 opened and the holding valve 313 closed to operate the pump 315 in the wheel cylinder 81. Reduce brake fluid.
  • the second brake ECU 902 closes the holding valve 313 and the pressure reducing valve 314.
  • the second brake ECU 902 opens the differential pressure control valve 312 and the holding valve 313, and closes the pressure reducing valve 314.
  • the first brake ECU 901 and the second brake ECU 902 are electronic control units including a CPU and a memory, respectively.
  • Each brake ECU 901, 902 includes one or more processors that perform various controls.
  • the first brake ECU 901 and the second brake ECU 902 are separate ECUs, and are connected to each other so that information (control information, etc.) can be communicated with each other.
  • the first brake ECU 901 is controllably connected to the electric cylinder 2 and the solenoid valves 61, 62, 44, respectively.
  • the second brake ECU 902 is controllably connected to the actuator 3.
  • the brake ECUs 901 and 902 execute various controls based on the detection results of the various sensors.
  • the vehicle braking device 1 is provided with, for example, a stroke sensor 71, pressure sensors 72, 73, 75, a level switch 74, a wheel speed sensor (not shown), an acceleration sensor (not shown), and the like. There is.
  • the stroke sensor 71 detects the stroke of the brake operating member Z.
  • the vehicle braking device 1 is provided with two stroke sensors 71 so as to have a one-to-one correspondence with the brake ECUs 901 and 902.
  • the brake ECUs 901 and 902 acquire stroke information from the corresponding stroke sensors 71, respectively.
  • the pressure sensor 72 is a sensor that detects the master pressure, and is provided, for example, in the portion of the first liquid passage 51 on the cylinder 41 side of the master cut valve 62.
  • the pressure sensor 73 is a sensor that detects the output hydraulic pressure (first brake pressure) of the electric cylinder 2, and is provided in, for example, the second liquid passage 52.
  • the level switch 74 is provided in the reservoir 45 and detects that the liquid level of the reservoir 45 has become less than a predetermined value.
  • the first brake ECU 901 receives the detection results of the stroke sensor 71, the pressure sensors 72, 73, and the level switch 74, and controls the electric cylinder 2 and the solenoid valves 61, 62, 44 based on the detection results.
  • the first brake ECU 901 can calculate each wheel pressure based on the detection results of the pressure sensors 72 and 73 and the control state of the actuator 3.
  • the second brake ECU 902 receives the detection results of the stroke sensor 71 and the pressure sensor 75, and controls the actuator 3 based on the detection results.
  • the second brake ECU 902 can calculate each wheel pressure based on the control state of the pressure sensor 75 and the actuator 3.
  • the various sensors may be configured to transmit the detection result to both the brake ECUs 901 and 902.
  • the second brake ECU 902 includes a setting unit 91.
  • the setting unit 91 sets the first target differential pressure and the second differential pressure, which are the target values of the first differential pressure (the differential pressure between the hydraulic pressure of the first liquid passage 51 and the hydraulic pressure of the first wheel cylinders 81 and 82).
  • the second target differential pressure which is the target value of (the differential pressure between the hydraulic pressure of the second liquid passage 52 and the hydraulic pressure of the second wheel cylinders 83 and 84), is set.
  • the details of the setting unit 91 will be described later.
  • the power supply device 903 is a device that supplies electric power to the brake ECUs 901 and 902.
  • the power supply unit 903 includes a battery.
  • the power supply device 903 is connected to both brake ECUs 901 and 902. That is, in the first embodiment, power is supplied from the power supply device 903 common to the two brake ECUs 901 and 902.
  • the first brake ECU 901 executes normal control depending on the situation.
  • the communication control valve 61 and the simulator cut valve 44 are opened and the master cut valve 62 is closed, and the hydraulic pressure of the first wheel cylinders 81 and 82 and the second wheel cylinders 83 and 84 is applied by the electric cylinder 2. It is a control (control mode) to be adjusted.
  • the master cylinder 4 and the wheel cylinders 81 to 84 are hydraulically separated to form a so-called by-wire mode in which the wheel pressure is adjusted by controlling the brake ECUs 901 and 902.
  • the first brake ECU 901 uses the electric cylinder 2 based on the data detected by the stroke sensor 71 in a state where the master cut valve 62 is closed and the simulator cut valve 44 and the communication control valve 61 are opened. Drive.
  • the first brake ECU 901 sets a target deceleration and a target wheel pressure based on the detection result of the stroke sensor 71, and controls the electric cylinder 2 so that the actual wheel pressure approaches the target wheel pressure.
  • the second brake ECU 902 operates the actuator 3 when executing anti-skid control or the like.
  • the setting unit 91 of the second brake ECU 902 sets the first target differential pressure and the second brake pressure based on the master pressure and the second brake pressure in a specific state in which the communication control valve 61 is closed and the master cut valve 62 is opened. Set the target differential pressure.
  • the specific state is formed, for example, when the first brake ECU 901 fails.
  • control to the solenoid valves 61, 62, 44 becomes impossible, and application of the control current to the solenoid valves 61, 62, 44 is stopped. That is, the solenoid valves 61, 62, and 44 are in a non-energized state.
  • the communication control valve 61 is closed, the master cut valve 62 is opened, and the simulator cut valve 44 is closed.
  • the electric cylinder 2 also becomes uncontrollable, and the application of the control current to the electric cylinder 2 is also stopped. That is, the electric cylinder 2 is in a non-energized state. As a result, the electric motor 22 is stopped, and the piston 23 is returned to the initial position by the urging member 25.
  • the second hydraulic pressure output unit 32 and the reservoir 45 communicate with each other via the electric cylinder 2.
  • the second brake pressure becomes 0 (atmospheric pressure). Therefore, when the specific state is formed and the electric cylinder 2 is in the non-energized state, the setting unit 91 sets the second brake pressure to 0 and sets the first target differential pressure and the second target differential pressure.
  • the second brake ECU 902 may determine that the piston 23 is located at the initial position after a predetermined time has elapsed after the electric motor 22 has stopped.
  • the predetermined time may be preset based on the elastic force of the urging member 25. After the lapse of a predetermined time, the setting unit 91 may set the second brake pressure to 0.
  • the master cylinder 4 supplies the master pressure to the first hydraulic pressure output unit 31 according to the operation amount of the brake operating member Z. That is, in the specific state, the input hydraulic pressure to the first hydraulic pressure output unit 31 is the master pressure.
  • the setting unit 91 sets the first target differential pressure and the second target differential pressure using this master pressure (for example, the detection result of the pressure sensor 75) in a specific state.
  • the setting unit 91 of the first embodiment has a first target differential pressure and a second target differential pressure so that the wheel pressures of both systems are the same when a specific state is formed and the electric cylinder 2 is in a non-energized state. To set.
  • the second brake ECU 902 detects a failure of the first brake ECU 901 (S101: Yes)
  • the second brake ECU 902 adjusts the wheel pressure by the actuator 3 based on the detection results of the stroke sensor 71 and the pressure sensor 75 (S102).
  • the second brake ECU 902 calculates the target deceleration and the target wheel pressure based on the detection results of the stroke sensor 71 and the pressure sensor 75.
  • the second brake ECU 902 sets the first target differential pressure and the second target differential pressure based on the master pressure and the second brake pressure so that the actual wheel pressure approaches the target wheel pressure (S103).
  • the setting unit 91 sets the first target differential pressure based on the target wheel pressure and the master pressure of the first system, and sets the second target differential pressure based on the target wheel pressure and the second brake pressure of the second system. Set. More specifically, when setting the target differential pressure, the setting unit 91 sets the input hydraulic pressure of the first hydraulic pressure output unit 31 to the master pressure based on the detection result of the pressure sensor 75, and sets the second hydraulic pressure output.
  • the second brake pressure which is the input hydraulic pressure of the unit 32, is set to 0.
  • Failures related to the first brake ECU 901 include, for example, a failure of the ECU, a disconnection of the connection line between the power supply device 903 and the first brake ECU 901, and the like.
  • the situation of switching to a specific state is a failure in which the upstream unit 11 cannot execute pressurization control, or a disconnection of the solenoid valve included in the upstream unit 11. It can also occur when a failure such as, etc. occurs.
  • the second brake ECU 902 determines that a failure has occurred in the first brake ECU 901, for example, when communication with the first brake ECU 901 is unsuccessful (for example, there is no reply or synchronization is not possible).
  • the master pressure is input to the first hydraulic pressure output unit 31, and the second brake pressure is input to the second hydraulic pressure output unit 32.
  • the setting unit 91 can set the first target differential pressure and the second target differential pressure after recognizing the difference between the master pressure and the second brake pressure.
  • the wheel pressures of both systems can be set to the same level (for example, the same pressure).
  • the wheel pressure of each system can be appropriately adjusted even when the state of the device changes, for example, due to a failure of the first brake ECU 901.
  • the piston 23 of the electric cylinder 2 when the specific state is formed and the electric cylinder 2 is in the non-energized state, the piston 23 of the electric cylinder 2 is located at the initial position due to the urging force of the urging member 25.
  • the electric cylinder 2 communicates with the reservoir 45, so that the second brake pressure is 0. That is, in this case, the input hydraulic pressure to the second hydraulic pressure output unit 32 is set to 0 when setting the second target differential pressure.
  • the first target differential pressure is set based on the master pressure.
  • the master pressure When the brake operating member Z is operated, the master pressure is greater than zero. When the brake operating member Z is not operated, the master pressure is 0.
  • the setting unit 91 sets the first target differential pressure to be smaller than the second target differential pressure by the amount of the master pressure.
  • the wheel pressure of each system can be appropriately adjusted.
  • the wheel pressures of both systems can be made the same with high accuracy. As a result, deterioration of vehicle behavior stability is suppressed during braking in a specific state and when the electric cylinder 2 is not operating.
  • the vehicle braking device 1 is provided with two brake ECUs 901 and 902, the redundancy is improved. Even if one ECU fails, the electric cylinder 2 or the actuator 3 is operated by the other ECU, the wheel pressure is adjusted, and the braking force is exerted. As described above, according to the first embodiment, the wheel pressure of each system can be appropriately adjusted even when the state of the device changes.
  • the power supply device 903 has a first power supply 903a that supplies electric power to the first brake ECU 901 and a second brake ECU 902 that is independent of the first power supply 903a.
  • a second power source 903b which supplies electric power to the power supply 903b, is provided.
  • the first power source 903a includes a first battery
  • the second power source 903b includes a second battery separate from the first battery.
  • the electric cylinder 2 or the actuator 3 can be operated and a braking force can be generated.
  • the redundancy is further improved.
  • the wheel pressure of each system can be appropriately adjusted even when the state of the device changes.
  • the present invention is not limited to the above embodiment.
  • the first pressure supply unit and the second pressure supply unit may be different or the same.
  • the pressure source of the first pressure supply unit is the master cylinder 4
  • the pressure source of the second pressure supply unit is the electric cylinder 2
  • these pressure sources are the master cylinder 4 and the electric cylinder 2, respectively.
  • control may be executed using the estimated hydraulic pressure in the second liquid passage 52 according to the time elapsed since the electric cylinder 2 is inactive. In this case, the second brake pressure may be reduced to 0 with the passage of time.
  • the state may be switched to a specific state.
  • the specific state does not have to be formed only when there is some kind of failure.
  • the vehicle braking device 1 may be switched to a specific state regardless of the state of the upstream unit 11.
  • the first target differential pressure and the second target differential pressure may not be set so that the wheel pressures of both systems are the same.
  • the first target differential pressure and the second target differential pressure may be set according to the target posture of the vehicle and the target braking force.
  • the first target differential pressure and the second target differential pressure may be set so that the pressures of the first wheel cylinders 81 and 82 and the pressures of the second wheel cylinders 83 and 84 are different.
  • the actuator 3 may be provided with an electric cylinder instead of the pump 315.
  • the vehicle braking device 1 may include, for example, a pressurizing unit including a pump instead of the electric cylinder 2.
  • the present invention can also be applied to, for example, a vehicle including a regenerative braking device (hybrid vehicle or electric vehicle), a vehicle that executes automatic braking control, or an autonomous driving vehicle.
  • the specific state may be formed by control, not limited to the time of failure.
  • the setting unit 91 may set the first target differential pressure and the second target differential pressure so that the wheel pressures of the first system and the second system are different.
  • the system may be arranged in front and rear piping so that, for example, the wheel cylinder of the first system is provided on the front wheel and the wheel cylinder of the second system is provided on the rear wheel.

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

Abstract

The present invention comprises a first hydraulic pressure outputting part 31 and a second hydraulic pressure outputting part 32. The first hydraulic pressure outputting part 31: is connected via a first liquid path 51 to a first pressure supply part 4 that can generate first braking pressure; and generates a first differential pressure between the hydraulic pressure inputted from the first liquid path 51 and the hydraulic pressure of a first wheel cylinder. The second hydraulic pressure outputting part 32: is connected via a second liquid path 52 to a second pressure supply part 2 that can generate second braking pressure; and generates a second differential pressure between the hydraulic pressure inputted from the second liquid path 52 and the hydraulic pressure of a second wheel cylinder. In a specific state in which a communication control valve 61 is closed and a cut valve 62 is open, a setting unit 91 sets a first target differential pressure and a second target differential pressure on the basis of the first braking pressure and the second braking pressure.

Description

車両用制動装置Vehicle braking device
　本発明は、車両用制動装置に関する。 The present invention relates to a vehicle braking device.
　例えば特許第５６３１９３７号明細書に記載されているように、マスタシリンダと、電動シリンダと、ＥＳＣアクチュエータと、を備えた車両用制動装置が知られている。この車両用制動装置は、２つの系統に対して、マスタシリンダとＥＳＣアクチュエータとで液圧を出力可能に構成されている。また、例えば特許第６２０２７４１号明細書にも、マスタシリンダ、電動シリンダ、及びＥＳＣアクチュエータを備えた車両用制動装置が開示されている。この装置において、マスタシリンダは１系統のみに接続されている。 For example, as described in Japanese Patent No. 5631937, a vehicle braking device including a master cylinder, an electric cylinder, and an ESC actuator is known. This vehicle braking device is configured to be able to output hydraulic pressure to two systems by a master cylinder and an ESC actuator. Further, for example, Japanese Patent No. 6202741 also discloses a vehicle braking device including a master cylinder, an electric cylinder, and an ESC actuator. In this device, the master cylinder is connected to only one system.
特許第５６３１９３７号明細書Japanese Patent No. 5631937 特許第６２０２７４１号明細書Patent No. 6202741
　ここで、発明者は、ＥＳＣアクチュエータの各系統に入力される液圧が、車両用制動装置の状態（例えば正常状態又は失陥状態）によって変わり得ることに新たに着目した。各系統の入力液圧が異なっているにもかかわらず、差圧制御弁の目標差圧が両系統で同じ値に設定された場合、系統間でホイール圧に差が発生する。車両用制動装置が意図せずに系統間でホイール圧に差が生じることは、系統の配置によっては、車両の挙動安定性の低下につながる。 Here, the inventor newly focused on the fact that the hydraulic pressure input to each system of the ESC actuator can change depending on the state of the vehicle braking device (for example, the normal state or the failed state). If the target differential pressure of the differential pressure control valve is set to the same value in both systems even though the input hydraulic pressure of each system is different, a difference in wheel pressure occurs between the systems. The unintentional difference in wheel pressure between the systems of the vehicle braking device leads to a decrease in the behavior stability of the vehicle depending on the arrangement of the systems.
　本発明の目的は、装置の状態が変化した場合でも、適切に各系統のホイール圧を調圧することができる車両用制動装置を提供することである。 An object of the present invention is to provide a vehicle braking device capable of appropriately adjusting the wheel pressure of each system even when the state of the device changes.
　本発明の車両用制動装置は、第１ブレーキ圧を供給可能な第１圧力供給部と、前記第１圧力供給部に第１液路を介して接続され、前記第１液路から入力された液圧と第１ホイールシリンダの液圧との間に第１差圧を発生させる第１液圧出力部と、前記第１圧力供給部とは独立して第２ブレーキ圧を供給可能な第２圧力供給部と、前記第２圧力供給部に第２液路を介して接続され、前記第２液路から入力された液圧と第２ホイールシリンダの液圧との間に第２差圧を発生させる第２液圧出力部と、前記第１液路と前記第２液路との間を接続する連通路に設けられ、前記連通路を開閉する電磁弁である連通制御弁と、前記第１液路において、前記第１液路と前記連通路との接続部よりも前記第１圧力供給部側に設けられた電磁弁であるカット弁と、前記第１差圧の目標値である第１目標差圧、及び前記第２差圧の目標値である第２目標差圧を設定する設定部と、を備え、前記設定部は、前記連通制御弁が閉弁し且つ前記カット弁が開弁した特定状態において、前記第１ブレーキ圧と第２ブレーキ圧とに基づいて前記第１目標差圧及び前記第２目標差圧を設定する。 The vehicle braking device of the present invention is connected to a first pressure supply unit capable of supplying a first brake pressure and the first pressure supply unit via a first liquid passage, and is input from the first liquid passage. A first hydraulic pressure output unit that generates a first differential pressure between the hydraulic pressure and the hydraulic pressure of the first wheel cylinder, and a second brake pressure that can supply a second brake pressure independently of the first pressure supply unit. A second differential pressure is applied between the pressure supply unit and the second pressure supply unit via the second liquid passage, and the hydraulic pressure input from the second liquid passage and the hydraulic pressure of the second wheel cylinder. A communication control valve, which is an electromagnetic valve provided in a communication passage connecting the second hydraulic pressure output unit to be generated and the first liquid passage and the second liquid passage, and opens and closes the communication passage, and the first. In the first liquid passage, a cut valve which is an electromagnetic valve provided on the first pressure supply portion side of the connection portion between the first liquid passage and the communication passage, and a first differential pressure target value. The setting unit includes a target differential pressure and a setting unit for setting a second target differential pressure which is a target value of the second differential pressure. In the setting unit, the communication control valve is closed and the cut valve is opened. The first target differential pressure and the second target differential pressure are set based on the first brake pressure and the second brake pressure in the valved specific state.
　本発明によれば、装置の状態が特定状態になった場合、第１液圧出力部には第１ブレーキ圧が入力され、第２液圧出力部には第２ブレーキ圧が入力される。ここで、設定部は、第１ブレーキ圧と第２ブレーキ圧との差を認識した上で、第１目標差圧及び第２目標差圧を設定することができる。これにより、特定状態においても、例えば両系統のホイール圧を同レベル（例えば同圧）にすることが可能となる。本発明によれば、装置の状態が変化した場合でも、適切に各系統のホイール圧を調圧することができる。 According to the present invention, when the state of the device becomes a specific state, the first brake pressure is input to the first hydraulic pressure output unit, and the second brake pressure is input to the second hydraulic pressure output unit. Here, the setting unit can set the first target differential pressure and the second target differential pressure after recognizing the difference between the first brake pressure and the second brake pressure. As a result, even in a specific state, for example, the wheel pressures of both systems can be set to the same level (for example, the same pressure). According to the present invention, the wheel pressure of each system can be appropriately adjusted even when the state of the device changes.
第１実施形態の車両用制動装置の構成図である。It is a block diagram of the vehicle braking device of 1st Embodiment. 第１実施形態のアクチュエータの構成図である。It is a block diagram of the actuator of 1st Embodiment. 第１実施形態の制御例を示すフローチャートである。It is a flowchart which shows the control example of 1st Embodiment. 第２実施形態の電源装置の構成図である。It is a block diagram of the power supply device of 2nd Embodiment.
　以下、本発明の実施形態について図に基づいて説明する。なお、以下の各実施形態相互において、互いに同一もしくは均等である部分には、図中、同一符号を付してある。また、説明に用いる各図は概念図である。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. In each of the following embodiments, parts that are the same or equal to each other are designated by the same reference numerals in the drawings. Moreover, each figure used for explanation is a conceptual diagram.
＜第１実施形態＞
　第１実施形態の車両用制動装置１は、図１に示すように、上流ユニット１１と、下流ユニットを構成するアクチュエータ３と、第１ブレーキＥＣＵ９０１と、第２ブレーキＥＣＵ９０２と、電源装置９０３と、を備えている。上流ユニット１１は、下流ユニットに基礎液圧を供給可能に構成されている。 <First Embodiment>
As shown in FIG. 1, the vehicle braking device 1 of the first embodiment includes an upstream unit 11, an actuator 3 constituting the downstream unit, a first brake ECU 901, a second brake ECU 902, a power supply device 903, and the like. It has. The upstream unit 11 is configured to be able to supply the basal hydraulic pressure to the downstream unit.
　上流ユニット１１は、電動シリンダ（「第２圧力供給部」に相当する）２と、マスタシリンダ（「第１圧力供給部」に相当する）４と、第１液路５１と、第２液路５２と、連通路５３と、ブレーキ液供給路５４と、連通制御弁６１と、マスタカット弁（「カット弁」に相当する）６２と、を備えている。 The upstream unit 11 includes an electric cylinder (corresponding to the "second pressure supply unit") 2, a master cylinder (corresponding to the "first pressure supply unit") 4, a first liquid passage 51, and a second liquid passage. It includes 52, a communication passage 53, a brake fluid supply path 54, a communication control valve 61, and a master cut valve (corresponding to a “cut valve”) 62.
　第１ブレーキＥＣＵ９０１は、少なくとも上流ユニット１１を制御する。第２ブレーキＥＣＵ９０２は、少なくともアクチュエータ３を制御する。第１ブレーキＥＣＵ９０１及び第２ブレーキＥＣＵ９０２は制御装置を構成している。なお、図１は、車両用制動装置１の非通電状態を表している。 The first brake ECU 901 controls at least the upstream unit 11. The second brake ECU 902 controls at least the actuator 3. The first brake ECU 901 and the second brake ECU 902 constitute a control device. Note that FIG. 1 shows a non-energized state of the vehicle braking device 1.
　電動シリンダ２は、第１ホイールシリンダ８１、８２及び第２ホイールシリンダ８３、８４にブレーキ圧を供給可能な加圧ユニットである。第１実施形態において、マスタシリンダ４が供給する液圧（マスタ圧）は第１ブレーキ圧に相当し、電動シリンダ２が供給する液圧は第２ブレーキ圧に相当する。以下、電動シリンダ２の出力液圧を第２ブレーキ圧と称する。電動シリンダ２は、マスタシリンダ４とは独立して第２ブレーキ圧を供給可能に構成されている。 The electric cylinder 2 is a pressurizing unit capable of supplying brake pressure to the first wheel cylinders 81 and 82 and the second wheel cylinders 83 and 84. In the first embodiment, the hydraulic pressure supplied by the master cylinder 4 (master pressure) corresponds to the first brake pressure, and the hydraulic pressure supplied by the electric cylinder 2 corresponds to the second brake pressure. Hereinafter, the output hydraulic pressure of the electric cylinder 2 is referred to as a second brake pressure. The electric cylinder 2 is configured to be able to supply a second brake pressure independently of the master cylinder 4.
　第１ホイールシリンダ８１、８２は第１系統のホイールシリンダであり、第２ホイールシリンダ８３、８４は第２系統のホイールシリンダである。第１系統は第１液路５１を介してブレーキ液が供給される系統であり、第２系統は第２液路５２を介してブレーキ液が供給される系統である。第１実施形態では、第１ホイールシリンダ８１は右前輪に設けられ、第１ホイールシリンダ８２は左後輪に設けられ、第２ホイールシリンダ８３は左前輪に設けられ、第２ホイールシリンダ８４は右後輪に設けられている。つまり、第１実施形態の系統の配置は、クロス配管（Ｘ配管）となっている。 The first wheel cylinders 81 and 82 are the wheel cylinders of the first system, and the second wheel cylinders 83 and 84 are the wheel cylinders of the second system. The first system is a system in which the brake fluid is supplied through the first liquid passage 51, and the second system is a system in which the brake fluid is supplied through the second liquid passage 52. In the first embodiment, the first wheel cylinder 81 is provided on the right front wheel, the first wheel cylinder 82 is provided on the left rear wheel, the second wheel cylinder 83 is provided on the left front wheel, and the second wheel cylinder 84 is on the right. It is provided on the rear wheel. That is, the arrangement of the system of the first embodiment is a cross pipe (X pipe).
　電動シリンダ２は、シリンダ２１と、電気モータ２２と、ピストン２３と、出力室２４と、付勢部材２５と、を有する。電気モータ２２は、回転運動を直線運動に変換する直動機構２２ａを介してピストン２３に接続されている。電動シリンダ２は、シリンダ２１内に単一の出力室２４が形成されているシングルタイプの電動シリンダである。 The electric cylinder 2 includes a cylinder 21, an electric motor 22, a piston 23, an output chamber 24, and an urging member 25. The electric motor 22 is connected to the piston 23 via a linear motion mechanism 22a that converts a rotary motion into a linear motion. The electric cylinder 2 is a single type electric cylinder in which a single output chamber 24 is formed in the cylinder 21.
　ピストン２３は、電気モータ２２の駆動によりシリンダ２１内を軸方向に摺動する。ピストン２３は、軸方向一方側に開口し軸方向他方側に底面を有する有底円筒状に形成されている。つまり、ピストン２３は、開口を形成する筒状部分と、底面（受圧面）を形成する円柱部分と、を備えている。 The piston 23 slides in the cylinder 21 in the axial direction by driving the electric motor 22. The piston 23 is formed in a bottomed cylindrical shape that opens on one side in the axial direction and has a bottom surface on the other side in the axial direction. That is, the piston 23 includes a cylindrical portion that forms an opening and a cylindrical portion that forms a bottom surface (pressure receiving surface).
　出力室２４は、シリンダ２１とピストン２３により区画されピストン２３の移動により容積が変化する。出力室２４は、リザーバ４５及びアクチュエータ３に接続されている。ピストン２３は、出力室２４とリザーバ４５との間を連通させる連通領域、及び出力室２４とリザーバ４５との間を遮断する遮断領域で構成された摺動領域を摺動する。連通領域は、出力室２４の容積が最大となるピストン２３の初期位置を含んでいる。遮断領域は、軸方向において、連通領域よりも大きい。 The output chamber 24 is partitioned by the cylinder 21 and the piston 23, and the volume changes due to the movement of the piston 23. The output chamber 24 is connected to the reservoir 45 and the actuator 3. The piston 23 slides in a sliding region composed of a communication region for communicating between the output chamber 24 and the reservoir 45 and a blocking region for blocking between the output chamber 24 and the reservoir 45. The communication area includes the initial position of the piston 23 that maximizes the volume of the output chamber 24. The blocking region is larger than the communication region in the axial direction.
　付勢部材２５は、出力室２４に配置され、ピストン２３を軸方向他方側に（初期位置に向けて）付勢するばねである。電動シリンダ２が非通電状態になると、電気モータ２２が停止し、付勢部材２５によりピストン２３は初期位置に戻される。 The urging member 25 is a spring that is arranged in the output chamber 24 and urges the piston 23 to the other side in the axial direction (toward the initial position). When the electric cylinder 2 is de-energized, the electric motor 22 is stopped, and the urging member 25 returns the piston 23 to the initial position.
　アクチュエータ３は、第１ホイールシリンダ８１、８２を調圧可能に構成された第１液圧出力部３１と、第２ホイールシリンダ８３、８４を調圧可能に構成された第２液圧出力部３２と、を備える調圧ユニット（下流ユニット）である。アクチュエータ３は、電動シリンダ２に接続されている。 The actuator 3 has a first hydraulic pressure output unit 31 configured to be able to regulate the pressure of the first wheel cylinders 81 and 82, and a second hydraulic pressure output unit 32 configured to be able to adjust the pressure of the second wheel cylinders 83 and 84. It is a pressure adjusting unit (downstream unit) including. The actuator 3 is connected to the electric cylinder 2.
　第１液圧出力部３１は、第１液路５１から入力された液圧と第１ホイールシリンダ８１、８２の液圧との間に第１差圧を発生させることで第１ホイールシリンダ８１、８２を加圧するように構成されている。第２液圧出力部３２は、第２液路５２から入力された液圧と第２ホイールシリンダ８３、８４の液圧との間に第２差圧を発生させることで第２ホイールシリンダ８３、８４を加圧するように構成されている。 The first hydraulic pressure output unit 31 generates a first differential pressure between the hydraulic pressure input from the first liquid passage 51 and the hydraulic pressures of the first wheel cylinders 81 and 82, so that the first wheel cylinder 81, It is configured to pressurize 82. The second hydraulic pressure output unit 32 generates a second differential pressure between the hydraulic pressure input from the second hydraulic passage 52 and the hydraulic pressures of the second wheel cylinders 83 and 84, so that the second wheel cylinder 83, It is configured to pressurize 84.
　アクチュエータ３は、いわゆるＥＳＣアクチュエータであって、各ホイールシリンダ８１～８４の液圧を独立に調圧することができる。アクチュエータ３は、第２ブレーキＥＣＵ９０２の制御に応じて、例えばアンチスキッド制御（ＡＢＳ制御とも呼ばれる）、横滑り防止制御（ＥＳＣ）、又はトラクションコントロール等を実行する。第１液圧出力部３１と第２液圧出力部３２とは、アクチュエータ３の液圧回路上、互いに独立している。アクチュエータ３の構成については後述する。 The actuator 3 is a so-called ESC actuator, and can independently regulate the hydraulic pressure of each wheel cylinder 81 to 84. The actuator 3 executes, for example, anti-skid control (also referred to as ABS control), electronic stability control (ESC), traction control, or the like according to the control of the second brake ECU 902. The first hydraulic pressure output unit 31 and the second hydraulic pressure output unit 32 are independent of each other on the hydraulic pressure circuit of the actuator 3. The configuration of the actuator 3 will be described later.
　マスタシリンダ４は、第１液路５１を介して、第１液圧出力部３１にマスタ圧（マスタ室４１ａの液圧）を供給可能な圧力供給ユニットである。より詳細に、マスタシリンダ４は、リザーバ４５に接続され、ブレーキ操作部材Ｚの操作量（ストローク及び／又は踏力）に応じて機械的にアクチュエータ３の第１液圧出力部３１にブレーキ液を供給するユニットである。マスタシリンダ４は、第１液圧出力部３１を介して第１ホイールシリンダ８１、８２を加圧可能に構成されている。マスタシリンダ４は、シリンダ４１と、ピストン４２と、を備えている。 The master cylinder 4 is a pressure supply unit capable of supplying the master pressure (hydraulic pressure of the master chamber 41a) to the first hydraulic pressure output unit 31 via the first liquid passage 51. More specifically, the master cylinder 4 is connected to the reservoir 45 and mechanically supplies the brake fluid to the first hydraulic pressure output unit 31 of the actuator 3 according to the operating amount (stroke and / or pedaling force) of the brake operating member Z. It is a unit to do. The master cylinder 4 is configured to be able to pressurize the first wheel cylinders 81 and 82 via the first hydraulic pressure output unit 31. The master cylinder 4 includes a cylinder 41 and a piston 42.
　シリンダ４１は、有底円筒状の部材である。シリンダ４１には、入力ポート４１１と出力ポート４１２が形成されている。ピストン４２は、ブレーキ操作部材Ｚの操作量に応じて、シリンダ４１内を摺動するピストン部材である。ピストン４２は、軸方向一方側に開口し軸方向他方側に底面を有する有底円筒状に形成されている。 The cylinder 41 is a bottomed cylindrical member. An input port 411 and an output port 412 are formed in the cylinder 41. The piston 42 is a piston member that slides in the cylinder 41 according to the amount of operation of the brake operating member Z. The piston 42 is formed in a bottomed cylindrical shape that opens on one side in the axial direction and has a bottom surface on the other side in the axial direction.
　シリンダ４１内には、ピストン４２により単一のマスタ室４１ａが形成されている。換言すると、マスタシリンダ４には、シリンダ４１とピストン４２とにより１つのマスタ室４１ａが形成されている。マスタ室４１ａの容積は、ピストン４２の移動により変化する。ピストン４２が軸方向一方側に移動すると、マスタ室４１ａの容積が小さくなり、マスタ圧が増大する。マスタ室４１ａには、ピストン４２を初期位置に向けて（軸方向他方側に）付勢する付勢部材４１ｂが設けられている。ブレーキ操作が解除されると、付勢部材４１ｂによりピストン４２が初期位置に戻される。第１実施形態のマスタシリンダ４は、シングルタイプのマスタシリンダである。 A single master chamber 41a is formed in the cylinder 41 by the piston 42. In other words, in the master cylinder 4, one master chamber 41a is formed by the cylinder 41 and the piston 42. The volume of the master chamber 41a changes with the movement of the piston 42. When the piston 42 moves to one side in the axial direction, the volume of the master chamber 41a decreases and the master pressure increases. The master chamber 41a is provided with an urging member 41b that urges the piston 42 toward the initial position (on the other side in the axial direction). When the brake operation is released, the urging member 41b returns the piston 42 to the initial position. The master cylinder 4 of the first embodiment is a single type master cylinder.
　出力ポート４１２は、マスタ室４１ａと第１液路５１とを連通させる。入力ポート４１１は、ピストン４２の筒状部分に形成された貫通孔４２１を介して、マスタ室４１ａとリザーバ４５とを連通させる。マスタ室４１ａの容積が最大となるピストン４２の初期位置において、入力ポート４１１と貫通孔４２１とはオーバーラップし、マスタ室４１ａとリザーバ４５とが連通する。ピストン４２が初期位置から軸方向一方側に所定量（オーバーラップ距離）移動すると、マスタ室４１ａとリザーバ４５との接続が遮断される。 The output port 412 communicates the master chamber 41a with the first liquid passage 51. The input port 411 communicates the master chamber 41a and the reservoir 45 with the through hole 421 formed in the cylindrical portion of the piston 42. At the initial position of the piston 42 where the volume of the master chamber 41a is maximized, the input port 411 and the through hole 421 overlap, and the master chamber 41a and the reservoir 45 communicate with each other. When the piston 42 moves by a predetermined amount (overlap distance) from the initial position to one side in the axial direction, the connection between the master chamber 41a and the reservoir 45 is cut off.
　マスタシリンダ４には、シミュレータカット弁４４を介してストロークシミュレータ４３が接続されている。ストロークシミュレータ４３は、ブレーキ操作部材Ｚの操作に対して反力（負荷）を発生させる装置である。ストロークシミュレータ４３は、例えばシリンダ、ピストン、及び付勢部材により構成される。ストロークシミュレータ４３とシリンダ４１の出力ポート４１２とは、液路４３ａにより接続されている。シミュレータカット弁４４は、液路４３ａに設けられたノーマルクローズ型の電磁弁である。 A stroke simulator 43 is connected to the master cylinder 4 via a simulator cut valve 44. The stroke simulator 43 is a device that generates a reaction force (load) with respect to the operation of the brake operating member Z. The stroke simulator 43 is composed of, for example, a cylinder, a piston, and an urging member. The stroke simulator 43 and the output port 412 of the cylinder 41 are connected by a liquid passage 43a. The simulator cut valve 44 is a normally closed type solenoid valve provided in the liquid passage 43a.
（液路と電磁弁）
　第１液路５１は、マスタ室４１ａと第１液圧出力部３１とを接続している。第２液路５２は、電動シリンダ２と第２液圧出力部３２とを接続している。連通路５３は、第１液路５１と第２液路５２とを接続している。 (Liquid passage and solenoid valve)
The first liquid passage 51 connects the master chamber 41a and the first hydraulic pressure output unit 31. The second liquid passage 52 connects the electric cylinder 2 and the second hydraulic pressure output unit 32. The communication passage 53 connects the first liquid passage 51 and the second liquid passage 52.
　連通制御弁６１は、連通路５３に設けられたノーマルクローズ型の電磁弁である。連通制御弁６１は、電動シリンダ２による第１液圧出力部３１へのブレーキ液の供給を許可又は禁止する。連通制御弁６１は、閉弁時の第１ホイールシリンダ８１、８２から電動シリンダ２へのブレーキ液の逆流を防ぐため、弁体が弁座よりも第１ホイールシリンダ８１、８２側（第１系統側）に配置されている。これにより、連通制御弁６１閉弁時に第１ホイールシリンダ８１、８２の液圧が電動シリンダ２の出力圧よりも高くなっても、弁体には弁座に押し付けられる方向に力が加わるため（セルフシールされ）、閉弁が維持される。 The communication control valve 61 is a normally closed type solenoid valve provided in the communication passage 53. The communication control valve 61 permits or prohibits the supply of the brake fluid to the first hydraulic pressure output unit 31 by the electric cylinder 2. The communication control valve 61 has a valve body on the first wheel cylinder 81, 82 side (first system) of the valve seat in order to prevent backflow of brake fluid from the first wheel cylinders 81, 82 to the electric cylinder 2 when the valve is closed. It is located on the side). As a result, even if the hydraulic pressure of the first wheel cylinders 81 and 82 becomes higher than the output pressure of the electric cylinder 2 when the communication control valve 61 is closed, a force is applied to the valve body in the direction of being pressed against the valve seat ( Self-sealing) and keeps the valve closed.
　マスタカット弁６２は、第１液路５１のうち、第１液路５１と連通路５３との接続部５０と、シリンダ４１との間に設けられたノーマルオープン型の電磁弁である。換言すると、マスタカット弁６２は、第１液路５１における接続部５０よりもマスタシリンダ４側の部分に設けられている。マスタカット弁６２は、マスタシリンダ４から第１液圧出力部３１へのブレーキ液の供給を許可又は禁止する。 The master cut valve 62 is a normally open type solenoid valve provided between the connection portion 50 between the first liquid passage 51 and the communication passage 53 and the cylinder 41 of the first liquid passage 51. In other words, the master cut valve 62 is provided on the master cylinder 4 side of the connecting portion 50 in the first liquid passage 51. The master cut valve 62 permits or prohibits the supply of brake fluid from the master cylinder 4 to the first hydraulic pressure output unit 31.
　ブレーキ液供給路５４は、リザーバ４５と電動シリンダ２の入力ポート２１１とを接続している。入力ポート２１１は、２つのシール部材の間に形成されている。なお、リザーバ４５は、ブレーキ液を貯留し、内部の圧力は大気圧に保たれている。また、リザーバ４５の内部は、各々ブレーキ液が貯留された２つの部屋４５１、４５２に区画されている。リザーバ４５の一方の部屋４５１にはマスタシリンダ４が接続され、他方の部屋４５２にはブレーキ液供給路５４を介して電動シリンダ２が接続されている。リザーバ４５は、２つの部屋でなく、２つの別々のリザーバで構成されてもよい。 The brake fluid supply path 54 connects the reservoir 45 and the input port 211 of the electric cylinder 2. The input port 211 is formed between the two sealing members. The reservoir 45 stores the brake fluid, and the internal pressure is maintained at atmospheric pressure. Further, the inside of the reservoir 45 is divided into two rooms 451 and 452, respectively, in which the brake fluid is stored. A master cylinder 4 is connected to one room 451 of the reservoir 45, and an electric cylinder 2 is connected to the other room 452 via a brake fluid supply path 54. The reservoir 45 may consist of two separate reservoirs instead of the two chambers.
（アクチュエータの構成例）
　アクチュエータ３の構成例について、第１ホイールシリンダ８１に接続された液路を例に簡単に説明する。アクチュエータ３の第１液圧出力部３１は、図２に示すように、主に、液路３１１と、差圧制御弁３１２と、保持弁３１３と、減圧弁３１４と、ポンプ３１５と、電気モータ３１６と、リザーバ３１７と、還流液路３１７ａと、圧力センサ７５と、を備えている。 (Example of actuator configuration)
A configuration example of the actuator 3 will be briefly described by taking a liquid passage connected to the first wheel cylinder 81 as an example. As shown in FIG. 2, the first hydraulic output unit 31 of the actuator 3 mainly includes a liquid passage 311, a differential pressure control valve 312, a holding valve 313, a pressure reducing valve 314, a pump 315, and an electric motor. It includes a 316, a reservoir 317, a perfusion fluid passage 317a, and a pressure sensor 75.
　液路３１１は、第１液路５１と第１ホイールシリンダ８１とを接続している。圧力センサ７５は、液路３１１に設置されている。圧力センサ７５は、第１液路５１から第１液圧出力部３１への入力液圧を検出する。差圧制御弁３１２は、ノーマルオープン型のリニアソレノイドバルブである。差圧制御弁３１２の開度（電磁力による閉弁側への力）が制御されることで、上下流間に差圧を発生させることができる。第１液路５１から第１ホイールシリンダ８１へのブレーキ液の流通のみを許可するチェックバルブ３１２ａが差圧制御弁３１２と並列に設けられている。 The liquid passage 311 connects the first liquid passage 51 and the first wheel cylinder 81. The pressure sensor 75 is installed in the liquid passage 311. The pressure sensor 75 detects the input hydraulic pressure from the first liquid passage 51 to the first hydraulic pressure output unit 31. The differential pressure control valve 312 is a normally open type linear solenoid valve. By controlling the opening degree of the differential pressure control valve 312 (force toward the valve closing side due to electromagnetic force), it is possible to generate a differential pressure between upstream and downstream. A check valve 312a that allows only the flow of brake fluid from the first liquid passage 51 to the first wheel cylinder 81 is provided in parallel with the differential pressure control valve 312.
　保持弁３１３は、液路３１１のうち差圧制御弁３１２と第１ホイールシリンダ８１との間に設けられたノーマルオープン型の電磁弁である。また、チェックバルブ３１３ａが保持弁３１３と並列に設けられている。減圧弁３１４は、減圧液路３１４ａに設けられたノーマルクローズ型の電磁弁である。減圧液路３１４ａは、液路３１１のうち保持弁３１３と第１ホイールシリンダ８１との間の部分と、リザーバ３１７とを接続している。 The holding valve 313 is a normally open type solenoid valve provided between the differential pressure control valve 312 and the first wheel cylinder 81 in the liquid passage 311. Further, a check valve 313a is provided in parallel with the holding valve 313. The pressure reducing valve 314 is a normally closed type solenoid valve provided in the pressure reducing liquid passage 314a. The decompression liquid passage 314a connects the portion of the liquid passage 311 between the holding valve 313 and the first wheel cylinder 81 and the reservoir 317.
　ポンプ３１５は、電気モータ３１６の駆動力により作動する。ポンプ３１５は、ポンプ液路３１５ａに設けられている。ポンプ液路３１５ａは、液路３１１のうち差圧制御弁３１２と保持弁３１３との間の部分（以下「分岐部Ｘ」という）と、リザーバ３１７とを接続している。ポンプ３１５が作動すると、リザーバ３１７内のブレーキ液が分岐部Ｘに吐出される。 The pump 315 is operated by the driving force of the electric motor 316. The pump 315 is provided in the pump liquid passage 315a. The pump liquid passage 315a connects a portion of the liquid passage 311 between the differential pressure control valve 312 and the holding valve 313 (hereinafter referred to as “branch portion X”) and the reservoir 317. When the pump 315 operates, the brake fluid in the reservoir 317 is discharged to the branch portion X.
　リザーバ３１７は、調圧リザーバである。還流液路３１７ａは、第１液路５１とリザーバ３１７とを接続している。リザーバ３１７は、ポンプ３１５の作動により、リザーバ３１７内のブレーキ液が優先的に吸入され、リザーバ３１７内のブレーキ液が減少すると開弁して還流液路３１７ａを介して第１液路５１からブレーキ液が吸入されるように構成されている。 Reservoir 317 is a pressure regulating reservoir. The reflux liquid passage 317a connects the first liquid passage 51 and the reservoir 317. The brake fluid in the reservoir 317 is preferentially sucked into the reservoir 317 by the operation of the pump 315, and when the brake fluid in the reservoir 317 decreases, the valve is opened and the brake is applied from the first fluid passage 51 via the reflux fluid passage 317a. The liquid is configured to be inhaled.
　第２ブレーキＥＣＵ９０２は、アクチュエータ３により第１ホイールシリンダ８１を加圧する場合、差圧制御弁３１２に目標差圧（第１ホイールシリンダ８１の液圧＞第１液路５１の液圧）に応じた制御電流を印加し、差圧制御弁３１２を閉弁させる。この際、保持弁３１３は開弁しており、減圧弁３１４は閉弁している。また、ポンプ３１５が作動することで、第１液路５１からリザーバ３１７を介して分岐部Ｘにブレーキ液が供給される。これにより、第１ホイールシリンダ８１が加圧される。 When the first wheel cylinder 81 is pressurized by the actuator 3, the second brake ECU 902 responds to the target differential pressure (hydraulic pressure of the first wheel cylinder 81> hydraulic pressure of the first liquid passage 51) in the differential pressure control valve 312. A control current is applied to close the differential pressure control valve 312. At this time, the holding valve 313 is open and the pressure reducing valve 314 is closed. Further, when the pump 315 is operated, the brake fluid is supplied from the first liquid passage 51 to the branch portion X via the reservoir 317. As a result, the first wheel cylinder 81 is pressurized.
　第１ホイールシリンダ８１の液圧（以下「ホイール圧」ともいう）と第１液路５１の液圧との差が目標差圧を超えて高くなろうとすると、力の大小関係から差圧制御弁３１２が開弁する。加圧後のホイール圧は、第１液路５１の液圧と、目標差圧との和になる。このように、アクチュエータ３は、上流ユニット１１からの入力液圧（基礎液圧）とホイール圧との間に差圧を発生させることで、ホイールシリンダ８１～８４を加圧する。アクチュエータ３は、加圧制御において、基礎液圧に影響を与えず、基礎液圧に対して付加圧（差圧分の液圧）を付加する。 When the difference between the hydraulic pressure of the first wheel cylinder 81 (hereinafter, also referred to as “wheel pressure”) and the hydraulic pressure of the first liquid passage 51 is about to exceed the target differential pressure, the differential pressure control valve is affected by the magnitude of the force. 312 opens the valve. The wheel pressure after pressurization is the sum of the hydraulic pressure of the first liquid passage 51 and the target differential pressure. In this way, the actuator 3 pressurizes the wheel cylinders 81 to 84 by generating a differential pressure between the input hydraulic pressure (basic hydraulic pressure) from the upstream unit 11 and the wheel pressure. The actuator 3 does not affect the basal hydraulic pressure in the pressurization control, and applies an additional pressure (hydraulic pressure corresponding to the differential pressure) to the basal hydraulic pressure.
　第２ブレーキＥＣＵ９０２は、アンチスキッド制御等によりアクチュエータ３によりホイール圧を減圧する場合、減圧弁３１４を開弁させ且つ保持弁３１３を閉弁させた状態でポンプ３１５を作動させ、ホイールシリンダ８１内のブレーキ液を減少させる。第２ブレーキＥＣＵ９０２は、アクチュエータ３によりホイール圧を保持する場合、保持弁３１３及び減圧弁３１４を閉弁させる。電動シリンダ２又はマスタシリンダ４の作動のみによりホイール圧を加圧又は減圧する場合、第２ブレーキＥＣＵ９０２は、差圧制御弁３１２及び保持弁３１３を開弁し、減圧弁３１４を閉弁させる。 When the wheel pressure is reduced by the actuator 3 by anti-skid control or the like, the second brake ECU 902 operates the pump 315 with the pressure reducing valve 314 opened and the holding valve 313 closed to operate the pump 315 in the wheel cylinder 81. Reduce brake fluid. When the wheel pressure is held by the actuator 3, the second brake ECU 902 closes the holding valve 313 and the pressure reducing valve 314. When the wheel pressure is pressurized or reduced only by operating the electric cylinder 2 or the master cylinder 4, the second brake ECU 902 opens the differential pressure control valve 312 and the holding valve 313, and closes the pressure reducing valve 314.
（ブレーキＥＣＵ及び各種センサ）
　第１ブレーキＥＣＵ９０１及び第２ブレーキＥＣＵ９０２（以下「ブレーキＥＣＵ９０１、９０２」ともいう）は、それぞれＣＰＵやメモリを備える電子制御ユニットである。各ブレーキＥＣＵ９０１、９０２は、各種制御を実行する１つ又は複数のプロセッサを備えている。第１ブレーキＥＣＵ９０１と第２ブレーキＥＣＵ９０２とは、別個のＥＣＵであって、互いに情報（制御情報等）を通信可能に接続されている。 (Brake ECU and various sensors)
The first brake ECU 901 and the second brake ECU 902 (hereinafter, also referred to as " brake ECUs 901 and 902") are electronic control units including a CPU and a memory, respectively. Each brake ECU 901, 902 includes one or more processors that perform various controls. The first brake ECU 901 and the second brake ECU 902 are separate ECUs, and are connected to each other so that information (control information, etc.) can be communicated with each other.
　第１ブレーキＥＣＵ９０１は、電動シリンダ２及び各電磁弁６１、６２、４４に制御可能に接続されている。第２ブレーキＥＣＵ９０２は、アクチュエータ３に制御可能に接続されている。各ブレーキＥＣＵ９０１、９０２は、各種センサの検出結果に基づいて各種制御を実行する。各種センサとして、車両用制動装置１には、例えば、ストロークセンサ７１、圧力センサ７２、７３、７５、レベルスイッチ７４、車輪速度センサ（図示略）、及び加速度センサ（図示略）等が設けられている。 The first brake ECU 901 is controllably connected to the electric cylinder 2 and the solenoid valves 61, 62, 44, respectively. The second brake ECU 902 is controllably connected to the actuator 3. The brake ECUs 901 and 902 execute various controls based on the detection results of the various sensors. As various sensors, the vehicle braking device 1 is provided with, for example, a stroke sensor 71, pressure sensors 72, 73, 75, a level switch 74, a wheel speed sensor (not shown), an acceleration sensor (not shown), and the like. There is.
　ストロークセンサ７１は、ブレーキ操作部材Ｚのストロークを検出する。車両用制動装置１には、各ブレーキＥＣＵ９０１、９０２に一対一で対応するように、２つのストロークセンサ７１が設けられている。ブレーキＥＣＵ９０１、９０２は、それぞれ対応するストロークセンサ７１からストローク情報を取得する。圧力センサ７２は、マスタ圧を検出するセンサであって、例えば第１液路５１のうちマスタカット弁６２よりもシリンダ４１側の部分に設けられている。圧力センサ７３は、電動シリンダ２の出力液圧（第１ブレーキ圧）を検出するセンサであって、例えば第２液路５２に設けられている。レベルスイッチ７４は、リザーバ４５に設けられ、リザーバ４５の液面レベルが所定値未満になったことを検出する。 The stroke sensor 71 detects the stroke of the brake operating member Z. The vehicle braking device 1 is provided with two stroke sensors 71 so as to have a one-to-one correspondence with the brake ECUs 901 and 902. The brake ECUs 901 and 902 acquire stroke information from the corresponding stroke sensors 71, respectively. The pressure sensor 72 is a sensor that detects the master pressure, and is provided, for example, in the portion of the first liquid passage 51 on the cylinder 41 side of the master cut valve 62. The pressure sensor 73 is a sensor that detects the output hydraulic pressure (first brake pressure) of the electric cylinder 2, and is provided in, for example, the second liquid passage 52. The level switch 74 is provided in the reservoir 45 and detects that the liquid level of the reservoir 45 has become less than a predetermined value.
　第１ブレーキＥＣＵ９０１は、ストロークセンサ７１、圧力センサ７２、７３、及びレベルスイッチ７４の検出結果を受信し、当該検出結果に基づいて電動シリンダ２及び各電磁弁６１、６２、４４を制御する。第１ブレーキＥＣＵ９０１は、圧力センサ７２、７３の検出結果及びアクチュエータ３の制御状態に基づいて、各ホイール圧を演算することができる。 The first brake ECU 901 receives the detection results of the stroke sensor 71, the pressure sensors 72, 73, and the level switch 74, and controls the electric cylinder 2 and the solenoid valves 61, 62, 44 based on the detection results. The first brake ECU 901 can calculate each wheel pressure based on the detection results of the pressure sensors 72 and 73 and the control state of the actuator 3.
　第２ブレーキＥＣＵ９０２は、ストロークセンサ７１及び圧力センサ７５の検出結果を受信し、当該検出結果に基づいてアクチュエータ３を制御する。第２ブレーキＥＣＵ９０２は、圧力センサ７５及びアクチュエータ３の制御状態に基づいて、各ホイール圧を演算することができる。なお、各種センサは、ブレーキＥＣＵ９０１、９０２の両方に検出結果を送信するように構成されてもよい。 The second brake ECU 902 receives the detection results of the stroke sensor 71 and the pressure sensor 75, and controls the actuator 3 based on the detection results. The second brake ECU 902 can calculate each wheel pressure based on the control state of the pressure sensor 75 and the actuator 3. The various sensors may be configured to transmit the detection result to both the brake ECUs 901 and 902.
　第２ブレーキＥＣＵ９０２は、設定部９１を備えている。設定部９１は、第１差圧（第１液路５１の液圧と第１ホイールシリンダ８１、８２の液圧との差圧）の目標値である第１目標差圧、及び第２差圧（第２液路５２の液圧と第２ホイールシリンダ８３、８４の液圧との差圧）の目標値である第２目標差圧を設定する。設定部９１の詳細は後述する。 The second brake ECU 902 includes a setting unit 91. The setting unit 91 sets the first target differential pressure and the second differential pressure, which are the target values of the first differential pressure (the differential pressure between the hydraulic pressure of the first liquid passage 51 and the hydraulic pressure of the first wheel cylinders 81 and 82). The second target differential pressure, which is the target value of (the differential pressure between the hydraulic pressure of the second liquid passage 52 and the hydraulic pressure of the second wheel cylinders 83 and 84), is set. The details of the setting unit 91 will be described later.
　電源装置９０３は、各ブレーキＥＣＵ９０１、９０２に電力を供給する装置である。電源装置９０３は、バッテリを備えている。電源装置９０３は、両ブレーキＥＣＵ９０１、９０２に接続されている。つまり、第１実施形態では、２つのブレーキＥＣＵ９０１、９０２に共通の電源装置９０３から電力が供給される。 The power supply device 903 is a device that supplies electric power to the brake ECUs 901 and 902. The power supply unit 903 includes a battery. The power supply device 903 is connected to both brake ECUs 901 and 902. That is, in the first embodiment, power is supplied from the power supply device 903 common to the two brake ECUs 901 and 902.
（通常制御）
　第１ブレーキＥＣＵ９０１は、状況に応じて、通常制御を実行する。通常制御は、連通制御弁６１及びシミュレータカット弁４４を開弁し且つマスタカット弁６２を閉弁し、電動シリンダ２により第１ホイールシリンダ８１、８２及び第２ホイールシリンダ８３、８４の液圧を調整する制御（制御モード）である。 (Normal control)
The first brake ECU 901 executes normal control depending on the situation. In normal control, the communication control valve 61 and the simulator cut valve 44 are opened and the master cut valve 62 is closed, and the hydraulic pressure of the first wheel cylinders 81 and 82 and the second wheel cylinders 83 and 84 is applied by the electric cylinder 2. It is a control (control mode) to be adjusted.
　通常制御は、マスタシリンダ４とホイールシリンダ８１～８４とを液圧的に切り離し、ブレーキＥＣＵ９０１、９０２の制御によりホイール圧を調整するいわゆるバイワイヤモードを形成する。具体的に、第１ブレーキＥＣＵ９０１は、マスタカット弁６２が閉弁され且つシミュレータカット弁４４及び連通制御弁６１が開弁された状態で、ストロークセンサ７１が検出したデータを基に電動シリンダ２を駆動させる。第１ブレーキＥＣＵ９０１は、ストロークセンサ７１の検出結果に基づいて目標減速度及び目標ホイール圧を設定し、実際のホイール圧が目標ホイール圧に近づくように電動シリンダ２を制御する。第２ブレーキＥＣＵ９０２は、アンチスキッド制御等の実行に際してアクチュエータ３を作動させる。 In normal control, the master cylinder 4 and the wheel cylinders 81 to 84 are hydraulically separated to form a so-called by-wire mode in which the wheel pressure is adjusted by controlling the brake ECUs 901 and 902. Specifically, the first brake ECU 901 uses the electric cylinder 2 based on the data detected by the stroke sensor 71 in a state where the master cut valve 62 is closed and the simulator cut valve 44 and the communication control valve 61 are opened. Drive. The first brake ECU 901 sets a target deceleration and a target wheel pressure based on the detection result of the stroke sensor 71, and controls the electric cylinder 2 so that the actual wheel pressure approaches the target wheel pressure. The second brake ECU 902 operates the actuator 3 when executing anti-skid control or the like.
（特定状態における第２ブレーキＥＣＵによる制御）
　第２ブレーキＥＣＵ９０２の設定部９１は、連通制御弁６１が閉弁し且つマスタカット弁６２が開弁した特定状態において、マスタ圧と第２ブレーキ圧とに基づいて第１目標差圧及び第２目標差圧を設定する。 (Control by the second brake ECU in a specific state)
The setting unit 91 of the second brake ECU 902 sets the first target differential pressure and the second brake pressure based on the master pressure and the second brake pressure in a specific state in which the communication control valve 61 is closed and the master cut valve 62 is opened. Set the target differential pressure.
　特定状態は、例えば第１ブレーキＥＣＵ９０１が故障した場合に形成される。第１ブレーキＥＣＵ９０１が故障すると、電磁弁６１、６２、４４への制御が不能となり、電磁弁６１、６２、４４への制御電流の印加が停止される。つまり、電磁弁６１、６２、４４は、非通電状態となる。これにより、連通制御弁６１は閉弁し、マスタカット弁６２は開弁し、シミュレータカット弁４４は閉弁する。 The specific state is formed, for example, when the first brake ECU 901 fails. When the first brake ECU 901 fails, control to the solenoid valves 61, 62, 44 becomes impossible, and application of the control current to the solenoid valves 61, 62, 44 is stopped. That is, the solenoid valves 61, 62, and 44 are in a non-energized state. As a result, the communication control valve 61 is closed, the master cut valve 62 is opened, and the simulator cut valve 44 is closed.
　また、第１ブレーキＥＣＵ９０１が故障すると、電動シリンダ２も制御不能となり、電動シリンダ２への制御電流の印加も停止される。つまり、電動シリンダ２は、非通電状態となる。これにより、電気モータ２２が停止し、ピストン２３は付勢部材２５により初期位置に戻される。 Further, if the first brake ECU 901 fails, the electric cylinder 2 also becomes uncontrollable, and the application of the control current to the electric cylinder 2 is also stopped. That is, the electric cylinder 2 is in a non-energized state. As a result, the electric motor 22 is stopped, and the piston 23 is returned to the initial position by the urging member 25.
　電動シリンダ２のピストン２３が初期位置に位置する場合、第２液圧出力部３２とリザーバ４５とが電動シリンダ２を介して連通する。これにより、第２ブレーキ圧は０（大気圧）となる。したがって、設定部９１は、特定状態が形成され且つ電動シリンダ２が非通電状態である場合、第２ブレーキ圧を０に設定して第１目標差圧及び第２目標差圧を設定する。 When the piston 23 of the electric cylinder 2 is located at the initial position, the second hydraulic pressure output unit 32 and the reservoir 45 communicate with each other via the electric cylinder 2. As a result, the second brake pressure becomes 0 (atmospheric pressure). Therefore, when the specific state is formed and the electric cylinder 2 is in the non-energized state, the setting unit 91 sets the second brake pressure to 0 and sets the first target differential pressure and the second target differential pressure.
　第２ブレーキＥＣＵ９０２は、電気モータ２２が停止してから所定時間経過後、ピストン２３が初期位置に位置していると判断してもよい。所定時間は、付勢部材２５の弾性力に基づいて予め設定されていてもよい。所定時間経過後、設定部９１は第２ブレーキ圧を０に設定してもよい。 The second brake ECU 902 may determine that the piston 23 is located at the initial position after a predetermined time has elapsed after the electric motor 22 has stopped. The predetermined time may be preset based on the elastic force of the urging member 25. After the lapse of a predetermined time, the setting unit 91 may set the second brake pressure to 0.
　また、特定状態において、マスタシリンダ４は、ブレーキ操作部材Ｚの操作量に応じてマスタ圧を第１液圧出力部３１に供給する。つまり、特定状態において第１液圧出力部３１への入力液圧はマスタ圧である。設定部９１は、特定状態において、このマスタ圧（例えば圧力センサ７５の検出結果）を用いて第１目標差圧及び第２目標差圧を設定する。第１実施形態の設定部９１は、特定状態が形成され且つ電動シリンダ２が非通電状態である場合、両系統のホイール圧が同圧となるように第１目標差圧及び第２目標差圧を設定する。 Further, in the specific state, the master cylinder 4 supplies the master pressure to the first hydraulic pressure output unit 31 according to the operation amount of the brake operating member Z. That is, in the specific state, the input hydraulic pressure to the first hydraulic pressure output unit 31 is the master pressure. The setting unit 91 sets the first target differential pressure and the second target differential pressure using this master pressure (for example, the detection result of the pressure sensor 75) in a specific state. The setting unit 91 of the first embodiment has a first target differential pressure and a second target differential pressure so that the wheel pressures of both systems are the same when a specific state is formed and the electric cylinder 2 is in a non-energized state. To set.
　図３を参照し、制御例を説明する。第２ブレーキＥＣＵ９０２は、第１ブレーキＥＣＵ９０１の故障を検出した場合（Ｓ１０１：Ｙｅｓ）、ストロークセンサ７１及び圧力センサ７５の検出結果に基づいてアクチュエータ３でホイール圧を調圧する（Ｓ１０２）。具体的に、第２ブレーキＥＣＵ９０２は、ストロークセンサ７１及び圧力センサ７５の検出結果に基づいて目標減速度及び目標ホイール圧を演算する。そして、第２ブレーキＥＣＵ９０２は、実際のホイール圧が目標ホイール圧に近づくように、マスタ圧及び第２ブレーキ圧に基づいて、第１目標差圧及び第２目標差圧を設定する（Ｓ１０３）。 A control example will be described with reference to FIG. When the second brake ECU 902 detects a failure of the first brake ECU 901 (S101: Yes), the second brake ECU 902 adjusts the wheel pressure by the actuator 3 based on the detection results of the stroke sensor 71 and the pressure sensor 75 (S102). Specifically, the second brake ECU 902 calculates the target deceleration and the target wheel pressure based on the detection results of the stroke sensor 71 and the pressure sensor 75. Then, the second brake ECU 902 sets the first target differential pressure and the second target differential pressure based on the master pressure and the second brake pressure so that the actual wheel pressure approaches the target wheel pressure (S103).
　設定部９１は、第１系統の目標ホイール圧とマスタ圧とに基づいて第１目標差圧を設定し、第２系統の目標ホイール圧と第２ブレーキ圧とに基づいて第２目標差圧を設定する。より具体的に、目標差圧を設定する際、設定部９１は、圧力センサ７５の検出結果に基づいて第１液圧出力部３１の入力液圧をマスタ圧に設定し、第２液圧出力部３２の入力液圧である第２ブレーキ圧を０に設定する。 The setting unit 91 sets the first target differential pressure based on the target wheel pressure and the master pressure of the first system, and sets the second target differential pressure based on the target wheel pressure and the second brake pressure of the second system. Set. More specifically, when setting the target differential pressure, the setting unit 91 sets the input hydraulic pressure of the first hydraulic pressure output unit 31 to the master pressure based on the detection result of the pressure sensor 75, and sets the second hydraulic pressure output. The second brake pressure, which is the input hydraulic pressure of the unit 32, is set to 0.
　第１系統のホイール圧Ｐ１は、マスタ圧Ｐｍに第１目標差圧ΔＰｔ１を加えた値となる（Ｐ１＝Ｐｍ＋ΔＰｔ１）。第２系統のホイール圧Ｐ２は、第２ブレーキ圧が０であるため、第２目標差圧ΔＰｔ２の値となる（Ｐ２＝０＋ΔＰｔ２）。例えば両系統の目標ホイール圧が同圧である場合、設定部９１は、ΔＰｔ２＝ΔＰｔ１＋Ｐｍを満たすように、第１目標差圧ΔＰｔ１及び第２目標差圧ΔＰｔ２を設定する。第２目標差圧ΔＰｔ２は、目標ホイール圧に設定される。 The wheel pressure P1 of the first system is a value obtained by adding the first target differential pressure ΔPt1 to the master pressure Pm (P1 = Pm + ΔPt1). Since the second brake pressure is 0, the wheel pressure P2 of the second system becomes the value of the second target differential pressure ΔPt2 (P2 = 0 + ΔPt2). For example, when the target wheel pressures of both systems are the same, the setting unit 91 sets the first target differential pressure ΔPt1 and the second target differential pressure ΔPt2 so as to satisfy ΔPt2 = ΔPt1 + Pm. The second target differential pressure ΔPt2 is set to the target wheel pressure.
　第１ブレーキＥＣＵ９０１に関する故障は、例えば、ＥＣＵの故障や、電源装置９０３と第１ブレーキＥＣＵ９０１との接続ラインの断線等が挙げられる。また、特定状態に切り替わる状況（又は制御によって切り替える状況）は、第１ブレーキＥＣＵ９０１の故障以外にも、上流ユニット１１が加圧制御を実行できなくなる故障や、上流ユニット１１に含まれる電磁弁の断線等といった故障が発生した場合にも起こり得る。第２ブレーキＥＣＵ９０２は、例えば、第１ブレーキＥＣＵ９０１との通信が不成立（例えば返信がない又は同期できない等）になると、第１ブレーキＥＣＵ９０１に関して故障が発生したと判定する。 Failures related to the first brake ECU 901 include, for example, a failure of the ECU, a disconnection of the connection line between the power supply device 903 and the first brake ECU 901, and the like. In addition to the failure of the first brake ECU 901, the situation of switching to a specific state (or the situation of switching by control) is a failure in which the upstream unit 11 cannot execute pressurization control, or a disconnection of the solenoid valve included in the upstream unit 11. It can also occur when a failure such as, etc. occurs. The second brake ECU 902 determines that a failure has occurred in the first brake ECU 901, for example, when communication with the first brake ECU 901 is unsuccessful (for example, there is no reply or synchronization is not possible).
（第１実施形態の効果）
　第１実施形態によれば、特定状態が形成された場合、第１液圧出力部３１にはマスタ圧が入力され、第２液圧出力部３２には第２ブレーキ圧が入力される。ここで、設定部９１は、マスタ圧と第２ブレーキ圧との差を認識した上で、第１目標差圧及び第２目標差圧を設定することができる。これにより、特定状態においても、例えば両系統のホイール圧を同レベル（例えば同圧）にすることも可能となる。本実施形態によれば、例えば第１ブレーキＥＣＵ９０１の故障など装置の状態が変化した場合でも、適切に各系統のホイール圧を調圧することができる。 (Effect of the first embodiment)
According to the first embodiment, when a specific state is formed, the master pressure is input to the first hydraulic pressure output unit 31, and the second brake pressure is input to the second hydraulic pressure output unit 32. Here, the setting unit 91 can set the first target differential pressure and the second target differential pressure after recognizing the difference between the master pressure and the second brake pressure. As a result, even in a specific state, for example, the wheel pressures of both systems can be set to the same level (for example, the same pressure). According to this embodiment, the wheel pressure of each system can be appropriately adjusted even when the state of the device changes, for example, due to a failure of the first brake ECU 901.
　また、第１実施形態では、特定状態が形成され且つ電動シリンダ２が非通電状態である場合、付勢部材２５の付勢力により、電動シリンダ２のピストン２３は初期位置に位置する。ピストン２３が初期位置に位置する場合、電動シリンダ２はリザーバ４５と連通するので、第２ブレーキ圧は０である。つまり、この場合、第２目標差圧の設定にあたり、第２液圧出力部３２への入力液圧は０に設定される。一方、第１目標差圧は、マスタ圧を基に設定される。ブレーキ操作部材Ｚが操作されている場合、マスタ圧は０より大きい。ブレーキ操作部材Ｚが操作されていない場合、マスタ圧は０である。 Further, in the first embodiment, when the specific state is formed and the electric cylinder 2 is in the non-energized state, the piston 23 of the electric cylinder 2 is located at the initial position due to the urging force of the urging member 25. When the piston 23 is located at the initial position, the electric cylinder 2 communicates with the reservoir 45, so that the second brake pressure is 0. That is, in this case, the input hydraulic pressure to the second hydraulic pressure output unit 32 is set to 0 when setting the second target differential pressure. On the other hand, the first target differential pressure is set based on the master pressure. When the brake operating member Z is operated, the master pressure is greater than zero. When the brake operating member Z is not operated, the master pressure is 0.
　例えば両系統のホイール圧を同圧にする制御を実行する場合、設定部９１は、第１目標差圧をマスタ圧分だけ第２目標差圧よりも小さく設定する。このように、第１実施形態によれば、適切に各系統のホイール圧を調圧することができる。また、例えば第１実施形態のように系統の配置がクロス配管である場合、制動時に両系統のホイール圧に差があると、車両の挙動安定性が低下し得る。しかしながら、第１実施形態によれば、両系統のホイール圧を精度良く同圧にすることができる。これにより、特定状態且つ電動シリンダ２非作動時の制動時において、車両の挙動安定性の低下が抑制される。 For example, when executing control to make the wheel pressures of both systems the same, the setting unit 91 sets the first target differential pressure to be smaller than the second target differential pressure by the amount of the master pressure. As described above, according to the first embodiment, the wheel pressure of each system can be appropriately adjusted. Further, for example, when the system is arranged in a cross pipe as in the first embodiment, if there is a difference in wheel pressure between the two systems during braking, the behavior stability of the vehicle may deteriorate. However, according to the first embodiment, the wheel pressures of both systems can be made the same with high accuracy. As a result, deterioration of vehicle behavior stability is suppressed during braking in a specific state and when the electric cylinder 2 is not operating.
　また、車両用制動装置１が２つのブレーキＥＣＵ９０１、９０２を備えているため、冗長性は向上する。一方のＥＣＵが故障しても、他方のＥＣＵにより電動シリンダ２又はアクチュエータ３が作動し、ホイール圧が調圧され、制動力が発揮される。このように、第１実施形態によれば、装置の状態が変化した場合でも、適切に各系統のホイール圧を調圧することができる。 Further, since the vehicle braking device 1 is provided with two brake ECUs 901 and 902, the redundancy is improved. Even if one ECU fails, the electric cylinder 2 or the actuator 3 is operated by the other ECU, the wheel pressure is adjusted, and the braking force is exerted. As described above, according to the first embodiment, the wheel pressure of each system can be appropriately adjusted even when the state of the device changes.
＜第２実施形態＞
　第２実施形態の車両用制動装置では、図４に示すように、電源装置９０３が、第１ブレーキＥＣＵ９０１に電力を供給する第１電源９０３ａと、第１電源９０３ａから独立して第２ブレーキＥＣＵ９０２に電力を供給する第２電源９０３ｂと、を備えている。例えば、第１電源９０３ａは第１バッテリを備え、第２電源９０３ｂは第１バッテリとは別個の第２バッテリを備えている。これにより、一方の電源又は電源ラインが故障しても他方の電源により第１ブレーキＥＣＵ９０１又は第２ブレーキＥＣＵ９０２は作動する。つまり、故障等により一方の電源からの給電が停止しても、電動シリンダ２又はアクチュエータ３を作動させることができ、制動力を発生させることができる。第２実施形態によれば、冗長性がさらに向上する。第２実施形態によっても、装置の状態が変化した場合でも、適切に各系統のホイール圧を調圧することができる。 <Second Embodiment>
In the vehicle braking device of the second embodiment, as shown in FIG. 4, the power supply device 903 has a first power supply 903a that supplies electric power to the first brake ECU 901 and a second brake ECU 902 that is independent of the first power supply 903a. A second power source 903b, which supplies electric power to the power supply 903b, is provided. For example, the first power source 903a includes a first battery, and the second power source 903b includes a second battery separate from the first battery. As a result, even if one power supply or power supply line fails, the first brake ECU 901 or the second brake ECU 902 operates by the other power supply. That is, even if the power supply from one of the power sources is stopped due to a failure or the like, the electric cylinder 2 or the actuator 3 can be operated and a braking force can be generated. According to the second embodiment, the redundancy is further improved. Also according to the second embodiment, the wheel pressure of each system can be appropriately adjusted even when the state of the device changes.
＜その他＞
　本発明は、上記実施形態に限られない。例えば、第１圧力供給部と第２圧力供給部とは異なるものでもよいし、同一のものでもよい。上記実施形態では第１圧力供給部の加圧源をマスタシリンダ４とし、第２圧力供給部の加圧源を電動シリンダ２としたが、それらの加圧源はそれぞれマスタシリンダ４と電動シリンダ２とに限定されるものではない。
　また、例えば、図３で示される制御において、目標差圧を設定する場合（Ｓ１０３）、第２ブレーキ圧を０に設定しなくてもよい。また、例えば、電動シリンダ２を非作動状態としてから経過した時間に応じて、推定された第２液路５２内の液圧を用いて制御が実行されてもよい。この場合、時間の経過に応じて第２ブレーキ圧を０まで減少させてもよい。
　また、第１液路５１と第２液路５２のうち一方で液漏れが発生している場合に、特定状態に切り替えられてもよい。また、特定状態は、何等かの故障があった場合にのみ形成されるものでなくてもよい。例えば車両用制動装置１は、上流ユニット１１の状態にかかわらず特定状態に切り替えてもよい。
　また、特定状態において、両系統のホイール圧が同圧となるように第１目標差圧及び第２目標差圧が設定されなくてもよい。車両の目標姿勢や、目標制動力に応じて、第１目標差圧と第２目標差圧とが設定されてもよい。例えば、第１ホイールシリンダ８１、８２と第２ホイールシリンダ８３、８４とで異なる圧力となるように、第１目標差圧及び第２目標差圧が設定されてもよい。 <Others>
The present invention is not limited to the above embodiment. For example, the first pressure supply unit and the second pressure supply unit may be different or the same. In the above embodiment, the pressure source of the first pressure supply unit is the master cylinder 4, and the pressure source of the second pressure supply unit is the electric cylinder 2, but these pressure sources are the master cylinder 4 and the electric cylinder 2, respectively. It is not limited to.
Further, for example, in the control shown in FIG. 3, when the target differential pressure is set (S103), the second brake pressure does not have to be set to 0. Further, for example, control may be executed using the estimated hydraulic pressure in the second liquid passage 52 according to the time elapsed since the electric cylinder 2 is inactive. In this case, the second brake pressure may be reduced to 0 with the passage of time.
Further, when a liquid leak occurs in one of the first liquid passage 51 and the second liquid passage 52, the state may be switched to a specific state. Further, the specific state does not have to be formed only when there is some kind of failure. For example, the vehicle braking device 1 may be switched to a specific state regardless of the state of the upstream unit 11.
Further, in a specific state, the first target differential pressure and the second target differential pressure may not be set so that the wheel pressures of both systems are the same. The first target differential pressure and the second target differential pressure may be set according to the target posture of the vehicle and the target braking force. For example, the first target differential pressure and the second target differential pressure may be set so that the pressures of the first wheel cylinders 81 and 82 and the pressures of the second wheel cylinders 83 and 84 are different.
　また、例えば、アクチュエータ３は、ポンプ３１５に替えて電動シリンダを備えてもよい。また、車両用制動装置１は、電動シリンダ２に替えて、例えばポンプを含む加圧ユニットを備えてもよい。また、本発明は、例えば、回生制動装置を含む車両（ハイブリッド車や電気自動車）、自動ブレーキ制御を実行する車両、又は自動運転車両にも適用できる。 Further, for example, the actuator 3 may be provided with an electric cylinder instead of the pump 315. Further, the vehicle braking device 1 may include, for example, a pressurizing unit including a pump instead of the electric cylinder 2. The present invention can also be applied to, for example, a vehicle including a regenerative braking device (hybrid vehicle or electric vehicle), a vehicle that executes automatic braking control, or an autonomous driving vehicle.
　特定状態は、故障時に限らず、制御により形成されてもよい。また、設定部９１は、第１系統と第２系統とで異なるホイール圧となるように、第１目標差圧及び第２目標差圧を設定してもよい。また、系統の配置は、例えば第１系統のホイールシリンダが前輪に設けられ、第２系統のホイールシリンダが後輪に設けられるように、前後配管でもよい。 The specific state may be formed by control, not limited to the time of failure. Further, the setting unit 91 may set the first target differential pressure and the second target differential pressure so that the wheel pressures of the first system and the second system are different. Further, the system may be arranged in front and rear piping so that, for example, the wheel cylinder of the first system is provided on the front wheel and the wheel cylinder of the second system is provided on the rear wheel.

Claims (3)

  1. 　第１ブレーキ圧を供給可能な第１圧力供給部と、
    　前記第１圧力供給部に第１液路を介して接続され、前記第１液路から入力された液圧と第１ホイールシリンダの液圧との間に第１差圧を発生させる第１液圧出力部と、
    　前記第１圧力供給部とは独立して第２ブレーキ圧を供給可能な第２圧力供給部と、
    　前記第２圧力供給部に第２液路を介して接続され、前記第２液路から入力された液圧と第２ホイールシリンダの液圧との間に第２差圧を発生させる第２液圧出力部と、
    　前記第１液路と前記第２液路との間を接続する連通路に設けられ、前記連通路を開閉する電磁弁である連通制御弁と、
    　前記第１液路において、前記第１液路と前記連通路との接続部よりも前記第１圧力供給部側に設けられた電磁弁であるカット弁と、
    　前記第１差圧の目標値である第１目標差圧、及び前記第２差圧の目標値である第２目標差圧を設定する設定部と、
    　を備え、
    　前記設定部は、前記連通制御弁が閉弁し且つ前記カット弁が開弁した特定状態において、前記第１ブレーキ圧及び前記第２ブレーキ圧に基づいて前記第１目標差圧及び前記第２目標差圧を設定する車両用制動装置。     The first pressure supply unit that can supply the first brake pressure and
    A first liquid that is connected to the first pressure supply unit via a first liquid passage and generates a first differential pressure between the hydraulic pressure input from the first liquid passage and the hydraulic pressure of the first wheel cylinder. Pressure output section and
    A second pressure supply unit capable of supplying a second brake pressure independently of the first pressure supply unit,
    A second liquid that is connected to the second pressure supply unit via a second liquid passage and generates a second differential pressure between the hydraulic pressure input from the second liquid passage and the hydraulic pressure of the second wheel cylinder. Pressure output section and
    A communication control valve, which is a solenoid valve provided in a communication passage connecting the first liquid passage and the second liquid passage and opens and closes the communication passage,
    In the first liquid passage, a cut valve which is an electromagnetic valve provided on the first pressure supply portion side of the connection portion between the first liquid passage and the communication passage, and a cut valve.
    A setting unit for setting a first target differential pressure, which is a target value of the first differential pressure, and a second target differential pressure, which is a target value of the second differential pressure.
    With
    The setting unit has the first target differential pressure and the second target based on the first brake pressure and the second brake pressure in a specific state in which the communication control valve is closed and the cut valve is opened. A braking device for vehicles that sets the differential pressure.
  2. 　前記第２圧力供給部は、シリンダと、電気モータと、前記電気モータの駆動により前記シリンダ内を軸方向一方側に摺動するピストンと、前記ピストンを軸方向他方側に付勢する付勢部材と、を備える電動シリンダであり、
    　前記設定部は、前記特定状態が形成され且つ前記第２圧力供給部が非通電状態である場合、前記第２ブレーキ圧を０に設定して前記第１目標差圧及び前記第２目標差圧を設定する請求項１に記載の車両用制動装置。     The second pressure supply unit includes a cylinder, an electric motor, a piston that slides in the cylinder to one side in the axial direction by driving the electric motor, and an urging member that urges the piston to the other side in the axial direction. It is an electric cylinder equipped with
    When the specific state is formed and the second pressure supply unit is in the non-energized state, the setting unit sets the second brake pressure to 0 and sets the first target differential pressure and the second target differential pressure. The vehicle braking device according to claim 1.
  3. 　前記設定部は、前記特定状態が形成され且つ前記第２圧力供給部が非通電状態である場合、前記第１ホイールシリンダの液圧と前記第２ホイールシリンダの液圧とが同圧となるように前記第１目標差圧及び前記第２目標差圧を設定する請求項２に記載の車両用制動装置。 In the setting unit, when the specific state is formed and the second pressure supply unit is in the non-energized state, the hydraulic pressure of the first wheel cylinder and the hydraulic pressure of the second wheel cylinder become the same pressure. The vehicle braking device according to claim 2, wherein the first target differential pressure and the second target differential pressure are set.
PCT/JP2021/012237 2020-03-25 2021-03-24 Vehicular braking device WO2021193715A1 (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019059458A (en) * 2017-09-25 2019-04-18 株式会社アドヴィックス Brake control device
JP2020001439A (en) * 2018-06-25 2020-01-09 株式会社アドヴィックス Vehicle brake control device
JP2020032962A (en) * 2018-08-31 2020-03-05 株式会社アドヴィックス Brake control device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019059458A (en) * 2017-09-25 2019-04-18 株式会社アドヴィックス Brake control device
JP2020001439A (en) * 2018-06-25 2020-01-09 株式会社アドヴィックス Vehicle brake control device
JP2020032962A (en) * 2018-08-31 2020-03-05 株式会社アドヴィックス Brake control device

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