JP5488009B2 - Brake system - Google Patents

Description

  The present invention relates to a brake system including a hydraulic brake that suppresses rotation of a wheel.

In Patent Document 1, (a) a hydraulic brake that suppresses rotation of a wheel, (b) a master cylinder, (c) an accumulator, and (d) a drive of an electric actuator using the hydraulic pressure of the accumulator A pressure-increasing mechanism that is actuated by the brake, and (e) a selection valve that selects a higher one of the hydraulic pressure of the pressure-increasing mechanism and the hydraulic pressure of the master cylinder and supplies the selected pressure to the brake cylinder of the hydraulic brake The system is described.
When the electric actuator is normal, the pressure increasing device is operated by the electric actuator, and when it is abnormal, the pressure increasing device is operated by the hydraulic pressure of the master cylinder. Further, when a high-pressure hydraulic fluid can be supplied from the accumulator, a hydraulic pressure higher than the hydraulic pressure of the master cylinder can be generated. However, when the accumulator hydraulic pressure decreases, the output hydraulic pressure of the pressure increasing mechanism also decreases. Become.
The brake cylinder is supplied with the higher hydraulic pressure of the output pressure of the pressure increase mechanism and that of the master cylinder by the selection valve. Therefore, the hydraulic pressure of the accumulator is lower and the output hydraulic pressure of the pressure increase mechanism is lower. When it is low, the hydraulic pressure of the master cylinder is supplied.
In Patent Document 2, (a) a hydraulic brake that is provided on the front, rear, left, and right wheels of the vehicle and suppresses the rotation of the wheel, (b) a master cylinder, and (c) a hydraulic brake brake for the master cylinder and the front wheels. A brake system is described that includes a mechanical booster provided between the cylinder and (d) a high pressure source and an electromagnetic valve that controls the hydraulic pressure of the high pressure source. In this brake system, when the high pressure source and the solenoid valve are normal, the hydraulic pressure of the high pressure source controlled by the solenoid valve is supplied to the brake cylinders of the front wheels and the rear wheels. When the solenoid valve or the like is abnormal, the hydraulic pressure generated by the mechanical pressure increasing mechanism is supplied to the front wheel brake cylinder, and the hydraulic pressure of the master cylinder is supplied to the rear wheel brake cylinder.

Special table 2009-502645 Japanese Patent Laid-Open No. 10-287227

  An object of the present invention is to improve a brake system.

Means and effects for solving the problem

A brake system according to a first aspect of the present invention includes: (a) a hydraulic brake provided on each of a plurality of wheels of a vehicle and operated by the hydraulic pressure of a brake cylinder to suppress rotation of the wheels; and (b) one The above hydraulic pressure source is connected to (c) one or more hydraulic pressure sources, and a first brake cylinder of the plurality of hydraulic brake brake cylinders is connected via a first individual passage. A common passage in which a second brake cylinder different from the first brake cylinder among the plurality of brake cylinders is connected via a second individual passage different from the first individual passage; (d) A hydraulic pressure supply passage including one individual passage, a second individual passage, and a common passage is provided in a portion between the first brake cylinder and the second brake cylinder, and is opened when no current is supplied to the solenoid. is there A communication shut-off valve, which is an open electromagnetic on-off valve, (e) a liquid leakage possibility detection device that detects whether or not there is a possibility of liquid leakage in the brake system, and (f) the possibility of liquid leakage. A communication cutoff control device that shuts off the first brake cylinder and the second brake cylinder when the detection device detects that there is a possibility of liquid leakage; Is done.
A communication cutoff valve is provided between the first brake cylinder and the second brake cylinder in the hydraulic pressure supply passage, and the communication cutoff valve is a normally open electromagnetic on-off valve. Therefore, when no current is supplied to the solenoid, the common passage, the first brake cylinder, and the second brake cylinder are brought into communication. For example, when the hydraulic pressure source can generate the hydraulic pressure even when electric energy is not supplied, the hydraulic pressure of the hydraulic pressure source is applied to the first brake cylinder and the second brake cylinder when the electric system is abnormal. Can be supplied.
Further, when it is detected that there is a possibility of liquid leakage, the communication cutoff valve is closed. As a result, the first brake cylinder and the second brake cylinder can be shut off. Even if liquid leakage occurs in one of the brake system including the first brake cylinder and the brake system including the second brake cylinder, it is possible to prevent the influence from affecting the other brake system. Yes, the reliability of the brake system can be improved.
The communication cutoff valve may be provided in the first and second individual passages or in the common passage. Further, at least one communication cutoff valve is provided between the first brake cylinder and the second brake cylinder in the hydraulic pressure supply passage, but one or more electromagnetic opening / closing valves may be provided in addition to the communication cutoff valve. .
In addition, the communication cutoff valve can be referred to as a linear control valve in which the differential pressure (and / or) opening degree thereof can be continuously controlled by continuous control of the amount of current supplied to the solenoid. Or a switch that can be switched between an open state and a closed state by ON / OFF control of the supply current (which can be simply referred to as an on-off valve). Hereinafter, in the present specification, when not described as “linear control valve” or “simple on-off valve”, the electromagnetic on-off valve may be a linear control valve or a simple on-off valve.

Patentable invention

  In the following, the invention that is claimed to be claimable in the present application (hereinafter referred to as “claimable invention”. The claimable invention is at least the “present invention” to the invention described in the claims. Some aspects of the present invention, including subordinate concept inventions of the present invention, superordinate concepts of the present invention, or inventions of different concepts) will be illustrated and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is merely for the purpose of facilitating understanding of the claimable invention, and is not intended to limit the set of components constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

(1) a hydraulic brake provided on each of a plurality of wheels of the vehicle and operated by the hydraulic pressure of a brake cylinder to suppress rotation of the wheels;
One or more hydraulic pressure sources;
The one or more hydraulic pressure sources are connected, a first brake cylinder of the brake cylinders of the plurality of hydraulic brakes is connected via a first individual passage, and the first of the plurality of brake cylinders is A common passage in which a second brake cylinder different from the one brake cylinder is connected via a second individual passage different from the first individual passage;
The hydraulic pressure supply passage including the first individual passage, the second individual passage and the common passage is provided between the first brake cylinder and the second brake cylinder, and is opened when no current is supplied to the solenoid. A communication shut-off valve, which is a normally open electromagnetic on-off valve;
A liquid leakage possibility detecting device for detecting whether or not the brake system has a liquid leakage possibility;
A communication cutoff control that shuts off the first brake cylinder and the second brake cylinder by closing the communication cutoff valve when the leakage detection possibility detecting device detects that there is a possibility of liquid leakage. And a brake system.
The liquid leakage possibility detection device may detect whether or not there is a possibility of liquid leakage, or may detect whether the possibility of liquid leakage is high or low.
Further, as will be described later, the communication cutoff control device includes a close switching unit that immediately switches the communication cutoff valve to the closed state when it is detected that there is a possibility of liquid leakage. It may not be included.
Furthermore, when it is detected that there is a possibility of liquid leakage, it is switched to the closed state, and then the closed state is changed while there is a possibility of liquid leakage (until it is detected that there is no possibility of liquid leakage). The closed holding portion may be included or may not include the closed holding portion.
(2) The liquid leakage possibility detection device includes: (a) a hydraulic pressure in the common passage is lower than a first liquid leakage determination threshold; (b) a brake system including the first brake cylinder; The hydraulic pressure of at least one of the brake system including the second brake cylinder is lower than a second hydraulic leak determination threshold; and (c) a reservoir for storing hydraulic fluid used in the brake cylinders of the plurality of hydraulic brakes The amount of hydraulic fluid stored in the fluid is less than or equal to a predetermined third fluid leak judgment threshold value, and (d) the fluid pressure of the fluid pressure source is lower than a fourth fluid leak judgment threshold value. The brake system according to item (1), wherein when one or more conditions are satisfied, the brake system detects that there is a possibility of liquid leakage.
The liquid leakage possibility detection device detects the possibility of liquid leakage, so even if it is detected that there is a possibility of liquid leakage, no actual liquid leakage has occurred. There is a case. Also, the amount of liquid leakage may be very small. Furthermore, it is often impossible to specify the location of the liquid leak. However, in the case of (a) to (d), since it cannot be determined that there is no liquid leakage, there is a possibility of liquid leakage.
Common even when the hydraulic pressure source and the common passage are in communication and the hydraulic pressure source is in the operating state, or even if the hydraulic pressure source has been operating continuously for the set time in the set state. If the fluid pressure in the passage does not increase at all, or does not increase sufficiently, that is, if the fluid pressure in the common passage is lower than the first fluid leakage judgment threshold, there is a possibility of fluid leakage. Can do.
When there is a braking request (when the brake operation member is operated or when there is a request to activate the automatic brake), at least a brake system including the first brake cylinder and a brake system including the second brake cylinder Even when one of the fluid pressures is lower than the second fluid leakage determination threshold, it can be assumed that there is a possibility of fluid leakage. The second liquid leakage determination threshold value may be a variable value determined based on a braking request value (an operation state of the brake operation member or a request for operating the automatic brake), or a predetermined fixed value (comparison) Small value).
Whether or not there is a possibility of liquid leakage based on the amount of hydraulic fluid stored in the reservoir can be detected at any time regardless of the operating state of the hydraulic brake and the operating state of the brake operating member.
For example, if the hydraulic pressure source is a power hydraulic pressure source and the hydraulic pressure source does not increase sufficiently even though the power hydraulic pressure source has been in the set state for more than the set time, the liquid leakage There can be a possibility.
(3) The communication cutoff control device sets the communication cutoff valve in a closed state when the liquid leakage possibility detection device detects that there is a possibility of the liquid leakage and the closing condition is satisfied. The brake system according to item (1) or (2), including a solenoid valve closing control unit.
Even if it is detected that there is a possibility of liquid leakage, the communication cutoff valve can be closed when it is truly necessary. Thereby, it is possible to reduce the power consumption to the solenoid and to prevent the influence of the liquid leakage from affecting other brake cylinders.
“It is detected that there is a possibility of liquid leakage” means that (i) at that time, the presence or absence of the possibility of liquid leakage is detected, and if the detection result is possible, (ii) It is detected that there is a possibility of liquid leakage, and at least one of the cases where the detection result is the same applies.
The same applies to `` when the closing condition is satisfied '', even if the state where the closing condition is satisfied continues from before the point in time when it is detected that there is a possibility of liquid leakage. It is sufficient that the closing condition is satisfied at least at that time.
(4) The solenoid valve closing control unit is configured to: (i) at least one of the first brake cylinder and the second brake cylinder has a hydraulic pressure greater than a set hydraulic pressure; and (b) the first brake cylinder and the When at least one of the absolute value of the change gradient of the hydraulic pressure of at least one of the second brake cylinders is larger than the set gradient is satisfied, the closing condition is satisfied and the communication cutoff valve is closed. The brake system according to item (3), including a hydraulic pressure-compatible closing control unit.
The set hydraulic pressure should be such that it can be considered that the hydraulic brake is in an active state, or that it can be estimated that there is a possibility that the influence of other fluid leaks on other brake systems may increase if the hydraulic pressure is higher than this. can do. If the set hydraulic pressure is reduced, the communication shut-off valve is more often closed, and if the set hydraulic pressure is increased, the closed opportunity is reduced. In any case, when the hydraulic pressure of the brake cylinder is higher than the set hydraulic pressure, it is desirable to close the brake cylinder.
In a state where the brake cylinder hydraulic pressure increases or decreases, it is desirable to close the communication cutoff valve. Further, when the increasing gradient of the brake cylinder hydraulic pressure is large, the brake cylinder hydraulic pressure is likely to be equal to or higher than the set hydraulic pressure. Therefore, it is reasonable to keep the shut-off valve closed when the absolute value of the change gradient is larger than the set gradient.
In addition, even when there is a possibility of liquid leakage, the hydraulic brake is operated when there is a braking request based on the running state of the vehicle, the relative positional relationship with the preceding vehicle, and the like. In this case, the value of the braking request can be estimated or the presence or absence of the braking request can be predicted based on the running state of the vehicle, the change in the relative positional relationship, and the like. In that case, it is possible to obtain the presence / absence of a possibility that the absolute value of the change gradient of the hydraulic pressure of the brake cylinder becomes larger than the set gradient.
(5) The brake system includes a brake operation member that can be operated by a driver, and the electromagnetic valve closing control unit may operate the brake operation member and operate the brake operation member. The brake according to item (3) or (4), including an operation corresponding close control unit that closes the communication cutoff valve, assuming that the closing condition is satisfied when at least one of high and low is satisfied system.
When the brake is likely to be operated during the brake operation, in other words, when the hydraulic brake is in the operating state, or when the brake is likely to be operated, the communication cutoff valve is closed.
A specific example of the case where the brake operation is likely to be performed will be described later. For example, it is possible that the brake operation is highly likely to be performed while the vehicle is stopped.
If the brake operation is highly likely to occur, the brake cylinder hydraulic pressure is likely to increase (the increase gradient is likely to be greater than the set gradient). If the shutoff valve is closed, the communication shutoff valve can be closed before the hydraulic pressure of the brake cylinder increases.
The communication shut-off valve can be closed when there is a possibility that a brake operation is performed.
(6) The on / off control of the switch that keeps the communication shut-off valve in a closed state, assuming that the closing condition is satisfied while the main switch of the vehicle is in an ON state. The brake system according to any one of (3) to (5), including a section.
While the ignition switch as the main switch is ON, there is a high possibility that the hydraulic brake is operated. Therefore, it is desirable to close the communication cutoff valve.
(7) The solenoid valve closing control unit closes the communication cutoff valve on the assumption that the closing condition is satisfied while the traveling speed of the vehicle is equal to or lower than a set speed that can be regarded as being in a stopped state. The brake system according to any one of items (3) to (6), including a vehicle stop / close control unit that maintains the state.
When the vehicle is stopped, the brake operation member is likely to be operated. Therefore, it is appropriate that the communication shut-off valve is kept closed.
The ignition switch may be closed when the ignition switch is ON and in a stopped state, or may be closed regardless of whether the ignition switch is ON or OFF.
(8) An accelerator-off intermediate closing control unit that holds the communication shut-off valve in a closed state on the assumption that the electromagnetic valve closing control unit is in a state in which the closing condition is satisfied while the accelerator operating member is not operated. The brake system according to any one of (3) to (7).
In a state where the accelerator operation member is not operated, there is a high possibility that the brake operation member is operated. Therefore, it is appropriate that the communication cutoff valve is held in the closed state.
(9) When the communication cutoff control device detects that there is a possibility of the liquid leakage by at least the liquid leakage possibility detection device, it is detected that there is no possibility of the liquid leakage. The brake system according to any one of (1) to (8), further including an electromagnetic valve closing holding portion that holds the communication cutoff valve in a closed state.
When it is detected that there is a possibility of liquid leakage, it is preferable that the communication cutoff valve is kept closed until it is detected that there is no possibility of liquid leakage thereafter. Regardless of whether the ignition switch is turned on or off, it is always closed regardless of whether or not the brake operation member is operated. Thereby, it is possible to satisfactorily avoid the influence of the liquid leakage from affecting other brake systems.
When it is detected that there is no possibility of liquid leakage, the communication cutoff valve is controlled by another brake control program or the like. Therefore, even if it is detected that there is no possibility of liquid leakage, it may be closed. However, in the brake system described in this section, in principle, the brake system is not opened before the cause of the liquid leak is eliminated and it is detected that there is no possibility of the liquid leak.
(10) The communication cutoff control device changes the communication cutoff valve from the closed state to the open state when the open permission condition is satisfied even when the communication cutoff valve is in the closed state. Switching, including a forced electromagnetic valve opening control unit that returns the communication shut-off valve to a closed state when the opening permission condition during closing is no longer satisfied, according to any one of items (1) to (9) Brake system.
Even if the communication shut-off valve is in the closed state due to the detection that there is a possibility of leakage, the open state is opened when the open permission condition during closing is satisfied. Thereby, power consumption can be reduced and heat generation of the solenoid can be suppressed.
(11) The compulsory electromagnetic valve opening control unit performs the closing when all of the plurality of hydraulic brakes are in an inactive state and it is unlikely that all of the plurality of hydraulic brakes are activated. The brake system according to item (10), including a non-operating forced opening part that opens the communication shut-off valve when an intermediate opening permission condition is satisfied.
(12) Even if the communication cutoff control device detects that there is a possibility of liquid leakage by the liquid leakage possibility detection device, if the open permission condition during detection is satisfied, the communication cutoff valve is The brake system according to any one of (1) to (11), including an electromagnetic valve opening control unit that is in an open state.
For example, when the above-described closing condition is not satisfied, the communication cutoff valve can be opened, assuming that the opening permission condition during detection is satisfied. Specifically, when the hydraulic brake is in a non-acting state, when the possibility of being actuated is low, when the brake operating member is not operated, when the possibility of operation of the brake operating member is low, When the traveling speed of the vehicle is equal to or higher than the set speed, it can be considered that the opening detection permission condition is satisfied when the accelerator pedal is operated.
Note that the closed-open permission condition and the detection-open permission state may be the same or different.

(13) A normally closed electromagnetic on-off valve that is closed when no current is supplied to the solenoid is not provided between the first brake cylinder and the second brake cylinder in the hydraulic pressure supply passage (1 The brake system according to any one of items) to (12).
From the viewpoint of cost reduction, it is desirable to reduce the number of electromagnetic on-off valves as much as possible.
(14) The brake system includes two manual hydraulic pressure sources that generate hydraulic pressure by operating a brake operating member that can be operated by a driver, separately from the one or more hydraulic pressure sources. One of the two manual hydraulic pressure sources is connected to the first individual passage through the first manual passage, and the other of the two manual hydraulic pressure sources is connected to the second individual passage in the second manual passage. And the communication shut-off valve is provided between the connection portion of the first manual passage and the connection portion of the second manual passage in the hydraulic pressure supply passage. The brake system according to any one of items (1) to (13), which is a valve.
The first brake cylinder and the second brake cylinder may be brake cylinders for the left and right front wheels. The first and second communication cutoff valves can be referred to as left and right cutoff valves.
(15) The first and second communication shut-off valves are provided in either one of the first individual passage and the second individual passage, and control the fluid pressure in the common passage to correspond to the first The brake system according to item (14), which functions as a pressure-increasing control valve that supplies either one of the brake cylinder and the second brake cylinder.
(16) A third brake cylinder different from the first brake cylinder and the second brake cylinder among the brake cylinders of the plurality of hydraulic brakes is provided in the common passage, and the first individual passage and the second individual passage. Are connected via a separate third individual passage, and the communication cutoff valve is provided in a portion of the common passage between the connection portion of the third individual passage and the connection portion of the first individual passage. The brake system according to any one of (1) to (15), wherein the brake system is a first / third communication shut-off valve.
When the first brake cylinder is the front wheel brake cylinder and the third brake cylinder is the rear wheel brake cylinder, the first and second communication shut-off valves are referred to as left and right communication valves, and the first and third communication shut-off valves are referred to. The valve can be referred to as a front / rear shut-off valve.
The brake system may include at least one of a first / second communication cutoff valve and a first / third communication cutoff valve.

(17) The brake system includes a manual hydraulic pressure source that generates hydraulic pressure by operating a brake operating member that can be operated by a driver, separately from the one or more hydraulic pressure sources. Any one of the items (1) to (16), including a high pressure generator that is mechanically operable and capable of generating a hydraulic pressure higher than the hydraulic pressure of the manual hydraulic pressure source when the electric system is abnormal. The brake system according to one.
(18) The hydraulic pressure source includes a power hydraulic pressure source that is operated by supplying electric power, and the high pressure generator as the hydraulic pressure source includes the common passage, the power hydraulic pressure source, and the manual type. The brake system according to any one of (1) to (17), which is provided between the hydraulic pressure source and mechanically operated by the hydraulic pressure of the manual hydraulic pressure source.
(19) The high pressure generator (a) includes a stepped piston, and a mechanical pressure booster that increases and outputs the hydraulic pressure of the manual hydraulic pressure source; (b) the mechanical pressure booster and the power A high pressure side check valve that is provided between the hydraulic fluid pressure source and allows the flow of hydraulic fluid from the power fluid pressure source to the mechanical pressure intensifier and prevents reverse flow ( Brake system according to item 18).
In the brake system described in this section, the high pressure generator is provided separately from the power hydraulic pressure source and is mechanically operated. Therefore, a hydraulic pressure higher than the hydraulic pressure of the manual hydraulic pressure source can be generated even when the electric system is abnormal.

1 is a diagram showing an entire vehicle equipped with a hydraulic brake system that is a common embodiment of the present invention. 1 is a brake hydraulic circuit diagram of a hydraulic brake system according to a first embodiment of the present invention. It is sectional drawing of the pressure increase linear control valve and pressure reduction linear control valve contained in the said brake hydraulic pressure circuit. It is a flowchart showing the initial check program memorize | stored in the memory | storage part of brake ECU contained in the said hydraulic brake system. It is a flowchart showing the supply state control program memorize | stored in the memory | storage part of the said brake ECU. In the said hydraulic brake system, it is a figure which shows a state when a supply state control program is performed (when normal). In the said hydraulic brake system, it is a figure which shows another state when a supply state control program is performed (when a control system is abnormal). In the said hydraulic brake system, it is a figure which shows another state at the time of a supply state control program being performed (when there exists a possibility of a liquid leak). It is a brake hydraulic pressure circuit diagram of the hydraulic brake system concerning Example 2 of the present invention. In the said hydraulic brake system, it is a figure which shows a state when a supply state control program is performed (when normal). In the said hydraulic brake system, it is a figure which shows another state when a supply state control program is performed (when a control system is abnormal). In the said hydraulic brake system, it is a figure which shows another state at the time of a supply state control program being performed (when there exists a possibility of a liquid leak). It is a flowchart showing the right-and-left cutoff valve and the front-rear cutoff valve control program memorize | stored in the memory | storage part of brake ECU of the said hydraulic brake system. It is a flowchart showing another right-and-left cutoff valve and the front-rear cutoff valve control program memorize | stored in the memory | storage part of brake ECU of the hydraulic brake system which concerns on Example 3 of this invention. It is a flowchart showing another left-right shut-off valve and front-rear shut-off valve control program stored in the storage unit of the brake ECU. It is a flowchart showing another left-right cutoff valve and front-rear cutoff valve control program stored in the storage unit of the brake ECU. It is a flowchart showing another left-right shut-off valve and front-rear shut-off valve control program stored in the storage unit of the brake ECU. It is a brake hydraulic pressure circuit diagram of the hydraulic brake system concerning Example 4 of the present invention.

Hereinafter, a brake system according to an embodiment of the present invention will be described in detail with reference to the drawings.
First, a vehicle equipped with a hydraulic brake system that is a brake system according to an embodiment of the present invention will be described.
This vehicle is a hybrid vehicle including an electric motor and an engine as drive devices. In the hybrid vehicle, the left and right front wheels 2 and 4 as drive wheels are driven by a drive device 10 including an electric drive device 6 and an internal combustion drive device 8. The driving force of the driving device 10 is transmitted to the left and right front wheels 2 and 4 via the drive shafts 12 and 14. The internal combustion drive 8 includes an engine 16, an engine ECU 18 that controls the operating state of the engine 16, and the like. The electrical drive 6 includes an electric motor 20, a power storage device 22, a motor generator 24, a power conversion device 26, A motor ECU 28, a power split mechanism 30 and the like are included. When the electric motor 20, the motor generator 24, and the engine 16 are connected to the power split mechanism 30, and only the driving torque of the electric motor 20 is transmitted to the output member 32 by these controls, the driving torque of the engine 16 and the electric power When both the driving torque of the motor 20 is transmitted, the output is switched to when the output of the engine 16 is output to the motor generator 24 and the output member 32, or the like. The driving force transmitted to the output member 32 is transmitted to the drive shafts 12 and 14 via a speed reducer and a differential device.
The power conversion device 26 includes an inverter and the like, and is controlled by the motor ECU 28. By the current control of the inverter, at least a rotational drive state in which electric energy is supplied to the electric motor 20 from the power storage device 22 and rotated, and charging that charges the power storage device 22 by functioning as a power generator by regenerative braking Switch to state. In the charged state, regenerative braking torque is applied to the left and right front wheels 2 and 4. In that sense, the electric drive device 6 can be considered as a regenerative brake device.

The hydraulic brake system includes a brake cylinder 42 of the hydraulic brake 40 provided on the left and right front wheels 2 and 4 and a brake cylinder of the hydraulic brake 50 provided on the left and right rear wheels 46 and 48 (see FIGS. 2, 9, and 18). 52 and a hydraulic pressure control unit 54 capable of controlling the hydraulic pressure of the brake cylinders 42 and 52. The hydraulic pressure control unit 54 is controlled by a brake ECU 56 mainly including a computer.
The vehicle is provided with a hybrid ECU 58, and the hybrid ECU 58, the brake ECU 56, the engine ECU 18, and the motor ECU 28 are connected via a CAN (Car area Network) 59. Communication with each other is possible, and necessary information is communicated as appropriate.

In addition, this hydraulic brake system can also be mounted not only on a hybrid wheel but on a plug-in hybrid vehicle, an electric vehicle, and a fuel cell vehicle. In the electric vehicle, the internal combustion drive device 8 is not necessary. In a fuel electromagnetic vehicle, a driving motor is driven by a fuel cell stack or the like.
The present hydraulic brake system can also be mounted on an internal combustion drive vehicle. In a vehicle in which the electric drive device 6 is not provided, regenerative braking torque is not applied to the drive wheels 2, 4, so regenerative cooperative control is not performed.

  Hereinafter, the hydraulic brake system will be described, but when it is necessary to distinguish the brake cylinder, the hydraulic brake, and various electromagnetic on-off valves, which will be described later, according to the positions of the front, rear, left and right wheels, It is described with reference numerals (FL, FR, RL, RR) to be represented, and representatively or when it is not necessary to distinguish, it is described without reference numerals.

The hydraulic brake system according to the first embodiment includes a brake circuit shown in FIG.
Reference numeral 60 denotes a brake pedal as a brake operation member, and reference numeral 62 denotes a master cylinder as a manual hydraulic pressure source that generates hydraulic pressure by operating the brake pedal 60. A power hydraulic pressure source 64 includes a pump device 65 and an accumulator 66. The hydraulic brakes 40 and 50 are actuated by the hydraulic pressure of the brake cylinders 42 and 52 to suppress the rotation of the wheels. In the present embodiment, the hydraulic brakes 40 and 50 are disc brakes.
The hydraulic brakes 40 and 50 can be drum brakes. Alternatively, the hydraulic brake 40 for the front wheels 2 and 4 can be a disc brake, and the hydraulic brake 50 for the rear wheels 46 and 48 can be a drum brake.
The master cylinder 62 is of a tandem type having two pressure pistons 68 and 69, and the pressure chambers 70 and 72 are in front of the pressure pistons 68 and 69, respectively. In this embodiment, the pressurizing chambers 70 and 72 correspond to manual hydraulic pressure sources, respectively. The pressurizing chambers 72 and 70 are respectively connected to the brake cylinder 42FL of the hydraulic brake 40FL of the left front wheel 2 and the brake cylinder of the hydraulic brake 40FR of the right front wheel 4 via master passages 74 and 76 as manual passages. 42FR is connected.
The pressurizing chambers 70 and 72 are communicated with the reservoir 78 when the pressurizing pistons 68 and 69 reach the retracted end, respectively. The interior of the reservoir 78 is partitioned into a plurality of storage chambers 80, 82, and 84 that store hydraulic fluid. The storage chambers 80 and 82 are provided corresponding to the pressurization chambers 70 and 72, respectively, and the storage chamber 74 is provided corresponding to the pump device 65.

  In the motive power hydraulic pressure source 64, the pump device 65 includes a pump 90 and a pump motor 92, and the hydraulic fluid is pumped up from the storage chamber 84 of the reservoir 78 by the pump 90, and is stored in the accumulator 66. The pump motor 92 is controlled so that the pressure of the hydraulic fluid stored in the accumulator 66 is within a predetermined setting range. Further, the relief valve 94 prevents the discharge pressure of the pump 90 from becoming excessive.

A pressure increasing mechanism 100 as a high pressure generator is provided between the power hydraulic pressure source 64 and the master passage 76. The pressure-increasing mechanism 100 includes a housing 102 and a stepped piston 104 that is liquid-tight and slidably fitted to the housing 102. A small-diameter side chamber 112 is provided on the side.
A high pressure chamber 114 connected to the power hydraulic pressure source 64 is communicated with the small diameter side chamber 112, and a high pressure supply valve 116 is provided between the small diameter side chamber 112 and the high pressure chamber 114. The high pressure supply valve 116 includes a valve element 120, a valve seat 122, and a spring 124, and the urging force of the spring 124 acts in a direction to press the valve element 120 against the valve seat 122. The high pressure supply valve 116 is a normally closed valve.
In the small diameter side chamber 112, a valve opening member 125 is provided so as to face the valve element 120, and a spring 126 is provided between the valve opening member 125 and the stepped piston 104. The biasing force of the spring 126 acts in a direction to separate the valve opening member 125 from the stepped piston 104.
A spring 128 (return spring) is provided between the step portion of the stepped piston 104 and the housing 102 to urge the stepped piston 104 in the backward direction. A stopper (not shown) is provided between the stepped piston 104 and the housing 102 to restrict the forward end position of the stepped piston 104.
Further, the stepped piston 104 is formed with a communication passage 130 that allows the large-diameter side chamber 110 and the small-diameter side chamber 112 to communicate with each other. The communication passage 130 allows the large-diameter side chamber 110 and the small-diameter side chamber 112 to communicate with each other while being separated from the valve opening member 125 at least at the retracted end position of the stepped piston 104. If it contacts the valve member 125, it will interrupt | block.
In this embodiment, the mechanical pressure intensifier 134 is constituted by the housing 102, the stepped piston 104, the high pressure supply valve 116, the valve opening member 125, and the like.

The high pressure chamber 114 and the power hydraulic pressure source 64 are connected by a high pressure supply passage 131, and the flow of hydraulic fluid from the power hydraulic pressure source 64 to the high pressure chamber 114 is allowed in the high pressure supply passage 131, and the flow is in the opposite direction. A high-pressure check valve 132 is provided to prevent this. The high pressure side check valve 132 allows the flow of hydraulic fluid from the power hydraulic pressure source 64 to the high pressure chamber 114 when the hydraulic pressure of the power hydraulic pressure source 64 is higher than the hydraulic pressure of the high pressure chamber 114. When the hydraulic pressure of the motive power hydraulic pressure source 64 is equal to or lower than the hydraulic pressure of the high pressure chamber 114, the power supply pressure source 64 is in a closed state and prevents bidirectional flow. Therefore, even if liquid leakage occurs in the power hydraulic pressure source 64, the backflow of the hydraulic fluid from the high pressure chamber 114 to the power hydraulic pressure source 64 is prevented, and the decrease in the hydraulic pressure in the small diameter side chamber 112 is prevented.
Further, a bypass passage 136 is provided between the master passage 74 and the output side of the mechanical pressure intensifier 134 (which may be the small-diameter side chamber 112) to bypass and connect the mechanical pressure intensifier 134. A manual check valve 138 is provided that allows the flow of hydraulic fluid from the master passage 74 to the output side of the mechanical pressure intensifier 134 and prevents reverse flow.

In the pressure increasing mechanism 100, when the hydraulic pressure in the pressurizing chamber 72 of the master cylinder 14 is supplied to the large-diameter side chamber 110, the hydraulic fluid is supplied to the small-diameter side chamber 112 through the communication path 130.
When the force in the forward direction acting on the stepped piston 104 (due to the hydraulic pressure in the large-diameter side chamber 110) becomes larger than the urging force of the return spring 128, the piston is moved forward. When the stepped piston 104 contacts the valve opening member 125 and the liquid passage 130 is blocked, the liquid pressure in the small-diameter side chamber 112 increases and is output (supplied to the common passage as will be described later).
Further, when the high pressure supply valve 116 is switched to the open state by the advancement of the valve opening member 125, high pressure hydraulic fluid is supplied from the high pressure chamber 114 to the small diameter side chamber 112, and the hydraulic pressure in the small diameter side chamber 112 increases. On the other hand, when the pressure of the hydraulic fluid stored in the accumulator 66 is higher than the pressure in the high pressure chamber 114, the hydraulic pressure in the accumulator 66 is supplied to the high pressure chamber 114 through the high pressure check valve 132 and supplied to the small diameter side chamber 112. Is done.
In the stepped piston 104, the hydraulic pressure in the large-diameter side chamber 110 includes a force acting on the large-diameter side (fluid pressure of the master cylinder 62 x pressure-receiving area) and a force acting on the small-diameter side (output hydraulic pressure x pressure-receiving area). It is adjusted to a balanced size and output. In this sense, the pressure increasing mechanism 100 can be referred to as a booster mechanism.
Further, the manual check valve 138 prevents the output hydraulic pressure of the mechanical pressure intensifier 134 from flowing toward the master passage 74.
On the other hand, when the hydraulic pressure in the accumulator 66 is equal to or lower than the hydraulic pressure in the high pressure chamber 114, the high-pressure check valve 132 prevents the flow of bidirectional hydraulic fluid between the accumulator 66 and the high pressure chamber 114. Therefore, the stepped piston 104 cannot advance any further. Further, the stepped piston 104 may not be able to advance by contacting the stopper. From this state, when the hydraulic pressure in the pressurizing chamber 72 becomes higher than the hydraulic pressure in the small-diameter side chamber 112, the hydraulic pressure is supplied to the output side of the mechanical pressure intensifier 134 through the pressure intensifier bypass passage 136 and the manual check valve 138. Is done.

On the other hand, the brake cylinders 42FL, FR of the left and right front wheels 2, 4 and the brake cylinders 52RL, RR of the left and right rear wheels 46, 48 are connected to the common passage 152 via individual passages 150FL, FR, RL, RR, respectively.
The individual passages 150FL, FR, RL, RR are provided with holding valves (SHij: i = F, R, j = L, R) 153FL, FR, RL, RR, and brake cylinders 42FL, 42FR, 52RL, respectively. , 52RR and the reservoir 78 are provided with pressure reducing valves (SRij: i = F, R, j = L, R) 156FL, FR, RL, RR, respectively.
In the present embodiment, the holding valves 153FL and RR provided corresponding to the left front wheel 2 and the right rear wheel 48 are normally open electromagnetic on-off valves that are open when no current is supplied to the solenoid. The holding valves 153FR and RL provided corresponding to the front wheel 4 and the left rear wheel 46 are normally closed electromagnetic on-off valves that are closed when no current is supplied to the solenoid.
As a result, one of the holding valves 153FL and FR corresponding to the left and right wheels 2 and 4 on the front wheel side and the holding valves 153RL and RR corresponding to the left and right wheels 46 and 48 on the rear wheel side is a normally open electromagnetic on-off valve. Is a normally closed solenoid valve.
In addition, the holding valves 153FL and RR corresponding to one of the two wheels in the diagonal position, that is, the left front wheel 2 and the right rear wheel 48 are normally open electromagnetic on-off valves, and the other two wheels in the diagonal position. The holding valves 153FR and RL corresponding to the wheels, that is, the right front wheel 4 and the left rear wheel 46 are normally closed electromagnetic on-off valves.
The pressure reducing valves 156FL, FR, RR are normally closed electromagnetic open / close valves, and the pressure reducing valve 156RL provided corresponding to the left rear wheel 46 is a normally open electromagnetic open / close valve.

In addition to the brake cylinders 42 and 52, a power hydraulic pressure source 64 and a pressure increasing mechanism 100 are also connected to the common passage 152.
The power hydraulic pressure source 64 is connected to the common passage 152 via the control pressure passage 170. A pressure increasing linear control valve (SLA) 172 is provided in the control pressure passage 170, and a pressure reducing linear control valve (SLR) 176 is provided between the control pressure passage 170 and the reservoir 78. The output hydraulic pressure of the power hydraulic pressure source 64 is controlled by the control of the pressure increasing linear control valve 172 and the pressure reducing linear control valve 176 and supplied to the common passage 152. The pressure increase linear control valve 172 and the pressure reduction linear control valve 176 constitute an output hydraulic pressure control valve device 178. Further, the pressure-increasing linear control valve 172 and the pressure-decreasing linear control valve 176 can be referred to as output hydraulic pressure control valves. Both the pressure-increasing linear control valve 172 and the pressure-decreasing linear control valve 176 are normally closed electromagnetic on-off valves that are in a closed state when no current is supplied to the solenoid, and continuously control the magnitude of the current supplied to the solenoid. Thus, the magnitude of the output hydraulic pressure can be continuously controlled.
As shown in FIG. 3, each of the pressure-increasing linear control valve 172 and the pressure-reducing linear control valve 176 includes a seating valve including a valve element 180 and a valve seat 182, a spring 184, and a solenoid 186. The urging force F <b> 2 acts in a direction in which the valve element 180 approaches the valve seat 182, and a current is supplied to the solenoid 186, so that the driving force F <b> 1 acts in a direction in which the valve element 180 is separated from the valve seat 182. Further, in the pressure-increasing linear control valve 172, a differential pressure acting force F3 corresponding to the pressure difference between the power hydraulic pressure source 64 and the common passage 152 acts in a direction to separate the valve element 180 from the valve seat 182. In the control valve 176, a differential pressure acting force F3 corresponding to the differential pressure between the common passage 152 (control pressure passage 170) and the reservoir 78 acts (F1 + F3: F2). In any case, by controlling the supply current to the solenoid 186, the differential pressure acting force F3 is controlled, and the hydraulic pressure in the control pressure passage 170 is controlled. It can also be considered that the hydraulic pressure in the common passage 152 is controlled by the control of the pressure-increasing linear control valve 172 and the pressure-decreasing linear control valve 176.

  The pressure increasing mechanism 100 is connected to the common passage 152 via a servo pressure passage 190. The servo pressure passage 190 is provided with a pressure increase mechanism cutoff valve (SREG) 192 as a high pressure generator cutoff valve. The pressure-increasing mechanism cutoff valve 192 is a normally open electromagnetic on-off valve.

On the other hand, the master passages 74 and 76 are connected to the downstream side of the holding valves 153FL and FR of the individual passages 150FL and FR of the left and right front wheels 2 and 4, respectively. (SMCFL, FR) 194FL, FR are provided. The master cutoff valve 194FL is a normally closed electromagnetic on-off valve, and the master cutoff valve 194FR is a normally open electromagnetic on-off valve.
Further, the stroke simulator 200 is connected to the master passage 74 via a simulator control valve 202. The simulator control valve 202 is a normally closed electromagnetic on-off valve.

As described above, in this embodiment, the hydraulic pressure control is performed by the power type hydraulic pressure source 64, the output hydraulic pressure control valve device 178, the master cutoff valve 194, the holding valve 153, the pressure reducing valve 156, the pressure increasing mechanism cutoff valve 192, and the like. Part 54 is configured.
The hydraulic pressure control unit 54 is controlled based on a command from the brake ECU 56. As shown in FIG. 1, the brake ECU 56 mainly includes a computer including an execution unit, an input / output unit, a storage unit, and the like. The input / output unit includes a brake switch 218, a stroke sensor 220, a master cylinder pressure sensor. 222, accumulator pressure sensor 224, brake cylinder pressure sensor 226, level warning 228, wheel speed sensor 230, door open / close switch 232, ignition switch 234, accelerator switch 236, etc., and hydraulic pressure control unit 54, etc. are connected. .
The brake switch 218 is a switch that turns from OFF to ON when the brake pedal 60 is operated.
The stroke sensor 220 detects an operation stroke (STK) of the brake pedal 60. In this embodiment, two sensors are provided, and similarly, an operation stroke of the brake pedal 60 is detected.
The master cylinder pressure sensor 222 detects the hydraulic pressure (PMCFL, FR) in the pressurizing chamber of the master cylinder 62, and is provided in the master passages 74 and 76, respectively. In principle, the hydraulic pressures in the master passages 74 and 76 are the same.
As described above, in this embodiment, the stroke sensor 220 and the master cylinder pressure sensor 222 are divided into two systems, and even if one of the two sensors breaks down, the brake operation state can be detected by the other. It becomes.

The accumulator pressure sensor 224 detects the pressure (PACC) of the hydraulic fluid stored in the accumulator 66.
The brake cylinder pressure sensor 226 detects the hydraulic pressure (PWC) of the brake cylinders 42 and 52 and is provided in the common passage 152. When the holding valve 153 is in the open state, the brake cylinders 42 and 52 and the common passage 152 are communicated with each other, so that the hydraulic pressure in the common passage 152 can be set to the hydraulic pressure in the brake cylinders 42 and 52.
The level warning 228 is a switch that is turned on when the hydraulic fluid stored in the reservoir 78 falls below a predetermined set amount. In the present embodiment, when the amount of the hydraulic fluid stored in any one of the three storage chambers 80, 82, 84 becomes equal to or less than the set amount, it is turned ON.
Wheel speed sensors 230 are provided corresponding to the left and right front wheels 2, 4 and the left and right rear wheels 46, 48, respectively, and detect the rotational speed of the wheels. Further, the traveling speed of the vehicle is acquired based on the rotational speed of the four wheels.
The door opening / closing switch 232 detects opening / closing of a door provided in the vehicle. It may be one that detects opening / closing of the door on the driver's seat side, or one that detects opening / closing of other doors. For example, a door courtesy lamp switch can be used as a door opening / closing switch.
The ignition switch (IGSW) 234 is a main switch of the vehicle, and the accelerator switch 236 is a switch that is turned on when an accelerator operating member (not shown) is in an operating state.
The CAN 59 is connected to an inter-vehicle control ECU 240, a collision avoidance ECU 242 and the like, and the brake ECU 56 controls the hydraulic pressure control unit 54 and the like in response to a braking request from these ECUs.
Furthermore, various programs, tables, and the like are stored in the storage unit.

<Initial check>
In this embodiment, an initial check is performed when a predetermined inspection start condition is satisfied. For example, the inspection start condition is that the door opening / closing switch 232 is turned on, the brake operation is first performed after the ignition switch 234 is turned on, and the like.

The initial check program represented by the flowchart of FIG. 4 is executed at predetermined time intervals.
In step 1 (hereinafter abbreviated as S1. The same applies to other steps), it is determined whether or not a predetermined inspection start condition is satisfied. If the inspection start condition is satisfied, the control system is checked in S2, and the possibility of liquid leakage is checked in S3.
In detecting the abnormality of the control system, for example, a disconnection occurs in each valve (pressure increase linear control valve 172, pressure reduction linear control valve 176, holding valve 153, pressure reduction valve 156, master cutoff valve 194, pressure increase mechanism cutoff valve 192, etc.). Whether or not a break has occurred, whether or not a disconnection has occurred in each sensor (brake switch 218, stroke sensor 220, master cylinder pressure sensor 222, accumulator pressure sensor 224, brake cylinder pressure sensor 226, wheel speed sensor 230, etc.) Is determined.

The possibility of liquid leakage is checked when the ignition switch 234 is turned on or when a brake operation is performed. For example, when (a) the level warning switch 228 is ON, (b) when a brake operation is performed, a predetermined relationship is established between the stroke of the brake pedal 60 and the hydraulic pressure of the master cylinder 62. In this case, it is assumed that there is no liquid leakage. However, if the hydraulic pressure in the master cylinder 62 is small relative to the stroke, there is a possibility of liquid leakage. Further, (c) if the detection value of the accumulator pressure sensor 226 does not exceed the liquid leakage determination threshold even if the pump 92 continues to operate for a predetermined set time or longer, (d) regenerative cooperative control is performed. If the detected value of the brake cylinder pressure sensor 226 is smaller than the detected value of the master cylinder pressure sensor 222, (e) if it is detected that there is a possibility of liquid leakage during the previous brake operation ( In the case where the hydraulic pressure of the master cylinder 62 is supplied to the brake cylinders 42 of the left and right front wheels 2, 4 and the pump pressure is supplied to the brake cylinders 52 of the left and right rear wheels 46, 48), there is a possibility of liquid leakage. It is said.
Thus, in the present embodiment, the presence or absence of the possibility of liquid leakage is detected based on the conditions (a) to (e). Therefore, even if it is detected that there is a possibility of liquid leakage, the liquid leakage may not actually occur {the conditions (b) to (e) described above are caused by causes other than liquid leakage. May be met}. Further, even if there is actually a liquid leak, the amount of liquid leak may be slight. However, even in these cases, since it cannot be determined that there is no possibility of liquid leakage, there is a possibility of liquid leakage.

<Control of hydraulic pressure supply state>
Based on the result of the initial check, the supply state of the hydraulic pressure to the brake cylinders 42 and 52 is controlled, and the supply state control program represented by the flowchart of FIG. Executed.
In S11, it is determined whether or not there is a braking request. When the brake switch 118 is ON, or when there is a request for operating the automatic brake, it is determined that there is a braking request, and the determination is YES. The automatic brake may be operated in traction control, vehicle stability control, inter-vehicle distance control, and collision avoidance control. When these control start conditions are satisfied, a braking request may be made.
When there is a braking request, in S12 and S13, a determination result of whether there is a possibility of liquid leakage or whether the control system is abnormal is read.
If both determinations are NO and the brake system is normal (in this embodiment, the control system is normal and there is no possibility of liquid leakage), regeneration is performed in S14. Cooperative control is performed.
If the control system is abnormal, the determination in S13 is YES, and in S15, no current is supplied to the solenoids of all valves, so that the original position is restored. Further, the pump motor 98 is kept in a stopped state.
If it is detected that there is a possibility of liquid leakage, the determination in S12 is NO, and in S16, the hydraulic pressure of the master cylinder 62 is supplied to the brake cylinders 42 of the left and right front wheels 2, 4, and the left and right rear wheels 46, The hydraulic pressure controlled by the output hydraulic pressure control valve device 178 is supplied to the 48 brake cylinders 52. Since it is rare that both the abnormality of the control system and the possibility of liquid leakage occur, the control system is normal even if there is a possibility of liquid leakage, the control of each valve, the drive of the pump motor 92 Is considered possible.
When the electric system is abnormal, no current is supplied to the brake system, so the valve is returned to the original position and the pump motor 92 is held in a stopped state. The state is the same as when the control system is abnormal.
In the present embodiment, the automatic brake is not operated when the control system is abnormal or when there is a possibility of liquid leakage.

1) When the system is normal Since the hydraulic pressure of the power hydraulic pressure source 64 is controlled and supplied to the brake cylinders 42 and 52 of the front, rear, left and right wheels 2, 4, 46 and 48 (pump pressurization). Yes, in principle, regenerative cooperative control is performed.
In the regenerative cooperative control, the total braking torque, which is the sum of the regenerative braking torque applied to the driving wheels 2 and 4 and the friction braking torque applied to both the driving wheels 2 and 4 and the driven wheels 46 and 48, is the total required braking torque. The control is performed as follows.
The total required braking torque is acquired based on detection values of the stroke sensor 220 and the master cylinder pressure sensor 222 (braking torque requested by the driver), or acquired based on the running state of the vehicle (traction control). , Braking torque necessary for vehicle stability control), information obtained from the inter-vehicle control ECU 242, the collision avoidance ECU 244, and the like. Then, the information supplied from the hybrid ECU 58 (the power generation side upper limit value that is the upper limit value of the regenerative braking torque determined based on the rotation speed of the electric motor 20, the power storage that is the upper limit value determined based on the charging capacity of the power storage device 22, etc. Side upper limit value) and the total required braking torque (requested value) described above are determined as the required regenerative braking torque, and information representing the required regenerative braking torque is supplied to the hybrid ECU 58.
Hybrid ECU 58 outputs information representing the required regenerative braking torque to motor ECU 28. The motor ECU 28 outputs a control command to the power converter 26 so that the braking torque applied to the left and right front wheels 2 and 4 by the electric motor 20 becomes the required regenerative braking torque. The electric motor 20 is controlled by the power converter 26.
Information representing the operating state such as the actual rotational speed of the electric motor 20 is supplied from the motor ECU 28 to the hybrid ECU 58. The hybrid ECU 58 obtains the actual regenerative braking torque actually obtained based on the actual operating state of the electric motor 20, and outputs information representing the actual regenerative braking torque value to the brake ECU 56.
The brake ECU 56 determines the required hydraulic braking torque based on a value obtained by subtracting the actual regenerative braking torque from the total required braking torque, so that the brake cylinder hydraulic pressure approaches the target hydraulic pressure corresponding to the required hydraulic braking torque. The pressure-increasing linear control valve 172, the pressure-decreasing linear control valve 176, and the like are controlled.

In the regenerative cooperative control, as shown in FIG. 6, in principle, the holding valves 153FL, FR, RL, RR of the front, rear, left and right wheels 2, 4, 46, 48 are all opened, and the pressure reducing valves 156FL, FR , RL, RR are all closed. Further, the master cutoff valves 194FL and FR are closed, the simulator control valve 202 is opened, and the pressure increase mechanism cutoff valve 192 is closed. With the common passage 152 cut off from the pressure increase mechanism 100 and the brake cylinders 42FL and FR of the left and right front wheels 2 and 4 cut off from the master cylinder 62, the pressure increase linear control valve 172 and the pressure reduction linear control valve 176 are controlled. The control pressure is supplied to the common passage 152 and supplied to the four-wheel brake cylinders 42 and 52.
In this state, when the slip of the wheels 2, 4, 46, 48 becomes excessive and the antilock control start condition is satisfied, the holding valve 153 and the pressure reducing valve 156 are opened and closed independently, and the brake cylinders 42 are opened and closed. , 52 is controlled. The slip state of the front, rear, left and right wheels 2, 4, 46, 48 is set to an appropriate state.
Further, in a vehicle in which regenerative cooperative control is not performed, such as when the hydraulic brake system is mounted on a vehicle that does not include the electric drive device 8, the total required braking torque and the hydraulic braking torque are equalized. The output hydraulic pressure control valve device 178 is controlled.

2) When the control system is abnormal (when the electrical system is abnormal)
As shown in FIG. 7, each valve is returned to its original position.
The pressure-increasing linear control valve 172 and the pressure-decreasing linear control valve 176 are closed when no current is supplied to the solenoid 184, and the power hydraulic pressure source 64 is shut off from the common passage 152.
Further, since the pressure increase mechanism cutoff valve 192 is opened, the pressure increase mechanism 100 is communicated with the common passage 152.
Further, since the holding valves 153FR and RL are in a closed state and the holding valves 153FL and RR are in an open state, the brake cylinders 42FL and 52RR of the left front wheel 2 and the right rear wheel 48 are communicated with the common passage 152, and the right front wheel 4, the brake cylinders 42FR and 52RL of the left rear wheel 46 are shut off.

By operating the brake pedal 60, hydraulic pressure is generated in the pressurizing chambers 70 and 72 of the master cylinder 62.
The hydraulic pressure in the pressurizing chamber 72 is supplied to the pressure increasing mechanism 100, and the pressure increasing mechanism 100 is operated. As the stepped piston 104 advances, the small-diameter side chamber 112 is cut off from the large-diameter side chamber 110 and the hydraulic pressure is increased. The valve opening member 125 is advanced, and the high pressure supply valve 116 is opened. Further, high-pressure hydraulic fluid is supplied from the accumulator 66 to the high-pressure chamber 114 through the high-pressure check valve 132 and then supplied to the small-diameter side chamber 112. The hydraulic pressure (servo pressure) in the small-diameter side chamber 112 is made higher than the hydraulic pressure in the master cylinder 62 (the brake operation force is boosted), and is supplied to the common passage 152 via the pressure-increasing mechanism cutoff valve 192 in the open state. It is supplied to the brake cylinders 42FL and 52RR for the left front wheel and the right rear wheel via the holding valves 153FL and RR.
In this case, since the master cutoff valve 194FL corresponding to the left front wheel 2 is in the closed state, the servo pressure supplied to the brake cylinder 42FL is prevented from flowing out to the master cylinder 62. Thereby, the hydraulic brake 40FL can be operated satisfactorily.

Since the pump device 65 is in a stopped state, the hydraulic pressure of the accumulator 66 becomes low over time. When the hydraulic pressure in the accumulator 66 becomes equal to or lower than the hydraulic pressure in the high-pressure chamber 114, the flow of hydraulic fluid between the accumulator 66 and the high-pressure chamber 114 is blocked, so that the stepped piston 104 is prevented from moving forward. Further, the stepped piston 104 may be prevented from moving forward by contacting the stopper. In any case, the hydraulic pressure in the small-diameter side chamber 112 does not increase any more, and the mechanical pressure intensifier 134 cannot exhibit the boosting function.
On the other hand, when the operating force of the brake pedal 60 is increased and the hydraulic pressure in the pressurizing chamber 72 of the master cylinder 62 becomes higher than the hydraulic pressure in the small-diameter side chamber 112, the mechanical pressure booster bypass passage 136 and the manual check valve 138 are passed through. It is supplied to the small-diameter side chamber 112 (the output side of the mechanical pressure intensifier 134) and supplied to the brake cylinders 42FL and 52RR of the left front wheel 2 and the right rear wheel 48 via the pressure intensifying mechanism cutoff valve 192 and the holding valves 153FL and RR. .
In this case, the hydraulic pressure in the pressurizing chamber 72 of the master cylinder 62 is supplied to the brake cylinders 42FL and 52RR of the left front wheel 2 and the right rear wheel 48 without being boosted.

Further, since the holding valves 153FR and RL are closed, the hydraulic pressure in the pressurizing chamber 72 is not supplied to the brake cylinders 42FR and 52RL of the right front wheel 4 and the left rear wheel 46.
The amount of hydraulic fluid that can be supplied from one pressurizing chamber 72 of the master cylinder 62 is determined. Therefore, when the number of brake cylinders to be supplied increases, there arises a problem that the hydraulic pressure of the brake cylinder cannot be sufficiently increased. On the other hand, since the pressure receiving area of the piston is larger in the front wheel brake cylinder 42 than in the rear wheel brake cylinder 52, the amount of hydraulic fluid consumed in the brake cylinder increases when the hydraulic pressure is the same.
From these circumstances, if the hydraulic pressure is supplied from the pressurizing chamber 72 to the brake cylinders 42FL and FR of the left and right front wheels 2 and 4, there is a risk of insufficient braking force.
On the other hand, the hydraulic pressure in the pressurizing chamber 72 can be supplied to two wheels on the same side in the width direction, for example, the brake cylinders 42FL and 52RL of the left front wheel 2 and the left rear wheel 46. However, in that case, a yaw moment may occur.
Therefore, if hydraulic fluid is supplied to the brake cylinders 42FL and 52RR of the two wheels (left front wheel 2 and right rear wheel 48) that are diagonal to each other, the two fluids are made less likely to cause yaw moment. The pressure brakes 40FL and 50RR can be operated satisfactorily.

Further, hydraulic pressure is supplied to the brake cylinder 42FR of the right front wheel 4 from the pressurizing chamber 70 of the master cylinder 62 through the master cutoff valve 194FR in the open state.
No hydraulic pressure is supplied to the brake cylinder 52RL of the left rear wheel 46.
Thus, in this embodiment, the hydraulic pressures of the pressure increase mechanism 100 and the master cylinder 62 are supplied to the three-wheel brake cylinders 42FL, FR, and 52RR when the control system is abnormal and the electric system is abnormal. As a result, the braking force of the entire vehicle can be increased as compared with the case where hydraulic pressure is supplied to the two-wheel brake cylinder.
Further, while the pressure increasing mechanism 100 is in operation, servo pressure is supplied to the left front wheel 2, master pressure is supplied to the right front wheel 4, and servo pressure is supplied to the right rear wheel 48. And the braking force difference between the two and the yaw moment can be further reduced.

3) When it is detected that there is a possibility of liquid leakage As shown in FIG. 8, the holding valves 153FL, FR of the left and right front wheels 2, 4 are closed, and the holding valves 153RL, RR of the left and right rear wheels 46, 48 are closed. Is opened. Further, the master cutoff valves 194FL and FR are opened, the pressure increase mechanism cutoff valve 192 is closed, and the simulator control valve 202 is closed. Further, all the pressure reducing valves 156 are closed. As described above, the hydraulic pressure of the master cylinder 62 is supplied to the brake cylinders 42FL and FR of the left and right front wheels 2 and 4, and the hydraulic pressure of the pump device 65 is supplied to the brake cylinders 52RL and RR of the left and right rear wheels 46 and 48. It is supplied in a controlled manner.
In this way, the holding valves 153FL, FR of the left and right front wheels 2, 4 are shut off, so that the brake cylinders 42FL, FR of the left and right front wheels 2, 4 are shut off from each other. Further, the brake cylinders 42FL, FR of the left and right front wheels 2, 4 and the brake cylinders 52RL, RR of the left and right rear wheels 46, 48 are blocked. Thus, the brake cylinders of the front and rear wheels are shut off from each other, and the brake cylinders of the left front wheel 2 and the right front wheel 4 are shut off on the front wheel side. That is, the three brakes (brake system 250FL including the left front wheel brake cylinder 42FL), (brake system 250FR including the right front wheel brake cylinder 42FR), and (brake system 250R including the left and right rear wheel brake cylinders 52FL and RR). The systems are cut off from each other. As a result, even if liquid leakage occurs in one of these three brake systems, the other brake systems are not affected.
In addition, since the pressure increase mechanism cutoff valve 192 is closed, it is possible to prevent the hydraulic fluid supplied from the power hydraulic pressure source 64 to the common passage 152 from flowing to the pressure increase mechanism 100. That is, in the present embodiment, the presence or absence of the possibility of liquid leakage is detected, but the position of liquid leakage is not specified. If there is a fluid leak in the brake system 250FL, a high hydraulic pressure cannot be supplied to the large-diameter side chamber 110, and the pressure-increasing mechanism 100 is held in an inoperative state. The stepped piston 104 is in the retracted end position, and the small diameter side chamber 112 and the large diameter side chamber 110 are communicated with each other by the communication passage 130. In this case, if the pressure-increasing mechanism shut-off valve 192 is in the open state, the common passage 152 and the pressurizing chamber 72 are communicated with each other via the communication passage 130, and the hydraulic pressure in the common passage 152 may flow backward. . On the other hand, when the pressure-increasing mechanism shut-off valve 192 is closed, it is possible to satisfactorily prevent the hydraulic fluid in the common passage 152 from flowing out to the master cylinder 62, and to brake the left and right rear wheels 46, It becomes possible to supply control pressure to the cylinders 52RL and RR.
In this embodiment, the brake system 250FR includes a brake cylinder 42FR, a master passage 76, a pressurizing chamber 70, a storage chamber 80, and the like, and the brake system 250FL includes a brake cylinder 42FL, a master passage 74, a pressurizing chamber, and the like. The brake system 250R includes the brake cylinders 52RL and RR, the individual passages 150RL and RR, the power hydraulic pressure source 64, the storage chamber 84, and the like.

4) When the hydraulic brake is released When the brake operation is released, the current is not supplied to the solenoids of all the valves, thereby returning the original position of FIG. Further, in the pressure increasing mechanism 100, the stepped piston 104 is returned to the retracted end, and the large-diameter side chamber 110 and the small-diameter side chamber 112 are communicated with each other through the liquid passage 130.
The hydraulic pressure in the brake cylinder 42FR for the right front wheel is returned to the master cylinder 62 and the reservoir 78 through the master cutoff valve 194FR in the open state, and the hydraulic pressure in the brake cylinder 42FL in the left front wheel 2 is in the open state. The pressure is returned to the master cylinder 62 and the reservoir 78 through the pressure increase mechanism cutoff valve 192 and the communication path 130. Similarly, the hydraulic pressure of the brake cylinder 52RR of the right rear wheel 48 is also returned to the reservoir 78 via the holding valve 153RR, the pressure increasing mechanism cutoff valve 192, and the pressure increasing mechanism 100. The hydraulic fluid in the brake cylinder 52 of the left rear wheel 46 is returned to the reservoir 78 via the pressure reducing valve 156RL that is open.
As for the brake cylinder 52RL of the left rear wheel 46, the holding valve 153RL is normally closed in order to prevent the hydraulic fluid of the master cylinder 62 and the pressure increasing mechanism 100 from being supplied when the control system is abnormal (electrical abnormality). It is an electromagnetic control valve. Therefore, when releasing the brake, the brake cylinder 52FL is disconnected from the common passage 152, and the hydraulic fluid cannot be returned to the master cylinder 62 via the pressure increasing mechanism 100. On the other hand, since the pressure reducing valve 156RL is a normally open electromagnetic opening / closing valve, the hydraulic fluid of the brake cylinder 52RL can be returned to the reservoir 78 via the pressure reducing valve 156RL. Further, when the pressure reducing valve 156 is a normally open electromagnetic opening / closing valve, there is a problem that the current must be continuously supplied to the solenoid in the operation state of the hydraulic brakes 40 and 50, and the power consumption increases. On the other hand, in the present embodiment, since there is one normally open pressure reducing valve 156RL, an increase in power consumption due to this can be suppressed.

As described above, in this embodiment, the supply state of the hydraulic pressure to the brake cylinders 42 and 52 is controlled according to the result of the initial check.
When the control system is abnormal (electrical system abnormality), the hydraulic pressure higher than the hydraulic pressure of the master cylinder 62 can be supplied to the brake cylinders 42FL and 52RR by the operation of the pressure increasing mechanism 100. Further, since the hydraulic pressure is supplied from the master cylinder 62 to the brake cylinder 42FR of the right front wheel 4, the three-wheel hydraulic brakes 40FL, FR, 50RR can be operated when the electric system is abnormal. As a result, a shortage of braking force can be resolved as compared with the case where the two-wheel hydraulic brake is operated. Further, since the servo pressure is supplied to the brake cylinder of the wheel at the diagonal position, it is possible to make the yaw moment less likely to occur.
When there is a possibility of liquid leakage, the brake systems 250FL, FR, R are cut off from each other. Therefore, even if liquid leakage occurs in one of the three brake systems 250FL, FR, R, it is possible to favorably avoid the influence of the other brake systems. In a brake system in which no fluid leaks, the hydraulic brake can be operated more reliably.
In the present embodiment, the holding valve 153FL functions as a left / right shut-off valve, and the holding valves 153FL, FR function as front / rear shut-off valves. Therefore, a dedicated front / rear shut-off valve and left / right shut-off valve are not required, and the cost can be reduced accordingly.

In the hydraulic brake system configured as described above, the supply state control device is configured by a part that stores the supply state control program represented by the flowchart of FIG. The supply state control device is also a solenoid valve control unit. In addition, it can be considered that the communication cutoff control device is configured by a part that stores S16, a part that executes S16, and the like.
Also, the output hydraulic pressure control valve device 178 and the portion that stores S14 and 16 of the brake ECU 56, the portion that executes the output hydraulic pressure control device, and the like constitute the output hydraulic pressure control device.
Furthermore, the master passage 74, the individual passage 150FL, the holding valve 153FL, the master shut-off valve 194FL, and the brake cylinder 42FL are respectively a first manual passage, a first individual passage, a first on-off valve, a first manual shut-off valve, and a first brake. Corresponding to the cylinder, the master passage 76, the individual passage 150FR, the holding valve 153FR, the master cutoff valve 194FR, and the brake cylinder 42FR are respectively a second manual passage, a second individual passage, a second on-off valve, a second manual cutoff valve, Corresponds to the second brake cylinder. The holding valves 153FL, FR, RL, and RR are also pressure increase control valves.
Further, a hydraulic pressure supply passage is constituted by the common passage 152, the individual passage 150, and the like.
Furthermore, the part which memorize | stores S3 of brake ECU56, the part to perform, etc. comprise the liquid leak possibility detection apparatus.

FIG. 9 shows a brake circuit of the hydraulic brake system according to the second embodiment. The same components as those of the brake circuit in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. The control by the brake ECU 56 is the same as in the first embodiment.
In the second embodiment, the brake cylinders 52RL and RR of the left and right rear wheels 46 and 48 are connected to the common passage 310 via one individual passage 312. The hydraulic pressures of the brake cylinders 52RL and RR of the left and right rear wheels 46 and 48 are controlled in common. The individual passage 312 is provided with a common holding valve 314. The holding valve 314 is a normally closed electromagnetic on-off valve. In addition, a brake cylinder-side check valve 316 that allows the flow of hydraulic fluid from the brake cylinders 52RL and RR to the common passage 310 and blocks the reverse flow is provided in parallel with the holding valve 314.
The brake cylinders 42FL and FR of the left and right front wheels 2 and 4 are connected to the common passage 310 via the individual passages 320FL and FR, respectively, but no holding valve is provided in the individual passages 320FL and FR. On the other hand, master passages 74 and 76 are connected to the individual passages 320FL and FR, and master cutoff valves 324FL and FR are provided in the master passages 74 and 76, respectively. The master cutoff valve 324FL is a normally closed electromagnetic on-off valve, and the master cutoff valve 324FR is a normally open electromagnetic on-off valve.
Further, a front / rear shut-off valve 330 is provided between the connection portion of the individual passage 312 and the connection portion of the servo pressure passage 190 of the common passage 310, and a portion between the connection portion of the common passage 310 and the two individual passages 320FL and 320FR. A left and right shut-off valve 332 is provided on the left side.
The front / rear shut-off valve 330 and the left / right shut-off valve 332 are normally open electromagnetic on-off valves.
In the hydraulic brake circuit shown in FIG. 9, the left and right shut-off valve 332 is provided in the common passage 310, but is provided in a portion closer to the common passage than the connection portion of the master passages 74 and 76 of the individual passages 320FL and FR. May be. Further, although the front / rear shut-off valve 330 is provided on the individual passage 312 side from the connection portion of the servo pressure passage 190, it may be provided on the individual passage 320 side from the connection portion of the servo pressure passage 190.

The operation of the hydraulic brake system configured as described above will be described.
1) When the hydraulic brake system is normal As shown in FIG. 10, the pressure increasing mechanism 100 is disconnected from the common passage 310, and the brake cylinders 42 FL and FR of the left and right front wheels 2 and 4 are disconnected from the master cylinder 62. Thus, the hydraulic pressure controlled by the output hydraulic pressure control valve device 178 is supplied to the common passage 310.
Further, the holding valves 314 of the left and right rear wheels 46 and 48 are opened, and the front and rear shut-off valves 330 and the left and right shut-off valves 332 are opened. Therefore, the control pressure is supplied to all the brake cylinders 42 and 52.

2) When the control system is abnormal (when the electrical system is abnormal)
All valves are returned to their original positions shown in FIG. Servo pressure output from the pressure increasing mechanism 100 is supplied to the common passage 310. In this case, since the holding valve 314 of the left and right rear wheels 46 and 48 is a normally closed valve, the servo pressure is supplied to the brake cylinders 42FL and FR of the left and right front wheels 2 and 4.
Further, since the master shut-off valve 324FR is in an open state, the pressure increase mechanism 100 is supplied to the pressurizing chamber 70 while the output hydraulic pressure of the pressure increasing mechanism 100 is higher than the hydraulic pressure of the master cylinder 62. As a result, the hydraulic pressure in the pressurizing chamber 70 increases, the force applied to the pressurizing piston 69 increases, and the hydraulic pressure in the pressurizing chamber 72 increases. The hydraulic pressure for operating the pressure increasing mechanism 100 is increased, the output hydraulic pressure is increased, and the hydraulic pressures of the brake cylinders 42FL and FR of the left and right front wheels 2 and 4 can be further increased.
When the pressure of the hydraulic fluid stored in the accumulator 66 decreases and the hydraulic pressure in the pressurizing chamber 72 becomes higher than the output hydraulic pressure of the pressure increasing mechanism 100, the hydraulic pressure in the master cylinder 62 mainly passes through the manual check valve 138. It is supplied to the brake cylinder 42FL of the left front wheel 2. The hydraulic pressure in the pressurizing chamber 70 of the master cylinder 62 is mainly supplied to the brake cylinder 42FR of the right front wheel 4. Thus, the hydraulic pressures in the pressurizing chambers 72 and 70 are supplied to the brake cylinders 42FL and FR of the left and right front wheels 2 and 4, respectively, and the hydraulic brakes 40FL and FR can be operated satisfactorily. .
Further, since the brake cylinder hydraulic pressures of the left and right front wheels 2 and 4 are substantially the same, yaw moment is hardly generated.

3) When it is detected that there is a possibility of liquid leakage As shown in FIG. 12, the pressure-increasing mechanism cutoff valve 192, the left and right cutoff valves 332, and the front and rear cutoff valves 330 are closed. Further, the holding valve 314 is opened, and the master cutoff valves 324FL and FR are opened.
The brake cylinders 52RL and RR of the left and right rear wheels 46 and 48 are supplied with the hydraulic pressure of the power hydraulic pressure source 64 controlled, and the brake cylinders 42FL and FR of the left and right front wheels 2 and 4 are respectively supplied to the master cylinder 62. Hydraulic pressure is supplied. In this case, since the left and right shut-off valves 332 and the front and rear shut-off valves 330 are closed, (the brake system 350FL including the brake cylinder 42FL), (the brake system 350FR including the brake cylinder 42FR), and (the brake cylinders 52RL and RR are The three systems including the brake system 350R) are cut off from each other. Therefore, even if one of the three brake systems 350FL, FR, and R has a liquid leak, it is avoided that the influence is exerted on the other brake systems. Further, in a brake system in which no fluid leaks, the hydraulic brake can be operated more reliably.
In this embodiment, since the left / right shut-off valve 332 is provided on the brake cylinder 42FR side of the right front wheel 4 with respect to the connecting portion of the servo pressure passage 190 of the common passage 310, the pressure increase mechanism shut-off valve 192 needs to be closed. Is not necessarily. When the left / right shut-off valve 332 and the front / rear shut-off valve 330 are closed, the pressure-increasing mechanism 100 communicates only with the brake cylinder 42FL of the left front wheel 2 and is shut off from the other brake systems 350FR and 350R. It is.

4) When hydraulic brake is released Each valve is returned to the original position shown in FIG. The hydraulic fluid in the brake cylinder 42FR of the right front wheel 4 is returned to the master cylinder 62 through the master passage 76, and the hydraulic fluid in the brake cylinder 42FL of the left front wheel 2 is returned through the pressure increasing mechanism 100. The hydraulic fluid in the brake cylinders 52RL and RR of the left and right rear wheels 46 and 48 is in the brake cylinder side check valve 316, the open / close valve 330, the common passage 310, the pressure increasing mechanism 100, or the open state. It is returned to the master cylinder 62 through the front / rear shut-off valve 330, the left / right shut-off valve 332, and the master shut-off valve 324.
Thus, in the present embodiment, the holding valve 314 provided corresponding to the rear wheels 46 and 48 is a normally closed electromagnetic on-off valve, but the brake cylinder side check valve 316 is in parallel with the holding valve 314. Therefore, when the electric system is abnormal, the hydraulic fluid is not supplied to the brake cylinders 52 of the rear wheels 46 and 48, thereby ensuring the braking force and ensuring the hydraulic fluid in the brake cylinders 52 when releasing the brake. It becomes possible to return to.
In the present embodiment, the individual passage 312 corresponds to the third individual passage, and the holding valve 314 corresponds to the third on-off valve.

  Note that the holding valve 314 can have a function as a brake-side check valve. The holding valve 314 is a normally closed electromagnetic on-off valve and has the same structure as the pressure-increasing linear control valve 172, the pressure-decreasing linear control valve 176, etc. shown in FIG. In the closed state of the holding valve 314, if no current is supplied to the solenoid, a differential pressure acting force F3 corresponding to the differential pressure across the valve and a spring biasing force F2 act on the valve element. In this case, if the spring of the holding valve 314 has a small biasing force F2, the hydraulic pressure of the brake cylinder 52 becomes higher than the hydraulic pressure of the common passage 310 in the closed state of the holding valve 314, and the differential pressure acting force. When F3 becomes larger than the spring biasing force F2, the holding valve 314 is switched to the open state. Thus, by making the spring of the holding valve 314 have a small urging force, the brake cylinder side check valve 316 is not necessary, and the cost can be further reduced.

In the hydraulic brake system of the second embodiment, when it is detected that there is a possibility of liquid leakage, the state shown in FIG. 12 is set, but the present invention is not limited thereto.
Hereinafter, control of the left and right shut-off valves 332 and the front and rear shut-off valves 330 when it is detected that there is a possibility of liquid leakage in the brake system including the hydraulic brake circuit described in the second embodiment will be described.
The left and right shut-off valves 332 and the front and rear shut-off valves 330 are desirably kept closed as much as possible when it is detected that there is a possibility of liquid leakage. Even if it is detected that there is a possibility of liquid leakage, it does not necessarily mean that there is actually liquid leakage. However, if there is actual liquid leakage, the effect of the liquid leakage does not affect other brake systems. It is desirable to do so. However, since the left and right shut-off valves 332 and the front and rear shut-off valves 330 are normally open electromagnetic on-off valves, it is necessary to continue supplying current to the solenoid in order to maintain the closed state. If supplied, problems such as increased power consumption and overheating of the solenoid occur.
On the other hand, when no hydraulic pressure is applied to the brake system 350FL, FR, R, etc., even if there is a portion that actually leaks, the hydraulic fluid hardly flows out from there. The impact on other brake systems is also small.
In consideration of the above circumstances, in the second embodiment, when there is a possibility of liquid leakage, in principle, the left and right shut-off valves 332 and the front and rear shut-off valves 330 are kept closed and determined in advance. When the specified open permission condition is satisfied (when the open state does not matter), the supply current to the solenoid is turned OFF and the open state is set.
In other words, even if there is a possibility of liquid leakage, when it is truly necessary (when the closing condition is satisfied), the supply current to the solenoid is turned ON and the closed state is established. It is done. In any case, it is possible to prevent overheating of the solenoid and reduce power consumption.

A) The left / right cutoff valve 332 and the front / rear cutoff valve 330 can be controlled by a left / right cutoff valve / front / rear cutoff valve control program shown in the flowchart of FIG. The program represented by the flowchart of FIG. 13 is executed at predetermined time intervals.
In S61, the detection result of the possibility of liquid leakage is read. If there is a possibility of liquid leakage, it is determined in S62 whether or not the brake switch 218 is ON. If it is ON, the left and right shut-off valves 332 and the front and rear shut-off valves 330 are closed in S63, but if it is OFF, no current is supplied to the solenoid and it is opened in S64. . In addition, when the brake switch 218 is switched from OFF to ON, the left and right shut-off valves 332 and the front and rear shut-off valves 330 are also switched to the closed state.
When the brake switch 218 is ON and the hydraulic brakes 40 and 50 are operating, it is desirable that the left and right shut-off valves 332 and the front and rear shut-off valves 330 are closed to make the three brake systems 350FL, FR, and R independent of each other. . In this case, as in the second embodiment, the hydraulic pressure controlled by the output hydraulic pressure control valve device 178 is supplied to the brake cylinders 52RL and RR of the left and right rear wheels 46 and 48, and the left and right front wheels 2, The hydraulic pressure can be supplied from the master cylinder 62 to the four brake cylinders 42FL and FR.
When it is detected that there is a possibility of liquid leakage, when the regenerative cooperative control is not performed, when the brake switch 218 is ON, the hydraulic brakes 40 and 50 are in the operating state. It is thought that there is.
In the left / right shut-off valve 332 and the front / rear shut-off valve 330, heat generation is suppressed by increasing the number of windings of the solenoid coil, or heat generation is suppressed by controlling the supply current.
On the other hand, when the brake switch 218 is OFF and the hydraulic brakes 40 and 50 are in an inoperative state, even if the left and right shut-off valves 332 and the front and rear shut-off valves 330 are open, the brake system 218 The effect of liquid leakage is small. Therefore, in the OFF state of the brake switch 218, the supply current to the solenoids of the left and right shut-off valves 332 and the front and rear shut-off valves 330 is turned off and opened. Thereby, power consumption can be reduced and overheating can be suppressed.
If there is no possibility of liquid leakage, the determination in S61 is NO, and S63 and 64 are not executed. This means that the left / right shut-off valve 332 and the front / rear shut-off valve 330 are not controlled by this program but by another program such as a supply state control program. Therefore, when it is detected that there is no possibility of liquid leakage, it is usually returned to the open state, but it is not always immediately switched to the open state. For example, in vehicle stability control and traction control, when the hydraulic pressure controlled by the output hydraulic pressure control valve device 178 is supplied only to the brake cylinder 42FL of the left front wheel 2, the left / right shut-off valve 332 is closed. .

In S62, it may be determined whether or not the hydraulic pressure detected by the brake cylinder pressure sensor 224 is equal to or greater than an action determination threshold value at which the hydraulic brakes 40 and 50 can be considered to be in an operating state. . In this way, for example, the left and right shut-off valves 332 and the front and rear shut-off valves 330 are closed even when the automatic brake is activated when it is detected that there is a possibility of liquid leakage. Can be.
Further, the presence or absence of the possibility of liquid leakage is not limited to the initial check, but can be detected each time. That is, it is possible to detect whether or not there is a possibility of liquid leakage in S61.
The communication cut-off control device is configured by the left and right cut-off valves of FIG. Among them, the part for storing S62 and S63, the part for executing, etc. constitute the electromagnetic valve closing control part, and the part for storing S62, 64, the part for executing etc. constitute the electromagnetic valve opening control part. The electromagnetic valve closing control unit is also an operation-compatible closing control unit.
The left / right shut-off valve 332 corresponds to the first communication shut-off valve, and the front / rear shut-off valve 330 corresponds to the second communication shut-off valve.
It can be considered that the electromagnetic valve closing control unit corresponds to the electromagnetic valve closing holding unit, and the electromagnetic valve opening control unit corresponds to the forced electromagnetic valve opening control unit.

B) The left and right shut-off valves 332 and the front and rear shut-off valves 330 can be controlled by a control program represented by the flowchart of FIG.
In S71, the detection result of the possibility of liquid leakage is read. If there is a possibility of liquid leakage, in S72 and 73, whether or not the hydraulic pressure of at least one brake cylinder 42 or 52 is greater than a preset hydraulic pressure, whether or not the at least one brake cylinder 42 or 52 It is determined whether or not the absolute value of the change gradient of the hydraulic pressure is greater than the set gradient. If at least one determination result is YES, the closed state is set in S74, but if both determinations are NO, the open state is set in S75.
For example, if there is a fluid leak, the set fluid pressure will flow out from the leaked part (for example, the part where the seal has deteriorated) to the outside by a set amount or more. It can be set to a hydraulic pressure (which can be referred to as an influence determination threshold) that can be regarded as a problem of the influence on. The set hydraulic pressure can be set to a value larger than the hydraulic pressure (action determination threshold value) that can be considered that the hydraulic brakes 42 and 52 are in the operating state. In other words, even if the hydraulic brakes 42 and 52 are in the operating state, the amount of leakage is small when the hydraulic pressure in the brake cylinders 42 and 52 is low, so that the influence of the leakage is small and can be opened. However, when the hydraulic pressure is high, the influence thereof is large, and it is considered that the necessity for the closed state is high.
On the other hand, when the absolute value of the change gradient of the hydraulic pressure of the brake cylinders 42 and 52 is larger than the set gradient, the amount of liquid leakage is considered to increase. Further, when the increase gradient of the brake cylinder hydraulic pressure is large, it can be considered that the possibility that the brake cylinder hydraulic pressure becomes high is high. Therefore, when the absolute value of the change gradient is large, it is desirable that the left and right cutoff valves 332 and the front and rear cutoff valves 330 are closed.
In addition, in the open state of the left and right shut-off valves 332 and the front and rear shut-off valves 330, it is desirable that the master shut-off valves 324FL and FR are closed.
In the present embodiment, a hydraulic pressure corresponding close control unit is configured by a part that stores S72, 73, and 74 of the brake ECU 56, a part that executes S72, 73, and 74.
In S73, it may be determined whether or not the absolute value of the change gradient of the brake cylinder hydraulic pressure is likely to be greater than the set gradient. For example, when the possibility that the brake pedal 60 is operated is high, it can be considered that the increase gradient is likely to be larger than the set gradient.

C) The left / right shut-off valve 332 and the front / rear shut-off valve 330 may be controlled by a control program represented by the flowchart of FIG.
If there is a possibility of liquid leakage, in S82 and 83, whether or not the ignition switch 234 is ON and the traveling speed of the vehicle is equal to or lower than a set speed that can be regarded as being stopped is determined. It is determined whether 234 is ON and the accelerator switch 236 is OFF. If at least one determination result is YES, the closed state is set in S84, but if both determination results are NO, the open state is set in S85. If the ignition switch 234 is OFF, or if the ignition switch 234 is ON and the vehicle is running and the accelerator pedal is operated, the brake pedal 60 is unlikely to be operated. It is considered that it can be opened.
When the traveling speed of the vehicle is equal to or lower than the set speed, the brake pedal 60 is highly likely to be operated when the accelerator pedal is not operated. During the operation of the brake pedal 60, the increasing gradient of the hydraulic pressure of the brake cylinders 42 and 52 becomes large, so that the influence of other liquid leaks on the brake system becomes large. Therefore, it is desirable that the brake pedal 60 be closed before the operation of the brake pedal 60 is actually started.
When the brake pedal 60 is actually operated, since the accelerator switch 324 is OFF, the determination in S83 is NO, and in S84, the left and right shut-off valves 332 and the front and rear shut-off valves 330 are closed. .
In the present embodiment, the vehicle stop / close control unit is configured by a part that stores S82 and S84 of the brake ECU 56, a part that executes S82, and the like. In addition, it can be considered that the operation corresponding close control unit is configured by a part that stores S82 to S84, a part that executes S82 to 84, and the like.
Even when the operation of the brake pedal 60 is released, since the left and right shut-off valves 332 and the front and rear shut-off valves 330 are in the closed state, after the operation, the decompression linear control valve 176 is kept open for a set time, and the rear Desirably, the hydraulic pressures of the brake cylinders 52RL and RR of the wheels 46 and 48 are returned to the reservoir 78 via the pressure-reducing linear control valve 176.

D) The front / rear shut-off valve 330 and the left / right shut-off valve 332 may be controlled by a program represented by the flowchart of FIG. In this embodiment, when a liquid leak is detected, the closed state is always maintained in principle. However, the brake switch 218 is kept open for a set time after the brake switch 218 is turned off. This is because it is unlikely that the brake operation will be performed again within the set time after the brake pedal is released. The set time is a time when it is considered that the possibility that the brake operation is performed again is low after the brake operation is released.
In S91, whether or not there is a possibility of liquid leakage is detected, and if it is determined that there is a possibility of liquid leakage, a set time (for example, 2 seconds) after the brake switch 218 is switched from ON to OFF in S92. It is determined whether or not (degree) has elapsed. Before the set time elapses, the open state is set in S93. However, when the set time elapses, the set state is closed in S94. Even if the brake switch 218 is in an OFF state, the brake switch 218 is in a closed state, and the brake switch 218 is kept in a closed state regardless of whether the ignition switch 234 is ON or OFF.
In the present embodiment, the electromagnetic valve closing and holding unit is configured by the part that stores S91, 92, and 94 of the brake ECU 56, the part that executes S91, 92, and the like. An open control unit is configured. Further, it can be considered that the operation corresponding close control unit is configured by a part that stores S92 and 93, a part that executes S92, 93, and the like.

E) It is also possible to control according to the program represented by the flowchart of FIG. In this embodiment, when a liquid leak is detected, the ignition switch 234 is held in the closed state while the ignition switch 234 is in the ON state. However, the ignition switch 234 is held in the open state while the ignition switch 234 is OFF. .
In S95, whether or not there is a possibility of liquid leakage is detected. If it is determined that there is a possibility of liquid leakage, it is determined in S96 whether or not the ignition switch 234 is in the ON state. If it is in the ON state, it is closed in S97, but if it is in the OFF state, it is opened in S97.
In the present embodiment, the switch ON-closing control unit is configured by a part for storing S96 and 97, a part for executing S96, and the like.

Note that the left and right shut-off valves 332 and the front and rear shut-off valves 330 can always be kept closed regardless of whether the ignition switch 234 is ON or OFF.
Further, when the left and right shut-off valves 332 and the front and rear shut-off valves 330 are closed for a predetermined heat generation suppression time and the brake switch 218 is OFF, the left and right shut-off valves 332 and 330 are opened for a predetermined cooling time. It can also be in a state. If it does in this way, heating of a solenoid can be controlled favorably and power consumption can be reduced.
Furthermore, the control of the left / right shut-off valve 332 and the front / rear shut-off valve 330 may be performed in a mode in which a part or all of two or more of the above five programs are combined.
Further, the control of the left / right shut-off valve 332 and the control of the front / rear shut-off valve 330 are performed by separate programs, or the left / right shut-off valve 332 and the front / rear shut-off valve 330 are alternately switched when a predetermined condition is satisfied. It is also possible to make it open.

The brake circuit may be configured as shown in FIG.
In the brake circuit according to the present embodiment, individual hydraulic pressure control units 360FR, FL capable of controlling the hydraulic pressures of the brake cylinders 42FL, FR are provided in the middle of the individual passages 320FR, FL of the left and right front wheels 2, 4. The individual hydraulic pressure control units 360FL and FR can each include one or more electromagnetic on-off valves, and can include the holding valve 153 and the pressure reducing valve 156 in the hydraulic brake system of the first embodiment, The control valve 172 and the pressure-reducing linear control valve 176 can be included. If the individual hydraulic pressure control units 360FL and FR are provided, the hydraulic pressures of the brake cylinders 42FL and FR can be finely controlled.

The pressure increasing mechanism 100 and the output hydraulic pressure control valve device 178 are not essential. The power hydraulic pressure source 64 may be used only for operating the pressure increasing mechanism 100.
Moreover, it can also implement in the aspect which combined 2 or more of Example 1,2,3. For example, the first and second embodiments are combined, and in the brake hydraulic pressure circuit, (i) holding valves 153FL, FR and pressure reducing valves 156FL, FR are provided corresponding to the brake cylinders 42FL, FR on the left and right front wheels, A holding valve 314 is commonly provided corresponding to the cylinders 52RL and RR, or (ii) a holding valve 332 is provided corresponding to the brake cylinder 42FR of the right front wheel and held corresponding to the brake cylinders 52RL and FR of the left and right rear wheels. Valves 153RL and RR and pressure reducing valves 156RL and RR may be provided. Furthermore, the control of the third embodiment can be applied to the brake hydraulic circuit of the first embodiment. In this case, both the holding valves 153FL and FR, or the normally open holding valve 153FR is the control target valve.
In addition to the above-described embodiments, the present invention can be carried out in various modifications and improvements based on the knowledge of those skilled in the art.

  40, 50: Hydraulic brake 42, 52: Brake cylinder 54: Hydraulic pressure control unit 56: Brake ECU 60: Brake pedal 62: Master cylinder 64: Powered hydraulic pressure source 66: Accumulator 70, 72: Pressurizing chamber 74, 76: Master passage 100: Pressure increasing mechanism 104: Stepped piston 110: Large diameter side chamber 112: Small diameter side chamber 132: High pressure side check valve 138: Manual side check valve 134: Mechanical pressure booster 150: Individual passage 152: Common Passage 153: holding valve 156; pressure reducing valve 170: control pressure passage 172: pressure increasing linear control valve 176: pressure reducing linear control valve 178: output hydraulic pressure control valve device 190: servo pressure passage 192: pressure increasing mechanism cutoff valve 218: brake Switch 220: Stroke sensor 222: Master cylinder pressure sensor 224: Aki Suit of Lights pressure sensor 226: Brake cylinder pressure sensor 228: Level warning 230: wheel speed sensors

Claims (13)

A hydraulic brake that is provided on each of the plurality of wheels of the vehicle and is operated by the hydraulic pressure of the brake cylinder to suppress rotation of the wheels;
One or more hydraulic pressure sources;
The one or more hydraulic pressure sources are connected, a first brake cylinder of the brake cylinders of the plurality of hydraulic brakes is connected via a first individual passage, and the first of the plurality of brake cylinders is A common passage in which a second brake cylinder different from the one brake cylinder is connected via a second individual passage different from the first individual passage;
The hydraulic pressure supply passage including the first individual passage, the second individual passage and the common passage is provided in a portion between the first brake cylinder and the second brake cylinder, and is opened when no current is supplied to the solenoid. A communication shut-off valve that is a normally open electromagnetic on-off valve in a state;
A liquid leakage possibility detecting device for detecting whether or not the brake system has a liquid leakage possibility;
A communication cutoff control that shuts off the first brake cylinder and the second brake cylinder by closing the communication cutoff valve when the leakage detection possibility detecting device detects that there is a possibility of liquid leakage. Equipment,
A brake system including a brake operating member operable by a driver ,
When the communication cutoff control device detects that there is a possibility of the liquid leakage by the liquid leakage possibility detection device, and the brake operation member is in a non-operating state but is likely to be operated A brake system comprising: an electromagnetic valve closing control unit that closes the communication cutoff valve . 2. The control unit according to claim 1, wherein the electromagnetic valve closing control unit includes a control unit that closes the communication cutoff valve on the assumption that the brake operation member is likely to be operated when the accelerator pedal is not operated. Brake system. The electromagnetic valve closing control unit further detects that there is a possibility of the liquid leakage by the liquid leakage possibility detection device, and at least one liquid of the first brake cylinder and the second brake cylinder When at least one of the pressure higher than the set hydraulic pressure and the absolute value of the change gradient of the hydraulic pressure of at least one of the first brake cylinder and the second brake cylinder greater than the set gradient is satisfied, The brake system according to claim 1 , further comprising a hydraulic pressure corresponding close control unit that closes the communication cutoff valve. The electromagnetic valve closing control unit further detects the possibility of the liquid leakage by the liquid leakage possibility detection device, and the communication cutoff valve is turned on while the vehicle main switch is in the ON state. The brake system according to any one of claims 1 to 3, further comprising a switch ON middle closing control unit that holds the switch in a closed state. The electromagnetic valve closing control unit further detects that there is a possibility of the liquid leakage by the liquid leakage possibility detection device, and the traveling speed of the vehicle is equal to or less than a set speed that can be regarded as being in a stopped state. The brake system according to any one of claims 1 to 4 , further comprising a stop control unit that stops the communication shut-off valve in a closed state for a while. Even if the communication cutoff valve is in a closed state, the communication cutoff control device switches the communication cutoff valve from a closed state to an open state when the open / closed open condition is satisfied, and the open / close permission is set. The brake system according to any one of claims 1 to 5 , further comprising a compulsory electromagnetic valve opening control unit that returns the communication cut-off valve to a closed state when a condition is not satisfied. Even if the communication cutoff control device detects that there is a possibility of liquid leakage by the liquid leakage possibility detection device, the communication cutoff valve is opened while the open permission condition during detection is satisfied. The brake system according to any one of claims 1 to 6 , further comprising an electromagnetic valve opening control unit. The portion between the first brake cylinder and the second brake cylinder of the hydraulic pressure supply passage, claim 1 which is not normally closed solenoid valve is provided in the closed state when the current to the solenoid is not supplied The brake system as described in any one of thru | or 7 . The brake system includes two manual hydraulic pressure sources that generate hydraulic pressure by operating the brake operating member, which is different from the one or more hydraulic pressure sources, and one of the two manual hydraulic pressure sources. Is connected to the first individual passage via a first manual passage, the other of the two manual hydraulic pressure sources is connected to the second individual passage via a second manual passage, and the communication cutoff valve but the fluid pressure supply passage, claims 1 a first and second communication shutoff valve provided in the portion between the connecting portion of the second manual passage and connection of the first manual passage 8 The brake system as described in any one of these. One of the one or more hydraulic pressure sources is a powered hydraulic pressure source;
  The brake system includes (i) a first brake system including the one manual hydraulic pressure source and the first brake cylinder, and (ii) the other manual hydraulic pressure source and the second brake cylinder. And (iii) the first brake cylinder and the second brake cylinder of the plurality of hydraulic brake brake cylinders connected to the common passage. A third brake system comprising a third brake cylinder different from the first brake passage, and (iv) a first electromagnetic opening / closing provided on a portion closer to the common passage than a connection portion of the first manual passage of the first individual passage A valve, and (v) a second electromagnetic on-off valve provided in a portion of the second individual passage closer to the common passage than a connection portion of the second manual passage,
  The communication shut-off device shuts off the first, second, and third brake systems from each other by closing the first electromagnetic on-off valve and the second electromagnetic on-off valve. The brake system according to claim 9, wherein one of the first electromagnetic on-off valve and the second electromagnetic on-off valve corresponds to the first and second communication cutoff valves. In the common passage, a third brake cylinder different from the first brake cylinder and the second brake cylinder among the brake cylinders of the plurality of hydraulic brakes is separated from the first individual passage and the second individual passage. The first individual passage is connected via a third individual passage, and the communication cutoff valve is provided at a portion of the common passage between the connection portion of the third individual passage and the connection portion of the first individual passage. The brake system according to any one of claims 1 to 10 , which is a third communication cutoff valve.   A hydraulic brake that is provided on each of the plurality of wheels of the vehicle and is operated by the hydraulic pressure of the brake cylinder to suppress rotation of the wheels;
  One or more hydraulic pressure sources;
  The one or more hydraulic pressure sources are connected, a first brake cylinder of the brake cylinders of the plurality of hydraulic brakes is connected via a first individual passage, and the first of the plurality of brake cylinders is A common passage in which a second brake cylinder different from the one brake cylinder is connected via a second individual passage different from the first individual passage;
  The hydraulic pressure supply passage including the first individual passage, the second individual passage and the common passage is provided in a portion between the first brake cylinder and the second brake cylinder, and is opened when no current is supplied to the solenoid. A communication shut-off valve that is a normally open electromagnetic on-off valve in a state;
  A liquid leakage possibility detecting device for detecting whether or not the brake system has a liquid leakage possibility;
  A communication cutoff control that shuts off the first brake cylinder and the second brake cylinder by closing the communication cutoff valve when the leakage detection possibility detecting device detects that there is a possibility of liquid leakage. Equipment and
A brake system comprising:
  The communication cutoff control device detects that there is a possibility of the liquid leakage by the liquid leakage possibility detection device, and the hydraulic pressure of at least one of the first brake cylinder and the second brake cylinder is: A hydraulic pressure-responsive closing that causes the communication shut-off valve to be closed from an open state when the influence determination threshold value is greater than an action determination threshold value that is a value that can be considered that the at least one brake cylinder is in an action state. A brake system including a control unit. A hydraulic brake that is provided on each of the plurality of wheels of the vehicle and is operated by the hydraulic pressure of the brake cylinder to suppress rotation of the wheels;
  One or more hydraulic pressure sources;
  The one or more hydraulic pressure sources are connected, and (i) a first brake cylinder of the plurality of hydraulic brake brake cylinders is connected via a first individual passage, and (ii) the plurality of hydraulic pressure sources A second brake cylinder different from the first brake cylinder among the brake cylinders is connected via a second individual passage different from the first individual passage; and (iii) the brake cylinders of the plurality of hydraulic brakes A common passage in which a third brake cylinder different from the first brake cylinder and the second brake cylinder is connected via a third individual passage different from the first individual passage and the second individual passage;
  The hydraulic pressure supply passage including the first individual passage, the second individual passage and the common passage is provided in a portion between the first brake cylinder and the second brake cylinder, and is opened when no current is supplied to the solenoid. A communication shut-off valve that is a normally open electromagnetic on-off valve in a state;
  A liquid leakage possibility detecting device for detecting whether or not the brake system has a liquid leakage possibility;
  A communication cutoff control that shuts off the first brake cylinder and the second brake cylinder by closing the communication cutoff valve when the leakage detection possibility detecting device detects that there is a possibility of liquid leakage. Equipment,
  Two manual hydraulic pressure sources that generate hydraulic pressure by operating a brake operating member that can be operated by a driver, separately from the one or more hydraulic pressure sources;
A brake system comprising:
  One of the one or more hydraulic pressure sources is a powered hydraulic pressure source;
  One of the two manual hydraulic pressure sources is connected to the first individual passage through the first manual passage, and the other of the two manual hydraulic pressure sources is connected to the second individual passage in the second manual passage. Connected through
The brake system includes: (a) a first brake system including the one manual hydraulic pressure source and the first brake cylinder; and (b) the other manual hydraulic pressure source and the second brake cylinder. A second brake system comprising: (c) a third brake system comprising the power hydraulic pressure source and the third brake cylinder; and (d) the first manual passage of the first individual passage. A normally open first individual control valve provided in a portion closer to the common passage than the connecting portion; and (e) provided in a portion closer to the common passage than the connecting portion between the second individual passage and the second manual passage. A normally open second individual control valve,
  When the communication blocking device detects that there is a possibility of liquid leakage by the liquid leakage possibility detection device, both the first electromagnetic on-off valve and the second electromagnetic on-off valve are closed. And including a shut-off portion that shuts off the three brake systems, wherein either one of the first electromagnetic on-off valve and the second electromagnetic on-off valve corresponds to the communication shut-off valve. Brake system to do.

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