JP2018100019A - Fluid pressure control device and brake system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fluid pressure control device which can inhibit deterioration of controllability.SOLUTION: A fluid pressure control device includes: a connection liquid passage (a liquid passage 11 etc.); a cutoff valve 21; a pump 201 (a fluid pressure source); a first stroke simulator 6A; and a second stroke simulator 6B. A master cylinder 5 generates a brake fluid pressure according to operation of a brake pedal 3 (a brake operation member). A wheel cylinder 4 provides braking force to wheels FL to RR according to the brake fluid pressure. The cutoff valve 21 is in the connection liquid passage. The pump 201 can discharge the brake fluid to the wheel cylinder 4 side relative to the shield valve 21 in the connection liquid passage. The first stroke simulator 6A and the second stroke simulator 6B are connected with the master cylinder 5 and can generate simulated operation reaction force of the brake pedal 3.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a hydraulic pressure control device.

  Conventionally, there is a shutoff valve in the connecting fluid passage that connects the master cylinder and the wheel cylinder, and a fluid pressure control device that includes a fluid pressure source that can discharge brake fluid to the wheel cylinder side relative to the shutoff valve in the connecting fluid passage It has been known. For example, the hydraulic pressure control device described in Patent Literature 1 includes a stroke simulator connected to a master cylinder, and the stroke simulator can generate a pseudo operation reaction force of a brake operation member.

International Publication No. 2014/184840

  In the conventional hydraulic pressure control device, when the operation of the stroke simulator is inhibited, the operation of the brake operation member is hindered, and the controllability may be deteriorated.

  The hydraulic control device according to an embodiment of the present invention preferably includes two stroke simulators.

  Therefore, even when the operation of one stroke simulator is inhibited, the other stroke simulator can operate normally, so that it is possible to prevent the controllability from deteriorating greatly.

The structure of the brake system of 1st Embodiment is shown with a hydraulic circuit. The operation state at the time of preliminary control of the brake system of a 1st embodiment is shown. FIG. 6 shows an operating state during auxiliary pressurization control by the first stroke simulator of the brake system of the first embodiment. FIG. FIG. 2 shows an operating state of the brake system of the first embodiment during first and second auxiliary pressurization control. FIG. The FS characteristic implement | achieved by the brake system of 1st Embodiment is shown. The structure of the brake system of 2nd Embodiment is shown with a hydraulic circuit.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

[First embodiment]
First, the mechanical configuration will be described. The brake system 1 of the present embodiment is a general vehicle having only an internal combustion engine (engine) as a prime mover for driving wheels, a hybrid vehicle having an electric motor (generator) in addition to the internal combustion engine, The present invention can be applied to an electric vehicle having only an electric motor. The brake system 1 is a hydraulic braking device that applies friction braking force by hydraulic pressure to a plurality (four in this embodiment) of wheels. The brake system 1 has a primary system (P system) and a secondary system (S system) which are two brake hydraulic systems independent of each other. In the following, when distinguishing between members provided corresponding to the P system and members corresponding to the S system, the suffixes P and S are added to the end of each symbol. A brake operation unit is installed on each of the wheels FL to RR. The brake operation unit is, for example, a disk type, and has a wheel cylinder 4 and a caliper. The caliper is operated by the hydraulic pressure (brake hydraulic pressure) of the wheel cylinder 4, and applies friction braking force to the wheels FL to RR according to the brake hydraulic pressure. The front wheel side (front side) wheel cylinder 4 includes a left front wheel FL wheel cylinder 4a and a right front wheel FR wheel cylinder 4b. The wheel cylinder 4 on the rear wheel side (rear side) includes a wheel cylinder 4c for the left rear wheel RL and a wheel cylinder 4d for the right rear wheel RR. Hereinafter, the members corresponding to the wheels FL to RR are appropriately distinguished by adding suffixes a to d at the end of the reference numerals.

  As shown in FIG. 1, the brake system 1 includes a master cylinder unit 1C, a first hydraulic pressure control unit 1A, and a second hydraulic pressure control unit 1B. The units 1A, 1B, and 1C are connected to each other via the brake pipe 10. The brake pipe 10 includes a master cylinder pipe 10M, a wheel cylinder pipe 10W, a relay pipe 10I, and a reservoir pipe 10R. The master cylinder piping 10M has a P system piping 10MP and an S system piping 10MS. The wheel cylinder pipe 10W has P system pipes 10Wc and 10Wd and S system pipes 10Wa and 10Wb. The relay pipe 10I includes a P system pipe 10IP, an S system pipe 10IS, and a second stroke simulator pipe 10ISS. The reservoir pipe 10R has a first pipe 10RA and a second pipe 10RB. The master cylinder unit 1C is connected to the first hydraulic pressure control unit 1A via the master cylinder pipes 10MP and 10MS and the reservoir pipe 10R (first pipe 10RA). The master cylinder unit 1C is connected to the second hydraulic pressure control unit 1B via the reservoir pipe 10R (second pipe 10RB). The first hydraulic pressure control unit 1A is connected to the second hydraulic pressure control unit 1B via the relay pipes 10IP and 10IS. The second hydraulic pressure control unit 1B is connected to the wheel cylinder 4 via the wheel cylinder pipe 10W.

  The master cylinder unit 1C has a reservoir tank 40, a master cylinder 5, and a stroke sensor 80. The reservoir tank 40 is a liquid source that stores brake fluid, and is a low-pressure portion that is opened to atmospheric pressure. The bottom side in the vertical direction of the reservoir tank 40 is divided into a master cylinder liquid chamber 400P and 400S and a pump liquid chamber 401 by a partition wall. The liquid chamber 401 is provided with a sensor 81 for detecting the level of the liquid level. One end of the first pipe 10RA and the second pipe 10RB is connected to the liquid chamber 401.

  The brake pedal 3 is a brake operation member to which a driver's brake operation is input. The master cylinder 5 is connected to the brake pedal 3 via the push rod 30 and operates according to the operation (brake operation) of the brake pedal 3 by the driver. The master cylinder 5 is a hydraulic pressure source that can generate brake hydraulic pressure in response to a brake operation and supply the brake hydraulic pressure to the wheel cylinder 4. The master cylinder 5 has a piston 51 and a spring 52. The master cylinder 5 is a tandem type, and has, as a piston 51, a primary piston 51P connected to the push rod 30 and a free piston type secondary piston 51S in series. The piston 51 is accommodated in the cylinder 50 and defines a liquid chamber 502. The liquid chamber 502 includes a P-system liquid chamber (primary liquid chamber) 502P and an S-system liquid chamber (secondary liquid chamber) 502S. The spring 52 is accommodated in each liquid chamber 502 in a compressed state. The spring 52 is a return spring that constantly biases the piston 51 toward the push rod 30. A replenishment port 501 and a supply port 503 are connected to each liquid chamber 502. The replenishment port 501P of the primary liquid chamber 502P is connected to the liquid chamber 400P of the reservoir tank 40, and the replenishment port 501S of the secondary liquid chamber 502S is connected to the liquid chamber 400S of the reservoir tank 40. One end of the P system master cylinder piping 10MP is connected to the P system supply port 503P, and one end of the S system master cylinder piping 10MS is connected to the S system supply port 503S.

  The cylinder 50 is provided with a U-packing (ring-shaped seal member having a cup-like cross section) 53, and the U-packing 53 is in sliding contact with the outer periphery of the piston 51. In an initial state in which the brake pedal 3 is not depressed, a hole 510 that communicates the inner and outer circumferences of the piston 51 communicates with the replenishment port 501, and the liquid chamber 502 communicates with the liquid chamber 400 of the reservoir tank 40 via the hole 510 and the replenishment port 501. Communicate with. For this reason, no fluid pressure is generated in the fluid chamber 502 (maintained at atmospheric pressure). When the brake pedal 3 is depressed and the piston 51 moves in the direction opposite to the biasing direction of the spring 52, the communication between the hole 510 and the supply port 501 is cut off, and the flow of brake fluid from the fluid chamber 502 toward the supply port 501 is prevented. It is blocked by U packing 53. Therefore, a fluid pressure (master cylinder fluid pressure) is generated in the fluid chamber 502 whose volume is reduced in accordance with the movement of the piston 51 (brake depression operation). Brake fluid is discharged from the liquid chamber 502 to the master cylinder piping 10M through the supply port 503. Brake fluid flow from the replenishment port 501 through the outer peripheral side of the piston 51 toward the fluid chamber 502 is allowed by the U packing 53. For this reason, when the volume of the liquid chamber 502 is increased in accordance with the movement of the piston 51 (brake stepping back operation), the brake fluid can be supplied from the reservoir tank 40 to the liquid chamber 502 via the supply port 501. The stroke sensor 80 detects the movement amount (brake operation amount) of the push rod 30 (primary piston 51P) interlocked with the brake pedal 3.

  The first hydraulic pressure control unit 1A can generate a brake hydraulic pressure in the wheel cylinder 4, and includes a first hydraulic pressure unit 2A, first hydraulic pressure sensors 82A and 83A, and a first control unit 9A. The first hydraulic unit 2A includes a first stroke simulator 6A, a first housing 7A, a first hydraulic pressure source 20A, and a plurality of electromagnetic valves. The first stroke simulator 6A has a first piston 61A and a first spring 62A. The first piston 61A is accommodated in the first cylinder 60A. The interior of the first cylinder 60A is separated into a first positive pressure chamber 601A and a first back pressure chamber 602A by a first piston 61A. A first seal member 63A is installed on the outer periphery of the first piston 61A. The first seal member 63A slidably contacts the inner periphery of the first cylinder 60A, thereby separating the two chambers 601A and 602A in a liquid-tight manner. A first spring 62A is installed in the first back pressure chamber 602A. The first spring 62A is a single coil spring and is installed in a compressed state, and always urges the first piston 61A toward the first positive pressure chamber 601A. The first spring 62A is not limited to a coil spring, and may be an elastic member that constantly urges the first piston 61A toward the first positive pressure chamber 601A.

  The first hydraulic pressure source 20A includes a first pump 201A and a first motor 200A. The first pump 201A is, for example, a plunger pump having five cylinders (plungers), and is driven by the first motor 200A. The pump 201A may be a gear pump, and its type is not particularly limited. The motor 200A may be provided with a brush or a brushless motor provided with a resolver. The plurality of solenoid valves include a first cutoff valve 21A, a sub cutoff valve 22, a first communication valve 23A, a first pressure regulating valve 24A, and a stroke simulator valve (SS valve) 25. The first shut-off valve 21A, the sub shut-off valve 22, and the first pressure regulating valve 24A are normally open valves that are opened in a non-energized state, and the opening degrees of the valves are adjusted according to the current supplied to the solenoid. Proportional control valve. The first communication valve 23A and the SS valve 25 are normally closed valves that close in a non-energized state, and are on / off valves that are controlled to be switched in a binary manner.

  Inside the first housing 7A, there are a plurality of ports 70, a plurality of liquid passages 11, etc., a first liquid reservoir 41A, and a first cylinder 60A, and also a first pump 201A, a plurality of solenoid valves, and a hydraulic pressure sensor There are multiple holes for installing 82A and 83A. The port 70 includes a first input port 70IA, a first output port 70OA, a first reservoir port 70RA, and a first simulator output port 70SOA. The first input port 70IA has a P system port 70IAP and an S system port 70IAS. The first output port 70OA has a P system port 70OAP and an S system port 70OAS. The other ends of the master cylinder pipes 10MP and 10MS are connected to the first input ports 70IAP and 70IAS, respectively. The other end of the first pipe 10RA in the reservoir pipe 10R is connected to the first reservoir port 70RA. One ends of the relay pipes 10IP and 10IS are connected to the first output ports 70OAP and 70OAS, respectively. One end of the relay pipe 10ISS is connected to the first simulator output port 70SOA.

  The liquid paths are the first connection liquid path 11A, the first suction liquid path 12A, the first discharge liquid path 13A, the first pressure regulating liquid path 14A, the first simulator positive pressure liquid path 15, and the first simulator back pressure liquid path 16. And a second simulator positive pressure fluid path 18A. The first connection liquid path 11A includes a P-system liquid path 11AP and an S-system liquid path 11AS. Looking at the liquid path 11AP of the P system, one end of the liquid path 11AP is connected to the first input port 70IAP, and the other end of the liquid path 11AP is connected to the first output port 70OAP. The liquid passage 11AP has a first cutoff valve 21AP. The same applies to the S channel liquid passage 11AS. The sub cutoff valve 22 is provided between the first input port 70IAP and the first cutoff valve 21AP in the liquid passage 11AP. A first liquid reservoir (volume chamber) 41A is connected to the first reservoir port 70RA. One end side of the first suction liquid path 12A is connected to the first liquid reservoir 41A, and the other end of the first suction liquid path 12A is connected to the suction portion of the first pump 201A. One end of the first discharge liquid path 13A is connected to the discharge section of the first pump 201A, and the other end side of the first discharge liquid path 13A branches into a P system liquid path 13AP and an S system 13AS. The liquid path 13AP is connected to the P-system liquid path 11AP in the first connection liquid path 11A, and the liquid path 13AS is connected to the S-system liquid path 11AS. The liquid passage 13AP has a first communication valve 23AP, and the liquid passage 13AS has a first communication valve 23AS.

  One end of the first pressure regulating fluid path 14A is connected between the first pump 201A and the first communication valve 23A in the first discharge fluid path 13A, and the other end side of the first pressure regulating fluid path 14A is the first liquid reservoir. Connect to 41A. The liquid passage 14A has a first pressure regulating valve 24A. One end of the first simulator positive pressure fluid passage 15 is connected between the first shutoff valve 21AP and the sub shutoff valve 22 in the first connection fluid passage 11AP of the P system, and the other end of the first simulator positive pressure fluid passage 15 is Connected to the first positive pressure chamber 601A of the first stroke simulator 6A. The first simulator positive pressure fluid path 15 has an SS valve 25. One end of the first simulator back pressure liquid path 16 is connected to the first back pressure chamber 602A of the first stroke simulator 6A, and the other end side of the first simulator back pressure liquid path 16 is connected to the first liquid reservoir 41A. One end of the second simulator positive pressure liquid path 18A is connected between the first input port 70IAS and the first shut-off valve 21AS in the first connection liquid path 11AS of the S system, and the other end of the second simulator positive pressure liquid path 18A Is connected to the first simulator output port 70SOA.

  The first hydraulic pressure sensors 82A and 83A include a first master cylinder hydraulic pressure sensor 82A, a first P system hydraulic pressure sensor 83AP, and a first S system hydraulic pressure sensor 83AS. The first master cylinder hydraulic pressure sensor 82A is connected between the first input port 70IAP and the sub shut-off valve 22 in the first connection fluid path 11AP of the P system. The first P system hydraulic pressure sensor 83AP is connected between the first shut-off valve 21AP and the first output port 70OAP in the P system first connection fluid path 11AP. The first S system hydraulic pressure sensor 83AS is connected between the first shut-off valve 21AS and the first output port 70OAS in the first connection fluid path 11AS of the S system. The first control unit 9A is installed in the first housing 7A together with the first hydraulic pressure sensors 82A and 83A. The first control unit 9A receives input of signals detected by the first hydraulic pressure sensors 82A and 83A.

  The second hydraulic pressure control unit 1B can generate a brake hydraulic pressure in the wheel cylinder 4, and includes a second hydraulic pressure unit 2B, second hydraulic pressure sensors 82B and 83B, and a second control unit 9B. The second hydraulic pressure unit 2B includes a second stroke simulator 6B, a second housing 7B, a second hydraulic pressure source 20B, and a plurality of electromagnetic valves. The basic configuration of the second stroke simulator 6B is that the set load of the second spring 62B (the load in the initial state where the stroke amount of the second piston 61B is zero) and the spring constant (rigidity) are the set load of the first spring 62A and The first stroke simulator 6A is the same as the first stroke simulator 6A, except that each is smaller than the spring constant. For example, the diameter of the second piston 61B is substantially the same as the diameter of the first piston 61A. The second hydraulic pressure source 20B has a second pump 201B and a second motor 200B. The second pump 201B and the second motor 200B are the same as the first pump 201A and the first motor 200A, respectively. The plurality of solenoid valves are the second shut-off valve 21B, the second communication valve 23B, the second pressure regulating valve 24B, the pressure increasing valve 26, the pressure reducing valve 27, the stroke simulator in valve (SS / IN valve) 29I, and the stroke simulator out valve ( SS / OUT valve) 29O. The second cutoff valve 21B, the second communication valve 23B, and the second pressure regulating valve 24B are the same as the first cutoff valve 21A, the first communication valve 23A, and the first pressure regulating valve 24A, respectively. The pressure increasing valve 26 is a normally open proportional control valve, and the pressure reducing valve 27, the SS / IN valve 29I, and the SS / OUT valve 29O are normally closed on / off valves.

  The second housing 7B integrally includes a main housing 7B1 and a sub housing 7B2. Inside the main housing 7B1, there are a plurality of ports 70, a plurality of liquid passages 18, etc., and a second liquid reservoir 41B, and a second pump 201B, a plurality of solenoid valves, and second fluid pressure sensors 82B, 83B There are multiple holes for installation. The port 70 has a second input port 70IB, a second output port 70OB, a second reservoir port 70RB, and a second simulator main input port 70SIB1. The second input port 70IB has a P system port 70IBP and an S system port 70IBS. The second output port 70OB has ports 70OBa, 70OBb, 70OBc, and 70OBd. Inside the sub-housing 7B2, there are a second cylinder 60B, a plurality of ports 70, a plurality of liquid paths 11, and the like. The port 70 has a second simulator sub input port 70SIB2 and a second simulator sub output port 70SOB2. The other ends of the relay pipes 10IP and 10IS are connected to the second input ports 70IBP and 70IBS, respectively. The other end of the second pipe 10RB in the reservoir pipe 10R is connected to the second reservoir port 70RB. One ends of the wheel cylinder pipes 10Wa, 1OWb, 1OWc, 1OWd are connected to the second output ports 70OBa, 70OBb, 70OBc, 70OBd, respectively. The other end of the relay pipe 10ISS is connected to the second simulator sub input port 70SIB2. The second simulator main input port 70SIB1 of the main housing 7B1 and the second simulator sub output port 70SOB2 of the sub housing 7B2 are connected to each other.

  The liquid path of the main housing 7B1 includes the second connecting liquid path 11B, the second suction liquid path 12B, the second discharge liquid path 13B, the second pressure regulating liquid path 14B, the pressure reducing liquid path 17, and the second simulator back pressure liquid path. It has 19 parts 191. The second connection liquid path 11B has a P-system liquid path 11BP and an S-system liquid path 11BS. Regarding the P system, one end of the second connection liquid path 11BP is connected to the second input port 70IBP, and the other end of the second connection liquid path 11BP is the liquid path 11Bc for the rear left wheel RL and the rear right wheel RR. Branches to the liquid path 11Bd. The liquid paths 11Bc and 11Bd are connected to the second output ports 70OBc and 70OBd, respectively. There is a second shut-off valve 21BP on the one end side of the liquid passage 11BP. A liquid path 110BP that bypasses the second cutoff valve 21BP is connected to the liquid path 11BP. The bypass liquid passage 110BP has a check valve (check valve) 210BP. The check valve 210BP allows the flow of brake fluid from the second input port 70IBP side to the second output ports 70OBc, 70OBd side, and suppresses the flow in the opposite direction. As for the liquid passage 11Bc, the liquid passage 11Bc has a pressure increasing valve 26c. A fluid passage 110Bc that bypasses the pressure increasing valve 26c is connected to the fluid passage 11Bc. There is a check valve 260Bc in the bypass liquid passage 110Bc. The check valve 260Bc allows the flow of brake fluid from the second output port 70OBc side to the second input port 70IBP (second cutoff valve 21BP) side, and suppresses the flow in the opposite direction. One end of the decompression liquid path 17c is connected between the pressure increasing valve 26c and the second output port 70OBc in the second connection liquid path 11Bc, and the other end side of the decompression liquid path 17c is connected to the second liquid reservoir 41B. There is a pressure reducing valve 27c in the liquid passage 17c. The liquid path 11Bd is the same as the liquid path 11Bc. The S system is the same as the P system.

  The second reservoir 41B is connected to the second reservoir port 70RB. One end side of the second suction liquid passage 12B is connected to the second liquid reservoir 41B, and the other end of the second suction liquid passage 12B is connected to the suction portion of the second pump 201B. One end of the second discharge liquid path 13B is connected to the discharge section of the second pump 201B, and the other end side of the second discharge liquid path 13B branches into a P system liquid path 13BP and an S system 13BS. The liquid passage 13BP is connected to the P-system liquid passage 11BP in the second connection liquid passage 11B, and the liquid passage 13BS is connected to the S-system liquid passage 11BS. The liquid passage 13BP has a second communication valve 23BP, and the liquid passage 13BS has a second communication valve 23BS. One end of the second pressure regulating fluid path 14B is connected between the second pump 201B and the second communication valve 23B in the second discharge fluid path 13B, and the other end side of the second pressure regulating fluid path 14B is a second liquid reservoir. Connect to 41B. The fluid passage 14B has a second pressure regulating valve 24B.

  One end of the second simulator back pressure liquid passage 191 is connected to the second simulator main input port 70SIB1, and the other end side of the second simulator back pressure liquid passage 191 branches into a discharge liquid passage 19O and a supply liquid passage 19I. The drain liquid passage 19O is connected to the second liquid reservoir 41B. The supply liquid path 19I is connected between the second shutoff valve 21BS and the pressure increasing valves 26a and 26b in the second connection liquid path 11BS. The drainage path 19O has an SS / OUT valve 29O. A liquid passage 190O that bypasses the valve 29O is connected to the discharge liquid passage 19O. There is a check valve 290O in the bypass liquid passage 190O. The check valve 290O allows the flow of brake fluid from the second fluid reservoir 41B side to the second simulator main input port 70SIB1 side, and suppresses the flow in the opposite direction. The supply liquid channel 19I has an SS / IN valve 29I. A liquid path 190I that bypasses the valve 29I connects to the supply liquid path 19I. There is a check valve 290I in the bypass liquid passage 190I. The check valve 290I allows the flow of brake fluid from the second simulator main input port 70SIB1 side to the second connection fluid path 11BS side and suppresses the flow in the opposite direction. In the present embodiment, each of the bypass liquid passages and the check valve can be simply configured by using a U-packing seal member that is one of the members constituting the solenoid valve (the valve portion). .

  The liquid passage of the sub housing 7B2 has a second simulator positive pressure liquid passage 18B and a part 192 of the second simulator back pressure liquid passage 19. One end of the second simulator positive pressure fluid path 18B is connected to the second sub-simulator input port 70SIB2, and the other end of the second simulator positive pressure fluid path 18B is connected to the second positive pressure chamber 601B of the second stroke simulator 6B. One end of the second simulator back pressure fluid path 192 is connected to the second back pressure chamber 602B of the second stroke simulator 6B, and the other end of the second simulator back pressure fluid path 192 is connected to the second sub simulator output port 70SOB2.

  The second hydraulic pressure sensors 82B and 83B include a second master cylinder hydraulic pressure sensor 82B, a second P system hydraulic pressure sensor 83BP, and a second S system hydraulic pressure sensor 83BS. The second master cylinder hydraulic pressure sensor 82B is connected between the second input port 70IBS and the second cutoff valve 21BS in the second connection fluid path 11BS of the S system. The second P system hydraulic pressure sensor 83BP is connected between the second shutoff valve 21BP and the pressure increasing valves 26c, 26d in the second connection fluid path 11BP of the P system. The second S system hydraulic pressure sensor 83BS is connected between the second shutoff valve 21BS and the pressure increasing valves 26a and 26b in the second connection fluid path 11BS of the S system. The second control unit 9B is installed in the second housing 7B2 together with the second hydraulic pressure sensors 82B and 83B. The second control unit 9B receives input of signals detected by the second hydraulic pressure sensors 82B and 83B. The second control unit 9B is connected to the stroke sensor 80 and the liquid level sensor 81 via the signal line 91 and the like, and receives input of signals detected by these sensors 80 and 81. The second control unit 9B is connected to the wheel speed sensor 84 via the signal line 92, and receives the signals detected by these sensors 84 (rotational speed signals of the wheels FL to RR). The second control unit 9B is connected to the first control unit 9A via a signal line 93 (dedicated wiring or an in-vehicle network such as CAN), and can transmit and receive signals to and from the first control unit 9A. The second control unit 9B can receive information from other in-vehicle devices via the in-vehicle network.

  Next, the control configuration will be described. The first control unit 9A has a reception unit, a calculation unit, and a drive unit. The receiving unit receives the detection values of the first hydraulic pressure sensors 82A and 83A and the signal from the second control unit 9B. The calculation unit performs a target wheel cylinder hydraulic pressure and other calculations based on information input from the reception unit and a built-in program. Further, a command for driving the solenoid valve 21A and the like and the first motor 200A is calculated and output to the drive unit. The drive unit supplies power to the electromagnetic valve 21A and the like and the first motor 200A in accordance with a command signal from the calculation unit. The unit 9A controls the opening / closing operation of the solenoid valve 21A and the like and the rotation speed of the first motor 200A (that is, the discharge amount of the first pump 201A). Thereby, the unit 9A can execute the first simulator activation control and the first auxiliary pressurization control. Further, the unit 9A can execute various brake controls by controlling the wheel cylinder hydraulic pressure (hydraulic braking force) of each wheel FL to RR. Brake control includes automatic emergency braking (AEB) and failure brake control.

  The first simulator activation control is control for enabling the first stroke simulator 6A. When the first control unit 9A detects the start of brake control by the second hydraulic pressure control unit 1B based on the information from the second control unit 9B, the first control unit 9A operates the SS valve 25 in the opening direction during execution of the brake control. .

  The first auxiliary pressurization control is a control for assisting the pressurization of the wheel cylinder 4 during the boost control by the second hydraulic pressure control unit 1B. The first control unit 9A executes the first auxiliary pressure control based on information from the second control unit 9B. The first auxiliary pressurization control includes that by the first stroke simulator 6A and that by the first pump 201A. Based on the information from the second control unit 9B, when it is determined that the start of the boost control is not in a sudden braking operation state and the wheel cylinder pressurization capacity by the second pump 201B is not insufficient, the first Auxiliary pressurization control (only) by the stroke simulator 6A is executed. If it is determined that the brake cylinder is suddenly operated or the wheel cylinder pressurization capacity of the second pump 201B is insufficient, in addition to the auxiliary pressurization control by the first stroke simulator 6A, the auxiliary pressurization by the first pump 201A Execute control.

  The first control unit 9B assumes that the auxiliary pressurization control by the first stroke simulator 6A is executed (preliminary control; pressure accumulation control) in a state where the driver is not operating the brake pedal 3 (for example, the self-control of the control unit 9). At the time of diagnosis), the first motor 200A is operated at a predetermined speed, the P system first communication valve 23AP is opened, the first pressure regulating valve 24A is closed, the sub shut-off valve 22 is closed, and the SS valve Actuate 25 in the opening direction. When the detection value of the first P system hydraulic pressure sensor 83AP (the hydraulic pressure in the first positive pressure chamber 601A of the first stroke simulator 6A) reaches a predetermined target hydraulic pressure, the preliminary control is terminated. That is, the first motor 200A, the SS valve 25, etc. are deactivated.

  In the auxiliary pressurization control by the first stroke simulator 6A, the first control unit 9A operates the SS valve 25 in the opening direction (executes the first simulator activation control) and operates the sub shut-off valve 22 in the closing direction. Let When a predetermined time has elapsed after detecting the start of the boost control by the second hydraulic pressure control unit 1B, the auxiliary pressurization control is terminated. After completion of the auxiliary pressurization control (when boosting control is performed by the second hydraulic pressure control unit 1B), the SS valve 25 is left operated in the opening direction (the first simulator activation control is continued) The shutoff valve 22 is deactivated (opened), and the first shutoff valve 21AP of the P system is actuated in the closing direction. The valve 21AP may be deactivated (opened).

  In the auxiliary pressurization control by the first pump 201A, the first motor 200A is operated at a predetermined rotation speed, the first shutoff valve 21AS of the S system is closed, the first communication valve 23AS of the S system is opened, 1 Operate the pressure regulating valve 24A in the closing direction. Based on the information from the second control unit 9B, the auxiliary pressurization control is ended when the sudden braking operation state is lost or when a predetermined condition indicating that the discharge capacity of the second pump 201B is sufficient is satisfied. . After completion of the auxiliary pressurization control (during the boost control by the second hydraulic pressure control unit 1B), the first pump 201A is deactivated, and the S system first communication valve 23AS and the first pressure regulating valve 24A are deactivated. On the other hand, the S system first shut-off valve 21AS is operated in the closing direction. The valve 21AS may be deactivated (opened).

  AEB is a control that detects a road condition ahead and automatically generates a wheel cylinder hydraulic pressure when a (predicted) collision is detected in order to avoid a collision with a preceding vehicle or reduce damage caused by the collision. The first control unit 9A has a high possibility of a collision based on a signal from a radar or a camera or information from a vehicle-mounted network (a signal output from a device other than the hydraulic control units 1A and 1B and transmitted by CAN). Determine whether or not. If it is determined that the possibility of a collision is high, a command for driving the first motor 200A is set to generate a predetermined maximum wheel cylinder hydraulic pressure on the wheels FL to RR. During AEB, the first motor 200A is operated, the first shut-off valve 21A is operated in the closing direction, the first communication valve 23A is operated in the opening direction, and the first pressure regulating valve 24A is operated in the closing direction. When the driver operates the brake, the SS valve 25 is operated in the opening direction. The rotational speed of the first pump 201A is controlled so that the hydraulic pressure in the wheel cylinder 4 becomes the maximum hydraulic pressure in the wheel cylinder. The hydraulic pressure in the wheel cylinder 4 can be detected by one or both of the first P system hydraulic pressure sensor 83AP and the first S system hydraulic pressure sensor 83AS.

  The brake control at the time of failure is to continue the brake control by the first hydraulic pressure control unit 1A when the failure of the second hydraulic pressure control unit 1B is detected. Based on the information from the second control unit 9B (signal related to the abnormality detected in the second control unit 9B) or the information from the in-vehicle network, the first control unit 9A has a power failure of the second hydraulic pressure control unit 1B. Determine whether it has occurred. If it is determined that the power supply failure has occurred, the first control unit 9A operates the first motor 200A at a predetermined rotational speed as the brake control at the time of failure, and closes the first cutoff valve 21A in the closing direction. The open / close state of the first pressure regulating valve 24A is controlled by operating the communication valve 23A in the opening direction and the SS valve 25 in the opening direction. At the time of boost control at the time of failure (by the first hydraulic pressure control unit 1A), the master cylinder hydraulic pressure as the brake operation amount is detected based on the detection value of the first master cylinder hydraulic pressure sensor 82A. Based on the detected master cylinder hydraulic pressure, a target wheel cylinder hydraulic pressure is set. For example, a predetermined boost ratio, that is, a target wheel cylinder hydraulic pressure that realizes an ideal relationship characteristic between the master cylinder hydraulic pressure and the driver's required brake hydraulic pressure is set. The opening and closing of the first pressure regulating valve 24A is controlled so that the hydraulic pressure in the wheel cylinder 4 becomes the target foil cylinder hydraulic pressure. The hydraulic pressure in the wheel cylinder 4 can be detected by either or both of the hydraulic pressure sensors 83AP and 83AS.

  The second control unit 9B has a reception unit, a calculation unit, and a drive unit. The receiving unit receives information from the signal lines 91 to 93 and the in-vehicle network (detection signals of the stroke sensor 80, the second hydraulic pressure sensors 82B and 83B, and the wheel speed sensor 84 and information on the running state from the vehicle side). . The calculation unit performs a target wheel cylinder hydraulic pressure and other calculations based on information input from the reception unit and a built-in program. For example, based on the detection value of the stroke sensor 80, the displacement amount (pedal stroke) of the brake pedal 3 as a brake operation amount is detected. A command for driving the solenoid valve 21B and the like and the second motor 200B is calculated so as to realize the target wheel cylinder hydraulic pressure, and this is output to the drive unit. The drive unit supplies power to the electromagnetic valve 21B and the like and the second motor 200B according to the command signal from the calculation unit.

  The unit 9B controls each wheel FL to RR connected to the second hydraulic unit 2B by controlling the opening / closing operation of the solenoid valve 21B and the like and the rotation speed of the second motor 200B (that is, the discharge amount of the second pump 201B). The wheel cylinder hydraulic pressure (hydraulic braking force) is controlled. The unit 9B can execute various types of brake control by controlling the wheel cylinder hydraulic pressure. The brake control is a boost control to reduce the driver's brake operation force, an anti-lock brake control (ABS) to suppress the slip of the wheels FL to RR due to braking, and a drive slip of the wheels FL to RR. Traction control, brake control for vehicle motion control, automatic brake control such as preceding vehicle follow-up control, regenerative cooperative brake control, and the like. Vehicle motion control includes vehicle behavior stabilization control such as skidding prevention. The boost control includes second auxiliary pressurization control.

  The calculation unit of the second control unit 9B, during the boost control, based on the detected pedal stroke, a predetermined boost ratio, that is, the pedal stroke and the driver's required brake hydraulic pressure (vehicle deceleration requested by the driver) Set the target wheel cylinder hydraulic pressure to achieve the ideal relationship characteristics between For example, when the detected pedal stroke exceeds a predetermined value, the second control unit 9B determines that the brake pedal 3 has been depressed, and starts boost control. During boost control, the second pump 201B is operated at a predetermined speed, the second shut-off valve 21B is operated in the closing direction, the second communication valve 23B is operated in the opening direction, and the SS / OUT valve 29O is operated in the opening direction. 2 Controls the open / closed state of the pressure regulating valve 24B. The opening and closing of the second pressure regulating valve 24B is controlled so that the fluid pressure in the second discharge fluid passage 13B, which is the fluid pressure upstream of the second pressure regulating valve 24B, becomes the target fluid pressure corresponding to the target wheel cylinder fluid pressure. The upstream hydraulic pressure can be detected by one or both of the second P system hydraulic pressure sensor 83BP and the second S system hydraulic pressure sensor 83BS.

  The second auxiliary pressurization control is control for assisting the pressurization of the wheel cylinder 4 by the second pump 201B during the boost control by the second stroke simulator 6B. The second control unit 9B is in a state of sudden braking operation at the beginning of the depression operation of the brake pedal 3, or while a predetermined condition indicating that the wheel cylinder pressurization capacity by the second pump 201B is insufficient is satisfied. Then, the second auxiliary pressurization control is executed. For example, when the magnitude of the detected pedal stroke and / or the amount of change per time exceeds a predetermined threshold value, it is determined that the state is a sudden braking operation state. Alternatively, until the predetermined time elapses after the drive command is output to the second motor 200B, or until the hydraulic pressure detected by the second hydraulic pressure sensor 83B reaches a predetermined value. It is determined that the wheel cylinder pressurization capacity is insufficient. During the second auxiliary pressurization control, the second motor 200B is operated at a predetermined rotational speed, the second shut-off valve 21B is operated in the closing direction, the second communication valve 23B is operated in the opening direction, and the second pressure regulating valve 24B is opened / closed To control. After that, when the sudden braking operation state is lost or when a predetermined condition indicating that the discharge capacity of the second pump 201B is sufficient is satisfied, the second auxiliary pressurization control is terminated and switched to normal boost control. . Specifically, the SS / OUT valve 29O is operated in the opening direction from the state at the time of the second auxiliary pressurization control.

  The calculation unit of the second control unit 9B is used for ABS control, traction control, brake control for vehicle motion control, and automatic brake control. The target wheel cylinder hydraulic pressure of the wheel to be controlled is calculated according to the target yaw rate in the brake control for the motion control of the vehicle and the target vehicle speed and the target deceleration in the automatic brake control. At the time of ABS, for example, a target wheel cylinder that estimates the road surface μ based on the detected value of the wheel cylinder hydraulic pressure and realizes a slip ratio that obtains the maximum braking force while preventing the wheel from being locked based on a predetermined tire model. Calculate fluid pressure. At the time of brake control for vehicle motion control, for example, a target yaw rate is calculated based on a detected or received vehicle motion state amount (lateral acceleration, vehicle speed, etc.) and a steering angle so as to realize a desired vehicle motion state, The target wheel cylinder hydraulic pressure of each wheel FL to RR is calculated so that the actual yaw rate becomes the target yaw rate. At the time of automatic brake control, for example, in order to assist the driver's brake operation, the target deceleration is calculated based on the driving state of the vehicle and obstacle information in front of the vehicle in addition to the driver's braking operation state. The target wheel cylinder hydraulic pressure of each wheel FL to RR that achieves the above is set. During regenerative cooperative brake control, a target wheel cylinder hydraulic pressure that achieves the target deceleration (target braking force) in cooperation with the regenerative brake is calculated. For example, the target wheel cylinder in which the sum of the regenerative braking force input from the control unit of the regenerative braking device of the vehicle and the hydraulic braking force corresponding to the target wheel cylinder hydraulic pressure satisfies the vehicle deceleration required by the driver. Calculate fluid pressure.

  During these brake controls, the second control unit 9B operates the second shut-off valve 21B in the closing direction and the second communication valve 23B in the opening direction when the driver operates the brake or not. If necessary, the wheel pump hydraulic pressure of the wheel is controlled by operating the second pump 201B at a predetermined rotation speed and controlling the opening / closing of the pressure increasing valve 26 or the pressure reducing valve 27 of the wheel to be controlled or the second pressure regulating valve 24B. Reducing, increasing and holding pressure to achieve the target wheel cylinder hydraulic pressure. Further, the second stroke simulator 6B can be operated by operating the SS / OUT valve 29O in the opening direction. During ABS, the hydraulic pressure in the second back pressure chamber 602B can be adjusted by opening and closing the SS / OUT valve 29O and SS / IN valve 29I as appropriate, so that an appropriate reaction force can be applied to the brake pedal 3. Good. The second control unit 9B continues the above brake control even when it detects a failure (such as a power supply failure) of the first hydraulic pressure control unit 1A. During the preliminary control by the first control unit 9A, the second control unit 9B operates the pressure increasing valves 26b and 26c in the closing direction.

  In the first control unit 9A and the second control unit 9B, the calculation unit and the reception unit are realized by software in the microcomputer in the embodiment, but may be realized by an electronic circuit. The calculation means not only mathematical calculation but also general processing on software. The receiving unit may be a microcomputer interface or software in the microcomputer. The drive unit includes a PWM duty value calculation unit, an inverter, and the like. The command signal may relate to a current value, or may relate to a torque or a displacement amount. Regarding the calculation unit of the first control unit 9A, the target wheel cylinder hydraulic pressure that achieves a predetermined boost ratio is set by a map in the microcomputer, but may be set by calculation.

  Next, the operation will be described. The first and second control units 9A and 9B cause the master cylinder 5 and the wheel cylinder 4 to communicate with each other by disabling the first and second hydraulic units 2A and 2B when the driver operates the brake. A pedal force brake can be realized. In the first hydraulic unit 2A, the first connection fluid path 11A is connected to the first input port 70IA and the first output port 70OA. The first input port 70IA is connected to the supply port 503 of the master cylinder 5 via the master cylinder pipe 10M. The brake fluid flowing out from the supply port 503 can be input to the first input port 70IA and output from the first output port 70OA through the first connection fluid path 11A. In the second hydraulic pressure unit 2B, the second connection liquid path 11B is connected to the second input port 70IB and the second output port 70OB. The second input port 70IB is connected to the first output port 70OA via the relay pipe 10I. The brake fluid output from the first output port 70OA can be input to the second input port 70IB and output from the second output port 70OB through the second connection fluid path 11B. One end of the second output port 70OB is connected to the second connection liquid path 11B, and the other end of the second output port 70OB is connected to the wheel cylinder 4 via the wheel cylinder pipe 10W. The brake fluid output from the second output port 70OB is supplied to the wheel cylinder 4. In this way, the liquid path in the master cylinder pipe 10M, the first connection liquid path 11A, the liquid path in the relay pipe 10I, the second connection liquid path 11B, and the liquid path in the wheel cylinder pipe 10W are connected to the master cylinder 5. It functions as a connection liquid path for connecting the wheel cylinder 4 and communicating with each other. With this connection liquid path, the wheel cylinder 4 can be pressurized using the master cylinder 5 as a hydraulic pressure source. The wheel cylinders 4c and 4d for the rear wheels are connected to the connection fluid passage for the P system, and the wheel cylinders 4a and 4b for the front wheels are connected to the connection fluid passage for the S system. That is, the brake system 1 of the present embodiment employs a so-called front / rear piping system. Note that an X-shaped (diagonal) brake piping system may be employed. At the time of pedaling braking, the SS valve 25 and the SS / OUT valve 29O are closed, so the first and second stroke simulators 6A and 6B do not operate.

  The first and second control units 9A and 9B operate so-called brakes by putting one or both of the first and second hydraulic units 2A and 2B into an operating state when the driver operates the brake or not. By-wire control can be realized. In the brake-by-wire control, the wheel cylinder hydraulic pressure is generated and controlled using the hydraulic pressure source 20 other than the master cylinder 5 while the communication between the master cylinder 5 and the wheel cylinder 4 is cut off. The fluid passage 11 and the like of both the fluid pressure units 2A and 2B, the fluid pressure source 20, the valve 21 and the like function as a fluid pressure control device. The first hydraulic pressure unit 2A includes a first pump 201A as a hydraulic pressure source of the hydraulic pressure control device. The first hydraulic unit 1A has two systems of first connection fluid paths 11AP and 11AS that are separated from each other, and each system has first discharge fluid paths 13AP and 13AP and first communication valves 23AP and 23AS. . Therefore, the first hydraulic unit 2A can supply the brake fluid from the first pump 201A to the first connection fluid paths 11AP and 11AS of each system, and the hydraulic pressure (braking force) of the wheel cylinder 4 of each system can be supplied to each system. It can be controlled separately. Further, it is possible to suppress the flow of brake fluid between the P and S systems and keep both systems independent of each other.

  The first hydraulic pressure unit 2A has a first shutoff valve 21A on the first input port 70IA side from the connection position of the first discharge liquid path 13A (first pump 201A) in the first connection liquid path 11A. The first pump 201A can discharge the brake fluid to the first output port 70OA (wheel cylinder 4) side with respect to the first shutoff valve 21A in the first connection fluid path 11A. Therefore, the first hydraulic unit 2A can allow and suppress the output of the brake fluid input to the first input port 70IA to the first output port 70OA, and the first input port 70IA and the first pump 201A. The brake fluid can be supplied to the first output port 70OA by the first pump 201A while being disconnected from the (discharge portion). The brake fluid flow from the downstream side (wheel cylinder 4 side) to the upstream side (master cylinder 5 side) is suppressed by the first shut-off valve 21A, so that the pressurization of the wheel cylinder 4 by the first pump 201A is efficient. And the influence of the discharge of the brake fluid of the first pump 201A on the upstream hydraulic pressure can be reduced. By suppressing the flow of the brake fluid from the upstream side to the downstream side by the first shutoff valve 21A, the influence of the brake fluid discharge from the master cylinder 5 on the downstream hydraulic pressure is reduced, and the first pump 201A Independence of hydraulic control can be improved.

  The first hydraulic pressure unit 2A includes a first pressure regulating fluid path 14A and a first pressure regulating valve 24A. Therefore, the first hydraulic pressure unit 2A is configured such that the amount or pressure of the brake fluid supplied to the first connecting fluid path 11A by opening and closing the first pressure regulating valve 24A in a state where the first pump 201A is operated at a predetermined rotational speed. (Foil cylinder hydraulic pressure) can be adjusted accurately. The first hydraulic pressure unit 2A has a first liquid reservoir 41A connected to the first pump 201A (inlet part thereof). Therefore, the first hydraulic pressure unit 2A can continue the hydraulic pressure control by the first pump 201A using the first liquid reservoir 41A as a liquid source even when there is a liquid leak from the first reservoir pipe 10RA. The first hydraulic unit 2A has a first stroke simulator 6A. The first stroke simulator 6A (first positive pressure chamber 601A) is connected to the first input port 70IAP (master cylinder) with respect to the first shut-off valve 21AP in the first connection liquid path 11AP via the first simulator positive pressure liquid path 15. Connect to the side of 5) and connect to the supply port 503P of the master cylinder 5 via the connecting liquid path. Therefore, even when the connection fluid path between the master cylinder 5 and the wheel cylinder 4 is blocked by the first cutoff valve 21A or the second cutoff valve 21B, the first stroke simulator 6A communicating with the master cylinder 5 It is possible to generate a stroke and a reaction force (pseudo brake operation reaction force: pseudo operation reaction force) of the brake pedal 3 according to the brake operation. The first hydraulic unit 2A has an SS valve 25. Therefore, the first hydraulic unit 2A can switch the operation of the first stroke simulator 6A by controlling the opening and closing of the SS valve 25. The first hydraulic unit 2A has a sub shut-off valve 22. Therefore, the first hydraulic pressure unit 2A blocks the first input port 70IA and the first pump 201A by the sub shut-off valve 22, while the first pump 201A (the discharge portion thereof) and the first stroke simulator 6A (the first stroke simulator 6A) 1 positive pressure chamber 601A) and the brake fluid can be supplied from the first pump 201A to the first positive pressure chamber 601A.

  During brake (by-wire) control, the first shut-off valve 21A is operated in the closing direction, so that the communication between the master cylinder 5 and the wheel cylinder 4 is shut off, while the first hydraulic pressure source 20A is actuated to operate the wheel cylinder. 4 can be pressurized. By operating the SS valve 25 in the opening direction, the first stroke simulator 6A can be operated in accordance with the driver's brake operation. The brake fluid discharged from the master cylinder 5 (fluid chamber 502P) is supplied to the first positive pressure chamber 601A of the first stroke simulator 6A through the master cylinder piping 10MP and the fluid passages 11AP and 15. “The force that the hydraulic pressure in the first positive pressure chamber 601A pushes the first piston 61A” is “the force that the hydraulic pressure in the first back pressure chamber 602A pushes the first piston 61A” and “the first spring 62A is the first piston When it becomes larger than the sum of “force for urging 61A”, the first piston 61A strokes. The brake fluid flows from the master cylinder 5 into the first positive pressure chamber 601A according to the driver's brake operation, and the first piston 61A strokes, so that the pedal stroke is generated and the first spring 62A to be compressed is compressed. The driver's brake operation reaction force (pedal reaction force) is generated via the master cylinder 5 by the elastic force (force that urges the first piston 61A). The brake fluid discharged from the first back pressure chamber 602A of the first stroke simulator 6A with the stroke of the first piston 61A is supplied to the first liquid reservoir 41A through the liquid passage 16. The brake fluid discharged from the first pump 201A can be supplied to the second hydraulic pressure unit 2B (wheel cylinder 4) through the liquid passages 13A and 11A and the relay pipe 10I.

  The second hydraulic pressure unit 2B includes a second pump 201B as a hydraulic pressure source of the hydraulic pressure control device. The second hydraulic pressure unit 2B has two systems of second connection fluid paths 11BP and 11BS separated from each other, and each system has second discharge fluid paths 13BP and 13BS and second communication valves 23BP and 23BS. . Therefore, the second hydraulic pressure unit 2B can supply brake fluid to the second connection fluid passages 11BP and 11BS of each system, and can control the hydraulic pressure (braking force) of the wheel cylinder 4 of each system separately. . Further, it is possible to suppress the flow of brake fluid between the P and S systems and keep both systems independent of each other. The second hydraulic pressure unit 2B has a pressure increasing valve 26 and a pressure reducing valve 27 for each second output port 70OB. Therefore, the second hydraulic pressure unit 2B can control the wheel cylinder hydraulic pressure (braking force) of each wheel FL to RR separately. The check valve 260B in parallel with the pressure increasing valve 26 is connected from the downstream side (second output port 70OB side) to the upstream side (second input port 70IB side) of the pressure increasing valve 26 even when the pressure increasing valve 26 is closed. By allowing the brake fluid to flow, it is possible to prevent the brake fluid from being trapped in the downstream side (wheel cylinder 4).

  The second hydraulic pressure unit 2B includes a second cutoff valve 21B on the second input port 70IB side (upstream side) from the connection position of the second discharge liquid path 13B (second pump 201B) in the second connection liquid path 11B. Have. The second pump 201B can discharge the brake fluid to the second output port 70OB side (downstream side) with respect to the second cutoff valve 21B in the second connection liquid path 11B. Therefore, the second hydraulic pressure unit 2B can allow and suppress the output of the brake fluid input to the second input port 70IB to the second output port 70OB side, and the second input port 70IB and the second input port 70IB. The brake fluid can be supplied to each second output port 70OB by the second pump 201B while disconnecting from the pump 201B. By suppressing the flow of brake fluid from the downstream side (wheel cylinder 4 side) to the upstream side (master cylinder 5 side) by the second shut-off valve 21B, the pressurization of the wheel cylinder 4 by the second pump 201B is efficient. And the influence of the discharge of the brake fluid of the second pump 201B on the upstream hydraulic pressure can be reduced. By suppressing the flow of the brake fluid from the upstream side to the downstream side by the second shut-off valve 21B, the influence of the discharge of the brake fluid of the first pump 201A on the downstream hydraulic pressure is reduced, and the second pump 201B Independence of hydraulic control can be improved. There is a bypass fluid path 110B that bypasses the second shut-off valve 21B, and there is a check valve 210B in the bypass fluid path 110B. The brake fluid discharged from the first pump 201A and inputted to the second input port 70IB of the second hydraulic pressure unit 2B can go to the wheel cylinder 4 through the bypass fluid passage 110B. As long as the hydraulic pressure on the upstream side of the check valve 210B (the first pump 201A side) is higher than the hydraulic pressure on the downstream side (the second pump 201B or the wheel cylinder 4 side), the brake fluid is directed toward the wheel cylinder 4. Supplied. When brake fluid is input to the second input port 70IB from the first hydraulic unit 2A at the same time as the second pump 201B is activated (for example, when the first pump 201A and the second pump 201B are simultaneously activated by AEB), Brake fluid can be supplied from the upstream side of the second shut-off valve 21B to the downstream side through the bypass fluid passage 110B (check valve 210B). Thereby, the efficiency of pressurizing the foil cylinder 4 is improved.

  The second hydraulic pressure unit 2B has a second pressure regulating fluid path 14B and a second pressure regulating valve 24B. Therefore, the second hydraulic pressure unit 2B is configured such that the amount or pressure of the brake fluid supplied to the second connection fluid path 11B by opening and closing the second pressure regulating valve 24B in a state where the second pump 201B is operated at a predetermined rotation speed. (Foil cylinder hydraulic pressure) can be adjusted accurately. The second hydraulic pressure unit 2B has a second liquid reservoir 41B connected to the second pump 201B (the suction part thereof). Therefore, the second hydraulic pressure unit 2B can continue the hydraulic pressure control by the second pump 201B using the second liquid reservoir 41B as a liquid source (internal reservoir) even when there is a liquid leak from the reservoir pipe 10RB. .

  The second hydraulic pressure unit 2B has a second stroke simulator 6B. The second stroke simulator 6B (second positive pressure chamber 601B) is connected to the first shutoff valve 21AS in the first connection liquid path 11AS via the second simulator positive pressure liquid path 18 (including the relay pipe 10ISS). 1Connect to the input port 70IAS (master cylinder 5) side, and connect to the supply port 503S of the master cylinder 5 via the connecting fluid path. Therefore, even when the connection fluid path between the master cylinder 5 and the wheel cylinder 4 is shut off by the first shut-off valve 21A or the second shut-off valve 21B, the second stroke simulator 6B communicating with the master cylinder 5 It is possible to generate the stroke and reaction force (pseudo operation reaction force) of the brake pedal 3 according to the brake operation. The second hydraulic pressure unit 2B has an SS / OUT valve 29O. Therefore, the second hydraulic pressure control unit 1B can switch the operation of the second stroke simulator 6B by controlling the opening / closing of the SS / OUT valve 29O. The check valve 290O in parallel with the SS / OUT valve 29O allows the flow of the brake fluid from the second fluid reservoir 41B to the second back pressure chamber 602B even when the SS / OUT valve 29O is closed. It makes it easy for the second piston 61B of the two-stroke simulator 6B to return to the initial position. The second hydraulic pressure unit 2B has a bypass liquid path 190I and a check valve 290I. The brake fluid flowing out of the second back pressure chamber 602B by the driver's brake depression operation passes through the bypass fluid passage 190I and the check valve 290I in the second simulator back pressure fluid passage 19 (supply fluid passage 19I), and the second connection fluid. Can be supplied to the path 11B. Therefore, the second hydraulic pressure unit 2B is used until the discharge capacity is sufficiently improved after the operation of the second pump 201B is started (the second back pressure chamber 602B side of the second back pressure chamber 602B with respect to the check valve 290I is The brake fluid can be supplied from the second back pressure chamber 602B toward the wheel cylinder 4 while the pressure is higher than that of the 11B side. Thereby, the pressure response of the wheel cylinder 4 by the second pump 201B is improved. By opening the SS / IN valve 29I in parallel with the check valve 290I, the flow path cross-sectional area of the liquid path from the second back pressure chamber 602B to the second connection liquid path 11B can be expanded. Thereby, the pressure response of the wheel cylinder 4 is further improved.

  At the time of the preliminary control, as shown by a one-dot chain line in FIG. 2, the brake fluid is supplied from the first pump 201A to the first stroke simulator 6A (first positive pressure chamber 601A). As the pressure increasing valves 26b and 26c operate in the valve closing direction, the flow of brake fluid toward the wheel cylinders 4c and 4d is suppressed. Note that the second control unit 9B may operate the P-system second cutoff valve 21BP in the closing direction. When it is detected that the hydraulic pressure in the first positive pressure chamber 601A has reached the target hydraulic pressure, the SS valve 25 is inactivated and the valve is closed, and a predetermined amount of brake fluid is placed in the first positive pressure chamber 601A. Stored (accumulated pressure) (in a state of being pressurized by the first piston 61A). The fluid passages 13A, 11AP, and 15 connecting the first positive pressure chamber 601A and the first pump 201A (discharge section thereof) function as a pressure accumulation fluid passage. The SS valve 25 is in the pressure accumulation liquid path. By closing the SS valve 25, the flow of the brake fluid from the first positive pressure chamber 601A to the first connecting fluid path 11AP (the wheel cylinder 4) is suppressed, and the SS valve 25 opens from the first positive pressure chamber 601A. Allow the brake fluid to flow to the first connection fluid path 11AP (wheel cylinder 4). Note that, instead of whether or not the detection value of the first hydraulic pressure sensor 83AP has reached a predetermined target hydraulic pressure, a predetermined time has elapsed since the start of preliminary control (supply of brake fluid to the first positive pressure chamber 601A). Whether or not the preliminary control is finished may be determined depending on whether or not. When the detection value of the first hydraulic pressure sensor 83AP is used for the above determination as in this embodiment, more accurate hydraulic pressure can be accumulated in the first positive pressure chamber 601A, so the durability of the first stroke simulator 6A can be improved. It is.

  During brake (by-wire) control, the second shut-off valve 21B is operated in the closing direction, so that the communication between the master cylinder 5 and the wheel cylinder 4 is shut off, while the second hydraulic pressure source 20B is actuated to operate the wheel cylinder. 4 can be pressurized. Basically (except during the second auxiliary pressurization control), the SS / OUT valve 29O operates in the opening direction, so that the second stroke simulator 6B can be operated in accordance with the driver's brake operation. The brake fluid discharged from the master cylinder 5 (fluid chamber 502S) is supplied to the second positive pressure chamber 601B of the second stroke simulator 6B through the master cylinder pipe 10MS and the liquid passages 11AS and 18 (relay pipe 10ISS). . “The force that the hydraulic pressure in the second positive pressure chamber 601B pushes the second piston 61B” is “the force that the hydraulic pressure in the second back pressure chamber 602B pushes the second piston 61B” and “the second spring 62B is the second piston When the sum is larger than the sum of “force for urging 61B”, the second piston 61B strokes in a direction in which the volume of the second positive pressure chamber 601B increases. The brake fluid flows from the master cylinder 5 into the second positive pressure chamber 601B according to the driver's brake operation, and the second piston 61B strokes, so that a pedal stroke is generated and the second spring 62B to be compressed is compressed. A pedal reaction force is generated via the master cylinder 5 by the elastic force (force that pushes the second piston 61B). The brake fluid discharged from the second back pressure chamber 602B with the stroke of the second piston 61B is supplied to the second liquid reservoir 41B through the liquid passage 19 (19O). Note that the second hydraulic pressure control unit 1B can continue the brake control even when the first hydraulic pressure control unit 1A fails (power failure, etc.). In this case, the second stroke simulator 6B can be operated by operating the SS / OUT valve 29O in the opening direction. The brake fluid discharged from the second pump 201B can be supplied to each wheel cylinder 4 through the liquid passages 13B and 11B and the wheel cylinder pipe 10W.

  In the initial stage of the boost control (the initial stage of the depression operation of the brake pedal 3), the first auxiliary pressurization control is executed. Further, the second auxiliary pressurization control can be executed. That is, after the start of the boost control, the rotation speed of the second motor 200B starts to increase after the output of the command value. Such a control response delay becomes one factor, and there is a possibility that the ability of the second pump 201B to execute the wheel cylinder pressurization control becomes insufficient. Further, in the low pressure region of the wheel cylinder 4, a certain amount of liquid is required before the clearance between the friction member (brake pad) of the brake operation unit and the wheel side rotation member (brake disc) is filled. On the other hand, after the operation of the second pump 201B (command output of the second motor 200B) starts, the auxiliary pressure control controls the first and second stroke simulators 6A and 6B and the first pump 201A toward the wheel cylinder 4. Brake fluid can be supplied. As a result, more brake fluid is supplied than when pressurizing the foil cylinder 4 only by the second pump 201B, so that the pressure response of the wheel cylinder 4 is improved. Further, in the auxiliary pressurization control, since brake fluid is not discharged to the wheel cylinder 4 in advance, compared to a prefill that operates the pump immediately before the brake pedal 3 is depressed, the occurrence of drag in the brake operation unit can be suppressed. Note that at the initial stage of the boost control, only one of the first auxiliary pressure control and the second auxiliary pressure control may be executed, or both may be executed. The first stroke simulator 6A, the second stroke simulator 6B, and the first pump 201A may be arbitrarily combined and executed.

  During the auxiliary pressurization control by the first stroke simulator 6A, the accumulated first stroke simulator 6A functions as an accumulator, and as shown by a one-dot chain line in FIG. 3, from the first stroke simulator 6A (first positive pressure chamber 601A). Brake fluid is supplied toward the wheel cylinder 4 via the connecting fluid path (check valve 210BP). Meanwhile, since the second stroke simulator 6B communicates with the master cylinder 5, the second stroke simulator 6B can be operated in accordance with the driver's brake operation. When the hydraulic pressure on the first positive pressure chamber 601A side becomes lower than the hydraulic pressure on the wheel cylinder 4 side with respect to the check valve 210BP, the check valve 210BP automatically closes and the second positive pressure chamber 601B moves to the wheel cylinder 4. The supply of the brake fluid directed is terminated. After a predetermined time has elapsed after detecting the start of the boost control by the second hydraulic pressure control unit 1B, the sub shut-off valve 22 is deactivated (the valve is opened). As a result, the primary fluid chamber 502P of the master cylinder 5 and the first positive pressure chamber 601A communicate with each other, and the first stroke simulator 6A can be operated in accordance with the driver's brake operation. The predetermined time is preferably set in advance at or near the time from when the start of boost control by the second hydraulic pressure control unit 1B is detected until the check valve 210BP is automatically closed. Instead of determining whether or not the predetermined time has elapsed, the detection value of the first P system hydraulic pressure sensor 83AP (the hydraulic pressure of the first positive pressure chamber 601A) is the detection value of the second P system hydraulic pressure sensor 83BP (the wheel cylinder). The end of the auxiliary pressurization control (opening of the sub shut-off valve 22) may be determined based on whether or not the hydraulic pressure is 4 or less. Or, whether or not the detected value of the first P system hydraulic pressure sensor 83AP (the hydraulic pressure of the first positive pressure chamber 601A) is equal to or lower than the detected value of the first master cylinder hydraulic pressure sensor 82A (the hydraulic pressure of the primary hydraulic chamber 502P). Thus, the end of the auxiliary pressurization control (opening of the sub shut-off valve 22) may be determined. In this case, “the brake pedal 3 is returned by supplying brake fluid from the first positive pressure chamber 601A to the primary fluid chamber 502P when the sub shut-off valve 22 is opened, and the brake operation feeling (pedal feel) is reduced. Can be suppressed.

  At the time of auxiliary pressurization control by the first pump 201A, as shown by a one-dot chain line in FIG. 4, the brake fluid is supplied from the first pump 201A to the wheel cylinder 4 through the connection fluid path (check valve 210BS). . When the hydraulic pressure on the first pump 201A side with respect to the check valve 210BS becomes equal to or lower than the hydraulic pressure on the wheel cylinder 4 side, the check valve 210BS automatically closes and brake fluid directed from the first pump 201A to the wheel cylinder 4 Supply ends. When a predetermined condition indicating that the sudden braking operation state is lost or the like is satisfied, the first pump 201A is deactivated. It should be noted that whether or not a predetermined time has passed (preferably set in advance or close to the time until the check valve 210BS automatically closes) and the detected value of the first S system hydraulic pressure sensor 83AS (first pump The end of the auxiliary pressurization control (stop of the first pump 201A) is determined based on whether or not the discharge fluid pressure of 201A has become equal to or lower than the detection value (wheel cylinder fluid pressure) of the second fluid pressure sensor 83B. Also good.

  Even if the brake pedal 3 is depressed (the boost control is started) during the execution of the preliminary control, the first stroke simulator is used with the brake fluid stored in the first stroke simulator 6A up to that point. Auxiliary pressurization control by 6A can be executed. Also, in this case, the auxiliary pressurization (by the first pump 201A) using the first pump 201A already operating for the preliminary control (with or instead of the auxiliary pressurization control by the first stroke simulator 6A). Control may be performed. Thus, the pressure response of the wheel cylinder 4 can be improved.

  During the second auxiliary pressurization control, the second stroke simulator 6B that operates by a brake operation functions as a hydraulic pressure source. As indicated by the one-dot chain line in FIG. 4, the brake fluid flowing out from the second back pressure chamber 602B in response to the depression operation of the brake pedal 3 is caused by the second simulator back pressure fluid path 19 (check valve 290I) and the connection fluid path. Is supplied to the wheel cylinder 4 via The second simulator back pressure liquid path 19 (supply liquid path 19I, bypass liquid path 190I) connecting the second back pressure chamber 602B and the second connection liquid path 11B functions as a stroke simulator communication path. The check valve 290I functions as a stroke simulator-in valve in the stroke simulator communication path. The check valve 290I allows the flow of brake fluid from the second back pressure chamber 602B to the second connection fluid path 11B (the wheel cylinder 4) by opening the valve and closes the second connection fluid path 11B. The flow of brake fluid from the (foil cylinder 4) toward the second back pressure chamber 602B is suppressed. When the hydraulic pressure on the second back pressure chamber 602B side becomes lower than the hydraulic pressure on the wheel cylinder 4 side with respect to the check valve 290I, the check valve 290I automatically closes and the second back pressure chamber 602B moves to the wheel cylinder 4. The supply of the brake fluid directed is terminated. When the sudden braking operation state is lost or when a predetermined condition indicating that the discharge capacity of the second pump 201B is sufficient, the SS / OUT valve 29O is operated in the opening direction. As a result, the communication destination of the second back pressure chamber 602B is switched to the second liquid reservoir 41B, so that the second stroke simulator 6B can be smoothly operated according to the driver's brake operation. The end of the second auxiliary pressurization control (SS / OUT valve 29O is determined depending on whether or not a predetermined time has passed (preferably set in advance or close to the time until check valve 290I automatically closes). May be determined.

  Note that the second cutoff valve 21B may be operated in the opening direction during the first auxiliary pressurization control. In this case, the flow path of the brake fluid from the first stroke simulator 6A (first positive pressure chamber 601A) or the first pump 201A side to the wheel cylinder 4 side is not only the check valve 210B but also the second cutoff valve 21B. Therefore, the area of the flow path is enlarged (pressure loss is reduced), and the brake fluid can be efficiently supplied to the wheel cylinder 4. Further, the check valve 210B may be omitted. In this case, the second control unit 9B operates the second cutoff valve 21B in the opening direction in cooperation with the first control unit 9A during the first auxiliary pressurization control. Thus, the brake fluid is supplied from the first stroke simulator 6A (first positive pressure chamber 601A) or the first pump 201A side to the wheel cylinder 4 side. At the end of the first auxiliary pressurization control, the second cutoff valve 21B is operated in the closing direction. Thereby, it is possible to suppress the backflow of the brake fluid from the wheel cylinder 4 side (which has become high pressure) to the first stroke simulator 6A or the like side. In the present embodiment, by using the check valve 210B, it is not necessary to control the second cutoff valve 21B, so that the control configuration can be simplified. The reverse flow of the brake fluid is avoided by automatically closing the check valve 210B when the wheel cylinder hydraulic pressure becomes high.

  Similarly, the SS / IN valve 29I may be operated in the opening direction during the second auxiliary pressurization control. In this case, the flow path of the brake fluid from the second back pressure chamber 602B side to the wheel cylinder 4 side is not only through the check valve 290I but also through the SS / IN valve 29I. The brake fluid can be efficiently supplied to the wheel cylinder 4. Further, the check valve 290I may be omitted. In this case, the second control unit 9B operates the SS / IN valve 29I in the opening direction during the second auxiliary pressurization control. As a result, the brake fluid is supplied from the second back pressure chamber 602B side to the wheel cylinder 4 side. At the end of the second auxiliary pressurization control, the SS / IN valve 29I is operated in the closing direction after or simultaneously with the SS / OUT valve 29O being operated from the closed state. Thereby, it is possible to suppress the backflow of the brake fluid from the wheel cylinder 4 side (which has become high pressure) to the second back pressure chamber 602B and the like. In the present embodiment, by using the check valve 290I, it is not necessary to control the SS / IN valve 29I, so that the control configuration can be simplified. Further, the reverse flow of the brake fluid is avoided by automatically closing the check valve 290I when the wheel cylinder hydraulic pressure becomes high. Therefore, it is possible to more reliably suppress the driver from feeling uncomfortable.

  Note that the number of hydraulic pressure sources 20 in the hydraulic pressure control device may be one. The hydraulic pressure control device of the present embodiment has a first hydraulic pressure source 20A and a second hydraulic pressure source 20B. Both hydraulic pressure sources 20A and 20B can operate independently of each other. Thus, since the hydraulic pressure source 20 is made redundant, even when one of the hydraulic pressure sources 20 (for example, the first hydraulic pressure source 20A) fails to supply brake fluid (pressure), When the hydraulic pressure source 20 (second hydraulic pressure source 20B) supplies the brake fluid (pressure), the brake control can be continued. For this reason, the reliability of the hydraulic control device (brake system 1) can be improved. The hydraulic pressure source 20 is not limited to the pump 201, and an accumulator or the like may be used.

  When the operation of the stroke simulator 6 is hindered, the operation of the brake pedal 3 (generation of pedal stroke and pedal reaction force) according to the driver's operation is hindered, and the pedaling force realized by the hydraulic pressure control device (brake system 1) The relationship between F and pedal stroke S (FS characteristics) may vary greatly. In this case, it becomes difficult for the driver who performs the brake operation based on the FS characteristic to control the vehicle (braking force). That is, in the brake-by-wire control, the braking force desired by the driver can be realized by the hydraulic pressure control unit controlling the wheel cylinder hydraulic pressure in accordance with the brake operation state of the driver. However, if the brake pedal 3 does not stroke as expected and no pedal reaction force is generated, it is difficult for the driver to control the control hydraulic pressure (braking force) according to the brake operation state. The above-mentioned state in which the operation of the stroke simulator 6 is hindered means that the operation of the stroke simulator 6 cannot be controlled due to a power failure of the hydraulic pressure control unit, a mechanical failure of the stroke simulator 6 itself, etc. Means all states that cannot operate normally.

  The hydraulic pressure control device of the present embodiment includes a first stroke simulator 6A and a second stroke simulator 6B. In a state where the master cylinder 5 and the wheel cylinder 4 are shut off by the first shut-off valve 21A or the second shut-off valve 21B, both the first stroke simulator 6A and the second stroke simulator 6B are connected to the master cylinder 5 (liquid chamber 502 ) And can be operated according to the driver's brake operation. The first stroke simulator 6A and the second stroke simulator 6B can operate independently of each other. Thus, even when the stroke simulator 6 is redundant and the operation of one stroke simulator 6 (for example, the first stroke simulator 6A) is inhibited, the other stroke simulator 6 (second stroke simulator 6B) Since it can operate normally, the brake pedal 3 can be operated to a certain degree in accordance with the operation of the driver. When the other stroke simulator 6 operates, an appropriate reaction force is generated while the brake pedal 3 strokes to a certain extent according to the driver's brake operation force (stepping force). Therefore, significant fluctuations in the F-S characteristics can be suppressed and the driver can easily control the control hydraulic pressure, so that the controllability (braking operability) of the vehicle (braking force) by the driver can be suppressed from greatly deteriorating. The first stroke simulator 6A and the second stroke simulator 6B are connected to different connecting fluid paths. Therefore, it is easy for both stroke simulators 6A and 6B to operate independently of each other. Further, even when a failure occurs in one system, the stroke simulator 6 of the other system can operate normally.

  The number of hydraulic units may be one. The number of control units 9 may be one. The fluid pressure control device of this embodiment includes two fluid pressure units. Therefore, the hydraulic units 2A and 2B can be reduced in size and can be mounted on the vehicle. Further, the control units 9A and 9B are disposed in the hydraulic pressure units 2A and 2B, respectively, thereby constituting two hydraulic pressure control units 1A and 1B. Therefore, even when one hydraulic pressure control unit (for example, the second hydraulic pressure control unit 1B) fails, the control unit 9 (first control) of the other hydraulic pressure control unit (first hydraulic pressure control unit 1A) Unit 9A) can continue brake control.

  The first hydraulic pressure source 20A and the second hydraulic pressure source 20B, the first cutoff valve 21A and the second cutoff valve 21B, and the SS valve 25 and the SS / OUT valve 29O are installed in different hydraulic pressure control units 1A and 1B, respectively. Is done. In other words, the operation of both the hydraulic pressure sources 20A and 20B, the two shutoff valves 21A and 21B, and the two simulator valves 25 and 29O are controlled by the hydraulic pressure control units 1A and 1B (control units 9A and 9B) that are different from each other. Therefore, even when the control unit 9 of the one hydraulic pressure control unit cannot control the hydraulic pressure source 20 or the like of the one hydraulic pressure control unit due to a power failure in one hydraulic pressure control unit or the like, The hydraulic pressure source 20 etc. of the hydraulic pressure control unit can operate normally (the control unit 9 of the other hydraulic pressure control unit can control the hydraulic pressure source 20 etc. of the other hydraulic pressure control unit). For this reason, it is easy to continue the brake control. Further, since the stroke simulator 6 of the other hydraulic pressure control unit can operate normally (the control unit 9 of the other hydraulic pressure control unit can control the simulator valve of the other hydraulic pressure control unit), FS Significant fluctuations in characteristics can be suppressed.

  Specifically, the second hydraulic unit 2B is connected in series downstream of the first hydraulic unit 2A (not connected to the master cylinder 5). When the power supply of the second hydraulic pressure control unit 1B fails, the second input port 70IB and the second output port 70OB of the second hydraulic pressure unit 2B are not blocked, and the second hydraulic pressure unit 2B is simply connected to the fluid path Is equivalent to The first hydraulic pressure control unit 1A can continue the brake control for both systems and can realize a pedaling brake. When the power supply of the first hydraulic pressure control unit 1A fails, the first hydraulic pressure unit 2B is not blocked between the first input port 70IA and the first output port 70OA, and the first hydraulic pressure unit 2B is simply connected to the fluid path. Is equivalent to The second hydraulic pressure control unit 1B can continue the brake control for the four wheels and can realize a pedaling force brake. Even if a failure such as liquid leakage occurs on the upstream side of the second hydraulic pressure control unit 1B (first hydraulic pressure control unit 1A, relay pipe 10I, master cylinder pipe 10M), the second hydraulic pressure control unit 1B Can continue brake control for four wheels.

  In the hydraulic pressure control device of the present embodiment, during brake (by-wire) control, the first stroke simulator with the first shut-off valve 21A or the second shut-off valve 21B shut off between the master cylinder 5 and the wheel cylinder 4 Both 6A and the second stroke simulator 6B can communicate with the master cylinder 5. Therefore, since the F-S characteristic can be arbitrarily adjusted by combining the operating states (operating conditions) of the two stroke simulators 6A and 6B, the pedal feel can be improved. Note that the characteristics (spring constant, etc.) of the springs 62A, 62B of both the stroke simulators 6A, 6B may be the same. In the present embodiment, since the characteristics of the two springs 62A and 62B are different, the F-S characteristic can be adjusted more easily, and for example, the F-S characteristic at the time of pedaling brake can be simulated.

  In general, the F-S characteristics during pedaling braking are often as follows. That is, the ratio ΔS / ΔF of the change in the pedal stroke S to the change in the pedaling force F is large in a predetermined region where the pedaling force F is small and small in a region where the pedaling force F is large. In other words, when the brake pedal 3 is depressed, the pedal reaction force is small (the pedal is light) and thereafter the pedal reaction force is large (the pedal is heavy). In accordance with the driver's brake operation, substantially the same fluid pressure is generated in both the fluid chambers 502P and 502S of the master cylinder 5. In a state where the first positive pressure chamber 601A of the first stroke simulator 6A communicates with the primary fluid chamber 502P, the fluid pressure in the primary fluid chamber 502P corresponds to the fluid pressure in the first positive pressure chamber 601A. In a state where the second positive pressure chamber 601B of the second stroke simulator 6B communicates with the secondary liquid chamber 502S, the hydraulic pressure in the secondary liquid chamber 502S corresponds to the hydraulic pressure in the second positive pressure chamber 601B. Hereinafter, it is assumed that the hydraulic pressures in the back pressure chambers 602A and 602B of both stroke simulators 6A and 6B are substantially the same (for example, atmospheric pressure).

  In the present embodiment, the set load of the second spring 62B is smaller than the set load of the first spring 62A. Therefore, even if the first and second positive pressure chambers 601A and 601B are in communication with the liquid chambers 502P and 502S, respectively, the first piston is caused by the liquid pressure in the liquid chamber 502 (ie, the liquid pressure in the positive pressure chamber 601). The second piston 61B starts the stroke earlier than 61A. The spring constant of the second spring 62B is smaller than the spring constant of the first spring 62A. Therefore, the ratio of the change in the stroke amount of the piston 61 to the change in the master cylinder hydraulic pressure (hydraulic pressure in the positive pressure chamber 601) is higher than that in the first stroke simulator 6A (first piston 61A). Piston 61B) is larger. The master cylinder hydraulic pressure (hydraulic pressure in the positive pressure chamber 601) corresponds to the pedaling force F, and the stroke amount of the piston 61 corresponds to the pedal stroke S. After the second piston 61B has stroked to some extent, for example, if it is set in advance so that the stroke of the first piston 61A starts almost simultaneously with the end of the stroke of the second piston 61B, this is realized by the both-stroke simulators 6A and 6B. Figure 5 shows the FS characteristics. In the region where the pedaling force F is F1 or less (pedal stroke S is S1 or less), the second piston 61B (only) strokes, so ΔS / ΔF is large, and in the region where F is F1 or more (S is S1 or more), the first piston 61A ΔS / ΔF is small because (only) strokes. Thereby, since the F-S characteristic approximates that at the time of pedaling braking, the pedal feel can be improved.

  If one stroke simulator 6 is to achieve the above characteristics, for example, a configuration in which two springs 62 having different spring constants are arranged in series in the back pressure chamber 602 is required, and the structure of the stroke simulator 6 is complicated. This increases the number of parts. Therefore, the cost may increase, or the volume of the stroke simulator 6 may increase and the hydraulic pressure control device may increase in size. On the other hand, in the present embodiment, the above characteristics are realized by a combination of two stroke simulators 6A and 6B having different spring constants of the springs 62A and 62B. Specifically, in the FS characteristics, ΔS / ΔF switches (difference in ΔS / ΔF = inflection point at which differentiation becomes maximum) α, and the one side region and the other side region are defined as the stroke simulators 6A, Share with 6B. Therefore, it is sufficient for each of the stroke simulators 6A and 6B to realize a characteristic in which ΔS / ΔF is constant. The configuration of each of the stroke simulators 6A and 6B suffices with a simple one having one spring 62, so that the above-described inconvenience can be avoided. An area where the stroke simulators 6A and 6B operate simultaneously may be provided to increase the number of points where ΔS / ΔF switches.

  As described above, the first stroke simulator 6A can function as an accumulator during the first auxiliary pressurization control. Of the two stroke simulators 6A and 6B, the first stroke simulator 6A having the larger spring constant (high rigidity) of the spring 62 can store higher-pressure brake fluid than the second stroke simulator 6B. By using the first stroke simulator 6A as an accumulator, the pressure response of the wheel cylinder 4 can be improved more effectively. As described above, the auxiliary pressurization control is executed using the first stroke simulator 6A as an accumulator in the initial step of the depression of the brake pedal 3, and during this time, the second stroke simulator 6B is operated according to the brake operation. When this auxiliary pressurization control is completed, the first stroke simulator 6A finishes the function as an accumulator and operates normally according to the brake operation. Therefore, even if the auxiliary pressurization control by the first stroke simulator 6A is executed, the FS characteristic as shown in FIG. 5 can be realized.

  The first stroke simulator 6A may be separate from the first hydraulic unit 2A. For example, the first stroke simulator 6A may be disposed integrally with the master cylinder 5 or the like and connected to the first hydraulic pressure unit 2A (first connection fluid path 11A) via a brake pipe. In the present embodiment, since the first stroke simulator 6A is integrated with the first hydraulic pressure unit 2A, the liquid path between the first positive pressure chamber 601A and the first connection liquid path 11A is shortened as much as possible to reduce pressure loss. Is possible. Therefore, it is possible to further improve the pressurization response of the wheel cylinder 4 during the auxiliary pressurization control using the first stroke simulator 6A.

  The second stroke simulator 6B can function as a hydraulic pressure source during the second auxiliary pressurization control. Of the two stroke simulators 6A and 6B, the second stroke simulator 6B having the smaller spring constant of the spring 62 (lower rigidity) is used when supplying brake fluid from the back pressure chamber 602 toward the wheel cylinder 4 ( Loss (due to the spring 62) is less than the first stroke simulator 6A. That is, since the spring constant of the spring 62 is small, the hydraulic pressure in the positive pressure chamber 601 (master cylinder hydraulic pressure) required for the stroke of the piston 61 can be reduced (master cylinder hydraulic pressure and hydraulic pressure in the back pressure chamber 602). The piston 61 will stroke even if the difference is small.) Therefore, the brake fluid can be efficiently supplied from the back pressure chamber 602 toward the wheel cylinder 4 with a smaller pedaling force F. By using the second stroke simulator 6B as a hydraulic pressure source during the second auxiliary pressurization control, the pressurization response of the wheel cylinder 4 can be improved more effectively.

  The second stroke simulator 6B may be separate from the second hydraulic unit 2B. For example, the second stroke simulator 6B may be disposed integrally with the first hydraulic unit 2A or the like and connected to the second hydraulic unit 2B (second connection fluid path 11B) via a brake pipe. In the present embodiment, the second stroke simulator 6B is integrated with the second hydraulic unit 2B. The second hydraulic unit 2B is connected downstream of the first hydraulic unit 2A, and the fluid path length between the second hydraulic unit 2B and the wheel cylinder 4 is shorter than that of the first hydraulic unit 2A. Therefore, the liquid path between the second back pressure chamber 602B and the wheel cylinder 4 can be shortened as much as possible to reduce the pressure loss. Accordingly, it is possible to further improve the pressure response of the wheel cylinder 4 during the second auxiliary pressure control.

The effects of this embodiment are listed below.
(1) The hydraulic control device
A connecting fluid path that connects the master cylinder 5 that generates brake fluid pressure according to the operation of the brake pedal 3 (brake operation member) and the wheel cylinder 4 that applies braking force to the wheels FL to RR according to the brake fluid pressure. (Liquid channel 11 etc.),
Shut-off valve 21 in the connection fluid path,
Pump 201 (hydraulic pressure source) capable of discharging brake fluid to the side of the wheel cylinder 4 with respect to the shut-off valve 21 in the connecting fluid path,
A first stroke simulator 6A connected to the master cylinder 5 and capable of generating a pseudo operation reaction force of the brake pedal 3, and
A second stroke simulator 6B connected to the master cylinder 5 and capable of generating a pseudo operation reaction force of the brake pedal 3 is provided.
Therefore, even when the operation of one stroke simulator 6 is inhibited, the other stroke simulator 6 can operate normally, so that it is possible to suppress the driver's controllability from being greatly deteriorated.
(2) The hydraulic control device
A control unit 9 for opening and closing the shut-off valve 21 is provided.
When the control unit 9 operates the shut-off valve 21 in the closing direction, both the first stroke simulator 6A and the second stroke simulator 6B can communicate with the master cylinder 5.
Therefore, at the time of brake (by-wire) control, an arbitrary FS characteristic can be realized by the two stroke simulators 6A and 6B, so that the pedal feel can be improved.
(3) (8) The first stroke simulator 6A includes a first spring 62A,
The second stroke simulator 6B includes a second spring 62B,
The rigidity of the first spring 62A is greater than the rigidity of the second spring 62B.
Therefore, it is possible to suppress the structure of the stroke simulator 6 from being complicated, and to suppress an increase in the number of parts and cost, and an increase in the volume of the stroke simulator 6.
(4) The hydraulic control device
A pressure accumulation liquid path (liquid paths 13A, 11AP, 15) connecting the first positive pressure chamber 601A of the first stroke simulator 6A and the first pump 201A (hydraulic pressure source); and
A stroke simulator valve 25 in the pressure accumulation liquid path was provided.
Therefore, the pressure response of the wheel cylinder 4 can be improved by using the first stroke simulator 6A as an accumulator.
(5) The hydraulic control device
A stroke simulator communication path (liquid paths 19I, 190I) connecting the second back pressure chamber 602B of the second stroke simulator 6B and the connection liquid path (second connection liquid path 11B); and
A check valve 290I (stroke simulator in valve) in the stroke simulator communication path was provided.
Therefore, the pressure response of the wheel cylinder 4 can be improved by supplying the brake fluid flowing out from the second back pressure chamber 602B of the second stroke simulator 6B to the wheel cylinder 4.
(6) The hydraulic control device
A first hydraulic pressure control unit 1A capable of generating brake hydraulic pressure in the wheel cylinder 4, and
The wheel cylinder 4 has a second hydraulic pressure control unit 1B capable of generating brake hydraulic pressure,
The operation of the first stroke simulator 6A is controlled by the first hydraulic pressure control unit 1A, and the operation of the second stroke simulator 6B is controlled by the second hydraulic pressure control unit 1B.
Therefore, even when a power failure occurs in one hydraulic pressure control unit, the stroke simulator 6 of the other hydraulic pressure control unit can operate normally, so that significant fluctuations in the FS characteristics can be suppressed.
(7) The hydraulic control device
A first input port 70IA connected to the supply port 503 of the master cylinder 5 for generating brake fluid pressure in response to the operation of the brake pedal 3 (brake operating member);
A first connecting fluid path 11A connected to the first input port 70IA;
A first shut-off valve 21A in the first connection liquid path 11A,
A first output port 70OA connected to the first connection liquid path 11A,
A first pump 201A (first hydraulic pressure source) capable of discharging brake fluid to the first output port 70OA side with respect to the first shutoff valve 21A in the first connection fluid path 11A;
The first stroke simulator 6A that can be connected to the supply port 503 and generate the pseudo operation reaction force of the brake pedal 3
A first hydraulic pressure control unit 1A having
A second input port 70IB connected to the first output port 70OA,
A second connecting fluid path 11B connected to the second input port 70IB,
A second shut-off valve 21B in the second connection liquid path 11B,
A second output port 70OB having one end connected to the second connecting fluid passage 11B and the other end connected to the wheel cylinder 4 for applying a braking force to the wheels FL to RR according to the brake fluid pressure;
A second pump 201B (second hydraulic pressure source) capable of discharging brake fluid to the second output port 70OB side with respect to the second shutoff valve 21B in the second connection fluid path 11B;
Second stroke simulator 6B that can be connected to the supply port 503 and can generate a pseudo operation reaction force of the brake pedal 3
And a second hydraulic pressure control unit 1B.
Therefore, even when the operation of one stroke simulator 6 is inhibited, the other stroke simulator 6 can operate normally, so that it is possible to suppress the driver's controllability from being greatly deteriorated.
(9) The hydraulic control device
A stroke simulator communication path (liquid path 19I, 190I) connecting the second back pressure chamber 602B of the second stroke simulator 6B and the second connection liquid path 11B; and
A check valve 290I (stroke simulator in valve) in the stroke simulator communication path was provided.
Therefore, the pressure response of the wheel cylinder 4 can be improved by supplying the brake fluid flowing out from the second back pressure chamber 602B of the second stroke simulator 6B to the wheel cylinder 4. In addition, since the second back pressure chamber 602B is connected to the second connection liquid path 11B closer to the wheel cylinder 4, the pressure response of the wheel cylinder 4 can be further improved.
(10) The brake system 1 is
A master cylinder unit 1C having a master cylinder 5 that generates brake fluid pressure in response to an operation of a brake pedal 3 (brake operating member);
A hydraulic pressure control device connected to the master cylinder unit 1C,
A connecting fluid path (such as a fluid path 11) that connects the master cylinder 5 and the wheel cylinder 4 that applies braking force to the wheels FL to RR according to the brake fluid pressure;
Shut-off valve 21 in the connection fluid path,
Pump 201 (hydraulic pressure source) capable of discharging brake fluid to the side of the wheel cylinder 4 with respect to the shut-off valve 21 in the connecting fluid path,
A first stroke simulator 6A connected to the master cylinder 5 and capable of generating a pseudo operation reaction force of the brake pedal 3, and
A hydraulic pressure control device having a second stroke simulator 6B connected to the master cylinder 5 and capable of generating a pseudo operation reaction force of the brake pedal 3;
Therefore, even when the operation of one stroke simulator 6 is inhibited, the other stroke simulator 6 can operate normally, so that it is possible to suppress the driver's controllability from being greatly deteriorated.

[Second Embodiment]
First, the configuration will be described. As shown in FIG. 6, the brake system 1 includes a master cylinder unit 1C and a hydraulic pressure control unit 1D. In the hydraulic pressure control unit 1D, the second hydraulic pressure control unit 1B of the first embodiment is the same as the first stroke simulator 6A (and the first simulator positive pressure fluid path 15, first simulator back pressure fluid path 16, This corresponds to the one provided with the stroke simulator valve 25 and the sub shut-off valve 22). Hereinafter, only the difference between the hydraulic control unit 1D and the second hydraulic control unit 1B will be described.

  The hydraulic control unit 1D is connected to the master cylinder unit 1C via the master cylinder pipes 10MP and 10MS and the reservoir pipe 10R. The hydraulic pressure control unit 1D includes one hydraulic pressure unit 2, hydraulic pressure sensors 82 and 83, and one control unit 9. The hydraulic unit 2 includes a first stroke simulator 6A, a second stroke simulator 6B, a housing 7, one hydraulic pressure source 20, and a plurality of solenoid valves. The first and second stroke simulators 6A and 6B are the same as those in the first embodiment. Inside the main housing 71, there is a first cylinder 60A, and there are a part of the first simulator positive pressure fluid passage 15, the first simulator back pressure fluid passage 16, and the second simulator positive pressure fluid passage 18. The connecting liquid path 11 does not have the liquid path 110 (and the check valve 210) that bypasses the shut-off valve 21. There is a sub shut-off valve 22 between the input port 70IP and the shut-off valve 21P in the connection fluid path 11P of the P system.

  One end of the first simulator positive pressure fluid path 15 is connected between the shutoff valve 21P and the sub shutoff valve 22 in the fluid path 11P, and the other end of the first simulator positive pressure fluid path 15 is the first stroke simulator 6A first. Connect to positive pressure chamber 601A. The first simulator positive pressure fluid passage 15 has a stroke simulator valve (SS valve) 25. One end of the first simulator back pressure liquid path 16 is connected to the first back pressure chamber 602A of the first stroke simulator 6A, and the other end side of the first simulator back pressure liquid path 16 is connected to the liquid reservoir 41. One end of the second simulator positive pressure fluid path 18 is connected between the input port 70IS and the shutoff valve 21S in the connection fluid path 11S of the S system, and the other end of the second simulator positive pressure fluid path 18 is the simulator main output port 70SO1. Connect to. The simulator main output port 70SO1 is connected to the simulator sub input port 70SI2 of the sub housing 72. The master cylinder hydraulic pressure sensor 82 is connected between the input port 70IP and the sub shut-off valve 22 in the connection fluid path 11P of the P system.

  As with the first control unit 9B of the first embodiment, the control unit 9 can execute the first simulator activation control, the preliminary control, and the first auxiliary pressurization control (by the first stroke simulator 6A). Further, as with the second control unit 9B of the first embodiment, boost control including second auxiliary pressurization control can be executed. Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

  Next, the operation will be described. The hydraulic control device (brake system 1) of the present embodiment includes one hydraulic unit 2 (housing 7). Therefore, the number of brake pipes 10 can be reduced and the apparatus (system 1) can be simplified. The apparatus (system 1) includes one hydraulic pressure source 20. Further, one set of the shut-off valve 21, the communication valve 23, and the pressure regulating valve 24 is provided. Therefore, the number of parts can be reduced and the hydraulic unit 2 (hydraulic control unit 1D) can be downsized. In addition, the operational effects (above (1)-(5) (10)), etc. due to the fact that two stroke simulators 6 are provided and the characteristics of the springs 62A and 62B of both stroke simulators 6A and 6B are different. The same as in the first embodiment.

[Other Embodiments]
As mentioned above, although the form for implementing this invention was demonstrated based on drawing, the specific structure of this invention is not limited to embodiment, The design change etc. of the range which does not deviate from the summary of invention are included. Even if it exists, it is included in this invention. For example, the configuration of the brake hydraulic circuit (including the arrangement of electromagnetic valves and sensors) is not limited to that of the embodiment. The first simulator back pressure fluid passage 16 and the second simulator back pressure fluid passage 19 (discharge fluid passage 19O) need only be connected to some low pressure part, for example, directly connected to the reservoir tank 40 (via a brake pipe). May be. The auxiliary pressurization control is not limited to the boost control, and can be executed when the wheel cylinder 4 is pressurized using the hydraulic pressure source 20 according to the driver's brake operation during the brake-by-wire control.

1 Brake system.
1A 1st fluid pressure control unit 1B 2nd fluid pressure control unit 11A 1st connection fluid path 11B 2nd connection fluid path 20A 1st fluid pressure source 20B 2nd fluid pressure source 201A 1st pump 201B 2nd pump 21A 1st interception valve,
21B Second shut-off valve 3 Brake pedal (brake operating member)
4 Wheel cylinder 5 Master cylinder 503 Supply port 6A First stroke simulator 6B Second stroke simulator 70IA First input port 70OA First output port 70IB Second input port 70OB Second output port

Claims (10)

A connecting fluid path for connecting a master cylinder that generates a brake fluid pressure in response to an operation of a brake operation member and a wheel cylinder that applies a braking force to a wheel in accordance with the brake fluid pressure;
A shut-off valve in the connecting fluid path,
A hydraulic pressure source capable of discharging brake fluid toward the wheel cylinder with respect to the shutoff valve in the connection fluid path;
A first stroke simulator connected to the master cylinder and capable of generating a pseudo operation reaction force of the brake operation member; and
A hydraulic pressure control device comprising: a second stroke simulator connected to the master cylinder and capable of generating a pseudo operation reaction force of the brake operation member. The hydraulic control device according to claim 1,
A control unit for opening and closing the shutoff valve;
When the control unit operates the shut-off valve in the closing direction, both the first stroke simulator and the second stroke simulator can communicate with the master cylinder. The hydraulic control device according to claim 2,
The first stroke simulator includes a first spring;
The second stroke simulator comprises a second spring;
The hydraulic control device according to claim 1, wherein the rigidity of the first spring is larger than the rigidity of the second spring. The hydraulic control device according to claim 3,
A pressure accumulation liquid path connecting the positive pressure chamber of the first stroke simulator and the hydraulic pressure source; and
A fluid pressure control device comprising a stroke simulator valve in the pressure accumulation fluid passage. The hydraulic control device according to claim 3,
A stroke simulator communication path connecting the back pressure chamber of the second stroke simulator and the connection liquid path; and
A hydraulic pressure control device comprising a stroke simulator-in valve in the stroke simulator communication path. The hydraulic control device according to claim 1,
A first hydraulic pressure control unit capable of generating a brake hydraulic pressure in the wheel cylinder; and
A second hydraulic pressure control unit capable of generating brake hydraulic pressure in the wheel cylinder;
The operation of the first stroke simulator is controlled by the first hydraulic pressure control unit, and the operation of the second stroke simulator is controlled by the second hydraulic pressure control unit. A first input port connected to a supply port of a master cylinder that generates brake fluid pressure in response to an operation of a brake operation member;
A first connection liquid path connected to the first input port;
A first shut-off valve in the first connection liquid path;
A first output port connected to the first connection liquid path;
A first hydraulic pressure source capable of discharging brake fluid toward the first output port with respect to the first shutoff valve in the first connection fluid path; and
A first hydraulic pressure control unit having a first stroke simulator connected to the supply port and capable of generating a pseudo operation reaction force of the brake operation member;
A second input port connected to the first output port;
A second connecting fluid path connected to the second input port;
A second shutoff valve in the second connection fluid path;
A second output port having one end connected to the second connection fluid path and the other end connected to a wheel cylinder that applies braking force to the wheel according to the brake fluid pressure;
A second hydraulic pressure source capable of discharging brake fluid toward the second output port with respect to the second shutoff valve in the second connection fluid path; and
A fluid pressure control device comprising: a second fluid pressure control unit having a second stroke simulator connected to the supply port and capable of generating a pseudo operation reaction force of the brake operation member. In the fluid pressure control device according to claim 7,
The first stroke simulator includes a first spring;
The second stroke simulator comprises a second spring;
The hydraulic control device according to claim 1, wherein the rigidity of the first spring is larger than the rigidity of the second spring. The hydraulic control apparatus according to claim 8, wherein
A stroke simulator communication path connecting the back pressure chamber of the second stroke simulator and the second connection liquid path; and
A hydraulic pressure control device comprising a stroke simulator-in valve in the stroke simulator communication path. A master cylinder unit having a master cylinder that generates a brake fluid pressure in response to an operation of a brake operation member;
A hydraulic pressure control device connected to the master cylinder unit,
A connecting fluid path for connecting the master cylinder and a wheel cylinder for applying braking force to the wheel according to the brake fluid pressure;
A shut-off valve in the connecting fluid path,
A hydraulic pressure source capable of discharging brake fluid toward the wheel cylinder with respect to the shutoff valve in the connection fluid path;
A first stroke simulator connected to the master cylinder and capable of generating a pseudo operation reaction force of the brake operation member; and
A brake system comprising: a second stroke simulator connected to the master cylinder and capable of generating a pseudo operation reaction force of the brake operation member.

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