Brake control device

Abstract

The present invention provides a brake control device capable of achieving both reduction in cost and reduction in size when only redundancy of a necessary system is performed. The present invention is provided with: a solenoid valve device having, in parallel, a first coil to which a first terminal and a second terminal are connected, and a second coil to which a third terminal and a fourth terminal are connected; a housing in which the solenoid valve device is disposed; a control board disposed offset from one end surface of the housing in a winding axis direction of the first coil; and all the terminals are connected with a control substrate.

Description

Technical Field

[0001] The invention relates to a brake control device. Background Art

[0002] Patent document 1 discloses a brake control device, which, as a measure to deal with failure of the electrical system, duplicates the electrical system for redundancy and connects each of the electrical systems to two ECUs having a control substrate. Therefore, the coils of all solenoid valves are composed of double terminals, one system is connected to one ECU, and the other system is connected to the other ECU.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: (Japanese) Patent Publication No. 2019-48594 Summary of the invention

[0006] Technical problem to be solved by the invention

[0007] However, in the above-mentioned Patent Document 1, when the coil of the solenoid valve of only the system required for anti-lock control or the like is constituted by double terminals, there is a technical problem that the cost becomes high and the size is increased.

[0008] One of the objects of the present invention is to provide a brake control device capable of achieving both cost reduction and size reduction while making only necessary systems redundant.

[0009] Technical solutions for solving technical problems

[0010] A braking control device according to one embodiment of the present invention comprises: an electromagnetic valve device, which has a first coil connected to a first terminal and a second terminal, and a second coil connected to a third terminal and a fourth terminal in parallel; a shell, which is configured with the electromagnetic valve device; a control substrate, which is configured to be offset from one end surface of the shell along the winding axis direction of the first coil; and all the terminals are connected to the control substrate.

[0011] Therefore, according to the brake control device of one embodiment of the present invention, when only necessary systems are made redundant, it is possible to achieve both cost reduction and reduction in size. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 This is a schematic diagram of the brake control device according to the first embodiment.

[0013] Figure 2 It is an exploded perspective view of the main part of the brake control device according to the first embodiment.

[0014] Figure 3(a) is a cross-sectional perspective view of a solenoid having four terminals according to the first embodiment, Figure 3 (b) is a cross-sectional perspective view of the two-terminal solenoid according to the first embodiment.

[0015] Figure 4 It is a perspective view showing a state where the four-terminal solenoid and the two-terminal solenoid according to the first embodiment are mounted on a control substrate.

[0016] Figure 5 This is a plan view of the control substrate according to the first embodiment.

[0017] Figure 6 This is a schematic diagram of a brake control device according to a second embodiment.

[0018] Figure 7 It is a plan view of a control substrate according to the second embodiment.

[0019] Figure 8 This is a schematic diagram of a brake control device according to a third embodiment.

[0020] Fig. 9 It is a plan view of a control substrate according to the third embodiment. DETAILED DESCRIPTION

[0021] [Implementation Method 1]

[0022] Figure 1 This is a schematic diagram of the brake control device 1 according to the first embodiment.

[0023] (Structure of brake control device)

[0024] The brake control device 1 is mounted on 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, an electric vehicle having only an electric motor, and the like.

[0025] The brake control device 1 is provided on each wheel (left front wheel FL, right front wheel FR, left rear wheel RL, right rear wheel RR), and includes a disc brake that is actuated by a hydraulic pressure of a wheel cylinder 2 .

[0026] The brake control device 1 applies a brake torque to each wheel FL to RR by adjusting the hydraulic pressure of the wheel cylinder 2. The brake control device 1 has two brake pipe systems (a main P system and a sub-S system). The brake pipe system is, for example, an X pipe system.

[0027] In the following, when distinguishing between components corresponding to the main system (hereinafter referred to as the P system) and components corresponding to the sub-system (hereinafter referred to as the S system), the symbols P and S are added to the end of the figure mark. In addition, when distinguishing between components corresponding to each wheel FL to RR, the symbols a to d are added to the end of the figure mark.

[0028] The brake pedal 3 is a brake operating member that receives input of a brake operation by a driver. The push rod 4 has a stroke according to the operation of the brake pedal 3. The master cylinder 5 operates according to the stroke amount of the push rod 4 to generate a brake hydraulic pressure (master cylinder hydraulic pressure).

[0029] The master cylinder 5 is supplied with brake fluid from a reservoir tank 6 storing brake fluid. The master cylinder 5 is a tandem type, and includes a P piston 51P and an S piston 51S that have strokes according to the stroke of the push rod 4.

[0030] The two pistons 51P and 51S are arranged in series along the axial direction of the push rod 4. The P piston 51P is connected to the push rod 4. The S piston 51S is a free piston type.

[0031] The master cylinder 5 is provided with a stroke sensor 60 . The stroke sensor 60 detects the stroke amount of the P piston 51P as the pedal stroke amount of the brake pedal 3 .

[0032] The stroke simulator 7 operates according to the brake operation of the driver. The stroke simulator 7 generates a pedal stroke by causing the brake fluid flowing out of the master cylinder 5 to flow in according to the brake operation of the driver.

[0033] The piston 71 of the stroke simulator 7 is moved in the axial direction in the cylinder 72 against the biasing force of the spring 73 by the brake fluid supplied from the master cylinder 5. Thus, the stroke simulator 7 generates an operation reaction force according to the brake operation of the driver.

[0034] The hydraulic unit 8 can apply a braking torque to each of the wheels FL to RR independently of the brake operation by the driver.

[0035] The hydraulic unit 8 is supplied with brake fluid from the master cylinder 5 and the reservoir tank 6 . The hydraulic unit 8 is provided between the master cylinder 5 and the wheel cylinder 2 .

[0036] The hydraulic unit 8 includes a motor 211 of the pump 21 and a plurality of electromagnetic valves (such as the cutoff valve 12 ) as actuators for generating control hydraulic pressure. The plurality of electromagnetic valves constitute an electromagnetic valve device.

[0037] The pump 21 sucks brake fluid from the reservoir tank 6 and discharges it toward the wheel cylinder 2. The pump 21 is, for example, a plunger pump or a gear pump. The motor 211 is, for example, a brush motor.

[0038] A plurality of electromagnetic valves (such as the cutoff valve 12) are opened and closed according to control signals, and the flow of brake fluid is controlled by switching the communication state of the fluid path 11, etc. The hydraulic unit 8 pressurizes the wheel cylinder 2 with the brake fluid pressure generated by the pump 21 in a state where the communication between the master cylinder 5 and the wheel cylinder 2 is cut off. In addition, the hydraulic unit 8 has hydraulic sensors 35 to 37 for detecting the fluid pressure at various locations.

[0039] A P hydraulic chamber 52P is defined between the two pistons 51P and 51S of the master cylinder 5. A compression coil spring 53P is provided in the P hydraulic chamber 52P. An S hydraulic chamber 52S is defined between the S piston 51S and the bottom 541 of the cylinder body 54. A compression coil spring 53S is provided in the S hydraulic chamber 52S. A fluid path (connecting fluid path) 11 opens in each hydraulic chamber 52P and 52S. Each hydraulic chamber 52P and 52S is connected to the hydraulic unit 8 via the fluid path 11 and can communicate with the wheel cylinder 2.

[0040] When the driver steps on the brake pedal 3, the two pistons 51P and 51S have strokes, and the master cylinder hydraulic pressure is generated according to the reduction in the volume of the two hydraulic chambers 52P and 52S. Substantially the same master cylinder hydraulic pressure is generated in the two hydraulic chambers 52P and 52S.

[0041] Thus, the brake fluid is supplied from the two hydraulic chambers 52P and 52S to the wheel cylinders 2a to 2d via the fluid paths 11P and 11S.

[0042] That is, the master cylinder 5 uses the master cylinder hydraulic pressure generated in the P hydraulic chamber 52P to pressurize the P system wheel cylinders 2a, 2d via the P system fluid path (fluid path 11P). In addition, the master cylinder 5 uses the master cylinder hydraulic pressure generated in the S hydraulic chamber 52S to pressurize the S system wheel cylinders 2b, 2c via the S system fluid path (fluid path 11S).

[0043] The stroke simulator 7 includes a cylinder 72 , a piston 71 , and a spring 73 .

[0044] The cylinder 72 has a cylindrical inner peripheral surface, and includes a piston housing portion 721 and a spring housing portion 722 .

[0045] The diameter of the piston housing portion 721 is smaller than the diameter of the spring housing portion 722. A fluid passage 27 described later is always open on the inner peripheral surface of the spring housing portion 722.

[0046] The piston 71 is movable in the axial direction in the piston housing 721 . The piston 71 separates the inside of the cylinder 72 into a positive pressure chamber 711 and a back pressure chamber 712 .

[0047] The liquid path 26 is always open to the positive pressure chamber 711 , and the liquid path 27 is always open to the back pressure chamber 712 .

[0048] A piston seal 75 is provided on the outer periphery of the piston 71. The piston seal 75 is in sliding contact with the inner peripheral surface of the piston housing 721, and seals the inner peripheral surface of the piston housing 721 and the outer peripheral surface of the piston 71. The piston seal 75 is a separation seal component that seals the positive pressure chamber 711 and the back pressure chamber 712 to separate them liquid-tightly, and complements the function of the piston 71.

[0049] The spring 73 is a compression coil spring provided in the back pressure chamber 712, and urges the piston 71 from the back pressure chamber 712 side toward the positive pressure chamber 711 side. The spring 73 generates a reaction force according to the amount of compression.

[0050] The spring 73 includes a first spring 731 and a second spring 732. The first spring 731 has a smaller diameter than the second spring 732 and a smaller wire diameter. The first spring 731 and the second spring 732 are arranged in series between the piston 71 and the spring housing 722 via the retaining member 74.

[0051] The fluid path 11 connects the hydraulic chamber 52 of the master cylinder 5 and the wheel cylinder 2. The fluid path 11P branches into a fluid path 11a and a fluid path 11d. The fluid path 11S branches into a fluid path 11b and a fluid path 11c.

[0052] The shutoff valve (solenoid valve) 12 is a normally open (open in a non-energized state) electromagnetic proportional valve provided in the fluid path 11. The electromagnetic proportional valve can realize an arbitrary opening degree according to the current supplied to the solenoid.

[0053] The fluid path 11 is separated by a cutoff valve 12 into a fluid path 11A on the master cylinder 5 side and a fluid path 11B on the wheel cylinder 2 side.

[0054] The solenoid input valve (electromagnetic valve) 13 is a normally open electromagnetic proportional valve provided in the fluid circuit 11 on the wheel cylinder 2 side (fluid circuit 11B) relative to the cutoff valve 12 and corresponding to each wheel FL to RR (fluid circuit 11a to 11d). A bypass fluid circuit 14 that bypasses the solenoid input valve 13 is provided in the fluid circuit 11. A check valve 15 that allows only the flow of brake fluid from the wheel cylinder 2 side to the master cylinder 5 side is provided in the bypass fluid circuit 14.

[0055] The suction pipe 16 connects the reservoir 6 and the internal reservoir 17. The fluid path 18 connects the internal reservoir 17 to the suction side of the pump 21. The fluid path 19 connects the discharge side of the pump 21 and between the shutoff valve 12 and the solenoid input valve 13 in the fluid path 11B. The fluid path 19 is branched into a fluid path 19P of the P system and a fluid path 19S of the S system. The two fluid paths 19P and 19S are connected to the fluid paths 11P and 11S. The two fluid paths 19P and 19S function as a communication path that connects the fluid paths 11P and 11S to each other. The communication valve (solenoid valve) 20 is a normally closed (closed valve in a non-energized state) on-off valve provided in the fluid path 19. The on-off valve switches on and off in a binary manner according to the current supplied to the solenoid.

[0056] The pump 21 generates a hydraulic pressure in the fluid path 11 by the brake fluid supplied from the reservoir 6 to generate a wheel cylinder hydraulic pressure. The pump 21 is connected to the wheel cylinders 2a to 2d via the fluid paths 19P, 19S and the fluid paths 11P, 11S, and pressurizes the wheel cylinders 2 by discharging the brake fluid to the fluid paths 19P, 19S.

[0057] The fluid path 22 connects the branch point of the two fluid paths 19P and 19S to the fluid path 23. A pressure regulating valve (solenoid valve) 24 is provided in the fluid path 22. The pressure regulating valve 24 is a normally open electromagnetic proportional valve. The fluid path 23 connects the side of the fluid path 11B closer to the wheel cylinder 2 than the solenoid input valve 13 to the internal reservoir 17. The solenoid output valve (solenoid valve) 25 is a normally closed on-off valve provided in the fluid path 23.

[0058] The fluid path 26 branches from the P system fluid path 11A and is connected to the positive pressure chamber 711 of the stroke simulator 7. The fluid path 26 may directly connect the P hydraulic chamber 52P and the positive pressure chamber 711 without passing through the fluid path 11P (11A).

[0059] The fluid path 27 connects the back pressure chamber 712 of the stroke simulator 7 and the fluid path 11 . Specifically, the fluid path 27 branches from between the cutoff valve 12P and the solenoid input valve 13 in the fluid path 11P ( 11B) and connects to the back pressure chamber 712 .

[0060] The stroke simulator input valve (solenoid valve) 28 is a normally closed on-off valve provided in the fluid path 27. The fluid path 27 is separated by the stroke simulator input valve 28 into a fluid path 27A on the back pressure chamber 712 side and a fluid path 27B on the fluid path 11 side.

[0061] A bypass fluid path 29 is provided in parallel with the fluid path 27, bypassing the stroke simulator input valve 28. The bypass fluid path 29 connects the fluid path 27A and the fluid path 27B. A check valve 30 is provided in the bypass fluid path 29. The check valve 30 allows the brake fluid to flow from the fluid path 27A to the fluid path 11 (27B) side, and suppresses the flow of the brake fluid in the reverse direction.

[0062] The fluid path 31 connects the back pressure chamber 712 of the stroke simulator 7 and the fluid path 23. The stroke simulator output valve (solenoid valve) 32 is a normally closed on-off valve provided in the fluid path 31. A bypass fluid path 33 is provided in parallel with the fluid path 31, bypassing the stroke simulator output valve 32. A check valve 34 is provided in the bypass fluid path 33, which allows the brake fluid to flow from the fluid path 23 side to the back pressure chamber 712 side and suppresses the brake fluid from flowing in the reverse direction.

[0063] A master cylinder hydraulic pressure sensor 35 for detecting the hydraulic pressure (master cylinder hydraulic pressure and hydraulic pressure in the positive pressure chamber 711) at this location is provided between the shutoff valve 12P and the master cylinder 5 (fluid path 11A) in the fluid path 11P. A wheel cylinder hydraulic pressure sensor (P system pressure sensor, S system pressure sensor) 36 for detecting the hydraulic pressure (wheel cylinder hydraulic pressure) at this location is provided between the shutoff valve 12 and the solenoid input valve 13 in the fluid path 11. A discharge pressure sensor 37 for detecting the hydraulic pressure (pump discharge pressure) at this location is provided between the discharge side of the pump 21 and the communication valve 20 in the fluid path 19.

[0064] When the cutoff valve 12 is open, the brake system (fluid path 11) connecting the hydraulic chamber 52 of the master cylinder 5 and the wheel cylinder 2 constitutes a first system. The first system generates wheel cylinder hydraulic pressure by using the master cylinder hydraulic pressure generated by the pedal force, thereby enabling pedal force braking (non-assistance control). On the other hand, when the cutoff valve 12 is closed, the brake system (fluid path 19, fluid path 22, fluid path 23, etc.) connecting the reservoir 6 and the wheel cylinder 2, including the pump 21, constitutes a second system. The second system constitutes a so-called brake-by-wire device that generates wheel cylinder hydraulic pressure by using the hydraulic pressure generated by the pump 21, and can achieve assist control as a brake-by-wire control. During the brake-by-wire control, the stroke simulator 7 generates an operation reaction force accompanying the driver's brake operation.

[0065] (Structure of control unit)

[0066] The control unit 9 includes a control substrate 40 (see Figure 2 ) controls the operation of the hydraulic unit 8 by means of the first CPU (CPU1) 9a and the second CPU (CPU2) 9b.

[0067] In addition to the detection values ​​sent from the stroke sensor 60 and the hydraulic sensors 35 to 37 , information related to the running state (wheel speed, etc.) sent from the vehicle side is input to the control unit 9 .

[0068] (Control unit action)

[0069] The control unit 9 processes the input information according to the built-in program and calculates the target wheel cylinder fluid pressure of the wheel cylinder 2. The control unit 9 outputs a command signal to each actuator of the hydraulic unit 8 so that the wheel cylinder fluid pressure of the wheel cylinder 2 reaches the target wheel cylinder fluid pressure.

[0070] This enables various brake controls (power assist control, anti-lock control, brake control for vehicle motion control, brake-by-wire control, automatic brake control, and regenerative coordinated brake control, etc.) to be implemented.

[0071] The power assist control generates insufficient brake fluid pressure due to the driver's brake pedal force to assist the braking operation. The anti-lock control suppresses the brake slip (locking tendency) of each wheel FL~RR. The vehicle motion control is a vehicle behavior stabilization control to prevent skidding, etc. The wire control brake control is to electrically detect the driver's braking operation on the brake pedal 3 and control the braking control of the hydraulic unit 8. It should be noted that for failure protection, the master cylinder 5 is connected to the wheel cylinder 2 of each wheel FL~RR. The automatic braking control is the leading vehicle following control, automatic emergency braking, etc. The regenerative coordinated braking control controls the wheel cylinder fluid pressure to achieve the target deceleration in coordination with the regenerative braking.

[0072] In the first embodiment, the anti-lock brake control is set as a system that needs to be made redundant.

[0073] Therefore, it is set to be able to transmit both the control signal S1 of the first CPU (CPU1) 9a and the control signal S2 of the second CPU (CPU2) 9b to the motor 211 of the pump 21, and the solenoid input valves 13a~13d that can increase the brake fluid pressure applied to the wheel cylinders 2a~2d and the solenoid output valves 25a~25d that can reduce the brake fluid pressure applied to the wheel cylinders 2a~2d, so as to be redundant into two systems.

[0074] It should be noted that the control signal S1 of the first CPU (CPU1) 9 a is set to be transmitted only to the cutoff valve 12 , the communication valve 20 , the pressure regulating valve 24 , the stroke simulator input valve 28 , and the stroke simulator output valve 32 .

[0075] Figure 2 It is an exploded perspective view of the main parts of the brake control device according to the first embodiment.

[0076] The hydraulic unit 8 includes a hydraulic unit housing 80 , a motor housing 81 , and a stroke simulator housing 82 .

[0077] The hydraulic unit housing (hereinafter referred to as housing) 80 is made of, for example, aluminum alloy and is a substantially rectangular parallelepiped frame having a front surface 801, a rear surface 802, a top surface 803, a bottom surface 804, a left side surface 805, and a right side surface 806. The housing 80 has various fluid paths (fluid path 11, etc.) formed therein.

[0078] The housing 80 also accommodates the pump 21 , various solenoid valves (such as the cutoff valve 12 ), and various hydraulic sensors (such as the master cylinder hydraulic sensor 35 ) therein.

[0079] Four wheel cylinder interfaces 8031 ​​are formed on the top surface 803 of the housing 80 , and pipe joints 8032 are installed thereon.

[0080] The wheel cylinder interface 8031 ​​is connected to the wheel cylinder 2 via a wheel cylinder pipe (not shown). The suction pipe 16 is connected to the pipe joint 8032. Fifteen valve receiving holes 8021 and four sensor receiving holes 8022 are formed on the back surface 802 of the housing 80. The valve portion 38 of each solenoid valve (such as the cutoff valve 12) is received in each valve receiving hole 8021. Each hydraulic pressure sensor (such as the master cylinder hydraulic pressure sensor 35) is received in each sensor receiving hole 8022.

[0081] The motor housing 81 is a metal cylindrical member, and houses the motor 211 therein. The motor housing 81 is fixed to the front surface 801 of the housing 80 .

[0082] The stroke simulator case 82 is made of aluminum alloy, and contains the stroke simulator 7. The stroke simulator case 82 is fastened to the right side surface 806 of the case 80 by a screw (not shown).

[0083] The control unit 9 has a control unit housing 83 .

[0084] The control unit case 83 is formed of a resin material and houses the solenoids 39 of the electromagnetic valves (such as the cutoff valve 12 ) and the control board 40 provided with two first CPUs (CPU 1 ) 9 a and second CPUs (CPU 2 ) 9 b .

[0085] The control unit case 83 includes a main body 831 and a cover 832 . The main body 831 has a front side (case 80 side) formed in a concave shape, and covers each solenoid 39 .

[0086] The main body 831 is fastened to the back surface 802 of the housing 80 by screws (not shown).

[0087] The main body 831 has a control board housing portion 8311 on its back side (the side opposite to the housing 80 side). The control board 40 is mounted in the control board housing portion 8311 .

[0088] The cover 832 is a lid member that is fixed to the main body portion 831 and covers the control board housing portion 8311 .

[0089] The control board 40 controls the energization state of the motor 211 and each solenoid 39 by two first CPUs (CPU1) 9a and second CPUs (CPU2) 9b. The control board 40 is mounted in parallel with the back surface 802 in the control board storage portion 8311 .

[0090] It should be noted that, as described above, the control signal S1 of the first CPU (CPU1) 9a and the control signal S2 of the second CPU (CPU2) 9b are both capable of being transmitted to the motor 211 of the pump 21 and the solenoid input valves 13a to 13d capable of increasing the brake fluid pressure applied to the wheel cylinders 2a to 2d and the solenoid output valves 25a to 25d capable of reducing the brake fluid pressure applied to the wheel cylinders 2a to 2d, thereby making them redundant into two systems.

[0091] It should be noted that the cutoff valve 12 , the communication valve 20 , the pressure regulating valve 24 , the stroke simulator input valve 28 , and the stroke simulator output valve 32 are set to transmit only the control signal S1 of the first CPU (CPU1) 19 a.

[0092] Thus, the anti-lock control is set as a system that needs to be made redundant, and since the system is composed of only one control substrate 40 , it is possible to achieve both reduction in cost and reduction in size of the brake control device 1 .

[0093] Figure 3 (a) is a cross-sectional perspective view of a solenoid having four terminals according to the first embodiment, Figure 3 (b) is a cross-sectional perspective view of the two-terminal solenoid of the first embodiment, Figure 4 It is a perspective view showing a state where the four-terminal solenoid and the two-terminal solenoid according to the first embodiment are mounted on a control substrate.

[0094] When the four-terminal solenoid 39a is viewed from the direction of the winding axis P, the terminals 3911a, 3912a, 3921a, 3922a are arranged in a straight line in the order of the second positive terminal 3921a, the first positive terminal 3911a, the second negative terminal 3912a, and the first negative terminal 3922a. The terminals 3911a, 3912a, 3921a, 3922a are held by a resin bobbin (not shown) around which the first coil 391a and the second coil 392a are wound, and by a terminal holding portion 481a.

[0095] It should be noted that the first positive terminal 3911a and the first negative terminal 3922a are connected to the first coil 391a, and the second positive terminal 3921a and the second negative terminal 3912a are connected to the second coil 392a.

[0096] The terminals 3911a, 3912a, 3921a, and 3922a are provided on the control board 40 so that the first positive terminal 3911a and the first negative terminal 3922a are connected to the first CPU (CPU1) 9a, and the second positive terminal 3921a and the second negative terminal 3912a are connected to the second CPU (CPU2) 9b.

[0097] The solenoid 39a of each electromagnetic valve sets the current flow direction in such a way that the direction of the magnetic field generated when current flows through the first coil 391a is consistent with the direction of the magnetic field generated when current flows through the second coil 392a. It should be noted that the coil of the motor 211 is also the same as the solenoid 39, so the illustration and description are omitted.

[0098] When the two-terminal solenoid 39b is viewed from the winding axis P, the terminals 3911b and 3922b are arranged linearly in the order of the positive terminal 3911b and the negative terminal 3922b. The terminals 3911b and 3922b are held by a resin bobbin (not shown) around which the coil 391b is wound and a terminal holding portion 481b.

[0099] Similarly, each of the terminals 3911 b and 3922 b is connected to the coil 391 b , and each of the terminals 3911 b and 3922 b is provided on the control substrate 40 so as to be connected to the first CPU (CPU1 ) 9 a .

[0100] Figure 5 This is a plan view of the control substrate according to the first embodiment.

[0101] A plurality of four-terminal solenoids 39a for controlling the motor 211 of the pump 21 and each solenoid valve 13a~13d and each solenoid output valve 25a~25d are installed on the anti-lock control solenoid valve installation part A of the control substrate 40, and a plurality of two-terminal solenoids 39b for controlling each shut-off valve 12P, 12S, each connecting valve 20P, 20S, the pressure regulating valve 24, the stroke simulator input valve 28, and the stroke simulator output valve 32 are installed on the other control solenoid valve installation part B of the control substrate 40.

[0102] Next, the effects will be described.

[0103] The brake control device according to the first embodiment has the following effects.

[0104] (1) The anti-lock control is set as a system that needs to be made redundant, and is not constituted by only one control substrate 40 .

[0105] Therefore, by controlling the control substrate 40 to be one, it is possible to achieve both cost reduction and reduction in size, and to realize redundancy of the anti-lock control, which is a necessary system.

[0106] [Implementation Method 2]

[0107] Figure 6 is a schematic diagram of a brake control device according to a second embodiment. Figure 7 It is a plan view of a control substrate according to the second embodiment.

[0108] In the first embodiment, the anti-lock control is set as a system necessary for redundancy, but in the second embodiment, the brake-by-wire control is set as a system necessary for redundancy.

[0109] like Figure 6 As shown, the motor 211 capable of transmitting both the control signal S1 of the first CPU (CPU1) 9a and the control signal S2 of the second CPU (CPU2) 9b to the pump 21, the shutoff valves 12P, 12S capable of shutting off the master cylinder 5 from the wheel cylinders 2a to 2d, the connecting valves 20P, 20S capable of connecting the pump 21 capable of generating a control hydraulic pressure and pressurizing the wheel cylinders 2a to 2d with the wheel cylinders 2a to 2d, the pressure regulating valve 24, the stroke simulator input valve 28 capable of shutting off the master cylinder 5 from the stroke simulator 7, and the stroke simulator output valve 32 are set to be redundant into two systems.

[0110] It should be noted that the control signal S1 of the first CPU (CPU1) 9a is set to be transmitted only to the solenoid input valves 13a to 13d and the solenoid output valves 25a to 25d.

[0111] In addition, if Figure 7 As shown, a plurality of four-terminal solenoids 39a for controlling the motor 211 of the pump 21 and each shut-off valve 12P, 12S, each connecting valve 20P, 20S, the pressure regulating valve 24, the stroke simulator input valve 28, and the stroke simulator output valve 32 are installed on the wire control brake control solenoid valve installation part C of the control substrate 40, and a plurality of two-terminal solenoids 39b for controlling each solenoid input valve 13a~13d and each solenoid output valve 25a~25d are installed on the anti-lock control solenoid valve installation part D of the control substrate 40.

[0112] The other structures are the same as those in the first embodiment, and therefore the structures common to the first embodiment are denoted by the same reference numerals as those in the first embodiment, and the description thereof is omitted.

[0113] Next, the effects will be described.

[0114] The brake control device of the second embodiment has the same operational effects as those of the first embodiment.

[0115] [Implementation Method 3]

[0116] Figure 8 is a schematic diagram of a brake control device according to a third embodiment. Fig. 9 It is a plan view of a control substrate according to the third embodiment.

[0117] In the second embodiment, the brake-by-wire control is set as a system necessary for redundancy, but in the third embodiment, in addition, in the case of a simple anti-lock control based on the brake-by-wire control in which the pressure increase and decrease of each wheel (left front wheel FL, right front wheel FR, left rear wheel RL, right rear wheel RR) are simultaneously performed when the anti-lock control fails, there is a possibility that each rear wheel (left rear wheel RL, right rear wheel RR) may lock during the pressure increase control, so a system necessary for redundancy is set based on the pressure increase valve on the side of each rear wheel (left rear wheel RL, right rear wheel RR), that is, each solenoid input valve 13c, 13d.

[0118] like Figure 8 As shown, the motor 211 capable of transmitting both the control signal S1 of the first CPU (CPU1) 9a and the control signal S2 of the second CPU (CPU2) 9b to the pump 21, the shutoff valves 12P, 12S capable of shutting off the master cylinder 5 from the wheel cylinders 2a to 2d, the connecting valves 20P, 20S capable of connecting the pump 21 capable of generating a control hydraulic pressure and pressurizing the wheel cylinders 2a to 2d and the wheel cylinders 2a to 2d, the pressure regulating valve 24, the stroke simulator input valve 28 capable of shutting off the master cylinder 5 from the stroke simulator 7, the stroke simulator output valve 32, and the solenoid input valves 13c, 13d are set to be redundant into two systems.

[0119] It should be noted that the control signal S1 of the first CPU (CPU1) 9a is set to be transmitted only to the solenoid input valves 13a to 13b and the solenoid output valves 25a to 25d.

[0120] In addition, if Fig. 9 As shown, a plurality of four-terminal solenoids 39a for controlling the motor 211 of the pump 21 and each shut-off valve 12P, 12S, each connecting valve 20P, 20S, the pressure regulating valve 24, the stroke simulator input valve 28, and the stroke simulator output valve 32 are installed on the wire control brake control solenoid valve installation part F of the control substrate 40, a plurality of four-terminal solenoids 39a for controlling each solenoid input valve 13c, 13d are installed on the rear wheel lock control solenoid valve installation part E of the control substrate 40, and a plurality of two-terminal solenoids 39b for controlling each solenoid input valve 13a~13b and each solenoid output valve 25a~25d are installed on the anti-lock control solenoid valve installation part G of the control substrate 40.

[0121] The other structures are the same as those of the second embodiment, and therefore the structures common to the second embodiment are denoted by the same reference numerals as those of the first embodiment, and the description thereof is omitted.

[0122] Next, the effects will be described.

[0123] In the brake control device of the third embodiment, in addition to the effects of the second embodiment, when performing a simple anti-lock control based on brake-by-wire control to increase or decrease the pressure of each wheel (left front wheel FL, right front wheel FR, left rear wheel RL, right rear wheel RR) at the same time, during the pressure increase control, it can prevent the rear wheels (left rear wheel RL, right rear wheel RR) from locking.

[0124] [Other implementation methods]

[0125] Although the embodiments for implementing the present invention have been described above, the specific configuration of the present invention is not limited to the configuration of the embodiments, and design changes and the like within the scope of the gist of the invention are also included in the present invention.

[0126] This application claims priority based on Japanese Patent Application No. 2022-142864, filed on September 8, 2022. All disclosed contents of Japanese Patent Application No. 2022-142864, filed on September 8, 2022, including the specification, claims, drawings, and abstract, are incorporated herein by reference.

[0127] Description of Reference Numerals

[0128] 1 brake control device, 2 wheel cylinder, 12 cutoff valve (solenoid valve), 13 solenoid input valve (solenoid valve), 20 communication valve (solenoid valve), 24 pressure regulating valve (solenoid valve), 25 solenoid output valve (solenoid valve), 28 stroke simulator input valve (solenoid valve), 32 stroke simulator output valve (solenoid valve), 40 control substrate, 80 hydraulic unit case (case), 391a first coil, 392a second coil, 3911a first positive terminal (first terminal), 3922a first negative terminal (second terminal), 3921a second positive terminal (third terminal), 3912a second negative terminal (fourth terminal).

Claims

1. A brake control device, characterized in that: The brake control device has: A solenoid valve device having a first coil connected to a first terminal and a second terminal, and a second coil connected to a third terminal and a fourth terminal in parallel; A housing configured with the solenoid valve device; a control substrate arranged offset from one end surface of the housing along a winding axis direction of the first coil; All of the terminals are connected to the control substrate.

2. The brake control device according to claim 1, wherein: The solenoid valve device includes a first solenoid valve capable of increasing the brake fluid pressure applied to a wheel cylinder, and a second solenoid valve capable of reducing the brake fluid pressure applied to the wheel cylinder.

3. The brake control device according to claim 1, wherein: The solenoid valve device includes a third solenoid valve capable of shutting off a master cylinder and a wheel cylinder, and a fourth solenoid valve that shuts off the master cylinder and a stroke simulator.

4. The brake control device according to claim 3, wherein: The solenoid valve device further includes a fifth solenoid valve capable of boosting a rear wheel brake of the vehicle.

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