Vehicle control device and brake control device

Abstract

A second ECU (32) determines in a first pass, based on a detection value from the hydraulic pressure sensor (29), whether an abnormality is present in the hydraulic pressure sensor (29) and outputs a signal indicating the occurrence of the abnormality to a first ECU (26) via a signal line (27) if the abnormality is detected in the sensor. The first ECU (26) receives the detection value from the hydraulic pressure sensor (29) via transmission from the second ECU (32) via the signal line (27) in order to determine in a second pass, which is shorter than the first pass, whether the abnormality is present in the hydraulic pressure sensor (29).If the hydraulic pressure sensor (29) is found to be abnormal, the first ECU (26) controls the drive of an electric actuator (20) based on a brake signal from an operating quantity detection sensor (7), without using the detection value of the hydraulic pressure sensor (29) that has been identified as abnormal.

Description

BACKGROUND OF THE INVENTIONAL TECHNOLOGY FIELD

[0001] The present invention relates to a vehicle control device and a brake control device suitable for use in a vehicle, such as a four-wheeled automobile. STATE OF THE ART

[0002] A brake control device, such as one installed in a vehicle like a four-wheeled automobile, comprises a master cylinder pressure control device (i.e., a first brake mechanism), a first control circuit, a wheel cylinder pressure control device (i.e., a second brake mechanism), and a second control circuit. The master cylinder pressure control device regulates the master cylinder pressure, which is generated in a master cylinder by an electric actuator based on the amount of braking force applied by the driver. The first control circuit electronically controls the drive of the electric actuator of the first brake mechanism.The wheel cylinder pressure control device is located between a wheel cylinder for braking, which is provided on each side of the vehicle, and the master cylinder. Its purpose is to variably control the master cylinder pressure, generated by the first braking mechanism, as a wheel cylinder pressure for each wheel, thus individually supplying the wheel cylinder pressure to each wheel cylinder. The second control circuit electrically controls the drive of the second braking mechanism (see, for example, Japanese patent application number 2011-73535).

[0003] A hydraulic pressure sensor for detecting the master cylinder pressure generated in the master cylinder is located between the first and second control circuits. The first control circuit controls the drive of the electric actuator of the first brake mechanism based on a detection value from the hydraulic pressure sensor, thereby controlling the master cylinder pressure, while the second control circuit controls the wheel cylinder pressure for each wheel side via the second brake mechanism based on the detection value from the hydraulic pressure sensor.

[0004] In the previously described prior art, the following configuration is used to reduce the number of sensors, such as the hydraulic pressure sensor. More precisely, the detection signal received by the single hydraulic pressure sensor is used both to control the master cylinder pressure via the first control circuit and to control the wheel cylinder pressure via the second control circuit. Due to this configuration, the second control circuit, for example, continues to execute the control using the detection signal from the hydraulic pressure sensor in some cases, even if an abnormality in the sensor is detected as a result of the first control circuit's determination of whether the detection signal from the hydraulic pressure sensor is abnormal. Consequently, it becomes difficult to ensure the reliability of the control system. PRESENTATION OF THE INVENTION

[0005] To solve the aforementioned problem, according to one aspect of the present invention, a vehicle control device is provided comprising: a first control circuit configured to control a first mechanism provided in a vehicle; a second control circuit configured to control a second mechanism provided on the vehicle; a detection device configured to be electrically connected to the second control circuit and configured to detect a state of the vehicle (an operating state, a kinetic state, and the like of the vehicle);and a signal line configured to electrically connect the first control circuit and the second control circuit to enable the transmission of a detection signal from the detection device, in which: the second control circuit is configured to determine, by a predetermined criterion based on a detection value of the detection device, whether an abnormality exists in the detection device; and the first control circuit is configured to receive the detection value of the detection device by transmission from the second control circuit via the signal line, and is configured, by a further criterion, which is different from the predetermined criterion of the second control circuit, based on the detection signal received by the transmission, whether an abnormality exists in the detection device.

[0006] Furthermore, according to one aspect of the present invention, a brake control device is provided comprising: a first control circuit configured to control a first brake mechanism for generating a braking force for a vehicle; a second control circuit configured to control a second brake mechanism for generating a braking force for the vehicle independently of the first brake mechanism; a hydraulic pressure sensor configured to be electrically connected to the second control circuit and configured to detect a hydraulic pressure for calculating a braking force to be generated;and a signal line configured to electrically connect the first control circuit and the second control circuit to enable the transmission of a detection signal based on a detection value of the hydraulic pressure sensor, whereby: the second control circuit is configured to determine, based on the detection value of the hydraulic pressure sensor, whether an abnormality exists in the hydraulic pressure sensor; and the first control circuit is configured to receive the detection signal of the hydraulic pressure sensor by transmission from the second control circuit via the signal line, and is configured, based on the detection signal received by the transmission, at a time prior to the time at which the second control circuit performs the determination, to determine whether an abnormality exists in the hydraulic pressure sensor. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] The attached drawings show:

[0008] Fig. 1 an overall design illustration showing a brake control device as a vehicle control device according to a first embodiment of the present invention;

[0009] Fig. 2 a block diagram showing a conductor connection relationship between two control circuits and a hydraulic pressure sensor;

[0010] Fig. 3 a characteristic image showing a determination of whether an abnormality is present in a sensor according to the first embodiment of the present invention; and

[0011] Fig. 4 a characteristic illustration showing a determination of whether an abnormality exists in a sensor according to a second embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0012] A vehicle control device and a brake control device according to embodiments of the present invention will now be described in detail with reference to the accompanying drawings, using a brake control device to be installed in a four-wheeled automobile as an example.

[0013] Fig. 1 to Fig. Figure 3 shows a brake control device according to a first embodiment of the present invention. Fig. 1 is a right front wheel 1R , a left front wheel 1L , a right rear wheel 2R and a left rear wheel 2L provided on a lower side of a vehicle body (not shown), which forms the body of a vehicle. A front-wheel-side wheel cylinder. 3R is on the right front wheel 1R provided for, while a front-wheel-side wheel cylinder 3L on the left front wheel 1Lis provided for. Similarly, a rear-side wheel cylinder is designed. 4L on the right rear wheel 2R provided for, while a rear-wheel-side wheel cylinder 4L on the left rear wheel 2L is planned. The wheel cylinders 3R , 3L , 4R and 4L These are cylinders of a hydraulic disc brake or drum brake. Each of the wheel cylinders 3R , 3L , 4R and 4L applies a braking force to each of the wheels (front wheels) 1R and 1L and rear wheels 2R and 2L ) on.

[0014] A brake pedal 5 is located on one side of the front fairing (not shown) of the vehicle body. The brake pedal 5 is operated by a driver and is in a direction indicated by arrow A. Fig. Figure 1 shows the situation occurring at the time of braking operation for the vehicle. The brake pedal 5is equipped with a brake switch 6 and an operating quantity detection sensor 7 equipped with the brake switch 6 It detects whether the vehicle is being braked and, for example, switches a brake light that is not illuminated on and off. The operating quantity detection sensor 7 detects an entry operating quantity of the brake pedal 5 as a stroke quantity, and sends a detection signal to the ECUs. 26 and 32 and a vehicle data bus 28 , which is described below. The amount of fluid entering the brake pedal. 5 is connected to a main cylinder 8 through an intermediate booster 16 , which is part of an electrical booster described below. It should be noted that in this embodiment the operating quantity detection sensor 7 the stroke volume of the brake pedal 5than the entry operating quantity of the brake pedal 5 detected, whereby the inlet operating quantity, which is detected by the operating quantity detection sensor 7 The detection of an entry force is not limited to this. For example, an entry force can be defined as the operating quantity of the brake pedal. 5 be detected.

[0015] The main cylinder 8 includes a cylindrical main body 9 with a cylindrical shape that has a closed end. More precisely, the main body of the cylinder has 9 It has an open end on one side and a bottom section on the other. The side with the open end of the main cylindrical body. 9 is permanently removable from a booster housing 17 of the booster 16 , which will be described later, is fastened using a variety of fastening bolts or the like, not shown. The main cylinder 8includes the main cylinder body 9 , a first piston (comprising a booster piston) 18 and an input piston described later), a second piston 10 , a first hydraulic chamber 11A , a second hydraulic chamber 11B , a first return spring 12 , and a second return spring 13 .

[0016] Here, the main cylinder is enclosed in the first piston. 8 the booster piston 18 and the input piston 19 , which are described below. The first hydraulic chamber 11A , which are located in the main body of the cylinder 9 is formed, is between the second piston 10 and the booster piston 18 (and the input piston) 19 ) determined. The second hydraulic chamber 11B is inside the main body of the cylinder 9 between the bottom section of the main cylinder body 9 and the second piston10 determined.

[0017] The first return spring 12 is in the first hydraulic chamber 11A arranged and between the booster piston 18 and the second piston 10 intended to power the booster piston 18 in the direction of the side with the open end of the cylinder body 9 to pre-tension. The second return spring 13 is in the second hydraulic chamber 11B arranged, and between the bottom section of the cylinder main body 9 and the second piston 10 intended to accommodate the second piston 10 towards the first hydraulic chamber 11A to pre-tension.

[0018] If the booster piston 18 (the input piston) 19 ) and the second piston 10 inside the main cylinder body 9 in the direction of the bottom section of the cylinder main body 9In conjunction with the operation of the brake pedal, the master cylinder generates 8 a hydraulic pressure as a master cylinder pressure through a brake fluid in the first hydraulic chamber 11A and the second hydraulic chamber 11B . If, on the other side, the brake pedal operation is discontinued and the booster piston 18 (and the input piston) 19 ) and the second piston 10 through the first return spring 12 and the second return spring 13 in the direction of the opening section of the cylinder main body 9 the main body of the cylinder is shifted in a direction indicated by arrow B. 9 of the main cylinder 8 the hydraulic pressure in the first hydraulic chamber 11A and the second hydraulic chamber 11B free, while this is carried by the brake fluid from a container 14 is being provided for.

[0019] The container 14 , which stores the brake fluid, is considered a working fluid tank of the cylinder main body 9 of the main cylinder 8 provided. The container 14 leads to the hydraulic pressure chambers 11A and 11B inside the main cylinder body 9 The brake fluid is added and released from them. The hydraulic pressure is a master cylinder pressure, which is in the first hydraulic chamber. 11A and the second hydraulic chamber 11B of the main cylinder 8 The generated input is sent to an ESC. 30 , which will be described later, transmitted, which is a hydraulic pressure supply device through, for example, a pair of cylinder-side hydraulic lines. 15A and 15B represents.

[0020] The booster 16 is part of the electric booster for increasing operating force on the brake pedal 5between the brake pedal 5 of the vehicle and the main cylinder 8 planned. The booster 16 and the ECU 26 design the electric booster together with the main cylinder 8 The booster forms 16 a master cylinder pressure control mechanism (that is, a first mechanism or a first brake mechanism). The ECU controls this. 26 the drive of an electric actuator 20 , which will be described later, based on the output of the operating quantity detection sensor 7 , and the master cylinder pressure control mechanism controls the hydraulic pressure (that is, the master cylinder pressure) which is in the master cylinder 8 is generated.

[0021] The booster 16 The first braking mechanism includes the booster housing 17 , the booster piston 18 , and the electric actuator 20, which will be described later. The booster housing 17 It is designed to be mounted on a front wall of a vehicle interior (not shown), which represents the front panel of the vehicle body. The booster piston 18 is as a drive piston on the booster housing 17 designed so that it is movable (that is, in the axial direction of the main cylinder). 8 (Movable forwards and backwards). The electric actuator 20 applies a booster thrust to the booster piston 18 to.

[0022] The booster piston 18 is formed from a cylindrical element which is movably positioned within the main cylinder body 9 of the main cylinder 8 It is inserted and fitted from the open side in the axial direction. On the inner circumferential side of the booster piston. 18 , is the input piston 19 The inlet piston was inserted and fitted into place.19 is designed as an axial element which is directly connected to the operation of the brake pedal 5 is pressed so that it moves forwards and backwards in the axial direction of the main cylinder. 8 is moved (that is, in directions indicated by arrows A and B in Fig. (are marked 1). The inlet piston 19 shapes the first piston of the main cylinder 8 together with the booster piston 18 out. Inside the main cylinder body 9 , is the first hydraulic chamber 11A between the second piston 10 , and the booster piston 18 and the input piston 19 designed.

[0023] The booster housing 17 includes a reduction gear housing 17A with a cylindrical shape, a support housing 17B with a cylindrical shape and a lid body 17Cwith a cylindrical shape and a step. The reduction gear housing. 17A incorporates a reduction gear mechanism 23 , which will be described later, therein. The support housing 17B is between the reduction gear housing 17A and the main body of the cylinder 9 of the main cylinder 8 provided, and supports the booster piston 18 , so that the booster piston 18 The lid body is adjustable in the axial direction and can be slid into place. 17C is provided on the side which is the support housing 17B in the axial direction through the reduction gear housing 17A located opposite each other, and closes an opening in the reduction gear housing. 17A On one side in the axial direction. On the outer circumferential side of the reduction gear housing. 17A is a support plate 17D for firmly supporting an electric motor 21, which will be described later, is planned.

[0024] The input piston 19 is from the lid body side 17C into the booster housing 17 introduced, and extends into the booster piston 18 in the axial direction towards the first hydraulic chamber 11A . An end surface of the inlet piston 19 on a distal end side (another side in the axial direction) is the hydraulic pressure which is in the first hydraulic chamber 11A at the time of braking operation, when a braking reaction force is generated, the input piston is exposed. 19 transmits the generated hydraulic pressure to the brake pedal 5 As a result, the brake pedal provides the driver with a suitable pedal feel. 5This is provided. Therefore, a good pedal feel (good braking) can be created. Accordingly, the operating feel of the brake pedal can be improved to achieve a good braking feel.

[0025] The electric actuator 20 of the booster 16 includes the electric motor 21 , the reduction gear mechanism 23 , like a belt, and a linear motion mechanism 24 , like a ball screw. The electric motor 21 is on the reduction gear housing 17A of the booster housing 17 through the support plate 17D The reduction gear mechanism is located in between. 23 transmits the rotation of the electric motor 21 to a cylindrical rotating body 22 , which is located in the reduction gearbox housing 17A This is intended to happen after the rotational speed has been reduced. The linear motion mechanism24 converts the rotation of the cylindrical body of revolution 22 into an axial displacement (forward and backward movement) of the booster piston 18 um. The booster piston 18 and the input piston 19 Each has front ends (ends on the other side in the axial direction) which are located in the first hydraulic chamber. 11A of the main cylinder 8 are exposed and generate the brake fluid pressure in the master cylinder. 8 through the pedal force (push) which is applied by the brake pedal 5 to the input piston 19 is transmitted, and the booster thrust, which is provided by the electric actuator. 20 to the booster piston 18 is transferred.

[0026] The booster piston forms 18 of the booster 16 a pumping mechanism which is driven by the electric actuator 20 based on the output from the operating quantity detection sensor 7(that is, a brake command) is driven to increase the brake fluid pressure (master cylinder pressure) in the master cylinder 18 to generate a return spring. 25 for the continuous pre-tensioning of the main piston 18 in a direction in which the brake is released (direction indicated by arrow B in Fig. (marked 1), is inside the support housing 17B of the booster housing 17 provided for. At the moment the braking operation is released, the electric motor 21 driven in a reverse direction, while the booster piston 18 back to a starting position, which is in Fig. 1 in the direction shown, which is indicated by arrow B, by a preload force of the return spring 25 is moved back.

[0027] The electric motor 21 It is designed, for example, as a brushless DC motor. A rotation sensor21A , which is called the coordinate converter, is in the electric motor 21 provided. The rotation sensor 21A detects a rotational position (rotational angle) of the electric motor 21 (motor shaft), and outputs a detection signal to a control unit, which is a first control circuit (from here on as the first ECU). 26 ) is. The first ECU 26 It performs a feedback control based on the rotation position signal. The rotation sensor 21A functions as a rotation detection device for detecting an absolute adjustment position of the booster piston 18 in relation to the vehicle body based on the detected rotational position of the electric motor 21 .

[0028] Furthermore, the rotation sensor shapes 21A together with the operating quantity detection sensor 7an adjustment detection device for detecting a relative adjustment amount between the booster piston 18 and the input piston 19 off. The detection signals from the rotation sensor. 21A and the operating quantity detection signal 7 will be connected to the first ECU 226 The rotation detection device is not connected to the rotation sensor. 21A It is not limited to a coordinate converter, but can also be a rotary potentiometer capable of detecting the absolute adjustment (rotation angle). The speed reduction mechanism 23 It is not limited to a belt or the like, but can also be designed, for example, using a gear reduction mechanism or the like. The speed reduction mechanism 23This is not necessarily the intended configuration. For example, the following design can be used: The motor shaft is attached to the cylindrical rotating body. 22 so designed that it is holistically designed and is a stator of the electric motor around the cylindrical rotating body. 22 provided for. In this way, the cylindrical body of revolution can 22 are driven directly by the electric motor.

[0029] The first ECU 26 For example, it is a microcomputer, and designs the first control circuit for electrically controlling the drive of the electric actuator. 20 of the booster 16 from which the first braking mechanism is formed. An input side of the first ECU. 26 is equipped with the operating quantity detection sensor 7 to detect the operating quantity from the pedal force on the brake pedal 5 , the rotation sensor 21Aof the electric motor 21 , a signal line 27 , which is installed in the vehicle, for example called "L-CAN", which is capable of performing data transmission, and the vehicle data bus 28 The vehicle data bus is connected for power supply and for transmitting and receiving a signal from an ECU of another vehicle component. 28 is a serial transmission unit called "V-CAN", which is installed in the vehicle and performs multiplex transmission within the vehicle. Fig. 1 represents a line crossed by two diagonal lines, an electrical system line, such as a signal line or a power line.

[0030] A hydraulic pressure sensor 29 As a detection device, it detects the hydraulic pressure in, for example, the cylinder-side hydraulic line. 15A, and detects the brake fluid pressure, which is supplied by the master cylinder 8 through the cylinder-side hydraulic line 15A to the ESC 30 , which is described below, is supplied. The hydraulic pressure sensor 29 is electrically equipped with a second ECU 32 , which is described below, is connected. A detection signal from the hydraulic pressure sensor is used. 29 also through the transfer to the first ECU 26 from the second ECU 32 via the signal line 27 transmitted.

[0031] An output page of the first ECU 26 is with the electric motor 21 , and the signal line 27 and the vehicle data bus 28 , which are installed in the vehicle, connected. The first ECU 26 The booster variably controls the brake fluid pressure. 16in conjunction with the detection signals from the operating quantity detection sensor 7 and the hydraulic pressure sensor 29 , which is in the main cylinder 8 to be generated, and also determines whether the booster 26 , which forms part of the first braking mechanism, functions normally.

[0032] It moves when the brake pedal is pressed. 5 is operated, the input piston 19 forwards towards the main body of the cylinder 9 of the main cylinder 8 The movement of the input piston 19 is detected by the operating quantity detection sensor 7 detected. In response to the detection signal from the operating quantity detection sensor. 7 , the first ECU 26 a start command to the electric motor 21 for the rotary drive of the electric motor 21 off. The rotation of the electric motor 21is attached to the cylindrical body of revolution 22 through the intermediate reduction gear mechanism 23 The rotation of the cylindrical body of revolution is then transferred. 22 into an axial adjustment of the booster piston 18 through the linear motion mechanism 24 in the booster 16 transformed.

[0033] At this point, the booster piston is moving 18 holistically with the input piston 19 in the direction of the main cylinder body 9 of the main cylinder 8 forwards. As a result, the brake fluid pressure is adjusted according to the pedal force (push) applied to the brake pedal. 5 to the input piston 19 is applied, and the booster thrust, which is provided by the electric actuator. 20 on the booster piston 18 is created in the first hydraulic chamber 11A and the second hydraulic chamber 11Bof the main cylinder 8 generated by receiving the detection signal from the hydraulic pressure sensor. 29 via the signal line 27 , can the first ECU 26 the hydraulic pressure which is in the main cylinder 8 is generated, monitor it, and therefore determine whether the booster 16 It works normally.

[0034] The hydraulic pressure supply device 30 (also known as ESC) 30 named) as a second braking mechanism, which is located between the wheel cylinders 3R , 3L , 4R and 4L is provided which are intended for the corresponding wheels of the vehicle (front wheels) 1R and 1L and rear wheels 2R and 2L ), and the main cylinder 8 will now be described.

[0035] The ESC 30As a second braking mechanism, a wheel cylinder pressure control device is designed to variably control the hydraulic pressure as the main cylinder pressure, which is in the main cylinder 8 (first hydraulic chamber 11A and second hydraulic chamber 11B ) through the booster 16 is generated as the wheel cylinder pressure for each wheel, and then individually applies the wheel cylinder pressure to each wheel cylinder 3R , 3L , 4R and 4L for the corresponding wheels.

[0036] More precisely, the ESC designs 30 a brake assist device. If the brake fluid pressure, which supplies the wheel cylinders, 3R , 3L , 4R and 4L through the cylinder-side hydraulic lines 15A and 15B from the main cylinder 8to supply, is insufficient, or different types of brake controls (for example, a brake force distribution control to distribute a braking force to the front wheels) 1R and 1L and the rear wheels 2R and 2L , an anti-lock braking system, a vehicle stability control system, and the like) are executed by the ESC 30 a required and sufficient brake fluid pressure, which is achieved by compensating the wheel cylinder 3R , 3L , 4R and 4L to.

[0037] The ESC 30 distributes and conducts the hydraulic pressure which is supplied by the main cylinder 8 (first hydraulic chamber 11A and second hydraulic chamber 11B ) is output through the cylinder-side hydraulic lines 15A and 15B between / the wheel cylinders 3R , 3L , 4R , and 4Lthrough the brake-side pipe sections 31A , 31B , 31C and 31D In this way, the independent braking force is applied to each wheel (front wheels). 1R and 1L and rear wheels 2R and 2L ), as previously described. The ESC 30 includes control valve 37 , 37' , 38 , 38' , 39 , 39' , 42 , 42' , 43 , 43' , 50 and 50' and an electric motor 45 to drive the hydraulic pumps 44 and 44' .

[0038] The second ECU 32 is a control unit for the hydraulic pressure supply device (ESC ECU) as a second control circuit for electrically controlling the drive of the ESC 30 (Second braking mechanism). One input side of the second ECU 32 is connected to the hydraulic pressure sensor 29, the signal line 27 and the vehicle data bus 28 connected. An output side of the second ECU 32 is connected to the control valves 37 , 37' , 38 , 38' , 39 , 39' , 42 , 42' , 43 , 43' , 50 and 50' , the electric motor 45 , the signal line 27 and the vehicle data bus 28 tied together.

[0039] The second ECU 32 individually controls the drive of the control valves 37 , 37' , 38 , 38' , 39 , 39' , 42 , 42' , 43 , 43' , 50 and 50' , and the electric motor 45 the ESC 30 , as described later. In this way, the second ECU performs 32a control system for reducing, maintaining, boosting, or applying the brake fluid pressure supplied by the brake-side line sections 31A until 31D to the wheel cylinders 3R , 3L , 4R and 4L to be supplied individually for the wheel cylinders 3R , 3L , 4R and 4L out of.

[0040] More precisely, the ESC can be controlled by controlling the drive. 30 the second ECU 32For example, it can perform brake force distribution control, anti-lock braking control, vehicle stabilization control, hill start assist control, traction control, vehicle tracking control, lane departure avoidance control, and object avoidance control. Brake force distribution control appropriately distributes the braking force between the respective wheels depending on a vertical load when the vehicle is braking. Anti-lock braking control prevents wheels from locking up by automatically adjusting the braking force for each wheel at the time of braking. Vehicle stabilization control detects wheel spin while driving to suppress understeer and oversteer by automatically adjusting the braking force applied to each wheel, regardless of the amount of brake pedal applied. 5The system is controlled to achieve stabilizing vehicle behavior. Hill start assist assists with starting while maintaining braking on a hill (especially uphill). Traction control prevents wheel spin when the vehicle starts. Trail control maintains a constant distance to a vehicle ahead. Lane departure avoidance control keeps the vehicle within its lane. Object avoidance control prevents collisions with objects in front of or behind the vehicle.

[0041] The ESC 30 , which represents the second brake mechanism (wheel cylinder pressure control device), comprises two hydraulic system circuits, that is, a first hydraulic system 33 and a second hydraulic system 33' The first hydraulic system 33is connected to one of the output ports (that is, the hydraulic line on the cylinder side). 15A ) of the main cylinder 8 connected to transfer hydraulic pressure to the wheel cylinder 3L for the left front wheel (FL) and the wheel cylinder 4R to supply to the right front wheel (RR). The second hydraulic system 33' is connected to the other output port (that is, the hydraulic line on the cylinder side). 15B ) connected to transfer hydraulic pressure to the wheel cylinder 3R for the right front wheel (FR) and the wheel cylinder 4L to supply to the left front wheel (RL). The first hydraulic system 33 and the second hydraulic system 33' They have the same design. Accordingly, the first hydraulic system 33 described below. For the second hydraulic system 33'The reference symbols of the corresponding components are preceded by the letter ‘’’, and their description is omitted here.

[0042] The first hydraulic system 33 the ESC 30 includes a brake line 34 , which connects to a distal end of the cylinder-side hydraulic line 15A is connected. The brake line 34 It is divided into a first line section 35 and a second section of the line 36 on, which are connected to the wheel cylinders accordingly 3L and 4R are connected. The brake line 34 and the brake line section 35 form a line to supply hydraulic pressure to the wheel cylinder 3L with the brake-side line section 31A off, while the brake line 34 and the second brake line section 36 a line to supply hydraulic pressure to the wheel cylinder4R with the brake-side line section 31D form.

[0043] The brake fluid pressure supply control valve 37 (from here on simply referred to as "feed control valve") 37 (designated) is on the brake line 34 provided. The feed control valve 37 is a normally opening electromagnetic selection valve for opening and closing the brake line 34 A boost control valve 38 is on the first section of the line 35 provided. The boost control valve 38 is a normally opening electromagnetic selection valve for opening and closing the first pipe section 35 A boost control valve 39 is on a second section of the line 36 provided. The boost control valve 39 is a normally opening electromagnetic valve for opening and closing the second pipe section 36 .

[0044] On the other hand, the first hydraulic system includes 33 the ESC 30 a first pressure reduction line 40 to connect the wheel cylinder side 3L with a container 49 for hydraulic pressure control and a second pressure reduction line 41 to connect the wheel cylinder side 4L with container 49 A first pressure reduction control valve 42 is at the first pressure reducing line 40 provided for, while a second pressure reduction control valve 43 on the second pressure reduction line 41 is planned. The first pressure reduction control valve 42 is a normally closing electromagnetic selection valve for opening and closing the first pressure reduction line 40 Similarly, the second pressure reduction control valve... 43a normally closing electromagnetic selection valve for opening and closing the second pressure reduction line 41 .

[0045] The ESC 30 The hydraulic pump includes 44 as a hydraulic pressure generating device, which represents a hydraulic pressure source. The hydraulic pump 44 is rotated by the electric motor 45 powered. The electric motor 45 is powered by energy supplied by the second ECU 32 is supplied with energy. When the energy supply is stopped, the rotation of the electric motor will cease. 45 with the stopping of the rotation of the hydraulic pump 44 stopped. One output side of the hydraulic pump 44 is connected to a section of the brake line 34 via a check valve 45 connected, which is on the downstream side of the feed control valve 37(that is, at a position where the first section of the line 35 and the second section of the line 36 (branched) is arranged. One inlet side of the hydraulic pump. 44 is with the container 49 for hydraulic pressure control via check valves 47 and 48 tied together.

[0046] The container 49 The reservoir is designed for hydraulic pressure control and is intended to accommodate temporarily excessive brake fluid. 49 For hydraulic pressure regulation, excessive amounts of brake fluid are used temporarily, which comes from the cylinder chambers (not shown) of the wheel cylinders. 3L and 3R not only at the time of ABS control of the braking system (ESC) 30 ), but also at the time of other brake control systems. The inlet side of the hydraulic pump 44 is connected to the cylinder-side hydraulic line 15A of the main cylinder 8(that is, with a section of the brake line) 34 , which is located on the upstream side of the feed control valve 37 is arranged) through the check valve 47 and a pressure control valve 50 connected, which is a normally closing electromagnetic selection valve.

[0047] For each of the control valves 37 , 37' , 38 , 38' , 39 , 39' , 42 , 42' , 43 , 43' , 50 and 50' , and the electric motor 45 to drive the hydraulic pumps 44 and 44' , which the ESC 30 To design the operational control, a predetermined procedure is followed, depending on a control signal output from the second ECU. 32 executed.

[0048] More precisely, the first hydraulic system 33 the ESC 30the hydraulic pressure which is in the main cylinder 8 is generated via the booster 16 through the brake line 34 directly to the wheel cylinders 3L and 4R , the first section of the line 35 , and the second section of the line 36 at the time of normal operation based on braking operations performed by the driver. For example, when anti-lock braking is required, the boost control valves 38 and 39 closed to maintain hydraulic pressure in the wheel cylinders 3L and 4R to maintain. When the hydraulic pressure in the wheel cylinders 3L and 4R To reduce pressure, the pressure reduction control valves are used. 42 and 43 opened, so that the hydraulic pressure in the wheel cylinders 3L and 4R for hydraulic pressure control by releasing pressure into the reservoir 49can be dismantled.

[0049] If the hydraulic pressure which supplies the wheel cylinders 3L and 4R The hydraulic pump is used to supply power for a stabilization control system (electronic stabilization control) to boost the vehicle while driving. 44 through the electric motor 45 driven in a state where the feed control valve 37 is closed. In this way, brake fluid, which is supplied by the hydraulic pump, is 44 is issued to the wheel cylinders 3L and 4R through the first section of the line 35 and the second section of the line 36 The appropriate amount is supplied. At this point, the pressure control valve is... 50 opened. As a result, the brake fluid in the reservoir is opened. 14 recorded, the inlet side of the hydraulic pump 44 from the main cylinder side 8supplied.

[0050] As previously described, the second ECU controls 32 the drive of the feed control valve 37 , the boost control valves 38 and 39 , the pressure reduction control valves 42 and 43 , of the pressure control valve 50 , and the electric motor 45 (that is, the hydraulic pump) 44 ) based on vehicle operating information, in order to appropriately adjust the hydraulic pressure which supplies the wheel cylinders 3L and 4R The system determines whether the brake force is supplied, maintained, reduced, or boosted. As a result, the aforementioned brake control functions, such as brake force distribution control, vehicle stabilization control, brake assist control, anti-lock braking control, traction control, and hill start assist control, are executed.

[0051] On the other hand, in a normal braking mode, which is carried out in a state where the electric motor 45 (that is, the hydraulic pump) 44 ) is stopped, the feed control valve 37 and the boost control valves 38 and 39 open, while the pressure reducing valves 42 and 43 and the pressure control valve 45 are closed. In this state, when the first piston (that is, the booster piston) 18 and the input piston 19 ) and the second piston 10 of the main cylinder 8 in the axial direction within the main cylinder body 9 in conjunction with the pedal operation of the brake pedal 5 The brake fluid pressure, which is in the first hydraulic chamber, can be adjusted. 11A is generated from the cylinder-side hydraulic line. 15A through the first hydraulic system33 and the brake-side pipe sections 31A and 31D the ESC 30 the wheel cylinders 3L and 4R supplied. The brake fluid pressure, which is in the second hydraulic chamber 11B The pressure generated is generated from the cylinder-side hydraulic line. 15B through the second hydraulic system 33' and the brake-side pipe sections 31B and 31C the wheel cylinders 3R and 4L supplied.

[0052] In a brake assist mode, which is executed when the brake fluid pressure in the first hydraulic chamber is low... 11A and the second hydraulic chamber 11B (that is, the hydraulic pressure in the cylinder-side hydraulic line) 15A , which is determined by the hydraulic pressure sensor 29 (which is detected) is insufficient, the pressure control valve will be activated. 50and the boost control valves 38 and 39 open while the feed control valve 37 and the pressure reduction control valves 42 and 43 It can be opened and closed appropriately. In this state, the hydraulic pump 44 through the electric motor 45 so driven that the brake fluid, which is supplied by the hydraulic pump 44 is issued to the wheel cylinders 3L and 4R through the first section of the line 35 and the second section of the line 36 is supplied accordingly. In this way, together with the brake fluid pressure, which is on the master cylinder side, 8 The braking force of the wheel cylinders is generated 3L and 4R generated by the brake fluid, which is supplied by the hydraulic pump 44 is issued.

[0053] A well-known hydraulic pump, such as a piston pump, a trochoid pump, and a gear pump, can be called a hydraulic pump. 44 can be used. Considering its adaptability to vehicle installations, low noise, and pumping efficiency, the use of a geared pump is preferred. A familiar motor, such as a DC motor, a brushless DC motor, and an AC motor, can be used as an electric motor. 45 can be used. In this embodiment, the DC motor is used with regard to its adaptability to vehicle installations.

[0054] Properties of the control valves 37 , 38 , 39 , 42 , 43 , and 50 the ESC 30 They can be appropriately adapted to a specific operating mode of each of the control valves. Among the control valves listed above is the feed control valve. 37 and the boost control valves38 and 39 designed as normally opening valves, while the pressure detection valves 42 and 43 and the pressure control valve 50 They are designed as normally closing valves. As a result, the hydraulic pressure can be controlled by the master cylinder. 8 the wheel cylinders 3R , 3L , 4R , and 4L be supplied even if no control signal is received from the second ECU 32 is transferred. Accordingly, in view of the reliability and control efficiency of the braking device, the use of the aforementioned design is sought.

[0055] A regenerative cooperative tax institution 51 Charging the energy is done via the vehicle data bus. 28 , which is installed in the vehicle. The regenerative cooperation control unit 51It uses an inertial force, generated by the rotation of each wheel during deceleration and braking, to control the drive of an electric generator (not shown). In this way, the regenerative cooperative control system collects 51 Kinetic energy as electrical energy. The regenerative cooperative control system. 51 is with a first ECU 26 and a second ECU 32 through the vehicle data bus 28 tied together.

[0056] Then, with reference to Fig. 2 a wiring connection relationship between the first ECU 26 , the second ECU 32 , and the hydraulic pressure sensor 29 described. The hydraulic pressure sensor 29 is firmly attached to the booster side 16 intended, more precisely, on the main cylinder 8 , and is powered by energy from the second ECU32 through an energy supply line 52 powered. Like the detection signal of the hydraulic pressure sensor. 29 , a measured value of the master cylinder pressure is sent as an analog value to the second ECU 32 via the signal conductors 53 output. The second ECU then converts it. 32 digitally the detection signal from the hydraulic pressure sensor 29 into constant control cycles. On the other hand, the first ECU receives 26 the detection signal, which is digitally processed by the second ECU 32 was converted when a communication signal was transmitted over the signal line 27 , which represents a transmission line. In this way, the first ECU can 26 the hydraulic pressure as the main cylinder pressure, which is in the hydraulic chamber 11A of the main cylinder 8 and the cylinder-side hydraulic line 15A Detect (monitor) what is generated.

[0057] Fig. Figure 3 is a characteristic figure which shows determinations of whether an abnormality exists in the hydraulic pressure sensor. 29 The procedures are carried out when the brake pedal is pressed. 5 is not operated and the booster 16 is not driven to generate hydraulic pressure, that is, it is in a state where hydraulic cylinder pressure is not generated. A characteristic line. 54 , which in Fig. Figure 3 shows the detection signal from the hydraulic pressure sensor. 29 The hydraulic pressure value P is output. If the hydraulic pressure value P is equal to or less than a predetermined abnormality threshold α, the detection value of the hydraulic pressure sensor is deemed to be incorrect. 29This is normal. If the hydraulic pressure value P exceeds the abnormality threshold α, an abnormality is determined to have occurred. The characteristic line 54 shows that the hydraulic pressure value P of the hydraulic pressure sensor 29 in the time range from 0 to time t1 and the time range from t3 to t5 is normal, and the hydraulic pressure value P of the hydraulic pressure sensor 29 The system is abnormal in the time range t1 to t3 and in the time range after t5. The abnormality threshold α is set to determine whether the detection signal is output even though the master cylinder pressure is not being generated. The abnormality threshold α is set to approximately half of the maximum output value of the hydraulic pressure sensor. 29 taking into account individual variability or temperature drift of the hydraulic pressure sensor 29 determined.

[0058] The second ECU32 determines whether there is an abnormality in the hydraulic pressure sensor 29 in a predetermined first pass T1 based on the detection value of the hydraulic pressure sensor 29 is present. Subsequently, if the hydraulic pressure value P continuously exceeds the abnormality threshold α over the first cycle T1, as indicated by the characteristic line. 55 in Fig. 3 marked, via the second ECU 32 The occurrence of the sensor abnormality was detected at time t7, and a signal was transmitted via the signal line. 27 to the first ECU 26The output indicates the determination of the abnormality's occurrence. The first run, T1, is defined as a time period to determine whether the hydraulic pressure sensor P is consistently outputting a value and is set, for example, to 500 ms. The first run, T1, is set to a time period that is significantly longer than the control cycles of the ECUs. 26 and 32 and a transmission pass between the ECU 26 and the ECU 32 is.

[0059] On the other side, the ECU receives 26 the detection value of the hydraulic pressure sensor 29 through the transmission of the signal line 27 from the second ECU 32 , in order to determine in a second pass T2, which is shorter than the first pass T1, based on the detection signal received through the transmission, whether there is an abnormality in the hydraulic pressure sensor 29is present. Then the first ECU 26 Prior to this, at time t2, it was determined that there was an abnormality in the hydraulic pressure sensor. 29 This occurs when the hydraulic pressure value P, which exceeds the abnormality threshold α, is continuously output over the second pass T2, as by a characteristic line. 56 in Fig. Figure 3 shows that at this point, a complementary processing step, described below, is executed based on the preceding determination of the abnormality. The result of the preceding determination can also be obtained from the first ECU. 26 via the signal line 27 to the second ECU 32 be transferred.

[0060] In complementary processing, the first ECU controls 26 the drive of the electric actuator 20 based on the detection signal (brake command) from the operating quantity detection sensor 7, without the detection value from the hydraulic pressure sensor 29 , which was determined to be abnormal. Similar to the first run T1, each of the second runs T2 is set to a time period that is significantly longer than the control runs of the ECUs. 26 and 32 and the transmission process between the ECUs 26 and 32 The reason the second run T2 is set to be shorter than the first run T1 is as follows. The first run T1 is defined as a time period to determine whether the hydraulic pressure value P is output unchanged, as previously described. However, if even a slight abnormality in the hydraulic pressure value P, which is used to control the first ECU, 26 When used, the drive of the electric actuator can be activated. 20It cannot be controlled with high accuracy. Accordingly, the second cycle T2 is set shorter, so that the abnormality in the hydraulic pressure sensor 29 can be determined as quickly as possible.

[0061] As previously described, in this embodiment the first pass T1 is performed in the second ECU. 32 as a predetermined criterion for determining the occurrence of the abnormality in the hydraulic pressure sensor 29 fixed, while the second pass T2, which is shorter than the first pass T1, is in the first ECU 26 as a further criterion for determining the occurrence of the abnormality in the hydraulic pressure sensor 29 is determined. In other words, the first ECU determines 26 , whether there is an abnormality in the hydraulic pressure sensor 29 at a time earlier than the time of determination determined by the second ECU32 is carried out.

[0062] Subsequently, the preceding determination of the occurrence of the abnormality in the hydraulic pressure sensor will be carried out. 29 through the first ECU 26 The process is stopped at time t4 if a time interval in which the hydraulic pressure P is identical to or less than the abnormality threshold α exceeds the second run T2, if the hydraulic pressure value P, which is defined by the characteristic line 54 is characterized by the abnormality threshold α being reduced or lower at time t3. Subsequently, the ECU 26 It was previously determined that the detection value of the hydraulic pressure sensor 29 This is normal. Accordingly, complementary processing is stopped at or after time t4 (up to a time t6, which is described below). The first ECU 26 controls the drive of the electric actuator 20based on the detection signal of the operating quantity detection sensor 7 and the detection signal of the hydraulic pressure sensor 29 .

[0063] The characteristic line then crosses 54 The abnormality threshold α is measured again at time t5. Then at time t6, if a time interval has elapsed in which the hydraulic pressure value P, which is defined by the characteristic line, 54 If the value is greater than the abnormality threshold α, exceeding the second pass T2, the first ECU executes 26 the preceding determination of the occurrence of the abnormality. As by the characteristic line. 56 Marked, the first ECU begins 26The complementary processing is based on the prior determination of the occurrence of the abnormality at time t6, as described previously. After the elapse of a differential interval T3 between the first run T1 and the second run T2, which corresponds to a time span from time t6 to time t7, the second ECU determines 32 The sensor abnormality occurs at time t7, as described previously, and then a fault code is stored in the ECU or an external memory, and a sensor abnormality notification is issued using a non-displayed warning light. Furthermore, the second ECU... 32 a signal indicating the determination of the occurrence of the abnormality to the first ECU 26 via the signal line 27 out. Now determine how by a characteristic line 57 in Fig. 3 shown, the first ECU 26the occurrence of the abnormality in the hydraulic pressure sensor 29 at a time t8, at which a predetermined time period T4, required for transmitting and analyzing the transmission signal after determining the occurrence of the abnormality, elapses. The first ECU 26 It also stores a sensor error code in the ECU or an external memory and at the same time issues a notification of the sensor abnormality using an alarm lamp or another alarm lamp (not shown).

[0064] The brake control device according to the first embodiment has the configuration described above. The drive mechanism of the brake control device will now be described.

[0065] The input piston is then 19 first pressed in the direction indicated by arrow A, when the driver of the vehicle operates the brake pedal 5executes. At the same time, the drive of the electric actuator is activated. 20 for the booster 16 through the first ECU 26 controlled. More precisely, the first ECU 26 a start command to the electric motor 21 in response to the detection signal from the operating quantity detection sensor 7 is output to rotate the electric motor 21 to drive. The rotation of the electric motor 21 is attached to the cylindrical body of revolution 22 through an interposed reduction gear mechanism 23 The rotation of the cylindrical body of revolution is then transferred. 22 into the axial adjustment of the booster piston 18 through the linear motion mechanism 24 transformed.

[0066] As a result, the booster piston moves 18 for the booster 16holistically with the input piston 19 towards the interior of the cylinder body 9 of the main cylinder 8 forwards. The brake fluid pressure is adjusted depending on the pedal force (push) applied to the brake pedal. 5 to the input piston 19 is applied, and the booster thrust, which is provided by the electric actuator. 20 to the booster piston 18 is created in the first hydraulic chamber 11A and the second hydraulic chamber 11B of the main cylinder 8 generated.

[0067] The first ECU 26 receives the detection value from the hydraulic pressure sensor 29 as the transmission signal via the signal line 27 , to reduce the hydraulic pressure in the main cylinder 8 to monitor the generation process. In this way, the first ECU performs this function. 26 a feedback control of the electric actuator 20of the booster 16 (Rotation of the electric motor) 21 ) out. In this way, the brake fluid pressure, which is in the first hydraulic chamber, can be adjusted. 11A and the second hydraulic chamber 11B of the main cylinder 8 The amount generated varies depending on the amount of braking applied to the brake pedal. 5 be controlled. The first ECU 26 can determine whether the booster 16 (electric booster device) normally dependent on the detection value of the operating quantity detection sensor 7 and the detection value of the hydraulic pressure sensor 29 is operated.

[0068] On the other hand, the input piston is subject to 19 , which is connected to the brake pedal 5 is coupled to the pressure which is in the first hydraulic chamber 11A is generated, and transmits the pressure as a braking reaction force to the brake pedal. 5As a result, a secure pedal feel can be conveyed to the driver of the vehicle via the input piston. 19 be provided. Accordingly, the operating feel of the brake pedal can be adjusted. 5 They need to be improved to maintain a good pedal feel.

[0069] The ESC then distributes 30 , which is located on the second braking mechanism between the wheel cylinders 3R , 3L , 4R , and 4L for the corresponding wheels (front wheels) 1R and 1L and rear wheels 2R and 2L ) and the main cylinder 8 The plan is to increase the hydraulic pressure generated by the booster. 16 as main cylinder pressure in the main cylinder 8 (first hydraulic chamber 11A and second hydraulic chamber 11B ) is generated by the cylinder-side hydraulic lines 15A and 15B through the hydraulic systems 33 and33' and the brake-side pipe sections 31A , 31B , 31C , 31D , which in the ESC 30 are included, attached to the wheel cylinders 3R , 3L , 4R , and 4L The system uses wheel cylinder pressures for the respective wheels, while the hydraulic pressure is variably controlled, and applies the hydraulic pressure to these wheels. As a result, a suitable braking force can be applied to each of the wheels (front wheels). 1R and 1L and rear wheels 2R and 2L ) of the vehicle through each of the wheel cylinders 3R , 3L , 4R , and 4L be created.

[0070] The second ECU 32 to control the ESC 30 The detection signal can be obtained from the operating quantity detection sensor. 7 via the signal line 27 received. In this case, the pedal operating quantity of the brake pedal can be... 5be monitored. Subsequently, when the brake is applied, the second ECU receives 32 the detection signal from the operating quantity detection sensor 7 through the transmission. As a result, the control signal from the second ECU can be transmitted. 32 to the electric motor 45 to be spent to power the hydraulic pumps 44 and 44' to drive. At the same time, the hydraulic pressures of the wheel cylinders can 3R , 3L , 4R and 4L They are controlled by the control valves. 37 , 37' , 38 , 38' , 39 , 39' , 42 , 42' , 43 , 43' , 50 , and 50' They can be opened and closed selectively.

[0071] Accordingly, when the vehicle is braked, the brake fluid pressure, which is supplied by the master cylinder, can 8 (and / or the hydraulic pumps) 44 and44' ) corresponding to the wheel cylinders 3R , 3L , 4R and 4L in conjunction with the pedal operation of the brake pedal 5 The amount of fluid supplied can be individually boosted, maintained, or reduced. As a result, the brake fluid pressure, which is used for pedal operation of the brake pedal, can be adjusted. 5 and corresponds to the operating condition of the vehicle, the wheel cylinders 3R , 3L , 4R , and 4L are supplied. At the same time, the vehicle's braking force can be controlled with high precision.

[0072] As previously described, in this first embodiment the hydraulic pressure sensor 29 to detect the hydraulic pressure which is in the hydraulic chamber 11A of the main cylinder 8 is generated (cylinder-side hydraulic lines) 15A ), firmly attached to the booster side 16 provided. The hydraulic pressure sensor 29is designed so that energy is drawn from the second ECU 32 through the energy supply line 52 can be supplied and the detection signal from the hydraulic pressure sensor 29 to the second ECU 32 via the signal line 53 is output. The second ECU then determines... 32 , whether there is an abnormality in the hydraulic pressure sensor 29 in the predetermined first run T1 based on the detection value of the hydraulic pressure sensor 29 is present. For example, if the occurrence of the sensor abnormality is detected at time t7, as indicated by the characteristic line. 55 in Fig. As shown in Figure 3, the signal indicating the occurrence of the abnormality is sent to the first ECU. 26 via the signal line 27 issued.

[0073] On the other side, the first ECU receives 26the detection value of the hydraulic pressure sensor 29 from the ECU 32 via the signal line 27 through the transmission and subsequently determines whether there is an abnormality in the hydraulic pressure sensor 29 In the second pass, T2 is present based on the detection signal received through the transmission. Now the first ECU can 26 over the time period in which it is determined whether the detection value of the hydraulic pressure sensor 29 It is normal to drive the electric actuator. 20 based on the detection signal of the operating quantity detection sensor 7 and the detection signal of the hydraulic pressure sensor 29 steer.

[0074] If it is determined that the hydraulic pressure sensor 29 The abnormality is shown by the characteristic line at times t2 and t6. 56 in Fig. As shown in 3, the first ECU 26The complementary processing is carried out based on the prior determination of the occurrence of the abnormality. As a result, the first ECU can 26 the drive of the electric actuator 20 based on the detection signal (brake command) from the operating quantity detection sensor 7 without using the detection value of the hydraulic pressure sensor 29 , which was determined to be abnormal, perform. Now the first ECU determines 26 for example, if the second ECU 32 the occurrence of the sensor abnormality at time t7 is determined, since the duration of the abnormal state of the hydraulic pressure sensor 22 exceeding the first cycle T1, the occurrence of the abnormality in the hydraulic pressure sensor 29 for example at time t8.

[0075] Accordingly, in the first embodiment, the first ECU 26 and the second ECU 32They can individually determine whether there is an abnormality in the hydraulic pressure sensor. 29 The result is that the reliability of the control system, which is supplied by each of the control circuits (i.e., the first ECU), can be affected. 26 and the second ECU 32 ) is carried out, to ensure.

[0076] In the first embodiment, the first run T1 is defined as the predetermined criterion for determining whether an abnormality exists in the hydraulic pressure sensor. 29 is present, which is in the second ECU 32 is used as a further criterion for determining whether there is an abnormality in the hydraulic pressure sensor. 29 is present, which is in the first ECU 26 When used, the second pass T2 is set to be shorter than the first pass T1. As long as the first ECU 26 However, it is set in such a way that it determines whether there is an abnormality in the hydraulic pressure sensor. 29at the time which is earlier than the determination of the occurrence of the abnormality by the second ECU 32 An abnormality of the hydraulic pressure sensor value P based on an abnormality threshold α1, which is smaller than the abnormality threshold α, can be used as a further criterion for determining whether an abnormality exists in the hydraulic pressure sensor. 29 available, it will be determined which one is in the first ECU 26 is used. In this case, if the first ECU 26 is designed to detect the occurrence of the abnormality in the hydraulic pressure sensor 29 earlier than the second ECU 32 to determine whether the second pass T2 is set to the same value or a different value than the value of the first pass T1.

[0077] Fig. Figure 4 shows a second embodiment of the present invention. This second embodiment has the feature that the second control circuit determines whether the sensor signal value is abnormal, and the first control circuit executes the control based on a signal received by the second control circuit via transmission. In the second embodiment, the same components as in the first embodiment are identified by the same reference numerals, and their description is omitted.

[0078] Fig. Figure 4 shows an abnormality detection process for the hydraulic pressure sensor. 29 , which is controlled by the first and second control circuits (that is, the first ECU) 26 and the second ECU 32 ), which are used in the second embodiment, is carried out. A characteristic line 61 , which in Fig. Figure 4 shows the detection signal from the hydraulic pressure sensor. 29 as the hydraulic pressure value P is output. If the hydraulic pressure value P is identical to or less than the abnormality threshold α, the detection value of the hydraulic pressure sensor is set. 29 This is normal. If the hydraulic pressure value P exceeds the abnormality threshold α, an abnormality is defined as present. The characteristic line 61 shows that the detection value of the hydraulic pressure sensor 29 normal in the range from time 0 to time t1 and the range from time t3 to time t5, and the detection value of the hydraulic pressure sensor 29 The second ECU exhibits abnormal behavior in the period from time t1 to time t3 and at and after time t5. 32 determines whether there is an abnormality in the hydraulic pressure sensor 29in the predetermined first run T1 based on the detection value of the hydraulic pressure sensor 29 , as if by a characteristic line 62 in Fig. As shown in section 4, the second ECU is available. 32 determines beforehand whether there is an abnormality in the hydraulic pressure sensor 29 in the second pass T2, which is shorter than the first pass, as seen by a characteristic line 63 in Fig. 4 shown. If the hydraulic pressure value P exceeds the abnormality threshold α at time t1 and the preceding determination, which is carried out by the second ECU 32 The second ECU transmits the data when the determination of the occurrence of the sensor abnormality at time t2 is carried out after the second run T2 has been completed. 32 the result of the preceding determination as an abnormality signal to the first ECU 26via the signal line 27 . With the previously described preliminary determination of whether there is an abnormality in the hydraulic pressure sensor 29 The second ECU determines when the second ECU is present. 32 In the second runs, T2 preceding, whether there is an abnormality in the circuits, which differs from the hydraulic pressure sensor. 29 (for example, an abnormality in the second ECU) 32 ). is present. If the preceding determination, which is determined by the second ECU 32 The second ECU transmits the data when the determination for the occurrence of the circulatory abnormality is made. 32 the result of the preceding determination as an abnormality signal to the first ECU 26 via the signal line 27 .

[0079] The preceding determination of whether there is an abnormality in the circuits, which differs from the hydraulic pressure sensor 29If an abnormality is present, it is carried out for the following reasons. If an abnormality is found in one of the circuits, which differs from the hydraulic pressure sensor reading, it will be carried out for the following reasons. 29 The hydraulic pressure value P of the transmission signal, which comes from the first ECU, differs. 26 is transmitted, sometimes from an actual hydraulic pressure value, even if there is an abnormality in the hydraulic pressure sensor. 29 This is the case. In such a case, the circulatory abnormality is sent as the abnormality signal to the first ECU. 26 transferred, so as not to prevent the electric actuator from 20 is controlled with high accuracy.

[0080] If the result of the preceding determination is from the second ECU 32 is received, as through the characteristic line 46 The first ECU is marked as such. 26The same complementary processing as described in the first embodiment is performed. Through this complementary processing, the first ECU controls 26 the drive of the electric actuator 20 based on the detection signal (brake command) from the operating quantity detection sensor 7 , without the detection value of the hydraulic pressure sensor 29 to use which was determined to be abnormal.

[0081] Subsequently, the hydraulic pressure value P becomes identical to or less than the abnormality threshold α at time t3. If the time period during which the hydraulic pressure value P is continuously identical to or less than the abnormality threshold α now exceeds the second iteration T2 at time t4, the preceding determination, which is carried out by the second ECU, is overridden. 32 is executed, not carried out, as indicated by the characteristic line. 36marked. By receiving the result indicating that the preceding determination was not carried out, the first ECU determines 26 again the detection value of the hydraulic pressure sensor 29 as normal, as indicated by the characteristic line 64 marked. Accordingly, complementary processing is stopped at and after time t4 (until time t6, described below). The first ECU 26 controls the drive of the electric actuator 20 based on the detection signal of the operating quantity detection sensor 7 and the detection signal of the hydraulic pressure sensor 29 .

[0082] However, if the sensor abnormality occurs again at time t5 and the preceding determination of the sensor abnormality is then carried out at time t6, as in the case described above, the first ECU receives 26the result of the preceding determination from the second ECU 32 and performs the complementary processing. If the time span during which an abnormal state persists exceeds the first iteration T1 at time t7, the second ECU determines 32 the occurrence of the abnormality, since the detection value of the hydraulic pressure sensor 29 It is abnormal, as indicated by the characteristic line. 62 A sensor error code is displayed in the second ECU. 32 The data is stored. At the same time, a sensor abnormality notification is issued using an alarm light (not shown).

[0083] As previously described, the second ECU 32 a signal indicating the determination of the occurrence of the abnormality to the first ECU 26 via the signal line 27The first ECU outputs a signal if the sensor abnormality occurs at time t7. Then, at time t8, when the predetermined time period T4 for determining the occurrence of the abnormality expires, the first ECU outputs a signal. 26 the occurrence of the abnormality in the hydraulic pressure sensor 29 firm, as if by the characteristic line 65 Marked. A sensor error code is stored in the ECU. 26 The data is saved. At the same time, a sensor abnormality notification is triggered using another alarm light (not shown).

[0084] As described above, even in the second embodiment, which is designed as before, the first ECU 26 and the second ECU 32 to determine whether there is an abnormality in the hydraulic pressure sensor 29This is the case. As in the first embodiment, the reliability of the control can be assessed for each of the control circuits (i.e., ECUs). 26 and 32 ) be ensured.

[0085] In the second embodiment described above, the preceding determination is made by the second ECU. 32 designed to be executed based on the determination in the second runs T2, to determine whether an abnormality is present in the hydraulic pressure sensor 29 The following are available, each shorter than the first runs T1, by using common abnormality threshold values ​​α. However, similar to the preceding determination by the first ECU, 26 , which was described in the first embodiment, the preceding determination by the second ECU 32It can also be designed to be based on determining whether the hydraulic pressure sensor value P is abnormal, using the abnormality threshold α1, which is smaller than the abnormality threshold α. In this case, if the preceding determination is designed using the abnormality threshold α1, the occurrence of the abnormality in the hydraulic pressure sensor can be detected. 29 Before determining the abnormality threshold α, the second pass T2 should be set to the same value or a value different from the value of the first pass T1.

[0086] In each of the embodiments described above, the case was described in which the vehicle control device is used for the brake control device, which is mounted in the four-wheeled automobile previously described as an example. However, the present invention is not limited to the case described above.

[0087] For example, as in the case where the hydraulic pressure supply device (ESC) 30 ) and an engine control device share a detection value of a wheel speed sensor, the present invention is used for vehicle control devices which are different from the brake control device.

[0088] Furthermore, in the embodiments described above, the first ECU 26 (first control circuit) and the second ECU 32(second control circuit) be designed to mutually determine the result of the determination of whether there is an abnormality in the hydraulic pressure sensor 29 is present, through transmission via the signal line 27 to receive and send, so that the processing can be carried out independently after determining whether an abnormality is present.

[0089] As previously described in the embodiments, in the vehicle control device of the embodiment described above, the first control circuit and the second control circuit are configured to independently perform the processing after determining whether an abnormality is present. According to the vehicle control device of the embodiments described above, the first control circuit has the feature that it stops the control based on the detection signal from the detection device if the occurrence of an abnormality in the detection device is detected by the first or second control circuit.Furthermore, a warning about the occurrence of the abnormality is not issued if the occurrence of the abnormality in the detection device is determined by the first control circuit, while a warning about the occurrence of the abnormality is issued if the occurrence of the abnormality in the detection device is determined by the second control circuit.

[0090] On the other hand, in one embodiment of the brake control device, the first control circuit is configured to control the first brake mechanism based on the brake command sent to the first brake mechanism and the detection value of the hydraulic pressure sensor when an abnormality in the hydraulic pressure sensor is detected, and to control the first brake mechanism based on the brake command (without using the detection value of the hydraulic pressure sensor) when the occurrence of the abnormality in the hydraulic pressure sensor is detected. The brake control device of the present invention is also configured to determine, by means of the second control circuit, whether an abnormality is present in the hydraulic pressure sensor and to detect a failure of the hydraulic pressure sensor when the abnormality is detected.

[0091] Furthermore, the brake control device according to the present invention comprises the first control circuit for controlling the first brake mechanism to generate the braking force for the vehicle, the second control circuit for controlling the second brake mechanism to generate the braking force for the vehicle independently of the first control mechanism, the hydraulic pressure sensor which is electrically connected to the second control circuit to detect the hydraulic pressure in order to calculate the braking force to be generated, and the signal line for electrically connecting the first control circuit and the second control circuit in order to transmit the detection value of the hydraulic pressure sensor.The second control circuit determines, based on the detection value of the hydraulic pressure sensor, whether an abnormality is present in the hydraulic pressure sensor during the predetermined first pass. It then determines whether an abnormality exists in the circuits other than those detected by the hydraulic pressure sensor during the second pass, which is shorter than the predetermined first pass. If an abnormality is detected, the second control circuit outputs the abnormality signal to the first control circuit via the signal line. The first control circuit receives the detection value from the hydraulic pressure sensor via transmission from the second control circuit and determines, during the second pass, whether an abnormality exists in the hydraulic pressure sensor based on the received detection signal.The first control circuit controls the first brake mechanism based on the brake command to the first brake mechanism (without using the detection value of the hydraulic pressure sensor) when the occurrence of an abnormality is detected in the hydraulic pressure sensor, and determines the occurrence of a failure of the hydraulic pressure sensor or a faulty behavior of the second control circuit when the abnormality signal is received from the second control circuit via the signal line.

[0092] The embodiments described above comprise the following concept. In particular, the control mechanism for a driven target (brake) comprises the first control mechanism (master cylinder pressure control mechanism) and the second control mechanism (wheel cylinder pressure control mechanism) for controlling a drive source to drive the driven target, the physical quantity detector (hydraulic pressure sensor) for detecting a physical quantity of the drive source, the first control unit (first ECU) for inputting the signal from the physical quantity detector to control the first control mechanism, the second control unit (second ECU) for inputting the signal from the physical quantity detector to control the second control mechanism, the first diagnostic function (preliminary determination) provided on the first control unit for examining the physical quantity detector, and the second diagnostic function (abnormality determination).which is provided on the second control unit, for examining the physical size detector. The first diagnostic function and the second diagnostic function perform an examination based on different examination criteria (first run T1, second run T2, abnormality threshold α, and abnormality threshold α1).

[0093] According to one embodiment, the second control circuit can determine whether an abnormality exists in the detection device by comparing the detection value of the detection device with a predetermined threshold. The first control circuit can determine whether an abnormality exists in the detection device by comparing the detection value of the detection device, which is received via transmission over the signal line, with a further threshold that is different from the predetermined threshold of the second control circuit.

[0094] According to one embodiment, it is possible to provide the vehicle control device and the brake control device, which allow a determination of whether an abnormality exists in the detection device individually by means of two control circuits, in order to ensure reliable control of each control circuit.

[0095] Although only some exemplary embodiments of this invention have been described previously, it is clear to those skilled in the art that many modifications of the exemplary embodiment are possible without significantly departing from the new teaching and advantages of this invention. Accordingly, all such modifications are included within the scope of this invention.

[0096] The present application claims priority from Japanese patent application number 2012-218406, which was filed on September 28, 2012. The entire disclosure of number 2012-218406, which was filed on September 28, 2012, comprising the description, claims, drawings, and abstract, is hereby incorporated herein by reference in its entirety. QUOTES INCLUDED IN THE DESCRIPTION

[0097] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0098] JP 2011-73535

[0002] JP 2012-218406

[0096]

Claims

[1] Brake control device with: a first control circuit ( 26 ) to control a first braking mechanism ( 16 ) to generate a braking force for a vehicle; a second control circuit ( 32 ) to control a second braking mechanism ( 30 ) to generate, independently of the first braking mechanism, a braking force for the vehicle; a hydraulic pressure sensor ( 29 ), which is electrically connected to the second control circuit, for detecting hydraulic pressure in order to calculate a braking force to be generated; and a signal line ( 27 ) for electrically connecting the first control circuit and the second control circuit to enable the transmission of a detection signal based on a detection value from the hydraulic pressure sensor, wherein: The second control circuit is set up to determine, based on the detection value of the hydraulic pressure sensor, whether there is an abnormality in the hydraulic pressure sensor; and The first control circuit is set up to receive the detection signal of the hydraulic pressure sensor by transmission from the second control circuit via the signal line, and is set up to determine, based on the detection signal received by the transmission, whether there is an abnormality in the hydraulic pressure sensor at a time before the time at which the second control circuit performs the determination. [2] Brake control device according to claim 1, wherein the first control circuit and the second control circuit are set up to perform independent processing after determining the occurrence of the abnormality; and The second control circuit is set up to communicate with the first control circuit via the signal line and to transmit a result of the determination of whether there is an abnormality in the hydraulic pressure sensor to the first control circuit via the signal line. [3] Brake control device according to claim 1 or 2, in which the first control circuit is configured to interrupt the control on the basis of the detection signal of the hydraulic pressure sensor when the occurrence of the abnormality in the hydraulic pressure sensor is detected by the first control circuit or the second control circuit. [4] Brake control device according to claim 1, 2 or 3, wherein the first control circuit is configured not to issue a warning of the occurrence of the abnormality when the first control circuit detects the occurrence of the abnormality in the hydraulic pressure sensor, and the second control circuit is configured to issue a warning of the occurrence of the abnormality when the second control circuit detects the occurrence of the abnormality in the hydraulic pressure sensor. [5] Brake control device according to claim 1, in which the first control circuit and the second control circuit are configured to exchange a result of the determination of whether an abnormality is present in the hydraulic pressure sensor with each other via the signal line in order to carry out processing independently of each other after determining the occurrence of the abnormality. [6] Brake control device according to claim 1, in which the first control circuit is configured to control the first brake mechanism on the basis of a brake command to the first brake mechanism and the detection value of the hydraulic pressure sensor when no abnormality is detected in the hydraulic pressure sensor, and to control the first brake mechanism on the basis of the brake command when the abnormality is detected in the hydraulic pressure sensor. [7] Brake control device according to claim 6, in which the second control circuit itself is configured to detect whether an abnormality exists in the hydraulic pressure sensor and is configured to detect a failure of the hydraulic pressure sensor when the abnormality in the hydraulic pressure sensor is detected. [8] Vehicle control device with: a first control circuit ( 26 ) to control a first mechanism ( 16), which is provided on a vehicle; a second control circuit ( 32 ) to control a second mechanism ( 30 ), which is provided on the vehicle; a detection device ( 29 ), which is electrically connected to the second control circuit for detecting a vehicle condition; and a signal line ( 27 ) for electrically connecting the first control circuit and the second control circuit to enable the transmission of a detection signal from the detection means, wherein: the second control circuit is set up to determine, by means of a predetermined criterion based on a detection value of the detection means, whether an abnormality exists in the detection means; and The first control circuit is set up to receive the detection value of the detection means by transmission from the second control circuit via the signal line, and to determine, by means of a further criterion which is different from the predetermined criterion of the second control circuit, on the basis of the detection signal received by the transmission, whether an abnormality is present in the detection means. [9] Vehicle control device according to claim 8, wherein the first control circuit and the second control circuit are set up to carry out processing independently of each other after the occurrence of the abnormality has been determined; and The second control circuit is set up to communicate with the first control circuit via the signal line and to transmit a result of the determination of whether an abnormality is present in the detection means to the first control circuit via the signal line. [10] Vehicle control device according to claim 8 or 9, in which the first control circuit is configured to interrupt the control on the basis of the detection signal of the detection means when the occurrence of the abnormality in the detection means is detected by the first control circuit or the second control circuit.