JPH07149218A - Braking control device - Google Patents

Abstract

PURPOSE:To make pressure intensification, maintenance and pressure reduction of each wheel possible and to reduce a cost, weight, size and current capacity. CONSTITUTION:This device is provided with reserves 36, 37 capable of storing fluid inside, pumps 39, 40 arranged free to deliver the fluid in the reservers 36, 37 to a master cylinder 23, branch pippings 26, 27 free to communicate with the master cylinder 23, a first wheel cylinder and a second wheel cylinder and a first opening and closing valve 45 or 47 interposed between the branch piping and the first wheel cylinder. Additionally, it is provided with a second opening and closing valve 46 or 48 interposed between the branch piping and the second wheel cylinder, a change-over valve 43 or 44 interposed between the master cylinder 23, the branch piping and the reserver and communicating the master cylinder 23 with the branch piping or with either of the branch piping and the reserver, and a control means to control the change-over valve, the first and the second opening and closing valves.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking control device for controlling the braking of wheels in a vehicle, such as an anti-skid brake device for preventing slipping of the wheels during braking.

[0002]

2. Description of the Related Art Conventionally, an antiskid brake device has been developed for a vehicle to prevent wheel slippage during braking. In these devices, for example, Japanese Patent Publication No.
It is disclosed in Japanese Patent Publication No. 1-40816.

FIG. 11 shows a conventional braking control device. Here, the master cylinder 200 is connected to two systems of pipes on the front wheel side and the rear wheel side. A normally open on-off valve 205 for increasing pressure is provided between the master cylinder 200 and the front right wheel cylinder 201. Master cylinder 20
A normally open on-off valve 206 for increasing pressure is provided between 0 and the front left wheel cylinder 202. A normally open on-off valve 207 for increasing pressure is provided between the master cylinder 200 and the rear right wheel cylinder 203. A normally open on-off valve 208 for increasing pressure is provided between the master cylinder 200 and the rear left wheel cylinder 204. A normally closed on-off valve 209 for pressure reduction is interposed between the reservoir 213 and the front right wheel cylinder 201. Reservoir 21
A normally closed on-off valve 210 for pressure reduction is provided between the wheel cylinder 3 and the front left wheel cylinder 202. A normally closed on-off valve 211 for pressure reduction is interposed between the reservoir 214 and the wheel cylinder 203 of the rear right wheel. A normally-closed on-off valve 212 for pressure reduction is provided between the reservoir 214 and the wheel cylinder 204 of the rear left wheel. The pump 215 is the reservoir 2
It is interposed between 13 and the master cylinder 200. The pump 216 has a reservoir 214 and a master cylinder 200.
It is interposed between.

In the above-mentioned conventional example, the on-off valves 205, 206, 2 for increasing the pressure in each wheel when the brake is depressed.
07 and 208 are opened, and the on-off valves 209 and 21 for pressure reduction are opened.
When 0, 211 and 212 are closed, the master cylinder 2
00 pressure is applied to each wheel cylinder 201, 202, 20
In addition to 3,204, braking is applied to each wheel. here,
When the pressure increasing on-off valves 205, 206, 207, 208 are closed and the pressure reducing on-off valves 209, 210, 211, 212 are opened, the wheel cylinders 201, 202, 20.
3,204 pressure escapes to reservoirs 213,214,
Each wheel cylinder 201, 202, 203, 204 is depressurized. By adjusting the pressure increase / decrease according to the slip condition of the wheel, it is possible to prevent the wheel slip.

[0005]

However, in the prior art, two on-off valves are required for each wheel, and the cost, weight, size, and current capacity of the solenoid for operating the on-off valves are large. There was a problem.

Therefore, in the present invention, the pressure increase of each wheel,
It is an object to maintain and depressurize and reduce cost, weight, size, and current capacity.

[0007]

According to a first aspect of the present invention, a hydraulic pressure generation source for pressurizing internal fluid in response to depression of a brake pedal or a power source switching input and at least two wheels on the left and right or front and rear, respectively. In a braking control device including first and second wheel cylinders capable of braking, a reservoir capable of storing a fluid therein, a pump arranged to deliver the fluid in the reservoir to a hydraulic pressure generation source, a hydraulic pressure generation source, First
A branch pipe that can communicate with the wheel cylinder and the second wheel cylinder, a first opening / closing valve that is interposed between the branch pipe and the first wheel cylinder, and a first pipe that is interposed between the branch pipe and the second wheel cylinder. 2 on-off valves, a switching valve that is interposed between the hydraulic pressure generation source, the branch pipe, and the reservoir, and connects the hydraulic pressure generation source and the branch pipe or the branch pipe and the reservoir to each other; 2 is a control means for controlling the on-off valve.

According to a second aspect of the present invention, in the first aspect of the invention, at least one of the first and second opening / closing valves is closed when the switching valve is switched to the hydraulic pressure source and the branch pipe side. That is what I did.

According to a third aspect of the present invention, in the first aspect, at least one of the first and second opening / closing valves is closed.

According to a fourth aspect of the present invention, in the first aspect, the hydraulic pressure command values of the first wheel cylinder and the second wheel cylinder are calculated, and the hydraulic pressure command values of the first wheel cylinder and the second wheel cylinder are simultaneously increased. If
The first opening / closing valve and the second opening / closing valve are alternately opened, and the total opening time of each of the first opening / closing valve and the second opening / closing valve is controlled to be equal to the pressure increasing time.

According to a fifth aspect of the present invention, in the first aspect, the hydraulic pressure command values of the first wheel cylinder and the second wheel cylinder are calculated, and the hydraulic pressure command values of the first wheel cylinder and the second wheel cylinder are simultaneously increased. If
The first opening / closing valve and the second opening / closing valve are alternately opened, and the loss compensation time is calculated by compensating for the loss due to opening / closing for a short time with respect to the pressure increasing time, and the sum of the first opening / closing valve and the second opening / closing valve is calculated. That is, the opening time was controlled to be equal to this loss compensation time.

According to a sixth aspect of the present invention, in the fourth or fifth aspect, when the first opening / closing valve and the second opening / closing valve are alternately opened, the actual opening time of the first opening / closing valve and the second opening / closing valve is That is, the adjustment was made so as to be equal to or larger than the predetermined minimum boosting width.

According to a seventh aspect of the present invention, in the first aspect, the hydraulic pressure command values of the first wheel cylinder and the second wheel cylinder are calculated, and the hydraulic pressure command values of the first wheel cylinder and the second wheel cylinder are simultaneously increased. If
The first opening / closing valve and the second opening / closing valve are simultaneously opened, and the pressure compensation time is obtained by compensating for the pressure decrease due to the simultaneous pressure increase with respect to the pressure increasing time, and the total opening of the first opening / closing valve and the second opening / closing valve This means that the time is controlled so that it becomes equal to this pressure compensation time.

According to an eighth aspect of the present invention, in the first aspect, the hydraulic pressure command values of the first wheel cylinder and the second wheel cylinder are calculated, and one of the hydraulic pressure command values of the first wheel cylinder or the second wheel cylinder is depressurized. In addition, when the other pressure increases, the on-off valve on the side where the hydraulic pressure command value has decreased is not opened until the other pressure exceeds the predetermined minimum pressure increase range.

According to a ninth aspect of the present invention, in the eighth aspect, after the other exceeds a predetermined minimum pressure increase range, the switching valve is switched to the branch pipe and the reservoir side, and the opening / closing valve on one side is opened for the depressurizing time. After that, the pressure increasing time on the other side is extended by the time including the pressure reducing time on the one side.

[0016]

According to the first aspect of the present invention, when the brake pedal is depressed or the power source is switched and input, the internal pressure of the hydraulic pressure generation source increases. Here, when the control means opens the first or second opening / closing valve and switches the opening / closing valve to the hydraulic pressure source side, the first or second wheel cylinder internal pressure increases,
Braking force acts on the wheels. On the other hand, when the control means closes the first or second opening / closing valve, the first or second wheel thin lider is sealed and the internal pressure is maintained. Here, when the opening / closing valve is switched to the reservoir side, the fluid flows from the wheel cylinder connected to the opened valve among the first and second opening / closing valves to the reservoir, and the wheel cylinder is depressurized. When the pump is rotated, fluid is delivered from the reservoir to the hydraulic pressure source. By adjusting the pressure increase and the pressure decrease, the braking force of the wheels can be adjusted, and the invention can be applied to the prevention of wheel slip, the prevention of spin, and the like.

When the hydraulic pressure source pressure is applied to the first wheel cylinder and the second wheel cylinder at the same time, and when the hydraulic pressure source pressure is applied to only one of them, the pressure in the wheel cylinder increases due to the influence of the throttle by the pipe. The slope is different. The invention of claim 2 compensates for this. According to the invention of claim 2, when the switching valve is switched to the side connecting the hydraulic pressure generation source and the branch pipe, the hydraulic pressure generation source pressure becomes the first pressure.
It is given to the on-off valve and the second on-off valve. At this time, the first and second on-off valves are not opened at the same time. Therefore, the first
The hydraulic pressure source pressure is not applied to the wheel cylinder and the second wheel cylinder at the same time. Therefore, the pressure rise gradient of the wheel cylinder is always stable, and more accurate control can be performed.

When the first wheel cylinder and the second wheel cylinder are simultaneously pressure-increased or pressure-decreased and when only one of them is pressure-increased or pressure-decreased, the pressure rise / fall gradient of the wheel cylinder is increased due to the influence of the throttle by the pipe. different. The invention of claim 3 compensates for this. According to the invention of claim 3, the first and second opening / closing valves are not opened at the same time. Therefore, the hydraulic pressure source pressure is not applied to the first wheel cylinder and the second wheel cylinder at the same time, and the fluid is not discharged from the first wheel cylinder and the second wheel cylinder to the reservoir at the same time. Therefore, the pressure rise / fall gradient of the wheel cylinder is always stable, and more accurate control can be performed.

When the simultaneous pressure increase of the first wheel cylinder and the second wheel cylinder is prohibited, the control of one wheel cylinder may be delayed and the control may be affected. The invention of claim 4 avoids this. According to the invention of claim 4, the first and second on-off valves are alternately dispersed and opened. Since they do not open at the same time, the pressure rise gradient of the wheel cylinder is always stable. Further, since the total opening time of the first and second on-off valves is equal to the initially calculated pressure increasing time, it is possible to increase the pressure of either wheel cylinder to the target amount. Further, since the opening and closing are alternately performed, the control of one wheel cylinder is not delayed with respect to the other wheel cylinder.

When the on-off valve is opened for a predetermined time, the actual pressure application time becomes shorter than the opening time due to the response delay of the machine. If the opening time is relatively long, the loss due to this time difference is small and has no effect. However, in the invention of claim 4, when the opening / closing time of the first and second opening / closing valves is made relatively short, the control is affected by the difference between the opening time of the opening / closing valve and the actual pressure application time due to the rising delay of the hydraulic pressure or the like. The sex may deteriorate. The invention of claim 5 compensates for this. According to the invention of claim 5, the loss compensation time is obtained by compensating for the loss due to opening and closing in a short time with respect to the pressure increasing time.
Since the total opening time of the first opening / closing valve and the second opening / closing valve is adjusted to this loss compensation time, the total opening / closing time in a short time becomes longer than the initially calculated pressure increasing time, and the loss is eliminated.

When the on-off valve is driven in a pulsed manner, if the opening time is extremely shortened, the pressure will not rise at all due to the pressure response delay. The invention of claim 6 is for avoiding this, and when the first opening / closing valve and the second opening / closing valve are alternately opened, the opening time of each does not become shorter than a predetermined minimum boosting width. . Therefore, the pressure of the wheel cylinder can be controlled by the control means.

As described above, the pressure rise gradient of the wheel cylinder differs between the case where the pressure is increased at the first wheel cylinder and the second wheel cylinder at the same time and the case where only one of them is increased due to the influence of the restriction by the pipe. . The invention of claim 7 compensates for this, and the pressure compensating time is extended by the pressure increasing time as much as the pressure gradient decreases. Since the first on-off valve and the second on-off valve are opened for this pressure compensation time, the required pressure is applied to the wheel cylinder and the control performance does not deteriorate.

According to the first aspect of the invention, since the switching valve is provided, it is impossible to increase the pressure in one of the first wheel cylinder and the second wheel cylinder and decrease the pressure in the other. On the other hand, the control means includes the first wheel cylinder and the second wheel cylinder.
When one of the wheel cylinders outputs so as to increase the pressure and the other to decrease the pressure, the first opening / closing valve and the second opening / closing valve are simultaneously opened. At this time, the first wheel cylinder and the second wheel cylinder simultaneously increase or decrease in pressure, and the target control cannot be performed. Therefore, it is necessary to prohibit such a state. Here, if the pressure increase is prioritized, the side to be pressure-reduced cannot be pressure-reduced and the slip cannot be suppressed. Further, if the pressure reduction is prioritized, the side that should increase the pressure cannot increase the pressure and the braking force decreases. The invention of claim 8 is a measure against this, and when one of the hydraulic pressure command values of the first wheel cylinder or the second wheel cylinder is depressurized and the other is increased, the other one has a predetermined minimum pressure increase range. Until that time, the on-off valve on the side where the hydraulic pressure command value was reduced was not opened. Therefore, the pressure on the side to be pressure-reduced is reduced for a certain period of time, and then the pressure on the side to be pressure-reduced is reduced, so that it is possible to suppress the decrease in the braking force and the slip.

In the invention of claim 8, the pressure increase on the other side, which should be increased for the pressure reduction time on the one side, is interrupted. Therefore, the actual pressure increasing time on the other side becomes shorter than the initially calculated pressure increasing time. The invention of claim 9 is a measure against this, and after the other exceeds a predetermined minimum boost width, the switching valve is switched to the branch pipe and the reservoir side, and the on-off valve on one side is opened for the depressurization time, After that, the pressure increasing time on the other side is extended by the time including the pressure reducing time on the one side. There is no problem because the one side to be depressurized can be depressurized for the depressurizing time initially calculated. On the other side to be increased in pressure, there is no problem because the pressure increase time is extended although the pressure increase is once interrupted. Also in this case, more accurate control can be performed by compensating for the pressure loss due to the interruption of the pressure increase.

[0025]

Embodiments of the present invention will be described below with reference to the drawings.

(First Embodiment) In FIG. 1, a brake pedal 20 is connected to a master cylinder 23 via a brake booster 21. A reservoir tank 22 for accumulating oil, which is a fluid, is arranged above the master cylinder 23. The master cylinder 23 has two systems, a front wheel side system and a rear wheel side system, and pressurizes the hydraulic pipe 24 and the hydraulic pipe 25 according to the depression of the brake pedal 20. Wheel cylinders 32, 33, 3 are provided on the four wheels of the vehicle, respectively.
4, 35 are provided. Wheel cylinders 32,3
Each of the wheels 3, 34 and 35 brakes the wheels when the inside is pressurized. Hydraulic pipes 28, 29, 30, 31 are in communication with the wheel cylinders 32, 33, 34, 35, respectively. A motor 38, which is an electric motor, has pumps 39 and 4
It is arranged so that 0 can be driven simultaneously. Switching valves 43 and 44, first opening / closing valves 45 and 47, and second opening / closing valves 46 and 48, which are electromagnetic valves, are arranged in the hydraulic circuit, respectively. The switching valves 43 and 44, the first opening / closing valves 45 and 47, and the second opening / closing valves 46 and 48 are a front wheel increase / decrease switching solenoid 43a and a rear wheel increase / decrease switching solenoid 44a, a front left wheel holding solenoid 45a and a rear right wheel holding, respectively. A solenoid 47a, a front right wheel holding solenoid 46a, and a rear left wheel holding solenoid 48a are provided, and when the respective solenoids are energized, the respective valves are switched from the illustrated state. Wheel speed sensors 53, 54, 55 and 56 for detecting the rotation speeds of the wheels are provided near the respective wheels.

The front wheel side system includes a switching valve 43 and a first opening / closing valve 4
5 and the branch pipe 26 that communicates with the second on-off valve 46. Further, the front wheel side system is provided with a reservoir 36 capable of storing oil therein. Pump 39 is reservoir 3
6 and the hydraulic pipe 24, and is arranged so that oil can be sent from the reservoir 36 to the hydraulic pipe 24. Switching valve 4
3 is the hydraulic pipe 24, the branch pipe 26 and the reservoir 36
Is interposed between. The switching valve 43 connects either the hydraulic pipe 24 and the branch pipe 26 or the branch pipe 26 and the reservoir 36. An on-off valve 45 is interposed between the branch pipe 26 and the hydraulic pipe 28 to open and close the two pipes. An on-off valve 46 is interposed between the branch pipe 26 and the hydraulic pipe 29 to open and close both pipes. A check valve 49 is arranged so that only oil can flow from the hydraulic pipe 28 to the hydraulic pipe 24. A check valve 50 is arranged so that only oil can flow from the hydraulic pipe 29 to the hydraulic pipe 24.

The rear wheel side system includes a switching valve 44 and a first opening / closing valve 4
A branch pipe 27 that communicates with the valve 7 and the second opening / closing valve 48 is provided. Further, the rear wheel system is provided with a reservoir 37 capable of storing oil therein. Pump 40 is reservoir 3
7 and the hydraulic pipe 25, and is arranged so that oil can be delivered from the reservoir 37 to the hydraulic pipe 25. Switching valve 4
4 is the hydraulic pipe 25, the branch pipe 27 and the reservoir 37
Is interposed between. The switching valve 44 connects either the hydraulic pipe 25 and the branch pipe 27 or the branch pipe 27 and the reservoir 37 to each other. An on-off valve 47 is interposed between the branch pipe 27 and the hydraulic pipe 30, and opens and closes both pipes. An on-off valve 48 is interposed between the branch pipe 27 and the hydraulic pipe 31, and opens and closes both pipes. A check valve 51 is arranged so that only oil can flow from the hydraulic pipe 30 to the hydraulic pipe 25. The check valve 52 is arranged so that only oil can flow from the hydraulic pipe 31 to the hydraulic pipe 25.

In the above structure, when the switching valve 43 is switched to the side for connecting the hydraulic pipe 24 and the branch pipe 26, the branch pipe 26 communicates with the master cylinder 23. Here, when the first opening / closing valve 45 or the second opening / closing valve 46 is opened, the master cylinder 23 and the wheel cylinder 32 or 33 communicate with each other. When the brake pedal 20 is stepped on in this state, the wheel cylinders 32 or 33 are pressurized and the wheels are braked. Here, when the first on-off valve 45 or the second on-off valve 46 is closed, the wheel cylinder 32 or 33 is sealed and the internal pressure is maintained. Further, the switching valve 43 is connected to the branch pipe 26.
The branch pipe 26 and the reservoir 36 communicate with each other when switched to the side where the reservoir 36 and the reservoir 36 are communicated. Here, when either the first opening / closing valve 45 or the second opening / closing valve 46 is opened, oil flows from the wheel cylinder 32 or 33 to the reservoir 36, and the internal pressure of the wheel cylinder 32 or 33 decreases. Therefore, the switching valve 43, the first opening / closing valve 45, and the second opening / closing valve 46.
The braking force of the wheel during braking can be controlled by controlling the. By adjusting this braking force according to the slip state of the wheels, the yaw of the vehicle, and the like, it is possible to prevent the wheels from slipping, shorten the braking distance, and improve the turning performance of the vehicle.

The same applies to the rear wheel side, and the switching valve 44
Is switched to the side where the hydraulic pipe 25 and the branch pipe 27 communicate with each other, the branch pipe 27 communicates with the master cylinder 23.

Here, the first opening / closing valve 47 or the second opening / closing valve 4
When 8 is opened, the master cylinder 23 and the wheel cylinder 34 or 35 communicate with each other. Brake pedal 2 in this state
When 0 is depressed, the wheel cylinder 34 or 35 is pressurized and the wheel is braked. Here, when the first opening / closing valve 47 or the second opening / closing valve 48 is closed, the wheel cylinder 34 or 35 is sealed and the internal pressure is maintained. Further, when the switching valve 44 is switched to the side where the branch pipe 27 and the reservoir 37 communicate with each other, the branch pipe 27 and the reservoir 37 communicate with each other.
Here, when either the first on-off valve 47 or the second on-off valve 48 is opened, oil flows from the wheel cylinder 34 or 35 to the reservoir 37, and the internal pressure of the wheel cylinder 34 or 35 decreases. Therefore, the switching valve 44 and the first opening / closing valve 47
By controlling the second opening / closing valve 48, the braking force of the wheel during braking can be controlled.

When the depression of the brake pedal 20 is stopped, the oil flows from the wheel cylinders 32, 33, 34, 35 to the master cylinder 23 via the check valves 49, 50, 51, 52, so that the oil of each wheel is released. Braking is released.

FIG. 2 shows the configuration of the control circuit 69 which is the control means of the first embodiment. The wheel speed sensors 53, 54, 55 and 56 are input interfaces 57, 58, 5 respectively.
It is connected to the input port of the microcomputer 68 via 9 and 60. The motor 38 is connected to the output port of the microcomputer 68 via the output interface 61. Front wheel increase / decrease switching solenoid 43
a, rear wheel increase / decrease switching solenoid 44a, front left wheel holding solenoid 45a, front right wheel holding solenoid 46a, rear right wheel holding solenoid 47a and rear left wheel holding solenoid 48a are output interfaces 62, 63, 6 respectively.
It is connected to the output port of the microcomputer 68 via 4, 65, 66 and 67. The microcomputer 68 calculates a control state based on the outputs of the wheel speed sensors 53, 54, 55 and 56, and a front wheel increase / decrease switching solenoid 43a, a rear wheel increase / decrease switching solenoid 44a, a front left wheel holding solenoid 45a, a front right wheel. Holding solenoid 46a,
An output is output to the rear right wheel holding solenoid 47a and the rear left wheel holding solenoid 48a, and the switching valve 43, the switching valve 44, the first opening / closing valve 45, the second opening / closing valve 46, the first opening / closing valve 47, and the second opening / closing valve 48. Switch.

FIG. 3 shows a flow chart of the microcomputer 68. The microcomputer 68 operates according to this flowchart. In FIG. 3, when an ignition switch (not shown) of the vehicle is turned on, first, step 100 is initialized. Next, step 10
Front right wheel control, front left wheel control, rear right wheel control, and rear left wheel control are performed in the order of 1, 102, 103, 104. After that, motor control is performed in step 105, and the process returns to step 101. After that, steps 101 to 105 are repeated. The motor control in step 105 is to rotate the motor 38 as necessary and drive the pumps 39 and 40 so as to return the oil accumulated in the reservoirs 36 and 37 to the master cylinder side.

The front right wheel control, the front left wheel control, the rear right wheel control, and the rear left wheel control basically perform the same control except that the target wheels are different. FIG. 4 shows a flowchart of the subroutine for controlling each wheel. Here, the wheel speed is calculated from the output of each wheel speed sensor in step 106, the wheel acceleration is calculated from the wheel speed in step 107, and the estimated wheel speed is calculated in step 108. The estimated vehicle speed is calculated from the wheel speed of the vehicle. Then step 10
At 9, the control mode is calculated in consideration of the wheel speed, the wheel acceleration, and the estimated vehicle speed. The control modes include an ABS mode for preventing wheel slip, a braking force distribution mode for adjusting the braking force of the left and right wheels to control the turning of the vehicle during braking, and a normal mode for normal braking only. For example,
In the ABS mode, when the wheel speed falls below the estimated vehicle speed or the wheel acceleration is large on the minus side, it is determined that there is a wheel slip and the mode is entered. Further, in the braking force distribution mode, the braking force distribution mode is entered assuming that the vehicle spins when the turning speed of the vehicle is high with respect to the steering amount of the steering wheel. Then, in step 110, the hydraulic pressure command value is determined. When the braking force of the wheel is suppressed, the sudden decrease or the pulse decrease is performed, and when the braking force of the wheel is increased, the sudden increase or the pulse increase is performed. If you want to keep the hydraulic pressure of the wheel cylinder, hold it. Pulse increase and pulse decrease are selected when it is desired to slowly apply and discharge the hydraulic pressure. For pulse increase, pressure increase and hold are performed alternately. For pulse reduction, pressure reduction and hold are performed alternately. The wheel braking control is performed by alternately selecting the sudden increase, the pulse increase, the hold, the pulse decrease, and the sudden decrease. In the case of sudden increase and pulse increase, the pressure increasing time is calculated respectively. In the case of pulse reduction and sudden reduction, the decompression time is calculated respectively. After this, step 111
The hydraulic pressure of each wheel is controlled in accordance with the hydraulic pressure command value.

Next, the above-mentioned hydraulic control routine will be described with reference to FIG. First, at step 112, a branch is made according to the hydraulic pressure command value for each wheel. If it is a sudden increase, the routine jumps to step 115, if it is a pulse pressure increase, it jumps to step 113, if it is held, it jumps to step 128, if it is a pulse pressure decrease, it jumps to step 114, and if it drops sharply, it jumps to step 129.

Step 113 is executed in the case of pulse pressure boosting. In the case of pulse boosting, boosting and holding are repeated at arbitrary time intervals. If the pressure is being increased, the process jumps to step 115. If the pressure is being held, the process jumps to step 128. Step 114 is executed in case of pulse decompression.
In the case of pulse pressure reduction, pressure reduction and hold are repeated at arbitrary time intervals. If the pressure is being reduced, the process jumps to step 129. If the pressure is being held, the process jumps to step 128.

In step 128, hold output is performed.
Here, the output is sent to the corresponding solenoid to close the corresponding first on-off valve and second on-off valve. The pressure of the wheel cylinder is maintained by closing the first opening / closing valve and the second opening / closing valve. In this hydraulic control routine, there is a pressure increase output in step 119 and a pressure decrease output in step 133 corresponding to this hold output. In boosting output, the switching valve is switched to the master cylinder and branch pipe side, the first opening / closing valve is opened, and the second opening / closing valve is closed. As a result, the master cylinder pressure is applied to the wheel cylinder, and the braking force is increased. In the depressurized output, the switching valve is switched to the branch pipe and the reservoir side, the first opening / closing valve is closed, and the second opening / closing valve is opened. As a result, oil flows from the wheel cylinder to the reservoir, and the braking force is reduced.

[Control During Pressure Increase] Step 115 is executed during the rapid increase or during the pressure increase by the pulse pressure increase. Here, it is determined whether it is the same timing as the other wheels. The other wheel is the front right wheel for the control of the front left wheel, the front left wheel for the control of the front right wheel, the rear right wheel for the control of the rear left wheel,
For the control of the rear right wheel, the rear left wheel is referred to respectively. If there is a request to increase the other wheels, that is, if the left and right wheels simultaneously increase according to the hydraulic pressure command value, the routine jumps to step 120.
If the other wheels are not required to be increased, that is, if only the own wheel is pressure-increased, the routine jumps to step 116.

When only the own wheel is pressure-increased, it is checked in step 116 whether or not the other wheel is in a pressure-reducing state. If the other wheel is not pressure-reduced, the pressure-increasing output is performed in step 119.

If the pressure of the own wheel is increased and the pressure of the other wheel is decreased, the minimum pressure increase range L. L. The other wheel is held at step 118 until the increased output time becomes longer than Ton, and the pressure of the own wheel is increased at step 119. Minimum boost width L. L. Ton is a predetermined value and is set to 3 msec in this embodiment. Increased output time L. L. After Ton, jump to step 128,
The own wheel has a hold output.

When it is requested that the own wheel is boosted and the other wheels are boosted, step 120 is executed. Since the actual output may be held by the processing of this hydraulic control routine even if a pressure increase request is made, it is determined at step 120 whether or not the other wheels are performing pressure increase output. Here, if the other wheel is outputting the boosted pressure, the own wheel is held at step 128. If the other wheel is in the hold output, the process jumps to step 121. Step 1
21, the pressure increase counter ICNT and the target pressure increase time Ton
Compare with (i). The target pressure increase time Ton (i) indicates the time width of the target pressure increase, and i indicates the number of times of pressure increase. In this control, when a pressure increase request is made simultaneously for the own wheel and the other wheels, the pressure increase is alternately performed. Therefore, pressure increase and hold are performed alternately. i indicates the number of times of increasing the pressure. The pressure increase counter ICNT is a counter that is counted during the pressure increase and indicates the time during which the pressure increase is applied. When the value of the pressure increase counter ICNT is less than the target pressure increase time Ton (i), step 1
22 is executed. If the value of the pressure boosting counter ICNT is equal to or longer than the target pressure boosting time Ton (i), the target pressure boosting has been performed, so that the hold output is made in step 128. In step 122, the pressure increase counter ICNT
Is counting, and if not counting, the pressure increasing counter ICNT is started in step 123. Then step 124 is executed. In step 124, the value of the pressure increase counter ICNT is the minimum pressure increase range L.L.
L. When it is equal to or more than Ton, the routine jumps to step 125, where the value of the pressure increase counter ICNT is the minimum pressure increase width L. L. When it is less than Ton, pressure increase output is performed in step 119. In step 125, it is determined whether or not there is a pressure increase request for the other wheel. If there is a pressure increase request, the process jumps to step 126, and if there is no pressure increase request, pressure increase output is performed in step 119. In step 126, the target pressure increase time Ton (i) is updated by the following equation.

[0043]

## EQU1 ## Ton (i) = Ton (i-1)-(ICNT-K0) This formula is used to calculate the residual pressure increase time, and the target pressure increase time from the last pressure increase is calculated to the current pressure increase time. It is the one with the correction applied. The current pressure increasing time is the value of the pressure increasing counter ICNT. The correction is performed by subtracting the correction coefficient K0 from the value of the pressure increase counter ICNT. This K0 is the minimum boost width L. L. When the pressure is increased by Ton, the time during which the wheel cylinder is actually increased (effectively moving time) is the minimum increase width L. L. This is to prevent the length from becoming shorter than Ton. L. The time required to actually increase the pressure in the wheel cylinder is subtracted from Ton to obtain the value. By subtracting the current pressure increase time (+ correction) from the previous target pressure increase time, the remaining pressure increase time can be known. In step 127, Ton (i) indicating the remaining pressure boosting time and the minimum pressure boosting width L. L. Compared with Ton, Ton (i) shows the lowest pressure increase width L.V. L. When it is less than Ton, pressure increase output is performed in step 119, and Ton (i)
Is the minimum boost width L. L. When it is Ton or more, step 1
The pressure increase counter ICNT is cleared at 34, i is incremented by 1 at step 135, and step 12 is performed.
Hold output of 8 is performed.

By the above steps, the control at the time of increasing the pressure is performed as follows.

When the request for the own wheel is increased and the request for the other wheel is held, the steps 115-116-119 are executed in order to increase the pressure of the own wheel.

When the request for the own wheel is pressure increase and the request for the other wheel is pressure decrease, first, steps 115-116-117-119.
Is performed in this order, and the minimum boost width L. L. Step 115-116-117-128 after intensifying the own wheel by Ton
Are executed in this order and the own wheel is held.

If the request for the own wheel is increased when the request for the other wheel is increased, first, step 115-120-12.
The process is executed in the order of 8, and the own wheel is held and waits until the output of the other wheel is held, and then step 115-1
20-121-122-123-124-119 in order, and the minimum boost width L. L. Increases the pressure on the wheel until Ton has elapsed. Then, step 115-12.
0-121-122-124-125-126-127
The process is executed in the order of -134-135-128 to temporarily stop the boosting and return the own wheel to the hold. At this time, the remaining pressure increase time is set to the minimum pressure increase width L.
L. When it is shorter than Ton, the pressure is increased for the remaining pressure increase time, and then the operation returns to the hold. If the pressure is increased for the remaining pressure increase time during the pressure increase, the process returns to the hold in step 121.

[Control During Pressure Reduction] Step 129 is executed during rapid pressure reduction or during pressure reduction by pulse pressure reduction. Here, it is checked whether or not the output of the own wheel has changed from pressure reduction other than pressure reduction to pressure reduction. When the pressure reduction is continued, the pressure reduction output is performed in step 133. When the pressure reduction is started for the first time, the routine jumps to step 130. In step 130, it is determined whether or not the pressure of the other wheel is being increased. If the pressure of the other wheel is not increasing, the pressure reduction output is performed in step 133. If the other wheel is under increased pressure, jump to step 131. In step 131, the increase output time of the other wheel is the minimum increase width L. L. It is determined whether or not only Ton has been output. The minimum pressure increase width L. L. Step 1 if Ton has not been reached
At 28, the own wheel is set to hold output. The minimum pressure increase width L. L. When Ton is reached, the other wheel is held and output in step 132, and step 1
Jump to 36. In step 136, the target pressure increase time of the other wheel is updated by the following equation.

[0049]

## EQU00002 ## Ton = Ton + K3.multidot. (Td1-K30) In this equation, Td1 is the target decompression time, and K3 and K
30 is a coefficient. This formula basically extends the target pressure increasing time of the other wheels by the time interrupted by the pressure reduction of the own wheel, and compensates the pressure loss due to the interruption by the coefficient. Thereafter, in step 133, decompression output is performed.

By the above steps, the control at the time of depressurization is performed as follows.

When the pressure of the own wheel is continuously reduced, the steps 129-133 are executed in order to output the pressure reduction to the own wheel.

When the request for the own wheel is reduced, and when the request for the other wheel is hold or reduced pressure, step 129-1.
30-133 are performed in this order to output the reduced pressure of the own wheel.

When the request for the own wheel is reduced, and the request for the other wheel is increased, first, steps 129-131-1 are executed.
28 is performed in order to increase the pressure of the other wheel by the minimum increase width L. L.
Hold your own wheel until Ton is performed, then
Steps 129-131-132-136-133 are executed in order, and the other wheels are held and the own wheels are decompressed and output.

In the above steps, steps 117 and 118 when increasing pressure and steps 131 and 132 when decreasing pressure are the same, and they overlap. However, as shown in FIG. 3, in the present embodiment, control is performed for each wheel in order, so a time lag occurs between the control of the own wheel and the control of the other wheels. The duplication prevents this time lag.

However, duplication becomes unnecessary if the processing speed of the microcomputer is increased or parallel processing is performed so that the control of each wheel can be performed simultaneously.

The operation in the case where the pressure increases on the own wheel and the other wheels described above will be described with reference to the time chart of FIG. A in the figure
One of the wheels is the left wheel and the other is the right wheel, and the wheels may be interchanged. Here, the case is shown in which the A wheel is requested to increase its pressure for the target pressure increase time TonA at time t0, and the B wheel is requested to increase its pressure for the target pressure increase time TonB at time t1 during the time increase of the A wheel. . At time t0, wheel B is on hold, and only wheel A has a pressure increase request, so the output value of wheel A switches to pressure increase. Thereafter, at time t1, a request for increasing the pressure of the B wheel is made. At this time, the increasing time of the A wheel is the minimum pressure increase width L.L. L. Since it has not reached Ton, the output value of the A wheel continues to increase in pressure and the output value of the B wheel remains held. The boosting time for wheel A is the minimum boosting width L. L. At time t2 when Ton is reached, the target pressure increase time of the A wheel is TonA.
Change to (2). This target pressure increase time TonA (2) is the minimum pressure increase width L. L. Since it is larger than Ton, the output value of the A wheel changes to hold, and the output value of the B wheel changes to pressure increase for the first time. After this, the boost output of the B wheel is the minimum boost width L. L.
Continue until Ton is reached. At time t3, the boosting output of the B wheel has the minimum boosting width L.L. L. When Ton is reached, the pressure increase request for the A wheel is still issued, so the output value of the B wheel is changed to hold and the output value of the A wheel is increased. After this, the boost output of the A wheel is the minimum boost width L. L. Continue until Ton is reached. At time t4, the boosting output of the A wheel has the minimum boosting range L.L. L.
When Ton is reached, the target boosting time for wheel A is TonA
Change to (3). This target pressure increase time TonA (3) is still the minimum pressure increase range L. L. Since it is larger than Ton, A
The output value of wheel B changes to hold, and the output value of wheel B changes to pressure increase. After this, the boost output of the B wheel is the minimum boost width L. L. T
Continue until it reaches on. At time t6, the boosting output of the B wheel has the minimum boosting width L.L. L. When Ton is reached, since the remaining pressure increasing time remains in the A wheel, the output value of the B wheel is replaced with the hold value, and the output value of the A wheel shifts to the pressure increasing. After this, the boost output of the A wheel is the minimum boost width L. L. Continue until Ton is reached. At time t7, the boosting output of the A wheel is at the minimum boosting range L.L. L.
When Ton is reached, the target boosting time for wheel A is TonA
Change to (4). This target pressure increase time TonA (4) is the minimum pressure increase range L. L. It becomes smaller than Ton. Therefore, the pressure increase output of the A wheel is continued until the target pressure increase time TonA (3) elapses, and at the same time, the hold output of the B wheel is held.
At time t8 when the target pressure increase time TonA (3) has elapsed, the output value of the A wheel changes to hold and the output value of the B wheel changes to pressure increase. After that, the boosting output of the B wheel continues until the remaining boosting time of the B wheel elapses.

(Second Embodiment) FIG. 7 shows a second embodiment of the present invention. The second embodiment has the same configuration as the first embodiment except for the hydraulic control routine for each wheel. In the second embodiment, FIG.
Steps 120 to 127, 134, and 135 are changed to Steps 140 to 143.

Step 140 is executed when there is a pressure increase request for both the own wheel and the other wheel at the same time.

When the other wheel is holding output at step 140, the first counter ICNT1 is counted at step 141, and when the other wheel is depressurizing output, the second counter ICNT2 is counted at step 142. And step 1
At 43, it is determined whether or not the following expression is satisfied.

[0060]

## EQU00003 ## ICNT1 + Ka.multidot.CNT2> Ton When this expression is not satisfied, the pressure boosting output is continued at step 119, and if this expression is satisfied, the hold output is changed at step 128. This constant Ka is obtained as follows. As shown in FIG. 8, when the pressure of only one wheel is increased, the pressure increase is as shown by the solid line in the figure. However, when the pressure of two wheels is increased at the same time, it is necessary to apply oil to two wheel cylinders at the same time. The inclination is low as indicated by the dotted line in the figure. Ka is calculated from this difference. Ka is the ratio of the pressure P2 of two wheels simultaneously to the pressure P1 of only one wheel at an arbitrary time ta. Based on the equation (3), the actual pressure increase is performed longer than the target pressure increase time by the delay of the pressure increase when the pressure is increased for two wheels at the same time as the case where only one wheel is increased.

This state will be described with reference to the time chart of FIG. Here, the target pressure increasing time To is set to the wheel A at time t0.
A case is shown in which a pressure increase request is generated for nA, and a pressure increase request is generated for the B wheel for the target pressure increase time TonB at time t1 during the pressure increase of the A wheel. At time t0, the A wheel has a pressure increase request, so the output value of the A wheel is switched to the pressure increase. Here, the first counter ICNT is available until time t1 when the B wheel has a pressure increase request.
1 is counted. After that, at time t1, the output value of the B wheel is switched to pressure increase. After that, in the wheel A, the counting of the first counter ICNT1 is stopped, and the second counter ICNT1 is stopped.
CNT2 is counted. Then, the pressure increase of the A wheel is continued until time t3 when the above-mentioned expression 3 is satisfied. Regarding wheel B, since wheel A outputs pressure increase from time t1 to time t3, second counter ICNT2 is counted, and then the first counter is counted. And
The pressure increase of the B wheel is continued until time t5 when Expression 3 is satisfied.

In the second embodiment, the boosting output is extended until the pressure compensating time for compensating for the pressure drop due to the simultaneous boosting has elapsed. The same performance can be obtained in the case of pressure.

(Third Embodiment) FIG. 10 shows an example in which the pressure supply source on the rear wheel side is a hydro booster 76 instead of the brake booster 21. The output of a pump 77, which serves as a pressure source, is connected to the hydrobooster 76. The hydro booster 76 is connected to the switching valve 44 via a hydraulic pipe 78. The master cylinder 23 has a switching valve 43
To the switch valve 75. The switching valve 75 switches between a route connecting the master cylinder 23 and the switching valve 43 and a route connecting the switching valve 43 and the hydro booster 76. During normal braking, the switching valve 75 connects the master cylinder 23 and the switching valve 43, and hydraulic pressure is supplied from the hydro booster 76 to the rear wheel side. Hydraulic pressure is supplied to the front wheels from the master cylinder 23. Here, when the switching valve 75 is switched to the side that connects the switching valve 43 and the hydro booster 76, the hydro booster 7 is also connected to the front wheels.
Hydraulic pressure is supplied from 6. The operations of the switching valves 43 and 44, the first opening / closing valves 45 and 47, and the second opening / closing valves 46 and 48 are the same as in the first embodiment.

As described above, in the present embodiment, the hydraulic pressure source (the master cylinder 23 or the hydro booster 76, etc.) that pressurizes the internal fluid in response to the depression of the brake pedal 20 or the power source switching input is connected to the left and right. Alternatively, in a braking control device provided with first and second wheel cylinders 32 and 33 or 34 and 35 capable of braking at least two front and rear wheels respectively, a reservoir 36, 37 or 22 capable of storing fluid therein, Pumps 39, 40 or 7 arranged so that the fluid in the reservoir can be delivered to the hydraulic pressure source
7, a branch pipe 26 or 27 that can communicate with the oil pressure generation source, the first wheel cylinder, and the second wheel cylinder, and a first pipe interposed between the branch pipe and the first wheel cylinder.
An on-off valve 45 or 47, a second on-off valve 46 or 48 interposed between the branch pipe and the second wheel cylinder, and an oil pressure source, a branch pipe and a reservoir, and a branch with the oil pressure source. A switching valve 43 or 44 for communicating either one of the pipe or the branch pipe and the reservoir, the switching valve,
The control means 69 which controls the 1st, 2nd on-off valve is provided. Therefore, it is possible to increase, maintain, and reduce the pressure of each wheel, and reduce the cost, weight, size, and current capacity.

Further, as shown in step 120, when the switching valve is switched to the hydraulic pressure source and the branch pipe side,
At least one of the first and second on-off valves is closed. As a result, there is no simultaneous boosting of the two wheels,
The pressure rise gradient of the wheel cylinder is always stable, and more accurate control can be performed.

Furthermore, steps 120, 130, 1
As indicated by reference numerals 31 and 132, at least one of the first and second opening / closing valves is closed. This allows
The pressure rise / fall gradient of the wheel cylinder is always stable,
More precise control is possible.

Further, in step 110, the hydraulic pressure command values for the first wheel cylinder and the second wheel cylinder are calculated, and as shown in steps 120 to 127, 134 and 135, the first wheel cylinder and the second wheel cylinder are calculated. If the hydraulic pressure command value of
The opening / closing valve and the second opening / closing valve are alternately opened, and the total opening time of each of the first opening / closing valve and the second opening / closing valve is controlled to be equal to the pressure increasing time. This is K0 = 0
Corresponds to the case of. Since the first opening / closing valve and the second opening / closing valve do not open at the same time, the pressure rising gradient of the wheel cylinder is always stable. Further, since the total opening time of the first and second on-off valves is equal to the initially calculated pressure increasing time, it is possible to increase the pressure of either wheel cylinder to the target amount. Further, since the opening and closing are alternately performed, the control of one wheel cylinder is not delayed with respect to the other wheel cylinder.

Further, in step 110, the hydraulic pressure command values for the first wheel cylinder and the second wheel cylinder are calculated, and as shown in steps 120 to 127, 134 and 135, the first wheel cylinder and the second wheel cylinder are operated. When the hydraulic pressure command value of the cylinder increases at the same time, the first opening / closing valve and the second opening / closing valve are alternately opened, and the loss compensation time is obtained by compensating for the loss due to opening / closing for a short time with respect to the pressure increasing time. The total opening time of each of the first on-off valve and the second on-off valve was controlled to be equal to this loss compensation time. Since the total opening time of the first opening / closing valve and the second opening / closing valve is matched with the loss compensation time, the total opening / closing time in a short time becomes longer than the initially calculated pressure increasing time, and the loss is eliminated.

Further, as shown in step 124, when the first opening / closing valve and the second opening / closing valve are alternately opened, the actual opening time of the first opening / closing valve and the second opening / closing valve is increased by a predetermined minimum. Pressure range L. L. It was adjusted to be Ton or more. Therefore, the pressure of the wheel cylinder can be controlled by the control means.

Further, in step 110, the hydraulic command values for the first wheel cylinder and the second wheel cylinder are calculated, and as shown in steps 140 to 143 of the second embodiment, the first wheel cylinder and the second wheel cylinder are calculated. When the hydraulic pressure command value of the wheel cylinders is increased at the same time, the first opening / closing valve and the second opening / closing valve are simultaneously opened, and the pressure compensation time is calculated by compensating for the pressure drop due to the simultaneous pressure increase with respect to the pressure increase time. The total opening time of each of the first on-off valve and the second on-off valve was controlled to be equal to this pressure compensation time. Since the first opening / closing valve and the second opening / closing valve are opened during this pressure compensation time,
The required pressure is applied to the wheel cylinder, and the control performance does not deteriorate.

Further, in step 110, the hydraulic pressure command values for the first wheel cylinder and the second wheel cylinder are calculated, and as shown in steps 129 to 131, the first
When one of the hydraulic pressure command values of the wheel cylinder or the second wheel cylinder is depressurized and the other is increased, the other one has a predetermined minimum pressure increase width L.V. L. The opening / closing valve on the side where the hydraulic pressure command value is reduced is not opened until after Ton.
Therefore, after securing the pressure increase on the side to be increased for a certain period of time,
Since the side to be depressurized is depressurized, it is possible to suppress the reduction of the braking force and the slip.

Further, as shown in steps 131 to 136, the other is a predetermined minimum pressure increase range L.V. L. After Ton has passed, the switching valve is switched to the branch pipe and the reservoir side and the on-off valve on one side is opened for the depressurizing time, and then the pressure increasing time on the other side is included in the depressurizing time on the one side. K3
This means that the length is extended by (Td1-K30). There is no problem because the one side to be depressurized can be depressurized for the depressurizing time initially calculated. On the other side to be increased in pressure, there is no problem because the pressure increase time is extended although the pressure increase is once interrupted. Also in this case, more accurate control can be performed by compensating for the pressure loss due to the interruption of the pressure increase.

[0073]

According to the invention of claim 1, the pressure increase of each wheel,
It can be held and depressurized, and cost, weight, size, and current capacity can be reduced.

According to the second aspect of the invention, the gradient of pressure increase in the wheel cylinder is always stable, and more accurate control can be performed.

According to the invention of claim 3, the pressure rising / falling gradient of the wheel cylinder is always stable, and more accurate control can be performed.

According to the invention of claim 4, even if the two wheels are alternately controlled, they do not influence each other.

According to the invention of claim 5, even if the two wheels are alternately controlled, they do not influence each other.

According to the invention of claim 6, even if the two wheels are alternately controlled, they do not influence each other.

According to the invention of claim 7, the necessary pressure is applied to the wheel cylinder, and the control performance does not deteriorate.

According to the eighth aspect of the present invention, it is possible to suppress the reduction of the braking force and to suppress the slip.

According to the ninth aspect of the invention, even if the two wheels are alternately controlled, they do not affect each other.

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram of a first embodiment of the present invention.

FIG. 2 is a circuit diagram of a control circuit according to the first embodiment.

FIG. 3 is a flowchart of the microcomputer of the first embodiment.

FIG. 4 is a flowchart of the microcomputer of the first embodiment.

FIG. 5 is a flowchart of the microcomputer of the first embodiment.

FIG. 6 is a time chart of the first embodiment.

FIG. 7 is a flowchart of the microcomputer of the second embodiment.

FIG. 8 is a time chart of the second embodiment.

FIG. 9 is a time chart of the second embodiment.

FIG. 10 is a hydraulic circuit diagram of a third embodiment of the present invention.

FIG. 11 is a hydraulic circuit diagram of the prior art.

[Explanation of symbols]

20 Brake Pedal 21 Brake Booster 23 Master Cylinder 22 Reservoir Tank 24, 25, 28, 29, 30, 31, 78 Hydraulic Pipe 26, 27 Branch Pipe 32, 33, 34, 35 Wheel Cylinder 36, 37 Reservoir 38 Motor 39, 40 , 77 pumps 43, 44, 75 switching valve 43a front wheel increase / decrease switching solenoid 44a rear wheel increase / decrease switching solenoid 45, 47 first opening / closing valve 45a front left wheel holding solenoid 47a rear right wheel holding solenoid 46, 48 second opening / closing valve 46a Front right wheel holding solenoid 48a Rear left wheel holding solenoid 49, 50, 51, 52 Check valve 53, 54, 55, 56 Wheel speed sensor 57, 58, 59, 60 Input interface 61, 62, 63, 64, 65, 66, 67 Output interface 68 Lee Black computer 69 control circuit 76 hydro booster

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Jun Mihara 2-1-1 Asahi-machi, Kariya city, Aichi Prefecture Aisin Seiki Co., Ltd. (72) Inventor Takayuki Ito 2-1-1 Asahi-cho, Kariya city, Aichi prefecture Aisin Seiki Co., Ltd. (72) Inventor Yoshiyuki Yasui 2-1-1 Asahi-cho, Kariya City, Aichi Aisin Seiki Co., Ltd.

Claims (9)

[Claims] 1. A first and second wheel cylinders capable of braking at least two wheels on the left, right, front and rear, and a hydraulic pressure generation source for pressurizing an internal fluid in response to depression of a brake pedal or power source switching input. In a provided braking control device, a reservoir capable of storing fluid therein, a pump arranged to be able to deliver the fluid in the reservoir to a hydraulic pressure generation source, a hydraulic pressure generation source, a first wheel cylinder, and a second wheel cylinder Possible branch pipe, a first on-off valve interposed between the branch pipe and a first wheel cylinder, a second on-off valve interposed between the branch pipe and a second wheel cylinder, the hydraulic pressure generation source , Interposed between the branch pipe and the reservoir,
A switching valve that connects one of the hydraulic pressure generation source and the branch pipe or one of the branch pipe and the reservoir; and a control unit that controls the switching valve and the first and second on-off valves.
And a braking control device. 2. The control device according to claim 1, wherein the control means closes at least one of the first and second opening / closing valves when the switching valve is switched to a hydraulic pressure generation source and a branch pipe side. Braking control device. 3. The braking control device according to claim 1, wherein the control means closes at least one of the first and second opening / closing valves. 4. The control means according to claim 1, wherein the control means calculates a hydraulic pressure command value for the first wheel cylinder and the second wheel cylinder, and the first wheel cylinder and the second wheel cylinder are operated.
When the hydraulic pressure command values of the wheel cylinders increase at the same time, the first opening / closing valve and the second opening / closing valve are alternately opened to change the first opening / closing valve to the first opening / closing valve.
A braking control device characterized in that a total opening time of each of the on-off valve and the second on-off valve is controlled to be equal to the pressure increasing time. 5. The control device according to claim 1, wherein the control means calculates hydraulic pressure command values for the first wheel cylinder and the second wheel cylinder, and the first wheel cylinder and the second wheel cylinder are operated.
When the hydraulic pressure command values of the wheel cylinders simultaneously increase in pressure, the first opening / closing valve and the second opening / closing valve are alternately opened, and a loss compensation time for compensating for the loss due to opening / closing for a short time with respect to the pressure increasing time is set. The braking control device is characterized in that the total opening time of each of the first opening / closing valve and the second opening / closing valve is controlled to be equal to the loss compensation time. 6. The opening time of the first opening / closing valve according to claim 4 or 5, when the control means alternately opens the first opening / closing valve and the second opening / closing valve. A braking control device characterized by being adjusted so as to be equal to or larger than a predetermined minimum boosting width. 7. The control device according to claim 1, wherein the control means calculates hydraulic pressure command values for the first wheel cylinder and the second wheel cylinder, and the first wheel cylinder and the second wheel cylinder are operated.
When the hydraulic pressure command value of the wheel cylinders increases at the same time, the first opening / closing valve and the second opening / closing valve are opened at the same time, and the pressure compensation time is obtained by compensating for the pressure decrease due to the simultaneous pressure increase with respect to the pressure increase time. The braking control device is characterized in that the total opening time of each of the first opening / closing valve and the second opening / closing valve is controlled to be equal to the pressure compensation time. 8. The control device according to claim 1, wherein the control means calculates a hydraulic pressure command value for the first wheel cylinder and the second wheel cylinder, and the first wheel cylinder or the second wheel cylinder is operated.
If one of the wheel cylinder hydraulic pressure command values is depressurized and the other is increased pressure, do not open the on-off valve on the side where the hydraulic pressure command value is depressurized until the other exceeds the specified minimum pressure increase range. A characteristic braking control device. 9. The control means according to claim 8, wherein the control means switches the switching valve to the branch pipe and the reservoir side and opens the opening / closing valve on one side for a depressurizing time after the other exceeds a predetermined minimum pressure increase range. Then, after that, the braking control device is characterized in that the pressure increasing time on the other side is extended by a time including the pressure reducing time on the one side.