JPH02174204A - Electromagnetic actuation control device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

Detailed Description of the Invention A0 Object of the Invention (1) Industrial Application Field The present invention provides an actuating means having an electromagnetic solenoid that exerts an electromagnetic force according to the amount of electricity input to the coil, and The present invention relates to an electromagnetic actuation control device including a control circuit that controls an amount of electricity.

(2) Prior Art Conventionally, in such devices, the electromagnetic solenoid generally includes a single coil, and the operation of the six actuation means is controlled by controlling the amount of electricity input to the coil. There is.

(3) The problem to be solved by the invention is that in the above-mentioned conventional solenoid, when the coil of the electromagnetic solenoid breaks down, it becomes difficult to operate the actuating means. Therefore, an increase in cost is unavoidable.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an electromagnetic actuation control device that takes coil failure into consideration in advance and does not require significant improvements in coil reliability. .

B1 Structure of the Invention (1) Means for Solving the Problems The present invention provides an actuating means having an electromagnetic solenoid that exerts an electric force corresponding to the amount of electricity input to the coil, and controlling the amount of electricity input to the coil. In an electromagnetic actuation control device, an electromagnetic solenoid has a pair of coils, and the control circuit applies half the amount of electricity to both coils, and when one of the coils fails. The first feature is that it is configured to be able to switch between applying the entire amount of electricity to the other coil.

According to a second feature of the present invention, the actuating means is configured to control the electromagnetic solenoid to be interlocked and connected to one end to exert a thrust corresponding to the amount of input electricity, and to exert a hydraulic pressure to counter the thrust. A spool formed with a hydraulic pressure generation chamber facing the other end is moved in the axial direction between a hydraulic pressure supply position where the hydraulic pressure supply source is communicated with the control hydraulic pressure generation chamber and a hydraulic pressure release position where the hydraulic pressure of the control hydraulic pressure generation chamber is released. The actuating means is connected to a brake device for applying braking oil pressure in accordance with the oil pressure in the control oil pressure generating chamber.

(2) Effect According to the configuration of the first feature above, even if one coil of the electromagnetic solenoid fails, the entire amount of electricity is applied to the other coil to obtain normal electromagnetic force with a single coil. becomes possible.

According to the configuration of the second feature, the hydraulic pressure in the control hydraulic pressure generating chamber is made to correspond to the thrust of the electromagnetic solenoid, so that the braking hydraulic pressure acting on the brake device is input to both coils of the electromagnetic solenoid. , and can be made proportional to the current, allowing more precise control with a simple configuration.

Moreover, even when one of the coils in the electromagnetic solenoid is malfunctioning, it is possible to obtain the braking oil pressure corresponding to the amount of braking operation.

(3) Embodiment Hereinafter, an embodiment of the present invention will be described with reference to the drawings. First, in FIG. 1, a left front wheel brake device BFL and a right front wheel brake device B are installed on the left front wheel and right front wheel of a vehicle, respectively. □ and the hydraulic supply source S and oil tank T, a modulator I FLI as an actuating means
IPR is individually installed, and a left rear wheel brake device BIIL and a right rear wheel brake device B□ are installed on the left rear wheel and right rear wheel, respectively, a hydraulic pressure supply source S and an oil tank T. Both brake devices B
A modulator 18 is interposed as a common actuation means for IL and B, and these modulators IFL and l
r*, each brake device BFL by the operation of 1W,
Braking hydraulic pressure is supplied to BFa and BIILIB□.

Each brake device B FLI B Fill B R
LI B R1 includes a cylinder 2 and a piston 3 slidably fitted into the cylinder 2, and is adapted to brake hydraulic pressure supplied to a brake hydraulic pressure chamber 4 defined between the cylinder 2 and the piston 3. A braking force is generated by the corresponding movement of the piston 3.

The hydraulic supply source S includes a hydraulic pump P that pumps hydraulic oil from an oil tank T, an accumulator A1 connected to the hydraulic pump P, and a pressure switch PS for controlling the operation of the hydraulic pump P.

The modulators I FLI l r*+ 1 m are arranged in parallel to each other in a common housing 5, and these modulators I FL, l F
Since il and IR have basically the same configuration,
Modulator IF1. Only the structure of the modulator IFM will be described in detail below, and a detailed explanation of the modulator IFM will be omitted.

The housing 5 has a single input port leading to the hydraulic supply source S and a single release port 7 leading to the oil tank T.
Three output capos leading to the brake hydraulic chamber 4 - 1-8, L, 8□
, 8R are provided, and the output boat 8 FLI 8 F
N is arranged to correspond individually to the front wheel brake devices BFL and BFH, and the remaining output boat 8R is arranged to commonly correspond to the rear wheel brake devices BRL+BRR.

The modulator IFL includes a spool 10 that is slidably fitted into the housing 5, and a linear solenoid 11 as an electromagnetic solenoid that is attached to the housing 5 to press the spool 10 in the axial direction. A control hydraulic pressure generation chamber 17 is interlocked and connected to one end of the spool IO and faces the other end surface of the spool IO. Thus, the spool 10 controls the communication state between the human power port passing through the hydraulic pressure supply source S and the control hydraulic pressure generation chamber 17, as well as the communication state between the control hydraulic pressure generation chamber 17 and the release port 7.
The switching is performed in response to a change in the axial position due to the magnitude relationship between the thrust of the linear solenoid 11 acting on one axial end and the hydraulic pressure of the control oil pressure generation chamber 17 acting on the other axial end.

In the housing 5, a first cylinder body 5a having a first cylinder hole 12 and a second cylinder body 5b having a second cylinder hole 13 are integrally connected with the first and second cylinder holes 12.13 on the same axis. A partition wall 14 separating the first and second cylinder holes 12, 13 is provided in the continuous portion of both cylinder bodies 5a, 5b. A spool 10 is slidably fitted into the first cylinder hole 12 .

The linear solenoid 11 is attached to the outer surface of one side (right side in FIG. 1) of the housing 5, and the drive rod 15 of the linear solenoid 11 is connected to the first cylinder hole 1.
an insertion hole 16 bored in the housing 5 through one end of the housing 5;
is coaxially inserted into the first cylinder hole 12. Further, a control hydraulic pressure generation chamber 1 is provided between the other end of the spool 10 and the partition wall 14.
7 is defined, and the control oil pressure generation chamber 17 has a spool lO
A return spring 18 is housed therein, which urges the linear solenoid 11 toward one end in the axial direction, that is, toward the linear solenoid 11. Therefore, the spool lO
The drive rod 15 is always in contact with one end of the
The spool 10 and the linear solenoid 11 are interlocked and connected.

A free piston 20 is slidably fitted into the second cylinder hole 13. This free piston 20 and housing 5
There is an output chamber 21 leading to the output boat 8FL, and
A back pressure chamber 22 is defined which communicates with the control oil pressure generation chamber 17 via a communication hole l9 bored in the partition wall 14, and an output chamber 21
A return spring 23 that urges the free piston 20 toward the partition wall 14 is housed in. When hydraulic pressure is generated in the control hydraulic pressure generating chamber 17 in response to the operation of the linear solenoid 11, the hydraulic pressure acts on the back of the free piston 20, and the hydraulic pressure generated in the output chamber 21 is thereby transferred to the output boat 8yL.
This acts on the brake hydraulic chamber 14 of the brake device 8Ft. Moreover, the partition wall 14 is connected to the free piston 2.
It also functions as a stopper that restricts the backward limit position of zero toward the back pressure chamber 22 side.

The spool 10 is provided with lands 25 and 26 that form an annular groove 24 between them, and the housing 5 is provided with lands 25 and 26 that communicate the annular groove 24 with the control oil pressure generation chamber 17 regardless of the axial position of the spool 10. A passage 27 is bored. Further, on the inner surface of the first cylinder hole 12, there are annular four parts 28 that can communicate between the input port and the annular groove 24, and a release boat 7.
and an annular recess 29 that can communicate between the annular grooves 24 are provided at intervals in the axial direction, and a hydraulic pressure supply position where the spool 10 moves leftward toward the partition wall 14 to communicate the annular recess 28 with the annular groove 24. When the annular recess 29 is in the land 25
The annular recess 28 is closed by the land 26 when the spool 10 moves to the right from the oil pressure supply position to the oil pressure release position where the annular recess 29 communicates with the annular groove 24.
In the intermediate position between the hydraulic pressure supply position and the hydraulic pressure release position, the reannular quadrants 28,29 are respectively closed by lands 25,26.

That is, the spool 10 has an annular groove 24 that communicates with a back pressure chamber 22 at the back of the Fourie piston 20 via a communication hole 19, a control oil pressure generation chamber 17, and a communication passage 27, and an annular recess 28.
A hydraulic pressure supply position where hydraulic pressure from the hydraulic pressure supply source S is communicated with the back pressure chamber 22, and a hydraulic pressure supply position where the annular groove 24 is released from the boat 7
The near solenoid 11 acts on one end of the spool 10 in the axial direction and moves in the axial direction between a hydraulic release position and a hydraulic release position that communicates the back pressure chamber 22 with the oil tank T.
The pressing force acts toward the hydraulic pressure supply position, and the hydraulic pressure applied to the other axial end of the spool 10 by the hydraulic pressure in the control hydraulic pressure generation chamber 17 acts toward the hydraulic pressure release position.

When the back pressure chamber 22 at the back of the free piston 20 is released, the free piston 20 retreats to the retraction limit where it abuts the partition wall 14, and when the free piston 20 is at the retraction limit, an auxiliary input port communicates with the output chamber 21. 31 is housing 5
to be drilled. This auxiliary input port 31 is for supplying braking hydraulic pressure to the hydraulic chamber 21 according to the depression operation of the brake pedal 32 when the hydraulic pressure supply source S fails. 33
Auxiliary output Portro 1 is connected.

The auxiliary hydraulic pressure supply means 33 includes a brake hydraulic pressure generating section 34 that can generate a braking hydraulic pressure according to the amount of depression of the brake pedal 32, and a braking hydraulic pressure generated by the braking hydraulic pressure generating section 34 when the hydraulic pressure supply source S fails, to a modulator IFL. It includes a switching valve section 35 that operates to switch to supply the output chamber 21 .

The braking oil pressure generating section 34 is made up of a piston 38 slidably fitted into a third cylinder hole 37 provided in a cylinder body 36. On the third day of the piston, a load cell 39
A brake pedal 32 is connected via. Thus, a reaction chamber 40 is defined between the cylinder body 36 and the piston 38 on the side opposite to the brake pedal 32, and the piston 38 is urged in the direction of increasing the volume of the reaction chamber 40. A spring 41 is housed. In addition, the cylinder body 36 has a reaction chamber 40 with a maximum volume, that is, the brake pedal 32
A boat 42 is provided which communicates with the reaction chamber 40 when the piston 38 moves to the left as much as possible without depressing the engine, and the port 42 communicates with the oil tank T.

The switching valve section 35 is composed of a spool valve body 44 slidably fitted into a main body 43, and the main body 43 is integrally and coaxially connected to the cylinder body 36 of the braking oil pressure generating section 34. Ru. Furthermore, a fourth cylinder hole 45 is bored in the main body 43 coaxially with the third cylinder hole 37, and the spool valve body 44 is slidably fitted into the fourth cylinder hole 45. Further, a partition wall 46 separating the third and fourth cylinder holes 45 is provided in the continuous portion of the cylinder body 36 and the main body 43, and this partition wall 46 has coaxial communication with the third and fourth cylinder holes 37.45. A hole 47 is drilled.

A spring chamber 48 is defined between the spool valve body 44 and the partition wall 46, and a hydraulic pressure source hydraulic chamber 49 is defined between the end wall of the fourth cylinder hole 45 and the spool valve body 44 on the opposite side from the partition wall 46. defined. The spring chamber 48 communicates with the reaction chamber 40 through a communication hole 47, and within this spring chamber 48 is a spring 50 that biases the spool valve body 44 in a direction to increase the volume of the spring chamber 48. It will be stored.

A hydraulic power source boat 51 communicating with the hydraulic power source hydraulic chamber 49 is bored in the main body 43, and this hydraulic power source boat 51 is connected to the hydraulic pressure supply source S. Therefore, the hydraulic oil from the hydraulic supply source S is supplied to the hydraulic source hydraulic chamber 49, and the hydraulic pressure from the hydraulic supply source S acts on the spool valve body 44 in the left direction, and the spring force of the spring 50 and the reaction chamber The hydraulic pressure caused by the hydraulic pressure generated at 40 acts in the right direction, and when the hydraulic pressure supply source S is operating normally, the spool valve body 44 moves to the left until it comes into contact with the partition wall 46, and the hydraulic pressure source S When S fails and the oil pressure in the oil pressure source oil pressure chamber 49 decreases, the spool valve body 44 separates from the partition wall 46 and moves to the right.

An annular groove 52 closer to the spring chamber 48 and an annular groove 53 closer to the oil pressure source hydraulic chamber 49 are provided on the outer surface of the spool valve body 44 with an interval between them. Further, on the inner surface of the fourth cylinder hole 45, in order from the spring chamber 48 side, an annular recess 54, 55,
56 and 57 are provided with a space between them. Furthermore, the annular recess 54 is arranged to communicate with the annular groove 52 only when the spool valve body 44 is in the leftward movement position, and the annular recess 55 is arranged so as to communicate with the annular recess 53 only when the spool valve element 44 is in the leftward movement position. , the annular recess 56 is arranged to always communicate with the annular groove 53 regardless of the axial position of the spool valve element 44, and the annular recess 57 is arranged to communicate with the annular groove 53 only when the spool valve element 44 is in the rightward movement position. will be established. Furthermore, the spool valve body 44
, an oil passage 5 communicating with the reaction chamber 40 via a spring chamber 48 is provided.
8 is bored, and the oil passage 58 is opened to the annular groove 52 and to the outer surface of the spool valve body 44 near the oil pressure source oil pressure chamber 49 so as to constantly communicate with the annular recess 57.

The main body 43 of the switching valve section 35 has a port 59 communicating with the annular recess 54 and a release port 6 communicating with the annular fourth section 55.
0 and an auxiliary output port 1 communicating with the annular recess 56 are bored. Furthermore, the boat 59 is communicated with the accumulator At, the release boat 60 is communicated with the oil tank T, and the auxiliary output port 1 is communicated with the auxiliary input port 31.

In such an auxiliary hydraulic pressure supply means 33, when the hydraulic pressure from the hydraulic pressure supply source S is acting on the hydraulic source hydraulic chamber 49, the spool valve body 44 is in the leftward movement position, and in this state, the reaction chamber 40 is in the spring chamber. On the 4th, it is connected to the accumulator A2 via an oil passage 58, an annular groove 52, an annular recess 54, and a boat 59. Moreover, in this state, the auxiliary output port 1
and release boat 60 are in communication with each other via annular recess 56, annular groove 53, and annular recess 55.

Further, when the oil pressure in the oil pressure source oil pressure chamber 49 decreases, the spool valve body 44 moves to the right position. It is communicated with the auxiliary input port 31 via the output port 1.

In FIG. 2, the linear solenoid 11 of the modulator IFL includes a pair of coils 63a and 63b, and generates a thrust corresponding to the total amount of electricity input to the coils 63a and 63b. That is, the third
As shown in the figure, the linear solenoid 11 generates a thrust according to the total amount of excitation current I, ~1 of both coils 63a and 63b, or the voltage when the resistance is constant. , when the total excitation current is 1 and the constant is K, the linear solenoid 11
The thrust force F generated is shown as F=K·I. Further, the oil pressure of the control oil pressure generation chamber 17 is set as Pw, and the oil pressure of the control oil pressure generation chamber 17 is
When the pressure-receiving surface of the spool 10 facing the
The hydraulic pressure f acting on the spool IO is expressed as f=Sc-Pw. Therefore, when 'ζF=-1>Sc-Pw, the spool 10 moves to the left hydraulic pressure supply position, and when F=K・l<Sc-Pw, the spool lO
moves to the right hydraulic release position.

In this way, by moving the spool IO in the axial direction according to the magnitude relationship between the thrust force F and the hydraulic pressure f, hydraulic oil is supplied from the hydraulic pressure supply source S to the control hydraulic pressure generation chamber 17, and the control hydraulic pressure generation chamber 17 Since the hydraulic pressure of P is released, the hydraulic pressure P
w will be given by the following equation.

Pw= (K/Sc) ・I-(1) That is, oil pressure P
w is proportional to the current 1 supplied to the linear solenoid 11, and the hydraulic pressure Pw of the control hydraulic pressure generation chamber 17 can be arbitrarily controlled by the current supplied to the linear solenoid 11. Braking oil pressure corresponding to the oil pressure Pw can be applied to the brake oil pressure chamber 4 of the brake device BFL.

By the way, both coils 63a, 6 of the linear solenoid 11
The current supplied to the coils 3b is controlled by a control circuit 64, and the control circuit 64 supplies half of the current amount to both coils 63 in accordance with the amount of braking operation obtained by the load cell 39.
a, 63b on duty, and when either one of both coils 63a, 63b fails, the entire amount of current corresponding to the amount of braking operation is applied on duty and both coils 63 are applied.
The configuration is such that the state in which the voltage is applied to the other one of a and 63b can be switched.

That is, the control circuit 64 includes a current setting circuit 65 for setting the amount of current given to both coils 63a and 63b according to a signal from load cell 39, and both coils 63a and 63b.
an oscillation circuit 66 that inputs an oscillation signal for fault diagnosis to the current setting circuit 65; an 1/2 current setting circuit 67 that sets the current to half of the current set by the current setting circuit 65; and a duty setting current amount. a duty setting circuit 68, the current setting circuit 65 and the 1/2 current setting circuit 67.
a pair of transistors 70a whose base terminals are connected in parallel to the duty circuit 6 and whose emitter terminals are connected in parallel to the power supply 71; 70b and a transistor 70a.

Switches 72a and 72b are interposed between the collector terminal of 70b and coils 63a and 635, respectively, fault diagnosis circuits 73a and 73b for diagnosing faults in both coils 63a and 63b, and switching modes of switch 69 are changed. Both fault diagnosis circuits 73a and 73b
and an OR circuit 74 connected to.

As shown in FIG. 4(a), the oscillation circuit 66 outputs pulses with a time width T2 at intervals of, for example, 1 second, and the time width T2 does not affect the operation of the linear solenoid 11. It is set to a short time, for example, about 1 m5ec. Further, the current setting circuit 65 superimposes an oscillation signal from the oscillation circuit 66 on a set current corresponding to a signal indicating the amount of braking operation from the load cell 39 and outputs the resultant current. The output from the setting circuit 65 is as shown in 0)) in FIG. Another 1/
The 2-current setting circuit 67 resets the set current to 1/2 based on the input signal from the current setting circuit 65, and when no braking operation is performed, the output of the 1/2 current setting circuit 67 is The result is as shown in FIG. 4(C).

The switch 69 has an individual contact 69a connected to the current setting circuit 65, an individual contact 69b connected to the 1/2 current setting circuit 67, and a common contact 69c connected to the duty conversion circuit 68. , 01? The switching mode is changed depending on the output of the circuit 74. That is, the OR circuit 74 outputs a high level signal when either the coils 63a or 63b is malfunctioning, but when the output of the OR circuit 74 is low level, the switch 69 outputs a signal at the individual contact 69b. When the output of the OR circuit 74 becomes high level, the switch 69 switches to a switching mode in which the individual contacts 69a are electrically connected to the common contact 69c.

The duty setting circuit 68 outputs a duty signal corresponding to a set current signal inputted manually via the switch 69, and when the output of the OR circuit 74 is at a low level when no braking operation is performed. That is, when both coils 63a and 63b are normal, the output of the duty conversion circuit 68 is as shown in FIG. 4(d). Transistors 70a and 70b are turned on and off in accordance with the output signal of this duty conversion circuit 68, and both coils 63a
A current as shown in FIG. 4(e) flows through each of the terminals 63b. This current is not enough to operate the linear solenoid 11, but is used for fault diagnosis.

The fault diagnosis circuits 73a and 73b are connected between the switch 72a and the coil 63a, and between the switch 72b and the coil 63b, respectively, and are normal when the current shown in FIG. 4(e) is flowing during non-braking operation. It determines this and outputs a low-level signal, and when any other current flows, it determines that there is a failure and outputs a high-level signal. That is, when both coils 6.3a, 63b are disconnected or short-circuited, or in the event of a failure in which the transistors 70a, 70b remain conductive or disconnected, the signals input to the fault diagnostic circuits 73a, 73b are low. It remains at a high level or stays at a high level, which makes it possible to diagnose a failure.

The switches 72a and 72b are connected to the corresponding fault diagnosis circuit 73a.
, 73b becomes high level. Therefore, when the failure diagnosis circuit 73a determines that there is a failure and outputs a high level signal, the switch 72a shuts off, and when the failure diagnosis circuit 73b determines that there is a failure and outputs a high level signal, the switch 72a shuts off. Switch 72b shuts off.

The input terminal of the OR circuit 74 has re-failure diagnosis circuits 73a and 7.
3b is input, so the OR circuit 74
is when the output of either one of the re-failure diagnosis circuits 73a, 73b becomes high level, that is, both coils 63a
.

Next, the operation of this embodiment will be described. First, assume that the brake pedal 32 is depressed to perform a braking operation while the hydraulic pressure supply source S is operating normally and the linear solenoid 11 is also operating normally. At this time, in the auxiliary hydraulic pressure supply means 33, the hydraulic pressure from the hydraulic pressure supply source S is acting on the hydraulic pressure source hydraulic chamber 49, so in the switching valve section 35, the spool valve body 44 moves to the left in FIG. , the reaction chamber 40 is connected to the accumulator A2 via the communication hole 47, the spring chamber 48, the oil passage 58, the annular groove 52, the annular recess 54, and the bow 1-59.
is connected to. Therefore, the driver depresses the brake pedal 32 to perform a braking operation while receiving the reaction force from the accumulator A2, thereby providing a feeling of braking operation.

Moreover, the reaction chamber 40 responds to the depression of the brake pedal 32.
The hydraulic pressure increases, and the load cell 39 increases in accordance with the increase in hydraulic pressure.
output will also increase. In other words, the load cell 39 outputs a signal corresponding to the amount of braking operation, and in response to the signal from the load cell 39, the control circuit 64 outputs a signal corresponding to the amount of braking operation.
Excitation currents each half of the set current corresponding to the braking operation amount are applied to 3a and 63b. As a result, the linear solenoid 11 exerts a thrust corresponding to the amount of braking operation, and the hydraulic pressure corresponding to the thrust, that is, the oil pressure corresponding to the amount of braking operation, is generated in the control oil pressure generation chamber 17 of the modulator 1FL. Hydraulic pressure in the generation chamber 17 causes the free piston 2
By acting on the back of the brake 0, a brake hydraulic pressure corresponding to the brake operation amount is generated in the brake hydraulic chamber 4 of the brake device BFL.

In this way, the brake hydraulic pressure corresponding to the brake operation amount can be applied to the brake hydraulic pressure chamber 4 of the brake device BFL.

By the way, the spool lO of the modulator IFL moves at high speed in the axial direction during braking operation, and the spool lO of the modulator IFL moves at high speed in the axial direction.
When O moves at high speed to the right in FIG. 1, there is a risk that air may be generated due to cavitation in the control oil pressure generation chamber 17. Although it is necessary to prevent air from entering the brake hydraulic chamber 4 of the brake device BFL, a free piston 20 is interposed between the control hydraulic pressure generation chamber 17 and the brake hydraulic chamber 4, and the free piston 20 The retraction limit is bulkhead 1
4, it is possible to reliably prevent the air generated in the control hydraulic pressure generation chamber 17 from entering the brake hydraulic pressure chamber 4 due to cavitation. Moreover, since the control oil pressure generation chamber 17 is located in the circulation path between the oil pressure supply source S and the oil tank T, the air generated in the control oil pressure generation chamber 17 is discharged to the oil tank T by 1 Jl.

When the oil pressure from the oil pressure supply source S decreases due to a failure of the oil pressure supply source S, it becomes difficult to generate oil pressure in the control oil pressure generation chamber 17 of the modulator 1FL. However, the auxiliary hydraulic pressure supply means 3
3, as the oil pressure in the oil pressure source oil pressure chamber 49 decreases, the spool valve body 44 in the switching valve portion 35 moves rightward in FIG. It communicates with the auxiliary input boat 31 via the annular recess 57, the annular groove 53, the annular recess 56, and the auxiliary output port 1. Moreover, since the free piston 20 retreats to its retraction limit in response to a decrease in the oil pressure in the control oil pressure generating chamber 17, the auxiliary input port 31 communicates with the output chamber 21. Therefore, the brake hydraulic pressure corresponding to the depression of the brake pedal 32 acts directly on the brake hydraulic pressure chamber 4, so that the brake hydraulic pressure can be reliably obtained even if the hydraulic pressure supply source S is out of order.

Furthermore, when the hydraulic pressure supply source S fails, the boat 59 connected to the accumulator A2 is cut off from the reaction chamber 40 by the right movement of the spool valve body 44 in the switching valve section 35 of the auxiliary hydraulic pressure supply means 33, and therefore the brake pedal 32
The occurrence of invalid strokes can be avoided.

A pair of coils 63a, 6 in the linear solenoid 11
3b becomes malfunctioning, that is, when a disconnection or short circuit occurs, or when one of the transistors 70a, 7
Let's assume that 0b goes out of order. In this case, when the failure is detected by the failure diagnosis circuits 73a and 73b,
Both coils 63a.

The current application to the malfunctioning one of 63b is stopped,
The entire set current corresponding to the braking operation amount is applied to the remaining normal one. Thereby, the linear solenoid 11 can exert a thrust corresponding to the amount of braking operation, and both coils 63a.

63b is malfunctioning, the brake hydraulic pressure corresponding to the amount of braking operation is applied to the brake hydraulic pressure chamber 4 of the brake device BFL.
can be made to act.

In the above embodiment, the braking oil pressure is generated only by the signal from the load cell 39, but an anti-lock control signal and a traction control signal are added to the braking operation amount signal obtained from the load cell 39, and the linear solenoid
1, it is also possible to control the braking oil pressure.

Effects of the C0 Invention As described above, according to the first feature of the present invention, the electromagnetic solenoid has a pair of coils, and the control circuit applies half of the amount of electricity to both coils, or one of the coils. When one coil fails, the entire amount of electricity is applied to the other coil, so when one coil fails, the entire amount of electricity can be applied to the other coil. , it is not necessary to significantly improve the reliability of both coils, which can contribute to cost reduction.

According to a second feature of the present invention, the actuating means is configured to control the electromagnetic solenoid to be interlocked and connected to one end to exert a thrust corresponding to the amount of input electricity, and to exert a hydraulic pressure to counter the thrust. A spool formed with a hydraulic pressure generation chamber facing the other end is located in the axial direction between a hydraulic pressure supply position where a hydraulic pressure supply source is communicated with the control hydraulic pressure generation chamber and a hydraulic release position 1 where hydraulic pressure of the control hydraulic pressure generation chamber is released. The actuating means is movably slidably fitted into the housing, and the actuating means is connected to a brake device to apply braking oil pressure corresponding to the oil pressure in the control oil pressure generation chamber, so that the amount of electricity supplied to the electromagnetic solenoid is reduced. It is possible to obtain braking hydraulic pressure according to the situation, enabling precise control with a simple configuration, and even if one of the pair of coils that make up the electromagnetic solenoid fails, braking pressure can be reliably obtained. becomes possible.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, in which Figure 1 is a hydraulic control circuit diagram, Figure 2 is an electromagnetic solenoid control circuit diagram, and Figure 3 is a diagram of an electromagnetic solenoid control circuit.
The figure is a characteristic diagram of the electromagnetic solenoid, and FIG. 4 is a timing chart showing signals at various parts of the control circuit when both coils are normal in a non-braking operation state. IFL, 1□, 1. ... Modulator as actuation means, 5... Housing, lo... Spool, 1
1... Glue near solenoid as an electromagnetic solenoid,... Control oil pressure generation chamber, 63 a. 63b...Coil, 64...Control circuit, BFL+B□. RLI Bll+...Brake device, S...Hydraulic supply source Patent applicant: Honda Motor Co., Ltd., agent, accountant, Ken Ochimu, Takahide Tanaka

Claims (2)

[Claims] (1) In an electromagnetic actuation control device comprising an actuation means having an electromagnetic solenoid that exerts an electromagnetic force according to the amount of electricity input to the coil, and a control circuit that controls the amount of electricity input to the coil, a pair of electromagnetic solenoids is provided. The control circuit is configured to be able to switch between applying half of the amount of electricity to both coils and applying the full amount of electricity to the other coil when one of the coils fails. An electromagnetic actuation control device characterized by: (2) The actuating means is such that the electromagnetic solenoid is interlocked and connected to one end to exert a thrust corresponding to the amount of electricity input, and a control hydraulic pressure generating chamber for exerting hydraulic pressure to counter the thrust faces the other end. The formed spool is slidably fitted into the housing so as to be movable in the axial direction between a hydraulic pressure supply position where the hydraulic pressure supply source is communicated with the control hydraulic pressure generation chamber and a hydraulic release position where the hydraulic pressure in the control hydraulic pressure generation chamber is released. 2. The electromagnetic actuation control device according to item (1), wherein the actuating means is connected to a brake device to apply braking oil pressure according to the oil pressure in the control oil pressure generating chamber.