JP2007055560A - Brake hydraulic pressure control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake hydraulic pressure control device capable of enhancing the control accuracy of the pressure or the flow rate of the fluid even when the actuation characteristic of a solenoid valve is dispersed. <P>SOLUTION: A brake actuator has solenoid valves of the same actuation characteristic out of the solenoid valves which are classified into a plurality of actuation characteristics in advance, and identification information for indicating the actuation characteristic is set therein. A control device comprises a determination means (Step 108) which inputs identification information from the actuator to determine the actuation characteristic of the actuator based on the identification information, each characteristic map corresponding to each actuation characteristic and stored in advance, a characteristic map decision means for decide the characteristic map corresponding to the actuation characteristic determined by the determination means, and a driving means (Step 110) for driving the actuator based on the characteristic map decided by the characteristic map decision means. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a brake fluid pressure control device.

  2. Description of the Related Art Conventionally, as a brake hydraulic pressure control apparatus, an apparatus including an actuator provided with an electromagnetic valve capable of adjusting the hydraulic pressure of a wheel cylinder and a control apparatus that controls the actuator by controlling the electromagnetic valve is known. Yes.

  For example, Patent Document 1 describes a hydraulic control valve that is an electromagnetic valve capable of controlling the pressure of a liquid to a magnitude corresponding to an excitation current. In this type of brake fluid pressure control device, the relationship between excitation current and fluid control fluid pressure (an example of operation characteristics) is generally stored in advance, and the excitation current is determined based on the stored operation characteristics. The Uniform control is performed on the assumption that all hydraulic control valves have the same operating characteristics. However, each hydraulic pressure control valve has a variation in operating characteristics, which may not be ignored. There are variations in operating characteristics due to dimensional errors of constituent members, variations in spring constants of elastic members, and the like, and even if the excitation current is the same, the control hydraulic pressure is not necessarily the same. Nevertheless, if all the hydraulic pressure control valves are uniformly controlled, a situation may occur in which the desired hydraulic pressure control accuracy cannot be obtained.

In order to solve this problem, as shown in Patent Document 2, an operation characteristic acquisition device in which the operation characteristics of each solenoid valve are acquired based on the fluid flow state and the supplied power in the solenoid valve. It has been known. Since solenoid valves vary individually and their operating characteristics are not necessarily the same, the operating characteristics of each solenoid valve are directly measured and acquired, and the acquired operating characteristics are stored and stored according to the stored operating characteristics. If the control is performed, the control accuracy of the fluid pressure or flow rate is improved as compared with the case where the control is performed by assuming that the operation characteristics are uniform.
JP-A-4-243658 JP-A-11-147466

  In the brake hydraulic pressure control device described in Patent Document 2 described above, even if the electromagnetic valve varies in operating characteristics, the individual solenoid valves can be controlled, so the control accuracy of the fluid pressure or flow rate is improved. However, since all the operating characteristics of the individual solenoid valves must be stored, the amount of storage becomes large and a large storage capacity is required. In addition, the solenoid valve (actuator) and the device storing the operation characteristics of the solenoid valve need to be handled as a single set regardless of whether they are integrated or separate, but when this set is attached to a vehicle, it is easy to store the set. There is a problem with ease of assembly. In addition, since the operating characteristics are directly measured for each solenoid valve, it takes time to obtain the operating characteristics, which may affect normal control.

  Therefore, the present invention has been made to solve the above-described problems. In the brake fluid pressure control device, a large storage capacity is not required, and the storability and assembly of the members constituting the brake fluid pressure control device are improved. It is an object to improve the control accuracy of the pressure or flow rate of a fluid even if there is a variation in the operating characteristics of the solenoid valve, without deteriorating and without increasing the acquisition time of the operating characteristics of the solenoid valve.

  In order to solve the above-mentioned problem, the structural feature of the invention according to claim 1 is that an electromagnetic valve having the same operating characteristic among electromagnetic valves previously classified into a plurality of operating characteristics as an electromagnetic valve capable of adjusting the hydraulic pressure of the wheel cylinder. An actuator provided with a solenoid valve and identification information indicating its operation characteristics, a determination means for inputting identification information from the actuator and determining the operation characteristics of the actuator based on the identification information, and for each operation characteristic Storage means for storing each corresponding characteristic map in advance, characteristic map determining means for determining a characteristic map corresponding to the operating characteristic determined by the determining means, and the actuator based on the characteristic map determined by the characteristic map determining means Drive means for driving the.

  The structural feature of the invention according to claim 2 is that, in claim 1, identification information is indicated by a level of a voltage value formed by an identification resistor corresponding to the identification information.

  The structural feature of the invention according to claim 3 is that, in claim 2, the determination means comprises a level determination means for determining the level of the voltage value every predetermined short time, and a predetermined number of times within a predetermined time by the level determination means. And an operating characteristic determining means for determining the determined voltage value level as the operating characteristic of the actuator.

  The structural feature of the invention according to claim 4 is that, in claim 2, the identification information is indicated by the level of each voltage value formed by at least two identification resistors corresponding to the identification information.

  The structural feature of the invention according to claim 5 is that, according to claim 3, when the identification voltage applied to the identification resistor is a normal voltage and the power supply voltage of the comparison circuit is a normal voltage, the determination means It is provided with a determination permitting means for permitting the determination.

  The structural feature of the invention according to claim 6 is that, in claim 1, identification information is indicated by information stored in a storage device.

  According to a seventh aspect of the present invention, the structural feature of the invention according to the first aspect is that, in the first aspect, a control device including a determination unit, a storage unit, a characteristic map determination unit, and a drive unit is provided, and the actuator and the control device are separate. It is.

  In the invention according to claim 1 configured as described above, the actuator is provided with electromagnetic valves having the same operation characteristic among the electromagnetic valves previously classified into a plurality of operation characteristics, and identification information indicating the operation characteristics is provided. Is set. Thus, without restricting the variation of the solenoid valve itself, and without selecting the solenoid valve, the operating characteristic range of the solenoid valve is divided into several groups, and the solenoid valve of the same group is provided in the actuator. It is possible to use the current variation characteristics without changing the yield. Moreover, since the identification information indicating the grouped operating characteristics is set in the actuator, the actuator having the identification information can be handled as a single item.

  The determining means inputs identification information from the actuator and determines the operating characteristics of the actuator based on the identification information. The storing means stores in advance each characteristic map corresponding to each operating characteristic, and the characteristic map determining means Then, a characteristic map corresponding to the operating characteristic determined by the determining means is determined from the previously stored characteristic maps, and the driving means drives the actuator based on the characteristic map determined by the characteristic map determining means. Therefore, even if the operation characteristics of the solenoid valve vary, the control accuracy of the fluid pressure or flow rate can be improved without producing a yield with the variation characteristic of the solenoid valve as it is. In addition, the operating characteristics are set in the actuator as identification information, and it is not necessary to store the characteristic map for each electromagnetic valve, so that the storage capacity can be reduced. Furthermore, since the identification information is input from the actuator and the operation characteristic of the actuator is determined based on the identification information, the operation characteristic can be obtained in a short time, and the influence on the normal control can be prevented.

  In the invention according to claim 2 configured as described above, in the invention according to claim 1, since the identification information is indicated by the level of the voltage value formed by the identification resistor corresponding to the identification information, the simple configuration The identification information can be given and can be easily taken out.

  In the invention according to claim 3 configured as described above, in the determination means of the invention according to claim 2, the level determination means determines the level of the voltage value every predetermined short time, and the operating characteristic determination means. However, the level of the voltage value determined at least a predetermined number of times within a predetermined time by the level determination means is determined as the operating characteristic of the actuator. Thereby, even if noise is added to the voltage value due to disturbance, it is possible to prevent the determination from being delayed or erroneous determination.

  In the invention according to claim 4 configured as described above, in the invention according to claim 2, the identification information is indicated by a level of each voltage value formed by at least two identification resistors corresponding to the identification information. Therefore, when the voltage value signal line is disconnected or short-circuited, it is possible to prevent the control device from erroneously determining the identification information of the actuator.

  In the invention according to claim 5 configured as described above, in the invention according to claim 3, the determination permitting means is such that the identification voltage applied to the identification resistor is a normal voltage, and the power supply voltage of the comparison circuit is normal. If it is a voltage, the determination by the determination means is permitted. Thereby, it can prevent that a control apparatus misidentifies the identification information of an actuator.

  In the invention according to claim 6 configured as described above, in the invention according to claim 1, since the identification information is indicated by information stored in the storage device, the identification information can be given with a simple configuration and easy. Can be taken out.

  In the invention according to claim 7 configured as described above, in the invention according to claim 1, the control device including the determination means, the storage means, the characteristic map determination means, and the drive means is separate from the actuator. The actuator and the control device can be handled separately. Therefore, the storability and assembling property of the members constituting the brake fluid pressure control device can be improved.

  Hereinafter, an embodiment of a brake fluid pressure control device according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of the brake fluid pressure control device, and FIG. 2 is a schematic diagram showing the electrical configuration of the brake actuator and the control device.

  As shown in FIG. 1, the hydraulic brake control device generates a basic hydraulic pressure corresponding to a brake operation state by depressing the brake pedal 11 in the master cylinder 13, and the generated basic hydraulic pressure is transmitted to the master cylinder 13. By directly applying to the wheel cylinders WCfl, WCfr, WCrl, WCrr of each wheel Wfl, Wfr, Wrl, Wrr connected by the first and second piping systems La, Lb via the hydraulic control valves 21, 31 respectively. The wheels Wfl, Wfr, Wrl, Wrr generate a basic hydraulic braking force corresponding to the basic hydraulic pressure, and the pumps 24, 34 are independent of the basic hydraulic pressure generated corresponding to the brake operation state. The control hydraulic pressure formed by the drive and the control of the hydraulic pressure control valves 21 and 31 is changed to the wheel system of each wheel Wfl, Wfr, Wrl, Wrr. Sunda WCfl, WCfr, WCrl, each wheel Wfl by applying the WCrr, Wfr, Wrl, in which the control hydraulic pressure braking force is configured to be generated in Wrr.

  Each wheel cylinder WCfl, WCfr, WCrl, WCrr is provided in each caliper CLfl, CLfr, CLrl, CLrr, and accommodates a fluid-tightly sliding piston (not shown). When a base hydraulic pressure or a control hydraulic pressure is supplied to each wheel cylinder WCfl, WCfr, WCrl, WCrr, each piston presses a pair of brake pads to rotate integrally with each wheel Wfl, Wfr, Wrl, Wrr. The rotation is stopped by sandwiching DRfl, DRfr, DRrl, and DRrr from both sides. In the present embodiment, a disc type brake is employed, but a drum type brake may be employed. In this case, when basic hydraulic pressure or control hydraulic pressure is supplied to each wheel cylinder WCfl, WCfr, WCrl, WCrr, each piston presses a pair of brake shoes to rotate integrally with each wheel Wfl, Wfr, Wrl, Wrr. The brake drum is brought into contact with the inner peripheral surface of the brake drum to stop its rotation.

  As shown in FIG. 1, this brake fluid pressure control device boosts (increases) a brake operation force generated by depressing the brake pedal 11 by applying an intake negative pressure of the engine to the diaphragm. And a brake fluid (oil) of a hydraulic pressure (hydraulic pressure) that is a basic hydraulic pressure corresponding to a brake operating force (that is, an operating state of the brake pedal 11) boosted by the negative pressure booster 12. A master cylinder 13 that is supplied to a cylinder in which a piston provided in the calipers CLfl, CLfr, CLrl, and CLrr slides, a reservoir tank 14 that stores brake fluid and replenishes the master cylinder 13 with the brake fluid, An engine that is provided between the master cylinder 13 and the calipers CLfl, CLfr, CLrl, CLrr to form a control hydraulic pressure. And a brake actuator (brake force control apparatus) 15 is Chueta.

  As shown in FIG. 1, the master cylinder 13 is a tandem master cylinder and includes first and second hydraulic pressure chambers 13a and 13b. The first and second hydraulic pressure chambers 13a and 13b communicate with the first piping system La and the second piping system Lb, which are so-called X piping systems, through the first and second output ports 13c and 13d. The master cylinder 13 pumps brake oil (liquid) having almost the same hydraulic pressure (hydraulic pressure) from the first and second output ports 13 c and 13 d according to the depression operation of the brake pedal 11. The first piping system La communicates the first hydraulic pressure chamber 13a with the wheel cylinders WCfr and WCrl of the right front wheel Wfr and the left rear wheel Wrl. The second piping system Lb is connected to the second hydraulic pressure chamber 13b. Are communicated with the wheel cylinders WCfl and WCrr of the left front wheel Wfl and the right rear wheel Wrr, respectively.

  The brake actuator 15 is generally well known, and includes hydraulic pressure control valves 21 and 31, pressure increase control valves 22, 23, 32, and 33 and pressure reduction control valves 26, 27, constituting an ABS control valve. 36, 37, pressure regulating reservoirs 25, 35, pumps 24, 34, motor 34a and the like are packaged in one case.

  First, the configuration of the first piping system La of the brake actuator 15 will be described. The first piping system La is composed of oil paths La1 to La7. One end of the oil passage La1 is connected to the first output port 13c of the master cylinder 13. A hydraulic control valve 21 is disposed on the oil passage La1. The oil passage La2 has one end connected to the oil passage La1 and the other end connected to the wheel cylinder WCrl. A pressure increase control valve 22 is disposed on the oil passage La2. The oil passage La3 has one end connected to the oil passage La1 and the other end connected to the wheel cylinder WCfr. A pressure increase control valve 23 is disposed on the third oil passage La3. The oil passage La4 has one end connected to the oil passage La1 and the other end connected to the pump side port 25a of the pressure regulating reservoir 25. A pump 24 is disposed on the oil passage La4. Between the oil passages La2 and La4, an oil passage La5 that connects both the oil passages La2 and La4 is provided. A pressure reduction control valve 26 is disposed on the oil passage La5. Between the oil passages La3 and La4, an oil passage La6 that connects the two oil passages La3 and La4 is provided. A pressure reduction control valve 27 is disposed in the oil passage La6. An oil passage La7 is provided between the master cylinder side port 25b of the pressure regulating reservoir 25 and the oil passage La1.

  The hydraulic pressure control valve 21 is an electromagnetic valve that is controlled to be switched between a communication state and a differential pressure state by the ECU 16 that is a control device. Although the hydraulic pressure control valve 21 is normally in a communication state (shown state), the pressure on the wheel cylinders WCrl, WCfr side is higher than the pressure on the master cylinder 13 side by a predetermined differential pressure by setting the differential pressure state. Can be held in. This differential pressure is regulated by the ECU 16 according to the control current.

  The pressure increase control valve 22 is a normally open type electromagnetic valve that controls the increase of the brake fluid pressure to the wheel cylinder WCrl in the ABS control pressure increase mode. The pressure increase control valve 23 is a normally open type electromagnetic valve that controls the increase of the brake fluid pressure to the wheel cylinder WCfr in the pressure increase mode of the ABS control. These pressure increase control valves 22 and 23 are electromagnetic valves that are controlled to be switched between a communication state and a differential pressure state by the ECU 16. When these pressure-increasing control valves 22 and 23 are controlled to be in a communication state (shown state), the basic hydraulic pressure of the master cylinder 13 and / or the pump 24 is driven and the hydraulic pressure control valve 21 is controlled. Control hydraulic pressure can be applied to each wheel cylinder WCrl, WCfr. Further, by setting the differential pressure state, the pressure on each wheel cylinder WCrl, WCfr side can be maintained at a pressure lower than the pressure on the master cylinder 13 side by a predetermined differential pressure. The pressure increase control valves 22 and 23 can execute ABS control together with the pressure reduction control valves 26 and 27 and the pump 24. The control hydraulic pressure is also formed by driving the pump 24 and controlling the pressure increase control valves 22 and 23.

  Note that, during normal braking in which ABS control is not being executed, these pressure-increasing control valves 22 and 23 are always controlled to communicate. Further, the pressure increase control valves 22 and 23 are provided with check valves 22a and 23a, respectively, in parallel. When the brake pedal 11 is released during the ABS control, the pressure increases from the wheel cylinders WCrl and WCfr. The brake fluid is returned to the master cylinder 13.

  The pressure-reducing control valve 26 is a normally closed electromagnetic valve that shuts off the wheel cylinder WCrl and the pressure-regulating reservoir 25 in the ABS control holding and pressure-increasing mode, and communicates in the pressure-reducing mode in the ABS control. The pressure-reducing control valve 27 is a normally closed electromagnetic valve that shuts off the wheel cylinder WCfr and the pressure-regulating reservoir 25 in the ABS control pressure-increasing mode and communicates in the ABS-controlled pressure-reducing mode. These pressure reduction control valves 26 and 27 are configured as two-position valves that can control the communication / blocking state by the ECU 16. These pressure-reducing control valves 26 and 27 are normally shut off (state shown in the figure) in the normal brake state (when the ABS is not operating), and also release the brake fluid to the pressure regulating reservoir 25 through the oil paths La5 and La6 as appropriate communication. Thus, the brake fluid pressure in the wheel cylinders WCrl and WCfr is controlled to prevent the wheels from becoming locked.

  The pump 24 is driven by a motor 24a according to a command from the ECU 16. In the ABS control pressure-reduction mode, the pump 24 sucks in the brake fluid stored in the wheel cylinders WCrl and WCfr or the brake fluid stored in the reservoir chamber of the pressure-regulating reservoir 25, and controls the fluid pressure control valve 21 that is in communication. To the master cylinder 13. The pump 24 switches to a differential pressure state when forming a control hydraulic pressure for stably controlling the posture of the vehicle such as ESC (Electronic Stability Control), traction control, and brake assist. In order to generate a differential pressure in the hydraulic pressure control valve 21, the brake fluid in the master cylinder 13 is sucked in through the oil passages La1 and La7 and the pressure regulating reservoir 25 and is in communication with the oil passages La4, La2 and La3. Control hydraulic pressure is applied by discharging to each of the wheel cylinders WCrl and WCfr via a certain pressure increase control valve 22 and 23. In order to alleviate the pulsation of the brake fluid discharged from the pump 24, a damper 29 is disposed on the upstream side of the pump 24 in the oil path La4. In addition, a check valve 28 is disposed upstream of the pump 24 in the oil path La4 in order to prevent backflow to the pump output port.

  The pressure regulating reservoir 25 is generally known, and when the brake fluid (oil) stored in the reservoir chamber is less than a predetermined amount (predetermined pressure), the pressure regulating valve is opened, and the pressure regulating valve The pump-side port 25a and the master cylinder-side port 25b provided on both sides of the cylinder communicate with each other, and the oil path La7 and the oil path La4 (or La5, La6) communicate with each other. On the other hand, when the brake fluid (oil) stored in the reservoir chamber is equal to or greater than a predetermined amount (predetermined pressure), the pressure regulating valve is closed, the pump side port 25a and the master cylinder side port 25b are shut off, and the oil path La7 The oil path La4 (or La5, La6) is blocked. Therefore, when the brake pedal 11 is not depressed, no brake fluid pressure is supplied to the pressure regulating reservoir 25, the fluid pressure in the reservoir chamber is less than a predetermined amount, and the pressure regulating valve in the pressure regulating reservoir 25 is in an open state. Therefore, the first hydraulic pressure chamber 13a of the master cylinder 13 communicates with the suction port of the pump 24 via the oil paths La1 and La5, the pressure adjusting reservoir 25, and the oil path La4. Further, when the brake pedal 11 is depressed and the hydraulic pressure in the reservoir chamber of the pressure regulating reservoir 25 exceeds a predetermined amount, the pressure regulating valve in the pressure regulating reservoir 25 is closed, and the first hydraulic pressure chamber 13a of the master cylinder 13 is The pump 24 is disconnected from the suction port.

  Furthermore, the 2nd piping system Lb of the brake actuator 15 is comprised from the oil path | routes Lb1-Lb7 like the 1st piping system La. One end of the oil passage Lb <b> 1 is connected to the second output port 13 b of the master cylinder 13. A fluid pressure control valve 31 similar to the fluid pressure control valve 21 is disposed on the oil passage Lb1. The oil path Lb2 has one end connected to the oil path Lb1 and the other end connected to the wheel cylinder WCfl. A pressure increase control valve 32 and a check valve 32a similar to the pressure increase control valve 22 and the check valve 22a are disposed on the oil passage Lb2. The oil path Lb3 has one end connected to the oil path Lb1 and the other end connected to the wheel cylinder WCrr. A holding valve 33 and a check valve 33a similar to the pressure increase control valve 23 and the check valve 23a are disposed on the oil passage Lb3. The oil passage Lb4 has one end connected to the oil passage Lb1 and the other end connected to a pressure regulating reservoir 35 similar to the pressure regulating reservoir 25. A damper 39, a check valve 38 and a pump 34 similar to the damper 29, the check valve 28 and the pump 24 are disposed on the oil passage Lb4. A pressure reduction control valve 36 similar to the pressure reduction control valve 26 is disposed in the oil path Lb5 connecting the oil paths Lb2 and Lb4. A pressure reduction control valve 37 similar to the pressure reduction control valve 27 is disposed in the oil path Lb6 connecting the fourth oil paths Lb3 and Lb4. An oil passage Lb7 is provided between the master cylinder side port 35b of the pressure regulating reservoir 35 and the oil passage Lb1.

  Thus, the control hydraulic pressure formed by driving the pumps 24 and 34 and controlling the hydraulic pressure control valves 21 and 31 is applied to the wheel cylinders WCfl, WCfr, WCrl, and WCrr of each wheel Wfl, Wfr, Wrl, and Wrr. Thus, a control hydraulic braking force can be generated on each wheel Wfl, Wfr, Wrl, Wrr. That is, the brake actuator 15 can control the braking force to the vehicle regardless of the driver's operation.

  The brake fluid pressure control device includes wheel speed sensors Sfl, Sfr, Srl, Srr that detect wheel speeds of the wheels Wfl, Wfr, Wrl, Wrr, respectively. Detection signals from the wheel speed sensors Sfl, Sfr, Srl, Srr are transmitted to the ECU 16.

  As shown in FIG. 1, the brake fluid pressure control device includes an ECU 16 that controls the brake actuator 15. The ECU 16 is separate from the brake actuator 15. The ECU 16 includes a microcomputer 41. The microcomputer 41 includes an input / output interface, a CPU, a RAM, and a ROM (all not shown) connected via a bus. The CPU, based on each detection signal from each wheel speed sensor Sfl, Sfr, Srl, Srr that detects the wheel speed of each wheel Wfl, Wfr, Wrl, Wrr, respectively, each solenoid valve 21, 22, 23, 26, 27, 31, 32, 33, 36, 37. Control hydraulic pressure applied to the wheel cylinders WCfl to WCrr by driving the motor 24a and controlling the pumps 24, 34 by controlling the switching or energizing current, that is, each wheel. A control hydraulic braking force applied to Wfl, Wfr, Wrl, Wrr is controlled. Moreover, the program corresponding to the flowcharts of FIGS. 3 to 6 is executed to determine the identification information of the brake actuator 15, that is, the operating characteristics. The RAM temporarily stores variables necessary for executing the program, and the ROM stores the program.

  Further, the ECU 16 stores an operation characteristic map of the solenoid valve shown in FIG. This operating characteristic indicates the relationship between the excitation current (control current) and the control fluid pressure of the fluid. The operating characteristic map is obtained by dividing the operating characteristics of electromagnetic valves distributed with variations into a plurality of regions. In the present embodiment, there are three areas A, B, and C. Region A is a region between thick solid lines, region B is a region between thick solid lines and thin solid lines above region A, and region C is a region between thick solid lines and thin solid lines below region A It is. Each of these regions represents an independent operating characteristic map, and the operating characteristic map shown in FIG. 7 is a combination of these operating characteristic maps. The operating characteristic map is created based on the measurement results obtained by measuring the operating characteristics of the solenoid valve in advance.

  The brake actuator 15 is equipped with electromagnetic valves having the same operating characteristics (same classification) among the electromagnetic valves previously classified into a plurality of operating characteristics. That the operating characteristics are the same means that the operating characteristics enter the same region of the regions shown in FIG.

  Furthermore, the electrical connection between the brake actuator 15 and the ECU 16 will be described with reference to FIG. FIG. 2 shows an electrical connection structure between the brake actuator 15 and the ECU 16, a drive circuit for the pressure increase control valves 22, 23, 32, and 33 among the electromagnetic valves, and a voltage determination circuit for the identification signal line.

  One end of each of the solenoid coils 22a, 23a, 32a, 33a of the pressure-increasing control valves 22, 23, 32, 33 is composed of wire rods (wire harnesses) 61a to 64a, switching elements 42a, 42b, 42c, 42d (for example, transistors), and wire rods. (Wire harness) 67 and a power source 72 are electrically connected via a switch 71. The other ends of the solenoid coils 22a, 23a, 32a and 33a are electrically grounded via wire rods (wire harnesses) 61b to 64b. The switching elements 42a, 42b, 42c, and 42d are controlled based on an on / off command from the microcomputer 41 to control the control current flowing through the solenoid coils 22a, 23a, 32a, and 33a, and the pressure increase control valves 22, 23, 32, and 33 are controlled. Is to be controlled.

  The brake actuator 15 is set with identification information indicating the same operating characteristics of the mounted electromagnetic valve. The identification information is set in the identification information parts 81 and 82. The identification information sections 81 and 82 are configured to be electrically readable by the ECU 16. In the present embodiment, the identification information units 81 and 82 are configured by identification resistors 81a and 82a. In this case, the resistance values of the identification resistors 81a and 82a are set to values corresponding to the regions A, B, and C described above. The resistance values of the identification resistors 81a and 82a mounted on the brake actuator 15 are the same.

  These identification resistors 81 a and 82 a are electrically connected to a power source 72 that applies an identification voltage via a switch 71. The identification resistors 81a and 82a are electrically connected to the ECU 16 via wire rods (wire harnesses) 65 and 66. More specifically, the identification resistors 81a and 82a are electrically connected to the voltage determination circuit 43 of the identification signal line.

  The voltage determination circuit 43 includes first and second voltage dividing resistors 43a and 43b, first and second integration circuits 43c and 43d, first to fourth comparison circuits 43e to 43h, and a communication circuit 43i. . The identification resistor 81a is grounded via the first voltage dividing resistor 43a, and is connected to the input terminals of the first and second comparison circuits 43e and 43f via the first integrating circuit 43c. The identification resistor 82a is grounded via the second voltage dividing resistor 43b, and is connected to the input terminals of the third and fourth comparison circuits 43g and 43h via the second integrating circuit 43d. Output terminals of the first to fourth comparison circuits 43e to 43h are connected to the communication circuit 43i. The communication circuit 43 i inputs comparison signals from the first to fourth comparison circuits 43 e to 43 h and outputs them to the microcomputer 41. The first to fourth comparison circuits 43e to 43h are electrically connected to the power source 72 via the diode 44 and the switch 45.

  When the switches 71 and 72 are turned on, the voltage (identification voltage) of the power source 72 is divided by the identification resistor 81a and the first voltage dividing resistor 43a. This divided voltage value is the voltage from the identification resistor 81a, that is, the voltage of the first identification signal line. At the same time, the voltage (identification voltage) of the power source 72 is divided by the identification resistor 82a and the second voltage dividing resistor 43b. This divided voltage value is the voltage from the identification resistor 82a, that is, the voltage of the second identification signal line. The voltages of the first and second identification signal lines are integrated by the first and second integration circuits 43c and 43d and input to the input terminals of the first to fourth comparison circuits 43e to 43h.

  The power supply voltage supplied to the first to fourth comparison circuits 43e to 43h is 12V, the reference voltage of the first and third comparison circuits 43e and 43g is set to 8V, and the second and fourth comparison circuits 43f and 43h. Is set to 4V. When the input voltage is 8V or more and 12V or less, the microcomputer 41 determines that the voltage of the first identification signal line is at the H level (high level) based on the output results from the first and third comparison circuits 43e and 43g. . When the input voltage is 4V or more and less than 8V, the microcomputer 41 determines that the voltage of the first identification signal line is at the M level (middle level) based on the output results from the first and third comparison circuits 43e and 43g. . When the input voltage is 0 V or more and less than 4 V, the microcomputer 41 determines that the voltage of the first identification signal line is at the L level (low level) based on the output results from the first and third comparison circuits 43e and 43g. . Similar determination is made for the second identification signal line.

  The H, M, and L levels described above are associated with the areas C, B, and A shown in FIG. Also, in order to prevent erroneous selection of the operating characteristic region due to a failure (disconnection / short circuit) of the signal line, two signal lines are provided. If each voltage level of the first identification signal line and the second identification signal line is a combination of (H, H), the identification information of the brake actuator 15 is determined to be the operating characteristic of the region C. If the voltage levels of the first identification signal line and the second identification signal line are a combination of (M, M), the identification information of the brake actuator 15 is determined to be the operating characteristic of the region B. If the voltage levels of the first identification signal line and the second identification signal line are a combination of (L, L), the identification information of the brake actuator 15 is determined to be the operating characteristics of the region A.

  Further, when the voltage levels of the first identification signal line and the second identification signal line are a combination other than these, it is determined that the signal line has failed (disconnected or shorted). In this case, the identification information of the brake actuator 15 is set to the operation characteristic of the region B for the time being. Thereby, although the identification information of the brake actuator 15 is uncertain, the drive of the brake actuator 15, that is, the drive of the electromagnetic valve can be performed.

  The microcomputer 41 is electrically connected to the power source 72 through the diode 44, the IG1 terminal, and the switch 45, and the power source voltage from the power source 72, that is, the power source voltage to the comparison circuits 43e, 43f, 43g, 43h (comparison). Circuit power supply voltage). The microcomputer 41 is electrically connected to the power source 72 via the AST terminal and the switch 71, and monitors the identification voltage, which is a power source voltage applied to the identification resistors 81a and 82a.

  Next, the operation of the above-described brake fluid pressure control device will be described along the flowcharts of FIGS. When an ignition switch (not shown) of the vehicle is turned on, the ECU 16 executes a program corresponding to the above flowchart. When the ECU 16 is started, the ECU 16 performs initialization processing such as memory clear and flag reset (step 102), and the predetermined time Ta has elapsed in order to execute the subsequent processing every predetermined time Ta (for example, 5 msec). (Step 104).

  When ECU 16 determines that predetermined time Ta has elapsed (YES in step 104), ECU 16 determines whether or not the characteristic determination process has ended (step 106). If it is determined that the characteristic determination process has not ended (NO in step 106), the characteristic determination process is executed (step 108). If it is determined that the characteristic determination process has ended (YES in step 106), the characteristic determination process is performed. And the hydraulic pressure control is performed (step 110).

  In step 106, when the operation characteristic of the brake actuator 15 is determined and when it is determined that the identification signal line is abnormal, it is determined that the characteristic determination process has been completed. Otherwise, the characteristic determination process is performed. It is determined that it has not ended.

  In step 108, the ECU 16 executes a characteristic determination processing routine shown in FIG. The ECU 16 determines whether or not the execution of the characteristic switching determination is permitted every time this routine is started in Step 200 (Step 202). Specifically, in the ECU 16, the identification voltage applied to the identification resistors 81a and 82a is a normal voltage (for example, a range of 10V to 16V), and the power supply voltage (comparison circuit power supply voltage) applied to the comparison circuit is normal. If the voltage is within the range of 10V to 16V (eg, a range of 10V to 16V), “YES” is determined in step 202 (determination permission unit), and determination (characteristic determination processing) by the determination unit described later is permitted. On the other hand, if not, it is determined as “NO” and the program proceeds to step 224 to clear each signal number counter and sample number counter, and then this routine is terminated at step 216. In step 202, it may be added as a determination permitting condition that the difference between the identification voltage and the comparison circuit power supply voltage is a predetermined value (for example, 2 V) or less.

  In step 204, the ECU 16 executes a first identification signal line level determination routine shown in FIG. Each time this routine is started in step 300, the ECU 16 determines whether the voltage level of the first identification signal is high level, middle level, or low level by the processing from step 302 to step 310, and the level of the determination result Count the number of times. That is, if the voltage of the first identification signal is at a high level, “YES” is determined in step 302, and the first identification signal H count (counter) is counted up in step 306. If the voltage of the first identification signal is at the middle level, “NO” and “YES” are determined in steps 302 and 304, and the first identification signal M times (counter) is counted up in step 308. If the voltage of the first identification signal is at a low level, “NO” is determined in steps 302 and 304, respectively, and the first identification signal L count (counter) is counted up in step 310. In steps 302 and 304, the ECU 16 inputs the voltage of the first identification signal and determines the voltage level based on the input voltage as described above.

  The ECU 16 performs the prescribed number of times if any of the first number of identification signals H, the number of first identification signals M, and the number of first identification signals L is equal to or greater than a prescribed number (for example, 40 times) by the processing from step 312 to step 324. The voltage level that has become above is set as a definite value of the first identification signal. That is, if the number of first identification signals H is equal to or greater than the prescribed number, “YES” is determined in step 312, and a high level is set as a definite value of the first identification signal in step 318. If the number of times of the first identification signal M exceeds the specified number of times, “NO” and “YES” are determined in steps 312 and 314, respectively, and the middle level is set as a definite value of the first identification signal in step 320. . If the number of first identification signals L is equal to or greater than the prescribed number, “NO”, “NO”, and “YES” are determined in steps 312, 314, and 316, respectively, and the low level is a definite value of the first identification signal. Set as In step 324, the ECU 16 sets that the first identification signal is confirmed. Thereafter, in step 326, this routine is terminated.

  In addition, when all of the first identification signal H times, the first identification signal M times, and the first identification signal L times are less than a prescribed number (for example, 40 times), the ECU 16 proceeds to Steps 312, 314, and 316. Are determined as “NO”, and then the routine is terminated at step 326.

  Then, the ECU 16 advances the program to step 206, and executes a second identification signal line level determination routine shown in FIG. This second identification signal line level determination routine is the same process as the first identification signal line level determination routine described above. The ECU 16 determines whether the voltage level of the second identification signal is a high level, a middle level, or a low level by the processing from step 402 to step 410 every time this routine is started in step 400, and the level of the determination result. Count the number of times. That is, if the voltage of the second identification signal is at a high level, “YES” is determined in step 402, and the second identification signal H count (counter) is counted up in step 406. If the voltage of the second identification signal is middle level, “NO” and “YES” are determined in steps 402 and 404, and the second identification signal M count (counter) is counted up in step 408. If the voltage of the second identification signal is at a low level, “NO” is determined in steps 402 and 404, respectively, and the second identification signal L count (counter) is counted up in step 410. In steps 402 and 404, the ECU 16 inputs the voltage of the second identification signal and determines the voltage level based on the input voltage as described above.

  If any of the second identification signal H number, the second identification signal M number, and the second identification signal L number is greater than or equal to a prescribed number (for example, 40 times) by the processing from step 412 to step 424, the ECU 16 performs the prescribed number of times. The voltage level that has become above is set as the final value of the second identification signal. That is, if the number of times of the second identification signal H is equal to or greater than the specified number of times, “YES” is determined in step 412, and a high level is set as a definite value of the first identification signal in step 418. If the number of times of the second identification signal M is equal to or greater than the specified number of times, “NO” and “YES” are determined in steps 412 and 414, respectively, and the middle level is set as a definite value of the second identification signal in step 420. . If the number of times of the second identification signal L is equal to or greater than the specified number of times, “NO”, “NO”, and “YES” are determined in steps 412, 414, and 416, respectively, and the low level is a definite value of the second identification signal. Set as In step 424, the ECU 16 sets that the second identification signal is confirmed. Thereafter, at step 426, this routine is terminated.

  In addition, when any of the second identification signal H times, the second identification signal M times, and the second identification signal L times is less than a prescribed number (for example, 40 times), the ECU 16 proceeds to steps 412, 414, and 416. Are determined as “NO”, and then the routine is terminated at step 426.

  The ECU 16 advances the program to step 208 and subsequent steps of the characteristic determination processing routine shown in FIG. If both the first and second identification signals are confirmed and the combination of the confirmed values of the first and second identification signals is correct, the ECU 16 determines “YES” in steps 208 and 210, respectively. In step 212, the characteristic (operation characteristic) of the brake actuator 15 is determined (determined). The case where the combination of the definite values of the first and second identification signals is correct is the case where the definite values of the first and second identification signals are at the same level. For example, if the combination of the definite values of the first and second identification signals is (H, H), it is determined that the operating characteristic of the brake actuator 15 is the region C.

  Further, when both the first and second identification signals are confirmed and the combination of the confirmed values of the first and second identification signals is not correct, the ECU 16 determines that “YES”, “ In step 214, it is determined (determined) that one of the first and second identification signal lines is abnormal (disconnection, short circuit). Since the identification resistors 81a and 82a originally have the same resistance value, the voltage values of the first and second identification signals should be at the same level unless the first and second identification signal lines are abnormal. Therefore, when the combination of the definite values of the first and second identification signals is not correct, that is, when the voltage values of the first and second identification signals are at different levels, either the first or second identification signal line is abnormal. It will be.

  If both the first and second identification signals are not confirmed, the ECU 16 makes a “NO” determination at step 208, and increments the number of samples (identification signal indefinite abnormality counter) at step 218. In 220, it is determined whether or not the number of samples is equal to or greater than the specified number (50 times). In this case, the number of samples is counted up for an identification signal line that has not been determined. When the number of samples is equal to or greater than the specified number, the ECU 16 determines “YES” in step 220, and determines that one of the first and second identification signal lines is abnormal (disconnection or short circuit) in step 222. Confirm (determine). As a result, the determination signal can be determined within 300 ms, ie, the predetermined number of times (50 times) (the “predetermined time” according to claim 3 of the claims). If it exceeds, the identification signal line is regarded as having an abnormality and the determination of the identification signal is stopped.

  If the number of samples is equal to or greater than the prescribed number, the ECU 16 makes a “NO” determination at step 220 and ends the present routine at step 216. In addition, after the processing of steps 211, 214, and 222, the ECU 16 advances the program to step 216 and ends this routine.

  Then, the ECU 16 advances the program to step 110 shown in FIG. 3, and controls the brake fluid pressure by driving the brake actuator 15, that is, each electromagnetic valve of the brake actuator 15, based on the determined operation characteristic (operation characteristic map). (adjust. The ECU 16 performs, for example, ABS control. The ECU 16 monitors the locked state (wheel braking state) of the wheel based on the vehicle body speed and each wheel speed during braking, and executes the ABS control when in the locked state, and executes the ABS control when not in the locked state. do not do. The locked state includes not only a state where the wheel is locked but also a state where the slip amount of the wheel is larger than a predetermined value. The ABS control is to reduce, hold and increase the wheel cylinder pressure of each wheel Wfl, Wfr, Wrl, Wrr based on the wheel speed detected by the wheel speed detecting means Sfl, Sfr, Srl, Srr during braking of the vehicle. By repeatedly executing the wheel cylinder pressure automatically, the friction force between the wheel and the road surface is ensured.

  Specifically, the ECU 16 calculates the vehicle body speed based on the wheel speed detected by the wheel speed detecting means Sfl, Sfr, Srl, Srr, and the wheel slip amount based on the vehicle body speed and the wheel speed of each wheel. (Indicating wheel braking state) is calculated. The ECU 16 calculates the wheel acceleration based on the wheel speed detected by the wheel speed detecting means Sfl, Sfr, Srl, Srr. Then, the ECU 16 switches the states of the electromagnetic valves 22, 23, 26, 27, 32, 33, 36, and 37 based on the wheel slip amount and the wheel acceleration, and the wheel cylinder pressure of each wheel Wfl, Wfr, Wrl, Wrr. The braking force is adjusted by repeatedly executing the pressure reduction, holding and pressure increasing.

  Further, the operation of the above-described brake fluid pressure control device will be described with reference to a time chart shown in FIG. It is assumed that an H level voltage signal is input from both the first and second identification signal lines. In each time zone after time t1 to t2, time t3 to t9, and time t10, the permission condition of step 202 is satisfied and the characteristic switching determination is permitted.

  The first and second identification signal line H counters are counted up from time t1, and since both the first and second identification signal lines have not yet been determined, the indefinite abnormality counter is also counted up. However, since the permission state ends at time t2, the count-up of each signal line counter and indefinite abnormality counter is stopped, and each signal line counter and indefinite abnormality counter are cleared.

  The first and second identification signal line H counters are counted up again from time t3. If the first identification signal line falls from the H level to the M level due to a disturbance between times t4 and t5, the count up of the first identification signal line H counter is held and the first identification signal line M counter is counted up. The When the first identification signal line returns to the H level at time t5, the first identification signal line H counter is counted up again, and the count up of the first identification signal line M counter is held.

  On the other hand, when the second identification signal line falls from the H level to the M level due to a disturbance between times t4 and t6, the second identification signal line H counter counts up and the second identification signal line M counter counts. Will be up. When the second identification signal line returns to H level at time t6, the second identification signal line H counter is counted up again and the second identification signal line M counter is held up.

  When the count up of the first identification signal line H counter advances and reaches the specified number of times at time t7, the first identification signal line confirmed value is set to H level, the first identification signal line is set to confirmed, and thereafter The first identification signal line determination is maintained. In addition, the first identification signal line H counter, the first identification signal line M counter, and the first identification signal line L counter are cleared.

  Since the permission state ends at time t8, the count-up of each counter and indefinite abnormality counter of the second identification signal line is stopped, and each signal line counter and indefinite abnormality counter of the second identification signal line are cleared. Note that the first identification signal line determination and the first identification signal line determination value are not cleared.

  When the state is again permitted at time t9, the second identification signal line H counter is counted up again. Since the first identification signal line has been established, each counter of the first identification signal line is not counted up. If the second identification signal line falls from the H level to the L level due to a disturbance between times t10 and t11, the second identification signal line H counter is incremented and the second identification signal line L counter is incremented. The When the second identification signal line returns to the H level at time t11, the second identification signal line H counter is counted up again and the second identification signal line L counter is incremented.

  When the count-up of the second identification signal line H counter advances and reaches the specified number of times at time t12, the second identification signal line confirmed value is set to H level, the second identification signal line is set to confirmed, and thereafter The second identification signal line determination is maintained. In addition, the second identification signal line H counter, the second identification signal line M counter, and the second identification signal line L counter are cleared.

  As indicated by the broken line in FIG. 7, if the second identification signal line returns only to the M level instead of the H level at time t11, the hold of the second identification signal line H counter is maintained and the second identification signal line is maintained. The signal line M counter is counted up, and the count-up of the second identification signal line L counter is held. Then, while the count up of the second identification signal line M counter progresses, the count up of the indefinite abnormality counter also progresses, and when the specified number of times (50 times) is reached at time t13, the identification signal line is abnormal (for example, poor contact). If so, the characteristic determination process is terminated.

  As is apparent from the above description, according to the present embodiment, the brake actuator 15 is provided with the electromagnetic valves having the same operating characteristics among the electromagnetic valves previously classified into a plurality of operating characteristics, and exhibits the operating characteristics. Identification information is set. Thereby, without suppressing variation of the solenoid valve itself, and without selecting the solenoid valve, by dividing the operating characteristic range of the solenoid valve into several groups and providing the brake actuator 15 with the same group of solenoid valves, The dispersion characteristics of the solenoid valve can be used as they are without any yield. Further, since the identification information indicating the grouped operation characteristics is set in the brake actuator 15, the brake actuator 15 having the identification information can be handled as a single item.

  In the ECU (control device) 16, the determination means (step 108) inputs the identification information from the brake actuator 15, determines the operating characteristic of the brake actuator 15 based on the identification information, and the characteristic map determination means (step 212) determines the characteristic map corresponding to the operation characteristic determined by the determining means from the previously stored characteristic maps, and the driving means (step 110) determines the characteristic map determined by the characteristic map determining means. The brake actuator 15 is driven based on the above. Therefore, even if the operation characteristics of the solenoid valve vary, the control accuracy of the fluid pressure or flow rate can be improved without producing a yield with the variation characteristic of the solenoid valve as it is. In addition, the operating characteristics are set in the brake actuator 15 as identification information, and it is not necessary to store the characteristic map for each electromagnetic valve, so that the storage capacity can be reduced. Furthermore, since the identification information is input from the brake actuator 15 and the operation characteristics of the brake actuator 15 are determined based on the identification information, the operation characteristics can be obtained in a short time, and the normal control can be prevented from being affected. it can.

  Further, since the identification information is indicated by the level of the voltage value formed by the identification resistors 81a and 82a corresponding to the identification information, the identification information can be given and easily extracted with a simple configuration.

  Further, the level determining means (steps 302, 304, 402, 404) determines the level of the voltage value every predetermined short time, and the operating characteristic determining means (steps 312, 314, 316, 412, 414, 416). The level of the voltage value determined more than a predetermined number of times within a predetermined time by the level determination means is determined as the operating characteristic of the brake actuator 15. Thereby, even if noise is added to the voltage value due to disturbance, it is possible to prevent the determination from being delayed or erroneous determination.

  In addition, since the identification information is indicated by the level of each voltage value formed by at least two identification resistors 81a and 82a corresponding to the identification information, the voltage value signal line is disconnected or short-circuited. The control device 16 can be prevented from erroneously determining the identification information of the brake actuator 15.

  The determination permitting means (step 202) permits the determination by the determining means when the identification voltage applied to the identification resistor is a normal voltage and the power supply voltage of the comparison circuit is a normal voltage. Thereby, it is possible to prevent the control device 16 from erroneously determining the identification information of the brake actuator 15.

  Moreover, since the brake actuator 15 and the control device 16 are separate bodies, the brake actuator 15 and the control device 16 can be handled separately. Therefore, it is possible to improve the storage and assembly of the brake actuator 15 and the control device 16 which are members constituting the brake fluid pressure control device.

  The determination means described in the claims is the processing of step 108, the storage means is the storage unit (storage device) of the control device 16, the characteristic map determination means is the processing of step 212, and the driving means is In step 110, the level determination means is the processing in steps 302, 304, 402, 404, the operating characteristic determination means is the processing in steps 312, 314, 316, 412 to 416, and the determination permission means is in step 202. It is processing of.

  In the above-described embodiment, the identification information is set in the identification resistors 81a and 82a. However, the identification information may be set in a storage device that can take out the identification information by an electric signal. That is, the identification information may be indicated by information stored in the storage device. According to this, identification information can be given with a simple configuration and can be easily taken out.

Further, the identification resistors 81a and 82a may be composed of three or more instead of two.
In the embodiment described above, the brake piping system is configured by the X piping system, but may be configured by the front and rear division system.

It is a schematic diagram showing one embodiment of a brake fluid pressure control device by the present invention. It is a figure which shows the electrical connection structure of the brake actuator shown in FIG. 1, ECU, the drive circuit of a solenoid valve, and the voltage determination circuit of an identification signal line. It is a flowchart of the control program performed by ECU shown in FIG. 3 is a flowchart of a characteristic determination processing routine that is executed by an ECU shown in FIG. 1. 2 is a flowchart of a first identification signal line level determination routine executed by an ECU shown in FIG. 4 is a flowchart of a second identification signal line level determination routine executed by the ECU shown in FIG. 1. It is a time chart which shows the action | operation of the brake fluid pressure control apparatus by this invention. It is a characteristic map which shows the operating characteristic of a solenoid valve.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Brake pedal, 12 ... Negative pressure type booster, 13 ... Master cylinder, 14 ... Reservoir tank, 15 ... Brake actuator, 16 ... ECU (control device), 21, 31 ... Hydraulic pressure control valve (solenoid valve), 22, 23 , 32, 33... Pressure increase control valve (solenoid valve), 26, 27, 36, 37. ... 1st and 2nd piping system, Sfl, Sfr, Srl, Srr ... Wheel speed sensor, WCfl, WCfr, WCrl, WCrr ... Wheel cylinder.

Claims (7)

Solenoid valves (21, 31, 22, 23, 32, 33, 26, 27, 36, 37) that can adjust the hydraulic pressure of the wheel cylinders (WCfl, WCfr, WCrl, WCrr) are classified in advance into a plurality of operating characteristics. An electromagnetic valve having the same operating characteristics among the solenoid valves, and an actuator (15) in which identification information indicating the operating characteristics is set;
Determination means (step 108) for inputting the identification information from the actuator and determining the operating characteristics of the actuator based on the identification information;
Storage means for storing in advance each characteristic map corresponding to each operating characteristic;
Characteristic map determining means (step 212) for determining a characteristic map corresponding to the operating characteristic determined by the determining means;
A brake fluid pressure control device comprising drive means (step 110) for driving the actuator based on the characteristic map determined by the characteristic map determining means.   The brake hydraulic pressure control device according to claim 1, wherein the identification information is indicated by a level of a voltage value formed by an identification resistor (81a, 82a) corresponding to the identification information. In Claim 2, the said determination means, The level determination means (step 302,304,402,404) which determines the level of the said voltage value for every predetermined | prescribed short time,
Operating characteristic determination means (steps 312 to 322, 412 to 422) for determining the level of the voltage value determined by the level determination means within a predetermined number of times within a predetermined time as the operating characteristic of the actuator. Brake hydraulic pressure control device.   3. The brake fluid pressure control device according to claim 2, wherein the identification information is indicated by a level of each voltage value formed by at least two identification resistors corresponding to the identification information.   4. The determination permitting means (step 202) for permitting determination by the determination means when the identification voltage applied to the identification resistor is a normal voltage and the power supply voltage of the comparison circuit is a normal voltage. A brake fluid pressure control device comprising:   The brake hydraulic pressure control device according to claim 1, wherein the identification information is indicated by information stored in a storage device.   The brake fluid pressure control device according to claim 1, further comprising a control device including the determination unit, a storage unit, a characteristic map determination unit, and a drive unit, wherein the actuator and the control device are separate.

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