A braking system 20 comprises: a pressure adjustment unit 50 that generates a reference hydraulic pressure and also generates a front wheel hydraulic pressure according to the reference hydraulic pressure; a rear wheel hydraulic pressure adjustment unit 74 that is configured to allow a rear wheel hydraulic pressure to be less than the front wheel hydraulic pressure when the reference hydraulic pressure is being generated; and a control device 80 that controls a regeneration device 90, the pressure adjustment unit 50, and the rear wheel hydraulic pressure adjustment unit 74. The control device 80, when a vehicle braking force request value is reduced under a condition where the vehicle braking force request value is equal to or more than a first braking force, executes first reduction processing in which a regenerative braking force applied to rear wheels RL, RR is reduced and the rear wheel hydraulic pressure is maintained while reducing the front wheel hydraulic pressure by reducing the reference hydraulic pressure.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60L 7/12 - Dynamic electric regenerative braking for vehicles propelled by DC motors
B60T 8/28 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels responsive to deceleration
B60T 8/58 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions
A brake pad accessory according to an embodiment comprises, as an example: a base part configured to be removably attached to a backplate of a brake pad by an elastic force; a first spring extending from the base part and configured to push the brake pad in a direction away from a rotor; and an extension part extending from the base part. The extension part has at least one of: a wear alarm device configured to come into contact with the rotor when the distance between the backplate and the rotor is less than a prescribed distance; and a second spring configured to push the brake pad about a central axis of rotation of the rotor.
F16D 65/097 - Resilient means interposed between pads and supporting members
F16D 55/225 - Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
A braking system 100 comprises: an electric cylinder 51 that has a servo motor 513; a rotation angle sensor SE2; and a control unit 81. The rotation angle sensor SE2 is configured so as to detect a Z pulse, which is generated each time the servo motor 513 completes one full rotation, and a phase pulse, which is generated each time the servo motor 513 rotates by a prescribed rotation angle. The control unit 81 performs a rotation angle sensor checking process. In the rotation angle sensor checking process, the control unit 81 rotates the servo motor 513 such that a piston 512 retreats. The control unit 81 counts the number of phase pulses in the period from the detection of a first Z pulse to the detection of a second Z pulse. The control unit 81 determines that the rotation angle sensor SE2 is normal when the number of phase pulses is within a prescribed range.
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
A fluid power system according to an embodiment includes a valve device having a first flow path connecting a first chamber connected to a pressure source and a second chamber connected to an actuator, the valve device having: a first check valve movable between a first open position and a first closed position and allowing fluid to flow from the first chamber to the second chamber; and a movable part that displaces relative to the first check valve in conjunction with actuation of the pressure source. The movable part is in a position for holding the first check valve in the first open position when the pressure source reduces the pressure of the first chamber below a first pressure or is actuated so as to reduce the pressure, and is in a position allowing the first check valve to be in the first closed position when the pressure source adjusts the pressure of the first chamber to be at or above the first pressure or is actuated so as to apply pressure.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 13/18 - Pressure supply arrangements using pumps directly, i.e. without interposition of accumulators or reservoirs with control of pump output delivery
B60T 13/122 - Systems using both master cylinder and distributor valveStructural associations of master cylinder with distributor valve
B60T 15/36 - Other control devices or valves characterised by definite functions
An electric braking device (10) comprises: a piston (14) that has an exposed part (14A) that is exposed from a cylinder (13) over an entire range of movement for movement in response to the linear motion of a linear motion part (15B); a restrictable part (19) that extends further outward than the outer circumference of the piston (14) in the radial direction of the piston (14); and a restriction part (18) that restricts, relative to the cylinder (13), the rotation of the restrictable part (19) around the axis of the piston (14).
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
F16D 65/18 - Actuating mechanisms for brakesMeans for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together
This braking control device includes: a main housing HGc in which first and second cylinders CM, CC are formed; a first piston NM which is inserted into the first cylinder CM and moves in conjunction with a braking operation member BP, whereby a supply pressure Pm can be generated in the first cylinder CM; an electric motor MT which generates first rotation power Tm; a reduction gear GS which decelerates the first rotation power Tm and outputs second rotation power Tn; a conversion mechanism GH which converts the second rotation power Tn into linear power Fn; a second piston NC which is inserted into the second cylinder CC and moves by the linear power Fn, whereby a servo pressure Pc is generated in the second cylinder CC; and a sub-housing HGs which holds the electric motor MT, the reduction gear GS, the conversion mechanism GH, and the second piston NC and is assembled to the main housing HGc.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
An electric braking device (1) selectively executes, when holding braking force, a first holding control for making the driving amount of some electric actuators from among a plurality of electric actuators (A1-A4) greater than the driving amount of the electric actuators other than said some electric actuators, and a second holding control for making the driving amount of the electric actuators other than said some electric actuators greater than the driving amount of said some electric actuators.
B60T 8/00 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
In this electric braking device, a screw shaft 51 of a linear motion conversion mechanism 50 rotates in response to rotational motion of an electric motor, and the rotational motion of the screw shaft 51 is converted into linear motion of a nut 60 of the linear motion conversion mechanism 50. The linear motion of the nut 60 in a forward direction X1 causes a piston 70 to move linearly, thereby increasing a braking force. A portion of the nut 60 that receives a force from the screw shaft 51 is disposed in the forward direction X1 relative to a rotation center PA of the nut 60 such that, when the nut 60 linearly moves in the forward direction X1 in a state in which a screw axis Zv of the screw shaft 51 is inclined with respect to a nut axis Zn of the nut 60, the nut 60 is caused to rotate in a direction in which the screw axis Zv is along the nut axis Zn by a force that the screw shaft 51 receives from the nut 60 and a force that the nut 60 receives from the piston 70.
F16D 65/18 - Actuating mechanisms for brakesMeans for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
Provided is a friction material composition according to one embodiment of the present invention, in which the content of copper in the friction material composition is less than 0.5 mass% in terms of copper element. The friction material composition contains, each relative to the total amount of the friction material composition, the following: 0.05-1 mass% of one or two inorganic materials (excluding monoclinic zirconium oxide) selected from the group consisting of (1) an inorganic material having an average particle diameter of 1 µm or less and a Mohs' hardness of 7.5-8 and (2) an inorganic material having an average particle diameter of 50 μm or less and a Mohs' hardness of not less than 6 and less than 7.5; 5-35 mass% of monoclinic zirconium oxide; and 0.5-10 mass% of magnesium hydroxide.
This hydraulic pressure generation device comprises: an electric motor that outputs rotational power; a conversion mechanism that outputs, as linear power for a linear motion member, rotational power input to a rotary member; a piston that is inserted into a cylinder and that moves under linear power to increase the hydraulic pressure of the cylinder; and an intermediate member that is disposed between the linear motion member and the piston and that is capable of sliding together with the linear motion member and the piston. The piston has a first bottom part and a first cylindrical part. The intermediate member has a second cylindrical part and is inserted into the first cylindrical part. In a gap between the inner peripheral surface of the first cylindrical part and the outer peripheral surface of the second cylindrical part, a gap Ska at a position close to the first bottom part is made narrower than a gap Skb which is at a position spaced apart from the first bottom part.
This braking control device comprises a first unit for outputting a supply pressure in accordance with operation displacement of a braking operation member, a second unit between the first unit and a wheel cylinder to increase the supply pressure and output a wheel pressure to the wheel cylinder, a displacement sensor for detecting the operation displacement, and a supply pressure sensor for detecting the supply pressure. The first unit selects either a first mode in which the operation displacement and the supply pressure are independent or a second mode in which the operation displacement and the supply pressure are linked. When the displacement sensor is normal, the first unit selects the first mode and increases the supply pressure based on the operation displacement. When the displacement sensor is not normal, the first unit selects the second mode, and the second unit increases the wheel pressure based on the supply pressure.
This braking control device comprises: a first unit that outputs a supply pressure in accordance with the amount of operation of a braking operation member; a second unit that is provided between the first unit and a wheel cylinder, and adjusts the supply pressure to output a wheel pressure to the wheel cylinder; a communication bus for communicating signals between the first unit and the second unit; an operation amount sensor that detects the operation amount; and a supply pressure sensor that detects the supply pressure. In the braking control device, when there is an abnormality in signal communication, the second unit calculates a target pressure on the basis of the operation amount and adjusts the wheel pressure on the basis of the difference between the target pressure and the supply pressure.
B60T 8/40 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
This braking control device comprises a first unit that outputs supply pressure in accordance with the amount of operation of a braking operation member, a second unit that is provided between the first unit and a wheel cylinder and that increases the supply pressure and outputs a wheel pressure to the wheel cylinder, a communication bus that transfers signals between the first unit and the second unit, an operation amount sensor that detects the amount of operation, and a supply pressure sensor that detects the supply pressure. In the braking control device, the first unit controls the supply pressure so as to bring the supply pressure close to a target pressure calculated on the basis of the amount of operation. When the first unit is abnormal, the second unit increases the wheel pressure on the basis of the deviation between the target pressure and the supply pressure.
B60T 13/66 - Electrical control in fluid-pressure brake systems
B60T 8/171 - Detecting parameters used in the regulationMeasuring values used in the regulation
B60T 8/172 - Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
A braking control device for vehicles that comprises: a first unit that outputs a supply pressure in accordance with the amount a braking operation member is operated; a second unit that is provided between the first unit and a wheel cylinder, regulates the supply pressure, and outputs a wheel pressure to the wheel cylinder; a communications bus that transfers signals between the first unit and the second unit; an operation amount sensor that is connected to the first unit and detects the operation amount; and a supply pressure sensor that is connected to the second unit and detects the supply pressure. The first unit calculates a target pressure on the basis of the operation amount, obtains the supply pressure from the second unit via the communications bus, and performs feedback control such that the supply pressure matches the target pressure.
B60T 13/66 - Electrical control in fluid-pressure brake systems
B60T 8/171 - Detecting parameters used in the regulationMeasuring values used in the regulation
B60T 8/172 - Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
The objective of the present invention is to properly detect a sign that a stuck-state will occur. A stuck-state sign detecting device (2) comprises: a calculating unit (201) that compares a first wheel speed of a driving wheel of a vehicle with a second wheel speed, which is the average value of the wheel speed of the driving wheel, and calculates a deviation-related value relating to the deviation of the first wheel speed from the second wheel speed; and a stuck-state determining unit (202) that, if the deviation-related value is equal to or greater than a predetermined threshold and an acceleration demand is being generated for the vehicle, determines the probability that the vehicle will become stuck.
A braking system (20) comprises a brake pipe (50) that connects an actuator (40) and a friction brake (30). The brake pipe (50) includes a metal pipe (51), a flexible hose (55), and a fluid amount consumption unit (57). The metal pipe (51) includes fixed portions (52) to which each of a plurality of fasteners (15) is attached. One of the plurality of fixed portions (52) is a reference fixed portion (52A). The fluid amount consumption unit (57) is disposed in a part of the brake pipe (50) between the reference fixed portion (52A) and the friction brake (30).
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
B60T 13/20 - Pressure supply arrangements using pumps directly, i.e. without interposition of accumulators or reservoirs with control of pump driving means
A brake system includes electric braking devices. Each of the electric braking devices includes an electric motor. In the brake system, it is determined whether regenerative power is generated by the electric motors, and when it is determined that regenerative power is generated by any one of the electric motors, an electric motor other than the electric motor determined as generating regenerative power is driven so that a power consumption amount of the other electric motor is increased.
A braking system (20) is provided with a brake pipe (50) that connects an actuator (40) and a friction brake (30). The brake pipe (50) has a metal pipe (51) and a flexible hose (55). The metal pipe (51) has a plurality of fixing parts (52). The metal pipe (51) is fastened to a body (10A) of a vehicle (10) via fasteners (15) respectively attached to the fixing parts (52). One of the plurality of fixing parts (52) is a reference fixing part (52A). The flexible hose (55) is configured such that a node (X1) of a standing wave is positioned within the range of a predetermined region (51A) including the reference fixing part (52A).
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
B60T 13/20 - Pressure supply arrangements using pumps directly, i.e. without interposition of accumulators or reservoirs with control of pump driving means
To a first electronic control unit, three or more sensors excluding one predetermined sensor are connected. To a second electronic control unit, two sensors, which include one common sensor, of the three or more sensors, are connected. When the first electronic control unit does not determine that a sensor in a normal state is present among the three or more sensors, and the second electronic control unit determines that both of the two sensors are in the normal state, the electronic control unit controls the brake circuit based on the operation amount detected by at least one of the predetermined sensor or the common sensor.
This hydraulic pressure generation device PS comprises: an electric motor MT that outputs rotation power Tm; a conversion mechanism GH that outputs the rotation power Tm input to a rotation member BK as linear power Fn of a linear motion member BD; a piston NC that is inserted into a cylinder CC and increases hydraulic pressure Pc of the cylinder CC by being moved by the linear power Fn; a housing HG in which the cylinder CC is formed and which holds a sealing member SL1 for sealing the cylinder CC and the piston NC; and a rotation stop member MD that is fixed to the housing HG and prevents the linear motion member BD from rotating around the rotation axis of the rotation member BK. In the hydraulic pressure generation device PS, when parallel projection is performed in a direction perpendicular to the rotation axis, a projection Zms of a sealing groove Ms1 for fixing the sealing member SL1 and a projection Zam of a hole Amd for fixing the rotation stop member MD partially overlap.
In the present invention, a regenerative cooperation control device comprises: a switching control unit (M17) that is configured so as to execute switching control for switching regenerative braking force to friction braking force in situations where regenerative braking force is applied to a vehicle; and a correction unit (M19) that is configured so as to execute a correction process for correcting the braking force that has the higher response speed between the regenerative braking force and the friction braking force so such that the magnitude of the difference between the deceleration rate of the vehicle and a target deceleration rate will decrease when the switching control is being executed.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60W 10/04 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
B60W 10/18 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems
B60W 10/188 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
B60W 10/192 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes electric brakes
A fluid pressure control device includes a motor to drive a pump; a housing having an outer surface, and a first hole that opens in a first surface of the outer surface which faces the motor. The first hole accommodates the pump, and two second holes open in the outer surface. The two second holes are spaced apart in a first direction; and a current supply unit that allows current for driving the motor to flow passes through the housing. A through hole opens in the first surface and a second surface which is opposite to the first surface of the outer surface. The through hole has a first part located between the two second holes, and a width of the first part in the first direction is smaller than a width of the first part in a second direction along the second surface and orthogonal to the first direction.
B60T 8/36 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
H02K 5/22 - Auxiliary parts of casings not covered by groups , e.g. shaped to form connection boxes or terminal boxes
23.
VEHICULAR CONTROL DEVICE AND VEHICULAR CONTROL METHOD
The present invention is provided with: a performance information acquisition unit (141) that acquires performance information; a reference output schedule determination unit (145) that determines, without using a drive response delay time and a braking response delay time, an output schedule of a required braking/driving force, which is the braking force required by the braking device and the driving force required by the driving device, in order to decelerate according to a deceleration plan in which an automatic traveling control causes the vehicle to come to a stop at a target stopping position; and a braking/driving force control unit (146) that causes a request for the driving force to the driving device according to the reference output schedule to be performed at a timing earlier than the reference output schedule by an amount corresponding to the drive response delay time acquired by the performance information acquisition unit (141), and causes a request for the braking force to the braking device according to the reference output schedule to be performed at a timing earlier than the reference output schedule by an amount corresponding to the braking response delay time acquired by the performance information acquisition unit (141).
B60W 30/00 - Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
B60W 10/04 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
B60W 10/18 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems
A motion manager for a vehicle, includes one or more processors configured to: receive motion requests from a plurality of applications, one or more of the applications being travel applications for controlling at least one of an acceleration of the vehicle or a steering angle of the vehicle, and another one or more of the applications being human-machine interface (HMI) applications for implementing transfer of information from the vehicle to an occupant; perform arbitration of the motion requests that have been received; when the motion requests have been received from the HMI applications, calculate the instruction information based on a different type arbitration result obtained by arbitrating the motion requests from the HMI applications and the result of the arbitration of the motion requests from the travel applications; and output the calculated instruction information to a control device for the actuator.
A hydraulic pressure generation device (PS) comprises: an electric motor (MT) that outputs rotational power (Tm); a conversion mechanism (GH) that outputs the rotational power (Tm) that is input to a rotational member (BK) as linear power (Fn) of a linear motion member (BD); a piston (NC) that is inserted into a cylinder (CC) and that increases hydraulic pressure (Pc) in the cylinder (CC) by being moved by means of the linear power (Fn); and an intermediate member (BE) positioned between the piston (NC) and the linear motion member (BD). Furthermore, a pressing surface (Mpe) of the intermediate member (BE) is slidable on a bottom surface (Mtn, Mqn) of the piston (NC), and an end surface (Mqe) of the intermediate member (BE) is slidable on an end surface (Mpd) of the linear motion member (BD).
B60T 8/42 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure
The present invention is provided with: a performance information acquisition part (141) that acquires performance information; a required range determination part (142) that determines a required range in which it is estimated that a specified accuracy can be guaranteed; a necessary braking/driving force determination part (144) that determines necessary braking/driving force during travel under automatic travel control of a host vehicle; a controllability determination part (143) that determines a high-controllability device and a low-controllability device from among a driving device and a braking device; an allocation determination part (145) that determines, from among the braking/driving force determined by the necessary braking/driving force determination part (144), the braking/driving force to be allocated to the low-controllability device to be a constant value within the required range, and determines a portion borne outside of the constant value to be a value within the required range for the high-controllability device; and a braking/driving force control part (146) that, during the travel of the host vehicle, applies control so that driving force generated by the driving device and braking force generated by the braking device achieve the values determined by the allocation determination part (145).
A vehicle control device to be applied to a vehicle including parking brakes provided in association with right and left wheels and configured to be driven to bring the wheels into a non-rotatable state includes a processor. The processor is configured to acquire abnormality occurrence information on each of the right and left parking brakes. The processor is configured to, when an abnormality condition that a drive command is output to each of the parking brakes and one of the parking brakes has an abnormality is satisfied, control a device other than the parking brakes in the vehicle to suppress rotation of the wheel provided with the parking brake having the abnormality.
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
28.
CONTROL DEVICE FOR VEHICLE, CONTROL METHOD FOR VEHICLE, AND NON-TRANSITORY STORAGE MEDIUM
A control device for a vehicle includes one or more processors configured to: perform feedback control on an acceleration of the vehicle by controlling a driving force of an internal combustion engine mounted on the vehicle based on a difference between a requested acceleration of the vehicle from an application and an actual acceleration of the vehicle; calculate a first predicted acceleration that is a predicted acceleration of the vehicle on an assumption that the internal combustion engine is controlled into a fuel-cut state; and control the internal combustion engine into the fuel-cut state without performing the feedback control when a coasting condition that is predetermined is satisfied and the first predicted acceleration is equal to or higher than a lower limit value that is predetermined as a negative value.
B60W 10/06 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
B60W 10/188 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
A braking control device includes an information acquisition unit that acquires vehicle condition information related to at least one of an external condition of a vehicle and an internal condition of the vehicle, and a mode acquisition unit that acquires, from among the plurality of control modes, a control mode according to an index output from a learner by inputting the vehicle condition information acquired by the information acquisition unit to the learner that has been subjected to machine learning for estimating the control mode suitable for the vehicle condition information.
An electric braking device includes an electric cylinder unit. The electric cylinder unit includes electric cylinder devices, a housing, and a circuit board accommodated in a board case. The electric cylinder devices are supported by the housing so as to be removable from the housing by being moved relative to the housing in a first X-axis direction. Electric motors of the electric cylinder devices are provided with male connectors, and the board case is provided with female connectors. Fitting between the male connector and the female connector is released by moving the male connector relative to the female connector in the first X-axis direction.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
B60T 13/66 - Electrical control in fluid-pressure brake systems
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
An electric braking device includes a plurality of electric cylinder devices and a circuit board that controls an electric motor of the electric cylinder devices. The plurality of electric cylinder devices and are disposed adjacent to each other in an alignment direction that is a radial direction of pistons with shaft lines of the pistons parallel to each other. The circuit board is disposed adjacent to the plurality of electric cylinder devices in an orientation in which a board surface of the circuit board is parallel to the shaft lines of the pistons and a longitudinal direction is oriented in the alignment direction.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
B60T 13/16 - Pressure supply arrangements using pumps directly, i.e. without interposition of accumulators or reservoirs
B60T 13/20 - Pressure supply arrangements using pumps directly, i.e. without interposition of accumulators or reservoirs with control of pump driving means
32.
VEHICULAR CONTROL DEVICE AND VEHICULAR CONTROL METHOD
This vehicular control device comprises: a performance information acquisition part (141) that acquires performance information; a compensation section time determination part (143) that determines, as compensation section time, the longer one of drive response delay time and braking response delay time; a required braking/driving force determination part (144) that determines, as a required driving force and a required braking force, a driving force and a braking force which maintain a relationship, in which the braking force is at least equal to or greater than the driving force, and satisfy conditions that the driving force and the braking force respectively fall within a driving force range and a motive force range; a required following time identification part (145) that identifies required following time estimated to be taken from the start of response to the realization of the required driving force and the required braking force; and a braking/driving force control part (147) that maintains the required driving force and the required braking force determined by the required braking/driving force determination part (144) at the starting of the vehicle until the compensation section time and the required following time subsequent thereto elapse.
An information processing device includes one or more processors. The one or more processors are configured to: acquire an actual lateral acceleration being an actual measured value of a lateral acceleration of a vehicle detected by an acceleration sensor mounted on the vehicle over a prescribed period that is predetermined; acquire an estimated lateral acceleration being an estimated value of the lateral acceleration over the prescribed period based on a parameter different from the actual lateral acceleration; calculate an error of the actual lateral acceleration with respect to the estimated lateral acceleration based on the estimated lateral acceleration and the actual lateral acceleration acquired over the prescribed period; determine that there is wheel loosening in the vehicle on condition that the calculated error is equal to or greater than a prescribed value that is predetermined.
This braking control device is provided with: an upper braking unit that, by causing servo pressure generated by a hydraulic-pressure generating unit to coincide with a target servo pressure computed on the basis of an amount of operation of a braking operation member, outputs a supply pressure; and a lower braking unit that is disposed between the upper braking unit and the wheel cylinders. The upper braking unit halts the hydraulic-pressure generating unit in the event of a first abnormality in which the servo pressure is insufficient, and continues operation of the hydraulic-pressure generating unit in the event of a second abnormality in which the servo pressure is sufficient but the supply pressure is insufficient. Further, the lower braking unit, in the event of the first or the second abnormality, increases the supply pressure and outputs same to the wheel cylinders.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/48 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure
A weight calculation device includes one or more processors and one or more memories. The one or more memories are configured to store a plurality of specific speed ranges in advance, the specific speed ranges being obtained by dividing a travel speed of a vehicle into a plurality of speed ranges. The one or more processors are configured to: acquire the travel speed of the vehicle, an acceleration of the vehicle, and a driving force of the vehicle while the vehicle is traveling; store a combination of the acquired acceleration of the vehicle and the acquired driving force of the vehicle in the one or more memories in a distinguishable manner for each of the specific speed ranges; and calculate a weight of the vehicle for each of the specific speed ranges based on a plurality of the combinations of the acquired acceleration and the acquired driving force.
A vehicle control device includes a command unit that generates a command value for an actuator and causes a vehicle to travel by outputting the command value to a control unit, a state quantity acquiring unit that acquires at least two values of a vehicle state quantity among a vehicle state quantity ideal value, a vehicle state quantity detection value, and a vehicle state quantity operation value, an event storage unit that stores multiple events that can occur when the vehicle on-board device is not functioning normally, an event acquiring unit that compares at least two values of the vehicle state quantity and acquires an event corresponding to a result of the comparison, and an anomaly determining unit that determines whether there is an anomaly in the vehicle on-board device by using a Bayesian network that includes, as a node, an occurrence probability of the event.
A braking control device 50 is made to function as: a stop-related value acquisition unit M15 that acquires a stop-related value such that the value decreases as a vehicle 10 approaches a predetermined stop position; a control unit M19 that, when the stop-related value becomes equal to or less than a threshold value, starts stop-time braking control for stopping the vehicle 10 in a state in which the braking force applied to the vehicle 10 is smaller than the requested braking force; and a threshold value setting unit M17 that, before the start of the stop-time braking control, sets the threshold value to a smaller value as the stop-related value decreases.
B60T 8/1755 - Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
In the present invention, a braking device 30 of a vehicle 10 adjusts the position of a vehicle body in the vehicle vertical direction by changing a braking force proportion which is, with respect to the sum of a front wheel braking force and a rear wheel braking force, the proportion occupied by the rear wheel braking force. A braking control device 50 for controlling the braking device 30 executes contact surface pressure reduction control for reducing the contact surface pressure between a seat surface of a seat and an occupant by controlling the braking device 30 so that the vehicle body is displaced downward with respect to the vehicle when the vehicle 10 decelerates.
B60T 8/1755 - Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
B60G 17/016 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
B60T 8/26 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
A vehicle motion controller includes a feedback controlling unit that executes feedback control in which a difference between a target acceleration corresponding to a request value from a driver assistance device and an actual acceleration of a vehicle is an input, thereby calculating a control amount used to reduce the difference, a request outputting unit that calculates a request longitudinal force based on the control amount, the request longitudinal force controlling an actuator, and an obtaining unit that obtains, as information that indicates availability, information indicating whether traction control is executed, the availability being a controllable range of the longitudinal force, wherein the feedback controlling unit prohibits the control amount from increasing when the traction control is executed.
A vehicular braking device (1) comprises a storage unit (31) that stores a control profile that indicates transitions in target values for first braking force generated by a first braking device (2) that has a relatively short response time and second braking force generated by a second braking device (8) that has a relatively long response time, a setting unit (100) that derives a first response time for the first braking device (2) and a second response time for the second braking device (8) for a control target point in time on the basis of the control profile and sets lead times on the basis of the first response time and the second response time, and a generation unit (101) that generates braking requests for the first braking device (2) and the second braking device (8) on the basis of the target values for the first braking force and the second braking force that correspond to points in time that are exactly the lead times after the control target point in time.
This electric braking device comprises: a cutoff valve 21 that switches a connection path 12, which connects a reservoir tank 10 and a wheel cylinder 11, between a communication state and a cutoff state; an electric cylinder 23 that is connected to a main flow path 12A, which is a portion of the connection path 12 located between the cutoff valve 21 and the wheel cylinder 11; and a control unit 33. The control unit 33 causes brake fluid to be discharged into the main flow path 12A by the electric cylinder 23 in a state in which the main flow path 12A is cut off by the cutoff valve 21, thereby causing brake fluid pressure to be generated in the wheel cylinder 11. In addition, even after the brake fluid pressure generated in the wheel cylinder 11 has decreased to atmospheric pressure due to suction of the brake fluid from the main flow path 12A via the electric cylinder 23, the control unit 33 maintains the cutoff state of the main flow path 12A via the cutoff valve 21.
B60T 8/42 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
B60T 13/122 - Systems using both master cylinder and distributor valveStructural associations of master cylinder with distributor valve
This braking device 20 comprises an electric cylinder 51, a first hydraulic circuit 611 connected to a wheel cylinder 11, and a control device 80. The first hydraulic circuit 611 has a first differential pressure control valve 631, a first decompression valve 671, a first decompression reservoir 651, a first reflux liquid path 701, and a first circulation control unit 711. The control device 80 executes refill control for closing the first differential pressure control valve 631, allowing the first circulation control unit 711 to circulate a brake fluid from the first decompression reservoir 651 to the electric cylinder 51 in the first reflux liquid path 701, and moving a piston 512 in a retracting direction Zb by driving the electric cylinder 51 by means of a first electric motor 513.
An information processing device for a vehicle, the information processing device including one or more processors configured to execute acquiring vehicle driving force, acquiring inertial resistance with respect to motion of the vehicle, acquiring position coordinates of a point where the vehicle is situated, acquiring gradient resistance at the point where the vehicle is situated, calculating traveling resistance by subtracting the inertial resistance and the gradient resistance from the vehicle driving force, and externally transmitting, from the vehicle, data including the positional coordinates, and the traveling resistance calculated based on the vehicle driving force at the positional coordinates, the inertial resistance, and the gradient resistance, as collected data.
In a vehicle to which a braking control device is applied, the ratio of the rear wheel frictional braking force to the front wheel frictional braking force becomes a prescribed value in a state where the front and rear wheel pressures are equal. An actuator generates front wheel frictional braking force by adjusting front wheel pressure and generates rear wheel frictional braking force by adjusting rear wheel pressure, and a controller that controls the actuator. When the regeneration device can generate the regenerative braking force, the controller individually adjusts the front and rear wheel pressures based on a regenerative braking force so that the ratio of the total rear wheel braking force to the total front wheel braking force becomes a prescribed value. However, when the regeneration device cannot generate the regenerative braking force, the controller adjusts the front wheel pressure and the rear wheel pressure to be equal.
An electric braking device generates a braking force at a wheel via application of a pressing force by a piston by linear motion of the piston in response to the transmission of a forward-direction rotational torque from an electric motor to a linear motion conversion mechanism. The electric braking device is provided with a one-way clutch that cuts off the transmission of a rotational torque between the electric motor and the linear motion conversion mechanism when applied with a rotational torque in a direction opposite to the forward direction and having a magnitude equal to or greater than a predetermined value.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
This electric braking device comprises a linear motion conversion mechanism having a screw shaft caused to rotate by an electric motor, and a nut that moves linearly in response to the rotation of the screw shaft. The electric braking device generates braking force in a vehicle wheel due to a piston coupled to the nut moving linearly within a cylinder and applying pressure to brake fluid. In the electric braking device, a coil spring, of which the extending/retracting direction is the linear motion direction of the piston, is installed in such a state as to be sandwiched between the piston and the screw shaft, so as to be compressed in response to the linear movement of the screw shaft in a direction for reducing braking force and to generate repulsive force against the compression.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
An electric braking device includes an actuator that, in a case in which an electric motor rotates in a second rotational direction due to a piston moving in a second direction which is the direction in which braking force decreases due to an external force, is driven to inhibit the piston from moving in the second direction by using electric power generated by the electric motor as the electric motor rotates in the second rotational direction.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
F16D 65/18 - Actuating mechanisms for brakesMeans for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together
F16D 121/04 - Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
This hydraulic pressure generation device is provided with: an electric motor that generates a first rotational power Tm; a reduction gear that decelerates the first rotational power Tm and outputs a second rotational power Tn; a conversion mechanism that is composed of a rotating member that performs rotational motion and a linear motion member that performs linear motion, and converts the second rotational power Tn into a linear power Fn of the linear motion member; a piston that is inserted into a cylinder, and adjusts a hydraulic pressure Pc of the cylinder by the linear power Fn; and a buffer member that, when the electric motor cannot generate the first rotational power Tm, absorbs kinetic energy of a moved member to be moved in a direction along a rotation axis Jk of the rotating member by the hydraulic pressure Pc. The buffer member is disposed on the side opposite to the cylinder with respect to the moved member in the direction of the rotation axis Jk, and absorbs kinetic energy by colliding with the moved member.
This hydraulic pressure generating device comprises: an electric motor MT which generates first rotational power Tm; a speed reducer GS which reduces the speed of the first rotational power Tm and outputs second rotational power Tn; a conversion mechanism GH which consists of a rotating member BK that performs a rotating motion and a linear motion member BD that performs a linear motion, and which converts the second rotational power Tn into linear power Fn of the linear motion member BD; a piston NC which is inserted into a cylinder CC formed in a housing HG that holds the speed reducer GS, and which adjusts a hydraulic pressure Pc in the cylinder CC by means of the linear power Fn; and a disc spring SD which is disposed on the opposite side to the cylinder CC with respect to the linear motion member BD in the direction of an axis of rotation Jk of the rotating member BK. The disc spring SD generates a spring force that inhibits movement of the linear motion member BD caused by the hydraulic pressure Pc if the electric motor MT cannot generate the first rotational power Tm.
A braking control device includes an information acquisition unit that acquires vehicle outside-condition information regarding a situation outside a vehicle, and a setting unit that sets responsivity of a braking operation according to an indicator output from a learning apparatus by inputting the vehicle outside-condition information acquired by the information acquisition unit to the learning apparatus.
A friction material composition, which is for molding a friction material for a braking device of a vehicle provided with a regenerative brake, in which the content of copper is 5% by mass or less in terms of elemental copper based on the friction material composition, and which includes a titanate having a layered crystal structure and a lithium potassium titanate having a tunnel crystal structure.
An information processing device includes a processor. The processor receives a requested acceleration as one of motion requests for a vehicle from each of sets of application software. The processor performs arbitration of requested accelerations that are received. The processor outputs an instruction signal for controlling an actuator of the vehicle based on a target acceleration that is a result of the arbitration of the requested accelerations. The processor acquires a detection value from an acceleration sensor installed in the vehicle. The processor performs first determination processing to determine whether an external impact has been applied to the vehicle, based on the target acceleration in addition to the detection value.
A motion manager for a vehicle includes one or more processors, and the one or more processors are configured to: receive acceleration request values from a plurality of applications and driver assistance levels associated with the respective acceleration request values; select the smallest acceleration request value of the plurality of acceleration request values received; select the highest driver assistance level of the plurality of driver assistance levels received; and while outputting a specified value according to the selected acceleration request value to an actuator of the vehicle, stop the output of the specified value under a condition according to the selected driver assistance level.
A motion manager for a vehicle includes one or more processors. The one or more processors are configured to: receive acceleration request values from a plurality of applications and driver assistance levels associated with the respective acceleration request values; select the highest driver assistance level of the driver assistance levels received; select the smallest acceleration request value of the acceleration request values associated with the selected driver assistance level; output a specified value according to the selected acceleration request value to an actuator of the vehicle; and stop the output of the specified value under a condition according to the selected driver assistance level.
The electric braking device includes a nut that is a rotating member that rotates upon receiving the rotation of an electric motor, a screw shaft that is a linear motion member that linearly moves in accordance with the rotation of the nut, and a piston that linearly moves together with the screw shaft to press a brake pad against a brake rotor. The piston is provided with a socket hole that is a spherical hole, and the screw shaft is provided with a spherical ball head that fits into the socket hole. With the ball head fitted into the socket hole, the piston is pivotably coupled to the screw shaft.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
F16D 55/226 - Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially
F16D 65/18 - Actuating mechanisms for brakesMeans for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together
NATIONAL UNIVERSITY CORPORATION TOKAI NATIONAL HIGHER EDUCATION AND RESEARCH SYSTEM (Japan)
Inventor
Hasegawa, Hiroki
Nakai, Junichi
Nakae, Kazuki
Takada, Masanori
Asano, Kenji
Wakamatsu, Satoshi
Takeda, Koichi
Abstract
According to the present invention, information regarding the basis for determining artificial intelligence to be abnormal is acquired. An inspection device (1) is provided with: a target image acquisition unit (101) that acquires an inspection image of an inspection target (5); and an abnormality estimation unit (103) that inputs the inspection image acquired by the target image acquisition unit to a machine-trained model for generating text indicating an abnormality included in the inspection object from the image of the inspection target, and acquires text indicating the abnormality.
This brake device for a vehicle comprises: a wheel cylinder that is provided to a wheel of a vehicle and that generates braking force when a brake fluid is introduced; a reservoir that stores the brake fluid; an electric cylinder which comprises a hydraulic chamber having a discharge hole, and in which the brake fluid is expelled or injected when a piston slides in response to the drive of an electric motor; a brake fluid passage that connects the discharge hole and the wheel cylinder; a release fluid passage that connects the brake fluid passage and the reservoir; and a reservoir shut-off valve which is a normally-open-type solenoid valve that is provided in the release fluid passage, shuts off when energized, and enables communication when not energized.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/36 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
B60T 13/122 - Systems using both master cylinder and distributor valveStructural associations of master cylinder with distributor valve
This electric braking device (1) is provided with: a single cover (30) that covers portions of a plurality of electric motors (11) exposed from a housing (50); and a seal part (40) that provides a seal between the housing (50) and the cover (30).
B60T 8/42 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
In an electric braking device (1), at least a portion of a motor coupling component (11C) coupled to an electric motor (11) or the electric motor (11) is disposed so as to face a non-fixed portion (72) of a case (60), and the electric braking device (1) is provided with supporting portions (30, 40) which support the non-fixed portion (72) of the case (60) and which are provided in parts of the electric motor (11) that face the non-fixed part (72) or parts of the non-fixed part (72) that face the electric motor (11).
Provided is a vehicle control device (1) for reflecting the operation variable of an operation member on the control of a vehicle, the vehicle control device (1) including: a probability estimation unit (101) for estimating the probability of an involuntary operation, which is an operation of the operation member by a driver, the operation being unintended by the driver, and is caused by a behavior change of the vehicle; and a suppression unit (103) for executing controlled variable suppression control for suppressing a controlled variable of the vehicle with respect to an operation variable of the involuntary operation by the driver as the probability estimated by the probability estimation unit (101) increases.
B60W 50/12 - Limiting control by the driver depending on vehicle state, e.g. interlocking means for the control input for preventing unsafe operation
B60W 40/08 - Estimation or calculation of driving parameters for road vehicle drive control systems not related to the control of a particular sub-unit related to drivers or passengers
B60W 60/00 - Drive control systems specially adapted for autonomous road vehicles
This electric braking device (BRK) generates a braking force by pressing a friction member (MSB) against a rotating member (KTB) that rotates integrally with a wheel (WHL) of a vehicle, and comprises: a rotating unit (RCH or GR) that is a portion of a transmission path of motive power from an electric motor (MTR) to the friction member and that rotates synchronously with the electric motor; and a rotation angle detecting unit (MKA) that detects the rotation angle of the electric motor by detecting rotation of a detected portion (MAG) provided in the rotating unit.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
F16D 65/18 - Actuating mechanisms for brakesMeans for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together
A motion sickness suppression device 100 comprises: seats 20A, 20B that can move so as to change the postures of occupants 200A, 200B seated thereon; an acceleration component derivation unit M13 that derives a total acceleration component that is the sum of the acceleration component of vehicle acceleration in the virtual axis direction Da, which is the axial direction of a virtual axis set between the occupant forward direction Cf and the occupant upward direction Cu, and the acceleration component of gravitational acceleration in the virtual axis direction Da; and a change unit M17 that executes a posture change process for changing the postures of the seats 20A, 20B so as to suppress deviation in the magnitude of the total acceleration component derived by the acceleration component derivation unit M13 from the magnitude of the total acceleration component when there is no vehicle acceleration.
A vehicle 10 to which a braking control device 50 is applied comprises: friction brakes 20 for applying front-wheel friction braking force; and friction brakes 20 for applying rear-wheel friction braking force. A processing circuit 51 of the braking control device 50 functions as: a target pitch angle acquisition unit M15 for acquiring a target pitch angle during turning of the vehicle 10; and a control unit M21 for operating the friction brakes 20 and the friction brakes 20 such that request braking force is distributed, during braking of the vehicle 10, to the front-wheel friction braking force and the rear-wheel friction braking force according to the target pitch angle.
B60T 8/1755 - Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
A braking control device 50 functions as: an instruction value setting unit M13 that executes at least one of first distribution change processing (S45) in which increases in a rear wheel braking force instruction value are not stopped even when it is estimated (S35) that there is a strong nose lift tendency in the orientation of a vehicle 10, and second distribution change processing (S145) in which increases in a front wheel braking force instruction value are not stopped even when it is estimated (S135) that there is a strong nose dive tendency in the orientation of the vehicle 10; and a control unit M15 that controls front wheel braking force on the basis of the front wheel braking force instruction value and controls rear wheel braking force on the basis of the rear wheel braking force instruction value.
B60T 8/1755 - Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
When it is diagnosed that a braking control device 50 functions normally, a command unit 70f transmits a braking force command value to drive units 60a, 60b, and a command unit 70r transmits the braking force command value to drive units 60c, 60d. Then, the drive units 60a, 60b drives braking mechanisms 30a, 30b according to the command value transmitted by the command unit 70f, and the drive units 60c, 60d drives braking mechanisms 30c, 30d according to the command value transmitted by the command unit 70r. Meanwhile, when it is diagnosed that the braking control device 50 does not function normally, at least one of the command units 70f, 70r executes backup control for compensating for a shortage of a braking force of a vehicle 10 for a braking request, which is caused by the braking control device 50 not functioning normally.
B60T 8/92 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
A linear motion unit (40) has a first groove (55) and a second groove (65) that are formed on the radially outer side of a shaft (50) and that accommodate seal members (80, 81). The groove width of the first groove (55) in the axial direction of the shaft (50) is more than the width of the seal member (80) in the axial direction, but is less than the movable range of the linear motion unit (40) in the axial direction. The groove width of the second groove (65) in the axial direction is more than the width of the seal member (81) in the axial direction, but is less than the movable range of the linear motion unit (40) in the axial direction. Tightening forces of the seal members (80, 81) are less than the maximum value of driving force of the linear motion unit (40).
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
B60T 8/17 - Using electrical or electronic regulation means to control braking
F16D 65/22 - Actuating mechanisms for brakesMeans for initiating operation at a predetermined position arranged in or on the brake adapted for pressing members apart
F16D 66/00 - Arrangements for monitoring working conditions of brakes, e.g. wear or temperature
This electric braking device (1) comprises an ECU (100) that selectively executes: first braking control for pressing a pad (30) against a disc (3) by driving an input piston (25) with an electric motor (22) in a direction such that the pad (30) approaches the disk (3) while a liquid passage (60) is interrupted via a first electromagnetic valve (54); and second braking control for pressing the pad (30) against the disc (3) by driving the input piston (25) with the electric motor (22) in the direction such that the pad (30) approaches the disk (3) while the liquid passage (60) is opened via the first electromagnetic valve (54).
B60T 8/00 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
B60T 13/122 - Systems using both master cylinder and distributor valveStructural associations of master cylinder with distributor valve
68.
ELECTRIC MOTOR CONTROL DEVICE, AND ELECTRIC BRAKING DEVICE FOR VEHICLE
An electric motor control device according to the present disclosure comprises: a first circuit to which electric power is supplied from a power supply; a second circuit that drives an electric motor by means of electric power supplied from the power supply via the first circuit; a signal communication unit that communicates, from the first circuit to the second circuit, a control signal for controlling driving of the electric motor by the second circuit; an abnormality determination unit that determines whether the signal communication unit is abnormal; a voltage-stabilizing unit that is provided to the second circuit and that stabilizes the voltage of a power line for supplying electric power from the first circuit to the electric motor; and a power line communication unit that performs power line communication, in which the first circuit superimposes a signal component that changes in response to the control signal on the power line, in order to transmit the control signal from the first circuit to the second circuit when it is determined by the abnormality determination unit that there is an abnormality in the signal communication unit.
H02P 29/028 - Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the motor continuing operation despite the fault condition, e.g. eliminating, compensating for or remedying the fault
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
A control device 100 of a braking system 200 is capable of executing two-channel adjustment processing for individually adjusting a first wheel fluid pressure and a second wheel fluid pressure, and one-channel adjustment processing for increasing both the first wheel fluid pressure and the second wheel fluid pressure by increasing a servo pressure. The control device 100, when closing holding valves 66 for rear wheels RR, RL during the execution of the two-channel adjustment processing, ends the two-channel adjustment processing and executes the one-channel adjustment processing.
B60T 8/26 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60W 10/04 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
B60W 10/18 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems
B60W 10/188 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
An ECU 50A comprises an execution device 56, and a memory device 57 that stores software executed by the execution device 56. The memory device 57 has an existing area which is an area in which existing software is written, and a blank area which is an area set to an address higher than that of the existing area and in which software is not written. When writing of new software to the memory device 57 is requested, the execution device 56 writes the new software to the blank area.
G06F 8/654 - Updates using techniques specially adapted for alterable solid state memories, e.g. for EEPROM or flash memories
B60R 16/02 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided forArrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric
71.
ELECTRIC CYLINDER DEVICE AND BRAKE FLUID PRESSURE CONTROL DEVICE
An example of an electric cylinder device according to an embodiment of the present invention comprises: a housing in which a cylinder is provided; a piston disposed inside the cylinder; a rotating member that rotates about a rotational axis; a linear motion member which is attached to the rotating member so as to move in a first direction along the rotational axis or in a second direction opposite to the first direction, in accordance with the rotation of the rotating member, and which presses the piston so as to reduce the volume of a liquid chamber of the cylinder by moving in the first direction; a first engaging portion provided on the piston; and a second engaging portion which is provided on the linear motion member, and which comes into contact with the first engaging portion to limit separation of the linear motion member from the piston in the second direction.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
A braking control device 50 uses the sum of a front wheel braking force instruction value and a rear wheel braking force instruction value to satisfy a target friction braking force. A processing circuit 51 of the braking control device 50 functions as an instruction value setting unit M13 that, when increasing the front wheel friction braking force, performs squeal suppression processing to increase the front wheel braking force instruction value while reducing the rear wheel braking force instruction value, and a control unit M15 that actuates a front wheel friction brake 20A on the basis of the front wheel braking force instruction value and actuates a rear wheel friction brake 20B on the basis of the rear wheel braking force instruction value.
B60T 8/26 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
B60G 17/015 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
B60T 8/00 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
B60T 8/17 - Using electrical or electronic regulation means to control braking
An electric brake control device according to the present invention comprises: a control unit for controlling an electric brake device that generates braking force in the wheels of a vehicle; an acquisition unit for acquiring a wheel speed pulse from a wheel speed sensor that outputs the wheel speed pulse each time the wheels rotate by a prescribed angle; a calculation unit for calculating the elapsed time from the acquisition of the previous wheel speed pulse to the acquisition of the current wheel speed pulse; and a counting unit for, in a state in which braking force to the wheels is held by the electric brake device, increasing a count value if the current elapsed time is shorter than the previous elapsed time when the acquisition unit acquires the wheel speed pulse. If the count value reaches a threshold or greater, the control unit controls the electric brake device so as to increase the braking force.
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
B60T 8/171 - Detecting parameters used in the regulationMeasuring values used in the regulation
B60T 8/173 - Eliminating or reducing the effect of unwanted signals, e.g. due to vibrations or electrical noise
A motion manager includes one or more processors configured to: receive a stop holding request for keeping a vehicle in a stopped state as one of motion requests from application software; and output an instruction value for turning ON a hydraulic brake to the hydraulic brake on a condition that the stop holding request is received. The one or more processors are configured to continue outputting the instruction value to a parking brake regardless of a presence or absence of the stop holding request, when outputting an instruction value for turning ON a parking brake to the parking brake after starting outputting the instruction value and until switching of the parking brake to an ON state is completed.
A braking control device comprising a first pressure-regulating valve that is provided in a fluid path connecting a discharge part and an intake part of a fluid pump driven by an electric motor, a second pressure-regulating valve that is provided between the first pressure-regulating valve and the intake part, and a controller that controls the first and second pressure-regulating valves. The brake control device controls rear wheel pressure by means of a first liquid pressure between the discharge unit and the first pressure-regulating valve, and controls front wheel pressure by means of a second liquid pressure between the first pressure-regulating valve and the second pressure-regulating valve. The controller selects either two-system pressure regulation for adjusting the front wheel pressure and the rear wheel pressure via the first and second pressure-regulating valves or one-system pressure regulation for adjusting the front wheel pressure and the rear wheel pressure via only the second pressure-regulating valve, and reduces the front wheel pressure when switching from the two-system pressure regulation to the one-system pressure regulation.
When operating a braking operation member 11 to stop a vehicle 10, a processing circuit 51 of a braking control device 50 executes reduction correction control for applying an instructional braking force smaller than a demand braking force to the vehicle 10 to suppress an attitude change of the vehicle 10 accompanying the stopping. The processing circuit 51 functions as: an operation amount increase determination unit M18 that determines whether the operation amount is increasing during execution of the reduction correction control; and an instruction-value increasing unit M19 that, when the operation amount increase determination unit M18 has determined that the operation amount is increasing, increases the instructional braking force so that the difference between the instructional braking force and the demand braking force becomes small.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/00 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
A braking device 20 for a vehicle includes a first braking unit 50 having an electric cylinder 51 that employs an electric motor 513 as a drive source. The braking device 20 includes a second braking unit 23 having a differential pressure regulating valve 621 provided in a flow passage connected to a wheel cylinder 11. Hydraulic pressure generated by the electric cylinder 51 is defined as first braking pressure, and differential pressure regulated by the differential pressure regulating valve 621 is defined as second braking pressure. A control device 100 executes overheat suppression processing by repeating forward rotation and reverse rotation of the electric motor 513 so as to hold the first braking pressure at a value lower than a target WC pressure, where the target WC pressure is defined as a target value of the hydraulic pressure in the wheel cylinder 11, and regulating a valve closing force of the differential pressure regulating valve 621, to thereby generate the first braking pressure and the second braking pressure so as to satisfy the target WC pressure by means of the sum of the first braking pressure and the second braking pressure.
B60T 8/00 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
B60T 8/17 - Using electrical or electronic regulation means to control braking
This electric cylinder device comprises an electric cylinder 51 and a control device. The electric cylinder 51 comprises an elastic body 518 which, when a piston 512 is positioned in an end-point position EP, provides the piston 512 with a force to push the piston 512 in an advancing direction Za. The control device performs an end-point movement process for moving the piston 512 to the end-point position EP. During the end-point movement process, an electric motor 513 is driven so that the rotational speed of the electric motor 513 becomes a target rotational speed in order to move the piston 512 in a retracting direction Zb, and, when the value of a current flowing through the electric motor 513 has become greater than a determination value, it is determined that the piston 512 has reached the end-point position EP, and the driving of the electric motor 513 is terminated. The determination value is a value which is greater than the value of a current that flows through the electric motor 513 when the rotational speed of the electric motor 513 is tracking the target rotational speed by an incremental amount.
B60T 8/00 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
This brake control device controls a wheel pressure of a wheel cylinder. The brake control device is provided with: a brushless motor that does not have a rotation angle sensor; a fluid pump that is driven by the brushless motor; a pressure adjustment valve that adjusts the discharge pressure of the fluid pump; and a controller that drives the brushless motor by means of a sensorless vector control and controls the pressure adjustment valve on the basis of an estimated speed in the sensorless vector control. When determining step-out of the brushless motor, the controller determines a specific speed that gradually decreases from the estimated speed when determining the step-out, and controls the pressure adjustment valve on the basis of the specific speed.
A brake control device includes a processor that controls a brake device of a vehicle. The processor receives a first braking request indicating first braking force by the brake device which is requested from an application that implements a driver assistance function of the vehicle. The processor receives a second braking request indicating second braking force by the brake device which is requested depending on an operation amount of a brake pedal of the vehicle. The processor starts override control when the processor receives the second braking request while the processor controls the brake device in accordance with the first braking request.
B60T 7/22 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle
B60T 8/171 - Detecting parameters used in the regulationMeasuring values used in the regulation
B60T 8/172 - Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
81.
Information processing device, non-transitory storage medium, and information processing method
An information processing method includes receiving shift requests to control a shift range of a vehicle from a plurality of application software products configured to implement driver assistance functions of the vehicle, arbitrating the shift requests by using, as a condition, whether each of the received shift requests is a request in a traveling range or a request in a parking range, when the traveling range is the shift range in which a driving wheel of the vehicle is rotatable and the parking range is the shift range in which the driving wheel is not rotatable, and generating an instruction value for an action request to drive an actuator based on a result of arbitration.
A braking control device (50) comprises: a stopping distance acquiring unit (M11) configured to acquire, as a stopping-related value, a distance traveled by a traveling vehicle (10) until the vehicle (10) stops, or a vehicle speed until the vehicle (10) stops; a switching control unit (M15) configured such that, if the stopping-related value becomes less than a first stopping determination value in a state in which a regenerative braking force is being applied to the vehicle (10), a frictional braking force is adjusted to a stop-maintaining braking force, while the regenerative braking force is adjusted in response to a braking demand to the vehicle (10); and a regenerative braking reduction control unit (M17) configured such that, if the stopping-related value becomes less than a second stopping determination value, the regenerative braking force is reduced such that the regenerative braking force becomes 0 (zero) by the time the stopping-related value becomes 0 (zero).
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/00 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
B60T 8/26 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
A braking control device (50) includes a mode switching unit (M11) that is configured to switch a control mode of a vehicle (10) between a first mode that generates, of a first braking force and a second braking force, at least the second braking force, and a second mode in which a braking proportion is made to be greater than a braking proportion of the first mode, and a control unit M(17) that is configured to, following switching of the control mode by the mode switching unit (M11), gradually change the braking proportion of braking force that is imparted to the vehicle (10) over a plurality of times of braking actions from a braking proportion of the control mode before switching by the mode switching unit (M11) to a braking proportion of the control mode following switching.
B60T 8/1755 - Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
B60T 8/00 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
An electric braking device 10 comprises: a deceleration mechanism 270 that decelerates the rotational motion of an output shaft 261 of an electric motor 260; a linear motion conversion mechanism 130 that converts the rotational motion of a third gear 273 constituting the deceleration mechanism 270 into rectilinear motion of a brake pad 170; a caliper body 110 that accommodates the linear motion conversion mechanism 130 and supports the brake pad 170 so as to be capable of linear motion; a support frame 250 that supports the third gear 273 of the deceleration mechanism 270 so as to be capable of rotation; and a case 210 that accommodates the deceleration mechanism 270 and the support frame 250 and is fixed to the caliper body 110. The support frame 250 is coupled to the caliper body 110.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
A braking control device includes: a master cylinder having a master chamber defined by a master piston; and a first pressure regulation unit having a servo chamber located on an opposite side of the master chamber and supplying a servo pressure to the servo chamber to generate a master pressure in the master chamber. The first pressure regulation unit acquires the master pressure and servo pressure and determines bottoming out of the master piston based on a comparison between the master and servo pressures. The first pressure regulation unit may make the comparison based on pressure-receiving area of the servo chamber and a pressure-receiving area of the master chamber. If the servo chamber pressure-receiving area is equal to the master chamber pressure-receiving area, the first pressure regulation unit determines bottoming out occurs when a difference between the servo pressure and the master pressure equals or exceeds a predetermined pressure.
A parking brake device includes a fluid unit including: a fluid pump that suctions brake fluid from a master cylinder using a first electric motor; and a pressure regulating valve that increases pressure of the brake fluid discharged by the fluid pump and supplies the increased pressure to a wheel cylinder as a brake fluid pressure, the fluid unit causing the brake fluid pressure to press a friction member against a rotating member fixed to vehicle wheels to generate a braking force, an electrically-powered unit that uses a second electric motor and generates the braking force on a parking wheel on which a parking brake is applied among the vehicle wheels, and a controller that controls the fluid unit and the electrically-powered unit. When the parking brake is actuated, the controller increases only the brake fluid pressure corresponding to the parking wheel in the wheel cylinder.
A hydraulic pressure generation device comprises: an electric cylinder 51, the power source of which is an electric motor 513; a fifth flow path 55 through which a brake fluid from the inside of a cylinder 511 of the electric cylinder 51 flows toward a wheel cylinder 11 when the brake fluid is discharged from an output port 516; and a resistance generation part 60 which is provided to the fifth flow path 55. The resistance generation part 60 is configured such that flow resistance is greater when the brake fluid flows through the fifth flow path 55 in the depressurization direction Yb than when the brake fluid flows through the fifth flow path 55 in the pressurization direction Ya.
A braking control device (SC) is composed of a brushless motor (MT) and a controller (ECU) for controlling the brushless motor (MT), and implements a plurality of automatic pressurization controls in which the brushless motor (MT) is used as a power source to automatically increase a braking torque (Tb) applied to a vehicle wheel (WH). The controller (ECU) determines an upper-limit speed (Nx) of the brushless motor (MT), and drives the brushless motor (MT) so that the rotational speed (Na) does not exceed the upper-limit speed (Nx). Moreover, the controller (ECU) determines the upper-limit speed (Nx) to be varied between at least two of the plurality of automatic pressurization controls.
B60T 8/00 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
B60T 8/175 - Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
B60T 8/1755 - Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
H02P 6/08 - Arrangements for controlling the speed or torque of a single motor
An information processing device includes a processor. The processor acquires an operation amount for acceleration/deceleration of a first vehicle by a driver of the first vehicle. The processor acquires an inter-vehicle distance from the first vehicle to a second vehicle traveling ahead of the first vehicle. The processor determines whether the operation amount meets a first specific condition determined in advance. The processor determines whether the inter-vehicle distance meets a second specific condition determined in advance. The processor calculates a diagnosis result about the inter-vehicle distance based on the inter-vehicle distance acquired when the processor determines that both the first specific condition and the second specific condition are met. The processor outputs the diagnosis result.
B60W 50/14 - Means for informing the driver, warning the driver or prompting a driver intervention
B60W 30/17 - Control of distance between vehicles, e.g. keeping a distance to preceding vehicle with provision for special action when the preceding vehicle comes to a halt, e.g. stop and go
B60W 50/02 - Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
A linear actuator includes an electric motor and a linear motion conversion mechanism. The linear motion conversion mechanism includes a screw shaft and a nut screwed into the screw shaft, and is configured such that the nut moves linearly according to a rotation of the screw shaft. The screw shaft is provided with a hole coaxial with an axis of rotation in this linear actuator. Then, the electric motor and the linear motion conversion mechanism are axially aligned by inserting the distal end portion of the motor shaft, which is coaxial with the rotor of the electric motor and rotates integrally, into the hole.
A vehicle 90 to which a control device 10 is applied is provided with, as electric parking brake devices, a first EPB device 61L for generating a braking force on left wheels and a second EPB device 61R for generating a braking force on right wheels. The vehicle 90 is configured to be able to automatically control a turning mechanism 50 for adjusting the steering angle of steered wheels. If, with the vehicle 90 stopped on a sloping road, the braking force that either the first EPB device 61L or the second EPB device 61R generates is insufficient, the control device 10 generates a turning command value for controlling the turning mechanism 50 in a direction to suppress the turning of the vehicle 90, on the basis of a turning direction of the vehicle 90 when it is assumed that the vehicle 90 will move down the sloping road due to the insufficient braking power.
B60W 50/029 - Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
B62D 6/00 - Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
B62D 113/00 - Position of parts of the steering mechanism, e.g. the steered wheels or the steering wheel
92.
VEHICLE MOTION MANAGER, VEHICLE CONTROL METHOD, AND NON-TRANSITORY STORAGE MEDIUM
A vehicle motion manager includes one or more processors configured to: receive a first acceleration request value that requires degeneration and a second acceleration request value that does not require the degeneration from a first application and a second application, respectively; select a smallest acceleration request value out of the acceleration request values received by the one or more processors; when the one or more processors select the first acceleration request value, repeatedly output a degeneration value based on the first acceleration request value; and output an instruction value corresponding to the acceleration request value selected by the one or more processors or the degeneration value to an actuator of a vehicle. The one or more processors are configured to, in response to selection of the first acceleration request value, receive the degeneration value output by the one or more processors instead of the first acceleration request value.
An electric braking device 10 comprises: a piston 80 that, together with a linear motion section 70, presses friction materials 24, 25 against a rotating body 201 by linear motion; and a regulating section 90 that is provided between the piston 80 and the linear motion section 70 in the radial direction and that regulates relative rotation between the linear motion section 70 and the piston 80. The regulating section 90 is configured to allow displacement of the piston 80 relative to the linear motion section 70 in a first direction D1 and a second direction D2.
F16D 55/225 - Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
F16D 65/18 - Actuating mechanisms for brakesMeans for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together
A processing circuit 81 of this electric braking device is provided with: a base-value derivation unit M12 that derives as a piston-thrust base value PptB a value corresponding to a target braking force FbpTr; a first adder M15 that calibrates the piston-thrust base value PptB so that a computational result between a calibration value and the piston-thrust base value PptB in a situation in which the target braking force FbpTr decreases to become a prescribed braking force, will be greater than a computational result between a calibration value and the piston-thrust base value PptB in a situation in which the target braking force FbpTr increases to become a prescribed braking force; and a motor-control unit M20 that controls an electric motor 31 by supplying power based on the computational results from the first adder M15 to the electric motor 31.
B60T 8/00 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
H02P 29/00 - Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
In the case where drive power of a vehicle is increased, a control device starts micro-braking control for generating a braking force on at least one wheel of a front wheel and a rear wheel. During execution of the micro-braking control, the control device estimates an efficacy factor that is a factor indicating a relationship of a magnitude of the braking force to a magnitude of a pressing force generated by a friction braking system. The control device estimates the efficacy factor for the wheel, to which the braking force is applied by the micro-braking control, on the basis of a deviation between generated drive power, which is based on a required value for a power source, and actual drive power actually acting on the vehicle, and the pressing force corresponding to the wheel, to which the braking force is applied by the micro-braking control.
B60T 8/28 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels responsive to deceleration
B60T 8/171 - Detecting parameters used in the regulationMeasuring values used in the regulation
B60T 8/172 - Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
A vehicle which adopts a control device as a braking control device includes a sensor that acquires a rotation angle of a wheel. The control device includes a first distance calculation unit, a second distance calculation unit, and a braking control unit. The first distance calculation unit sets a braking force corresponding to a braking operation member operation amount as a reference braking force, estimates vehicle longitudinal acceleration based on the reference braking force, and calculates a braking force reference distance estimating a moving distance until the vehicle stops based on the longitudinal acceleration. The second distance calculation unit calculates a wheel reference distance estimating the vehicle moving distance based on a detection signal of the sensor and a wheel diameter. The braking control unit executes feedback control for controlling the vehicle braking force so that a difference between the braking force reference distance and the wheel reference distance decreases.
B60T 8/88 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
B60T 8/171 - Detecting parameters used in the regulationMeasuring values used in the regulation
B60T 8/172 - Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
B60T 8/1755 - Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
B60T 8/58 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions
B60T 8/92 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
A vehicle trouble handling system 100 includes a trouble detection unit M11 that detects occurrence of trouble relating to travelling of a vehicle 10 in the vehicle 10, a trouble information transmission unit M13 that acquires trouble information relating to the trouble detected by the trouble detection unit M11, a countermeasure generation unit M15 that generates a countermeasure corresponding to the trouble detected by the trouble detection unit M11 on the basis of the trouble information acquired by the trouble information transmission unit M13, and a countermeasure implementation unit M17 that implements processing corresponding to the countermeasure generated by the countermeasure generation unit M15.
During a normal condition of a braking control device, a first instruction unit gives instructions of braking force to be applied to a first wheel and a third wheel, and a second instruction unit gives instructions of braking force to be applied to a second wheel and a fourth wheel. When a failure occurs in the first instruction unit and the first instruction unit can no longer give the instructions of the braking force to be applied to the first wheel and the third wheel, the second instruction unit takes over the task of giving the instruction of braking force to be applied to the first wheel, and a third instruction unit takes over the task of giving the instruction of braking force to be applied to the third wheel.
This vehicular operation pedal device is provided with a pedal arm (20), an expansion/contraction device (30), and a link mechanism (40). The link mechanism (40) has a connecting link (50) and a connecting lever (70). The connecting lever (70) has a first connecting portion (71) connected to the connecting link (50) in such a manner as to be able to rotate relatively around a third centerline (L3), a support portion (73) supported by a lever support shaft (60) in such a manner as to be able to rotate around a fourth centerline (L4), and a second connecting portion (72) connected to the expansion/contraction device (30) in such a manner as to be able to rotate relatively around a fifth centerline (L5). The connecting lever (70) has a structure in which the third centerline (L3) of the first connecting portion (71), the fourth centerline (L4) of the support portion (73), and the fifth centerline (L5) of the second connecting portion (72) are positioned at the three corners of an acute triangle when viewed from the direction in which a first centerline (L1) extends.
A friction material composition including a fiber substrate, a binder, an organic filler and an inorganic filler, wherein the content of copper in the friction material composition is 5% by mass or less in terms of elemental copper, and the friction material composition includes magnesite as the inorganic filler.
patents
