Toyota Jidosha Kabushiki Kaisha

Kazunori Nimura

Tetsuya Miyazaki

Hiroshi Nakaoka

Takayuki Yamamoto

Kei Sato

Masayasu Ohkubo

Masaki Nanahara

Yoshito Tanaka

Takeshi Ishida

Kentaro Oya

Tsuyoshi Yamasaki

A brake control system includes: a friction brake unit configured to generate a friction braking force; a regenerative brake unit configured to generate a regenerative braking force; and a brake control unit configured to control the regenerative brake unit and the friction brake unit based on a regenerative target value and a friction target value based on a target braking force, which is a target of the braking force to be provided to a wheel. The brake control unit controls the regenerative brake unit based on a second regenerative target value larger than a first regenerative target value that has been defined based on the target braking force.

Brake control device

A brake control device includes a pilot-type pressure-increasing device. A pilot unit of the pressure-increasing device is connected to a power hydraulic pressure generating device via a pilot input passage. A linear control valve that is also used for adjusting a hydraulic pressure of a wheel cylinder is provided on the pilot input passage. A brake ECU checks whether the pressure-increasing device is normally activated or not based on a hydraulic pressure outputted from the pressure-increasing device when the linear control valve is energized for an activation check. Thus, the brake ECU can perform the activation check of the pressure-increasing device without requiring a driver's operation on a brake pedal.

Vehicle brake control device

A first ECU estimates whether the operation of a second actuator has been started, based on the variation of the hydraulic pressure with respect to the flow rate of hydraulic fluid outputted from a first actuator. Even in a case where the operation information of the second actuator is not received, the first ECU sets the control mode to a simultaneous operation mode, when it is estimated that the operation of the second actuator has been started. In the simultaneous operation mode, a controlled parameter of linear control valves on assumption that the second actuator is operating is set up, and a stop instruction of regenerative braking is transmitted to a hybrid ECU.

Brake apparatus

A master cylinder includes pressurizing chambers and atmospheric pressure chambers which are in communication with a reservoir provided upstream. The pressurizing chambers of the master cylinder are connected to a brake fluid pressure control valve device through master pressure pipes provided with master cut valves. The atmospheric pressure chambers of the master cylinder bypass the master cut valves and are connected to the brake fluid pressure control valve device through bypass pipes provided with check valves. A pump constituting a brake fluid pressurizing section of the brake hydraulic control valve device suctions the brake fluid from the reservoir preferentially through the bypass pipes provided with the check valves and pressurizes the brake fluid to supply a brake fluid pressure to brake fluid pressure adjust sections.

Brake device for vehicle

A brake control device includes a front-wheel left-right communication passage that allows communication between wheel cylinders for a front-left wheel and a front-right wheel via a front-wheel communication on-off valve, and a rear-wheel left-right communication passage that allows communication between wheel cylinders for a rear-left wheel and a rear-right wheel via a rear-wheel communication on-off valve. The brake control device executes a hydraulic control by keeping the front-wheel communication on-off valve and the rear-wheel communication on-off valve opened. The front-wheel communication on-off valve is a normally closed type, and the rear-wheel communication on-off valve is a normally opened type.

When a brake pedal is slowly depressed, a brake ECU sets a target current iFL* of a pressure-increasing linear control valve for a front-left wheel to increase from a current value lower than a valve-opening current i open by a decrease set value i, and sets a target current iFL* for a pressure-increasing linear control valve for a front-right wheel to increase from a current value lower than a valve-opening current i open by a decrease set value i(&#x3c;i). This prevents a timing at which the pressure-increasing linear control valve is closed and a timing at which the pressure-increasing linear control valve is closed from matching, whereby a variation in a vehicle deceleration G can be suppressed.

A brake system includes: (a) a first brake device including a first actuator and a first brake that utilizes an output of the first actuator; (b) a second brake device including a second actuator and a second brake that utilizes an output of the second actuator; (c) a regenerative-electric-energy obtaining device configured to obtain a regenerative electric energy that is returned to a power source device; and (d) an actuator control device configured to reduce a total consumed electric energy, by controlling the first actuator and/or the second actuator in a manner that maintains a state in which a required braking force is satisfied by a braking force of the first brake and/or a braking force of the second brake, such that the total consumed electric energy is made smaller when a regenerative electric energy is small, than when the regenerative electric energy is large.

Brake system and actuator control device

A brake control system includes: a friction brake unit for generating a friction braking force; a regenerative brake unit for generating a regenerative braking force; and a control unit for controlling the regenerative and friction brake units based on a regenerative target value and a friction target value defined based on a target deceleration, and for controlling a braking force by selecting one of a plurality of control modes including both a regeneration permission mode in which a total braking force is generated by the regenerative and friction braking forces, and a regeneration prohibition mode in which the target deceleration is generated by the friction braking force. In the permission mode, the control unit generates the total force by providing a delay, while in the prohibition mode, the control unit provides a delay smaller than the above delay to the friction braking force or does not provide a delay.

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Toki, Japan

Kazunori Nimura