Advics Co., Ltd.

Denso Corporation

Masahiko Kamiya

Daizo Oba

Hiroshi Kondo

Shin Sasaki

Taro Segawa

Hiroyuki Shinkai

Moriharu Sakai

Hidenobu Kajita

Shinichi Tsujimura

Yozo Majima

Takaaki Matsuhashi

Hiroaki Niino

Koichi Hashida

Kazuya Maki

Takashi Murayama

Hideaki Higashimura

Kazuo Masaki

Tadayoshi Usami

Taizo Abe

Tooru Fujita

Kyouji Kawano

A motion control device for a vehicle is configured so that a hydraulic unit mounting therein a pump for generating a controlled hydraulic pressure applied to respective wheel cylinders of the vehicle is integrated with a control unit provided with a yaw rate sensor for detecting a yaw rate of the vehicle and capable of controlling the hydraulic unit. The pump is composed of a pump drive section, drivingly rotated by a motor, and pumping sections which perform a pump function with the rotation of the pump drive section. The yaw rate sensor, the motor and the pump are arranged to satisfy a positional relation that the extending direction of a detection axis of the yaw rate sensor does not coincide with both of the extending directions of a rotational axis of the motor and a rotational axis of the pump drive section.

Motion control device for vehicle

A stopper formed of a magnetic material and forming a portion of a magnetic circuit has a deformable portion that deforms in accordance with the pressure in a space within a sleeve. The deformable portion is provided with a pressure sensor that measures the amount of deformation of the deformable portion. The deformable portion, corresponding to a diaphragm, is formed in the stopper, which is a conventional electromagnetic valve component part. Therefore, it is no longer necessary to provide a diaphragm or a seal member.

Electromagnetic valve and fluid control apparatus

A vehicle brake device A is provided with a master cylinderfor generating a fluid pressure depending on the stepping state of a brake pedaland a differential pressure control valveconstituted by a solenoid valve of the type that has two portsand is capable of controlling the differential pressure between the both portsand. The differential pressure control valveis connected at its portto an outlet portof the master cylinder. An ECUcontrols the differential pressure control valveto generate a controlled differential pressure corresponding to the pedal operation state of the brake pedalbetween the both portsand. Thus, according to the vehicle brake device A, it can be realized to obtain a pedal feeling which is smooth without suffering any delay in response, to easily alter a reaction force property of the brake pedal for any of various vehicle models, and to decrease in cost as well as dimension.

Vehicle brake device

A vehicle brake device A is provided with a master cylinder, a reservoir tank, solenoid valvesandfor adjustably draining brake oil from outlet portsof the master cylinderto the reservoir tank, a collision detection sensorfor detecting a collision of the vehicle, a fluid pressure meterfor detecting the master cylinder pressure, and an ECU. The ECUdetects the pushing-up of the brake pedalbased on the occurrence of a collision and the master cylinder pressure, and upon detection of the pushing-up, controls the solenoid valvesandto adjust the draining of the brake oil so that the brake pedalis withdrawn. Thus, a time point when the brake pedalbegins to be pushed up by the cause of the vehicle collision can be detected accurately and reliably, and the brake pedalcan be withdrawn accurately in dependence on the pushing-up. This reliably secures an anchorage upon which the driver keeps his body balance and reliably prevents an excess load from being exerted on the driver.

A combined service and parking brake apparatus includes a piston which forms a hydraulic chamber within a cylinder portion; a brake lining which, when pressed by the piston, brakes rotation of a disc rotor; a second piston which divides the hydraulic changer into a first hydraulic chamber and a second hydraulic chamber; a friction clutch which allows rotation of the second piston when the second piston is held at its home position and which disables rotation of the second piston when the second piston moves by a predetermined distance toward the second hydraulic chamber; an adjuster including an internal-thread portion and an external-thread portion and adapted to adjust the clearance between the pistons in accordance with the amount of wear of the brake lining; and a changeover valve for establishing and shutting off the communication between the first hydraulic chamber and the second hydraulic chamber.

Combined service and parking brake apparatus

If a pressure sensor is increased in size and therefore the inside diameter of a yoke is increased, a stopper is provided with a large-diameter portion. The large-diameter portion makes it possible to reduce the air gap between the stopper and the yoke and therefore suppress an increase in magnetic resistance. Besides, a magnetic circuit member is provided at an outer peripheral side of a sleeve. The magnetic circuit member makes it possible to reduce the air gap between the yoke and an armature and therefore suppress an increase in magnetic resistance.

Electromagnetic valve and mounting method thereof

There is a case where first and second pressurizing units press different portions of friction members to a brake disc so as to press the friction members to the brake disc with predetermined pressing force, thereby generating braking force. When the brake noise is generated, a distribution ratio of the pressing force is changed by changing at least one of the pressing force generated by the first pressurizing unit and the pressing force generated by the second pressurizing unit. Accordingly, when the friction member contacts the brake disc, it is possible to change pressure distributions between first portions and second portions, whereby the brake noise is reduced or suppressed.

Vehicle brake system for preventing brake noise

A braking force is generated by using a rotation of an electric motor to move a piston, which presses friction members onto a rotor. The displacement of the piston is controlled such that a detection value of a resolver becomes a target value. In the case of brake noise due to vibration of the rotor, the displacement of the friction members with respect to the rotor fluctuates in connection with the rotation of the rotor, leading to fluctuations in a rotational amount of the electric motor. Therefore, in a simple method and apparatus, brake noise can be detected based upon the magnitude of the fluctuation amount in the detection value of the resolver.

Vehicular braking apparatus and method

A brake squeal control device is proposed which carries out squeal control by specifying travel state and temperature conditions in which brake noise tends to be produced. The brake squeal control device is adapted to feed detection signals from a sensor group that indicates the travel state of the vehicle from a stepping force sensor or wheel speed sensors, and a sensor group that indicates the temperature state from an engine cooling water temperature sensor, a car compartment temperature sensor, a caliper temperature sensor or an outer air temperature sensor to a control circuit. If conditions corresponding to an 'in-the-cold' and 'first-in-the-morning' states are detected by computing in the control circuit, a solenoid valve is turned on and off to suppress brake squeals.

Vehicle brake squeal control device

A brake squeal control device is proposed in which specific control for reducing brake squeals can be carried out to meet the will of a driver, and squeal control conditions for starting squeal reduction can be set individually to meet the requirements of drivers. Signals from wheel speed sensors, which indicate travel state, a hydraulic pressure sensor in a hydraulic circuit, which indicates the braking state, interior and exterior temperature sensors, which indicate the temperature state, and a manual switch operated by the will of a driver are sent to a control circuit. Conditions when squeals which the driver wishes to reduce or eliminate are produced, are stored in the control circuit, and when certain data are prepared, thereafter, by detecting the conditions at the time of generation, automatic squeal control is carried out.

An output signal that accords with a rotation speed of a brake rotor of a respective wheel is output by a vehicle wheel speed sensor. A noise frequency identification portion identifies a frequency component that corresponds to brake noise from this output signal. It is possible, for example, to identify a frequency component that corresponds to brake squeal by performing fast Fourier transform (FFT) calculation for the vehicle wheel speed. Further, a noise detection portion determines that brake noise is being generated when the frequency component identified by the noise frequency identification portion is equal to or more than a predetermined value.

Brake noise detection device

A vehicle brake device having a hydraulic pressure generating source is proposed which can reliably prevent dragging and ensure the initial response of brakes during braking. In a brake fluid supply passage from the master cylinder to the wheel cylinder, a brake fluid circulating passage having a hydraulic pressure generating source is provided. A detector for detecting whether the brake pedal is being operated, and a detector for detecting dragging of the brake pads are provided, and only when dragging is detected while the brake pedal is not being operated, the hydraulic pressure generating source is actuated for a predetermined time with a supply valve provided in the brake fluid circulating passage closed and a return valve open to suck brake fluid in the wheel cylinder and increase the distances between the brake pads and the disk rotor, thereby reliably preventing dragging.

A hydraulic booster is provided between a M/C pressure and a W/C pressure. The hydraulic booster is composed of a pump and an amplifying piston amplifying the brake fluid amount discharged from the pump. The brake fluid discharged from the amplifying piston is supplied to the W/C via a first pipeline. The brake fluid discharged from the pump is supplied directly to the W/C via a second pipeline. First and a second control valves select the first or the second pipeline as a pressurizing path to the wheel cylinder.

Vehicle brake fluid pressure control device with hydraulic booster

A brake system includes first brake assist means arranged in a first brake circuit to increase a first wheel cylinder pressure to a level higher than a master cylinder pressure. The brake system further includes second brake assist means arranged in a second brake circuit to increase a second wheel cylinder pressure to a level higher than the master cylinder pressure. The second brake assist means includes a brake regulator mechanism that uses the increased first wheel cylinder pressure as a pilot pressure and adjusts the increased second wheel cylinder pressure to a pressure falling within a predetermined range from the increased first wheel cylinder pressure when the first brake assist means is activated.

Brake system having brake assist feature

The electromagnetic valve is comprised of first communication path and second communication path with a throttle connected in parallel to each other, a first plunger having a first valve for interrupting/communicating the first communication path and having a penetration hole extending to the second communication path, a second plunger having a second valve movable in or through the penetration hole for interrupting/communicating the second communication path, a spring member for generating spring biasing force and a coil member for generating an electromagnetic attracting force, when energized, to have the first and second plungers come close to each other against the spring biasing force. The electromagnetic valve may be controlled in a manner that the first communication path is interrupted and the second communication path is communicated at a pressure-increase timing during an anti-skid control.

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Kariya, Japan

Masahiko Kamiya