Advics Co., Ltd.

Denso Corporation

Other

Moriharu Sakai

Takashi Watanabe

Shoichi Masaki

Masahiko Kamiya

Daizo Oba

Koichi Hashida

Hiroshi Kondo

Takashi Murayama

Takayuki Shibata

Masuhiro Kondo

Shin Sasaki

Hideaki Higashimura

Shinichi Tsujimura

Kaneyoshi Nagatani

Shigeki Torii

Yuji Yabuki

Taizo Abe

Toshiharu Mizuno

Masami Iwamoto

In braking pressure control unit for a vehicle braking system, a space is formed, which is neighboring to electric brushless motors and arranged at ends of electromagnetic valves in a direction of a motor shaft of the electric motor. A printed circuit board for a motor driving circuit and a printed circuit board for a valve control circuit are arranged side-by-side in the space in the direction of the motor shaft. As a result, a longitudinal direction of the braking pressure control unit is suppressed to a small amount.

Braking pressure control unit for vehicle braking system

In a brake hydraulic pressure control device for a vehicle, a plurality of electromagnetic valves are mounted on a first surface of a housing, while an electric motor for driving pumps built in the housing are mounted on a second surface of the housing opposite to the first surface. A cover member for covering the electromagnetic valves is attached to the first surface, and a main ECU for controlling the electromagnetic valves and the electric motor is arranged in a space defined by the cover member and the first surface. One or more spaces are formed between the electric motor and the second surface to receive a plurality of pressure sensors for detecting hydraulic pressures at various parts in a hydraulic brake device of the vehicle.

Brake hydraulic pressure control device

A brake hydraulic pressure control unit includes motors mounted on one end of a hydraulic block so as to be aligned along a vertical direction. Each motor drives one of two sets of pumps. Solenoid valves and an electronic control unit are provided at the other end of the hydraulic block. Half of the solenoid valves and other component parts, which form a first hydraulic circuit, are provided in a vertically elongated area on the left-hand side of the pump mounting portions, and the other half of the solenoid valves and other component parts, which form a second hydraulic circuit, are provided in a vertically elongated area on the right-hand side of the pump mounting portions, with the component parts of each of the first and second hydraulic circuits overlapping each other in the lateral direction.

Brake hydraulic pressure control unit for vehicle

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

A vehicle emergency brake system has a second brake for braking a vehicle by increasing the frictional resistance with the road surface, a millimeter wave radar for detecting any obstacle in an advancing direction, a pedal speed sensor for detecting the step-in speed of a brake pedal for actuating a first brake, and a controller for actuating the second brake. If hard braking by the first brake is detected by the pedal speed sensor, the controller determines whether the vehicle is going to crash into an obstacle detected by the radar. If a determination is made that it will collide, the second brake is actuated. Thus, it is possible to reliably actuate the second brake in an emergency.

Emergency braking apparatus for vehicle

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 vehicle movement stabilizing device is provided which in effectively functioning braking, acceleration and turning movement during travel of the vehicle by activating the frictional force adding device, reliably controls the start and end of the operation of the frictional force adding device and prevents repetition of unnecessary operations. The vehicle movement stabilizing device is provided with frictional force adding device for increasing the frictional force of the wheels to the road surface by scattering particles and a controller. The controller is structured to start the operation of the frictional force adding device when it detects the operation start conditions based on signals from wheel speed sensors, a hydraulic pressure sensor and a step-in force sensor during braking, and to stop its operation if signals indicating disappearance of the state are detected, thereby preventing repetition of unnecessary operations.

Vehicle movement stabilizing device

The aim is to stably control the lateral movement of a vehicle even on a road where the frictional coefficient is extremely small, such as on a frozen road, thereby improving the turnability and travelling stability. The device includes a frictional force adding means for increasing the frictional force of wheels to a road surface by scattering particulates and a controller which calculates the target lateral movement value and the actual lateral movement value based on the signals from wheel speed sensors, a steering angle sensor and a yaw rate sensor and actuates the right or left frictional force adding means according to the difference between these two values to increase the frictional force, thereby stabilizing the lateral movement.

Vehicle lateral movement stabilizing device

A leaf spring for urging a spool toward a flange part of a yoke is provided between a guide fixed to a housing and the spool. Owing to the urging force of the leaf spring, the spool is pressed against the flange part of the yoke, and the yoke can be pressed against the cover through the spool. Thus it is possible to prevent the spool and the yoke from loosening. Further because the leaf spring is provided for each magnet valve, the leaf spring can be commonly used for respective modes of a fluid control apparatus and thus the cost can be reduced.

Magnet valve and fluid control apparatus using the same

An electromagnetic valve has a plunger as an armature of an electromagnetic actuator and a ball as a movable valve member. The plunger and the ball are separated to permit the ball to move freely in response to a pressure difference between an inlet and an outlet when the coil attracts the plunger. If the plunger undesirably moves by a pressure difference between both ends of the plunger, the ball can keep a closing condition during a suction pressure that is higher than a pressure in the inlet. Therefore, an undesired communication between a master reservoir and a pump is avoided.

Electromagnetic valve and hydraulic circuit

In a brake apparatus provided with an actuator for controlling brake fluid pressure applied to a wheel cylinder, a non-return valve disposed in a conduit connected to a master cylinder so as to allow brake fluid to flow toward the master cylinder. The non-return valve includes a ball serving as a valve body which seats on a valve seat formed between a small diameter portion and a large diameter portion in the conduit. After the ball is installed in the large diameter portion of the conduit, an opening part of the large diameter portion is closed by a lid while limiting a movement range of the ball so that a center of the ball does not reach an axis of a conduit perpendicularly connected to the large diameter portion.

Growing community of inventors

Kariya, Japan

Moriharu Sakai