Toyota Jidosha Kabushiki Kaisha

Advics Co., Ltd.

Other

Tetsuya Miyazaki

Takayuki Yamamoto

Kazunori Nimura

Yoshito Tanaka

Daisuke Nakata

Masaaki Komazawa

Akihiro Otomo

Fumiaki Kawahata

Hiroshi Nakaoka

Eiji Nakamura

Koichi Kokubo

Masayasu Ohkubo

Rio Suda

Yoshiaki Irie

Kumiko Akita

Hiroaki Niino

Kazunori Kagawa

Yoshio Masuda

Hiroshi Toda

Hirohiko Morikawa

Iwao Izumikawa

Terushige Uraoka

Masakuni Suzuki

Hiroyuki Matsubayashi

Yasushi Hanaki

Koji Watanabe

Takami Iwamoto

Yunsik Lim

Jiwon Im

Kimihiro Matsuki

A vehicle brake system including: a brake operation member to be operated by a driver; a brake device configured to generate a braking force in accordance with an operation of the brake operation member; an operation amount sensor configured to detect an operation amount of the brake operation member; and a controller configured to control the braking force generated by the brake device, wherein the controller determines whether the brake operation member is in an operating state or in a non-operating state and controls, based on the determination, the braking force, and wherein the controller determines that the brake operation member is in the operating state when the operation amount exceeds an operating-state determining threshold and determines that the brake operation member is in the non-operating state when a time not less than a first set time elapses with the operation amount kept less than a non-operating-state determining threshold.

Vehicle brake system

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 vehicle includes: a friction braking device configured to generate a friction braking force; a generator motor configured to generate a regenerative braking force; and a control unit configured to adjust the friction braking force and adjust the regenerative braking force by controlling energization of the generator motor such that a braking force that is required by the vehicle is generated, interrupt energization of the generator motor at predetermined timing after timing at which a duration of an occupant's specific operation is equal to a threshold time, and control the regenerative braking force such that the regenerative braking force gradually reduces within a specific period from operation detection timing, at which the specific operation has been detected, to the predetermined timing when the regenerative braking force is being generated at the operation detection timing.

Vehicle

A master cylinder generates master cylinder pressures in response to a brake operation by a driver on a brake pedal. A power hydraulic pressure generation device includes a pressure pump and an accumulator, and the accumulator accumulates an accumulator pressure increased by the pressure pump. A hydraulic pressure control valve device includes holding valves, pressure decreasing valves, and master cut valves for carrying out transmission of the master cylinder pressures from the master cylinder or the accumulator pressure from the accumulator. A stroke simulator is connected to a master pressure pipe via a simulator cut valve. The normally-open master cut valves and the normally-closed simulator cut valve for carrying out transmission of the master cylinder pressures mechanically generated by the master cylinder are backed up with backup electric power so that the operations continue even in the event of a change in state of electric power supply.

Brake device for vehicle

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 holding valve () is provided on an individual flow passage () connecting a main flow passage () and a wheel cylinder () to each other. The holding valve () permits communication between an upstream side and a downstream side in an open state to transmit the hydraulic pressure from an accumulator () to the wheel cylinder (), and shuts off the communication between the upstream side and the downstream side in a closed state. Moreover, a pressure reducing valve () for realizing communication or shutoff between a reservoir () and a main flow passage () and between the reservoir () and the wheel cylinder () is provided on a pressure reducing individual flow passage () for connecting a reservoir flow passage () and the individual flow passage () to each other. Then, when a driver carries out a return operation on a brake pedal () during antiskid control, a brake ECU () inhibits the holding valve () in the closed state from shifting to the open state, maintains the holding valve () in the open state, and controls the pressure reducing valve () corresponding to this holding valve () to shift to the open state. As a result, a hydraulic pressure in the main flow passage () is decreased via the holding valve () and the pressure reducing valve () in the open state.

Vehicle brake apparatus

A brake ECU sets two sensor state flags to fix states of first and second master pressure sensors as an abnormal state when a value of a simultaneous timer becomes equal to or larger than an abnormal-state fixing time. The simultaneous timer serves to measure a time that the first master pressure sensor is determined to be not under a normal state and the second master pressure sensor is determined to be not under a normal state on the basis of the sensor state flags. The abnormal-state fixing time is set to a time shorter than an abnormal-state fixing time used for changing the state of each of the master pressure sensors from an invalid state to an abnormal state.

Brake control device for vehicle

A vehicle includes: a friction braking device configured to generate a friction braking force; a generator motor configured to generate a regenerative braking force; and a control unit configured to adjust the friction braking force and adjust the regenerative braking force by controlling energization of the generator motor such that a required braking force that is required by the vehicle is generated, interrupt energization of the generator motor at predetermined timing after timing at which a specific operation, which is a combination of a plurality of operations conducted by an occupant, has completed within a threshold time, and control the generator motor so as to prohibit generation of the regenerative braking force by the generator motor when at least one of the plurality of operations combined as the specific operation has been detected within a specific period back from braking start timing at which the required braking force is generated.

A vehicle configured to suppress a variation in a deceleration during braking. When a regeneration braking force is generated by a hybrid ECU to brake a hybrid vehicle, and an abnormality occurs to communication between the ECU and a brake ECU, the ECU gradually decreases a magnitude of a target regeneration braking force as the time elapses. On the other hand, the ECU gradually increases a magnitude of a target friction braking force up to a magnitude of a target total braking force as the time elapses. Further, when the vehicle is braked, and power supply to the ECU is shut off to result in an abnormality in the communication between the ECU and the ECU, the ECU finishes the regeneration operation of an electric motor, and the ECU rapidly increases the magnitude of the target friction braking force to the magnitude of the target total braking force.

A hydraulic brake system including: (a) a first hydraulic-pressure generating device including a manual hydraulic pressure source; (b) a second hydraulic-pressure generating device including a power hydraulic pressure source; (c) a manual-operation-associated brake line including a communicating device that is to be brought into communication with the manual hydraulic pressure source and brake cylinder or cylinders of the plurality of hydraulic brakes; (d) an output hydraulic-pressure control device and a flow restraining device disposed in parallel with each other between the manual-operation-associated brake line and the second hydraulic-pressure generating device; and (e) a power hydraulic pressure source control device for activating the power hydraulic pressure source such that the hydraulic pressure is supplied to the manual-operation-associated brake line via the flow restraining device, when the output hydraulic-pressure control device cannot control the hydraulic pressure outputted by the second hydraulic-pressure generating device.

Hydraulic brake system

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.

In a brake control system, a power supply portion supplies a voltage to a plurality of actuators. When a first actuator is supplied with a voltage equal to or higher than a first minimum operating voltage from the power supply portion, the first actuator operates to perform a first function. When a second actuator is supplied with a voltage equal to or higher than a second minimum operating voltage from the power supply portion, the second actuator performs a second function. The first minimum operating voltage and the second minimum operating voltage are set to be different from each other by a predetermined value so that the first actuator and the second actuator stop operating in a predetermined sequence with a decrease in the supplied voltage.

Brake control system

A fuel combustion enhancement apparatus of an internal combustion engine, which is capable of greatly reducing fuel and improving combustion efficiency and torque and reducing exhaust gas, includes a power source terminal, a conductor platefor gas activation, an amplifier, and a gas activation enhancement devicewhich includes a frequency resonance coil power source, a local oscillation power source, a detection circuit, a power amplification circuit, a power amplification IC, and an amplifier power sourceconnected between the power source terminal and the conductor plate. The conductor plateincludes a coil unit, and copper platesare electrically connected between both ends of the coil unit, and auxiliary platesmade of materials having a different standard electrode potential value from materials of the copper plates are disposed at bottoms of the copper plates

Fuel combustion enhancement apparatus of internal combustion engine

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 hydraulic brake system includes: a hydraulic pressure source provided for a vehicle, and including a hydraulic-pressure generating device and a reservoir; a plurality of hydraulic brakes provided for respective wheels of the vehicle, and configured to restrain rotations of the respective wheels; and a control valve device including at least one hydraulic-pressure control valve group disposed between the hydraulic-pressure generating device and at least one of brake cylinders of the hydraulic brakes and/or between the reservoir and the at least one of the brake cylinders. Each of the at least one hydraulic-pressure control valve group includes (a) at least one ON/OFF control valve and (b) at least one linear control valve that are disposed in parallel with each other.

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Toyota, Japan

Tetsuya Miyazaki