Sumitomo Electric Industries, Limited

Advics Co., Ltd.

Yoichi Miyawaki

Masato Yoshino

Keita Nakano

Hideaki Higashimura

Makoto Nishikimi

Kazuhiro Kato

Hirohisa Tanaka

Hiroaki Niino

Koji Takata

Takashi Sato

Hideaki Fujioka

A brake control apparatus for a vehicle includes a first calculating portion for calculating a master cylinder pressure, a first determining portion for determining whether or not the brake operation is performed, a second calculating portion for calculating a target wheel cylinder pressure, a third calculating portion for calculating a controlled pressure, a controlling portion for controlling a pressure difference control valve, a second determining portion for determining whether or not the vehicle is stopped, and a driving portion for specifying a drive pattern of a motor to a first motor drive pattern in a case where the vehicle is not stopped, the motor driving a pump for discharging a brake fluid, the driving means specifying the drive pattern to a second motor drive pattern in a case where the vehicle is stopped, the driving means driving the motor based on the motor driving pattern specified.

Brake control apparatus for vehicle

A brake system and a brake device for use with automobiles is provided in which braking energy stored in an auxiliary pressure source can be effectively used for braking, even if an electrical system fails. The vehicle brake system includes a proportional pressure control valve for generating braking liquid pressure by adjusting the braking energy stored in the auxiliary pressure source. A passage transmits the liquid pressure generated by a brake pedal stroke, a switching valve opens the passage in the powered condition and closes the passage in the off-powered condition, and an auxiliary control portion activates the proportional pressure control valve. Even in the off-powered condition, the high pressure accumulated in the auxiliary pressure source can be used to adjust the required braking liquid pressure at the proportional pressure control valve.

Brake system and brake device for use with automobiles

Braking system

This invention is to provide a brake system and a brake device for use of automobiles, in which a braking energy stored in an auxiliary pressure source can be exploited effectively for a braking purpose, even if an electrical system fails. In particular, the vehicle brake system includes a proportional pressure control valve for generating braking liquid pressure by adjusting the braking energy stored in the auxiliary pressure source . Also the vehicle brake system comprises a passage transmitting the liquid pressure generated by a stroke of a brake pedal , a switching valve opening the passage in the powered condition and closing the same in the off-powered condition, and an auxiliary control portion activating the proportional pressure control valve . Even in the off-powered condition, the high pressure accumulated in the auxiliary pressure source can be used to adjust the required braking liquid pressure at the proportional pressure control valve . The switching valve cane be replaces with a relief valve and a return valve for activating the proportional pressure control valve so as to effectively utilize the high pressure of the auxiliary pressure source even in the on-powered condition.

Vehicle braking system and vehicle braking device

A controlling method in a controlling system which changes the controlled physical quantity to follow up a target value smoothly to maximum. The control system includes a target value setting portion for setting a target value Y of the controlled physical quantity and a desired variation operation portion for obtaining a desired variation dWx of the controlled physical quantity in accordance with the target value Y. Further, a control demand output portion for outputting a control demand value Z in accordance with the desired variation dXw and a controlled apparatus which changes the controlled physical quantity in accordance with the control demand value Z are provided.

Controlling method to follow-up target value

A deceleration control device for a vehicle receives signals from an acceleration sensor, a speed sensor, and a brake fluid pressure sensor to calculate a brake fluid pressure control value to output a control signal to a brake pressure fluid control device. The deceleration control device may include a first arithmetic unit for calculating an actual deceleration of the vehicle, a second arithmetic unit for calculating a speed of the vehicle, a third arithmetic unit for calculating a target deceleration, and a fourth arithmetic unit for calculating the brake fluid pressure control command value. The first arithmetic unit may be coupled to the acceleration sensor signal and the speed sensor signal, the second arithmetic unit may be coupled to either the speed sensor signal or output of the first arithmetic unit, and the third arithmetic unit may be coupled to receive signals indicative of a stepping force of a brake pedal or a distance between the vehicle and an obstacle.

Deceleration control device for vehicle

The antilock brake control apparatus has a locking symptom detector for detecting a wheel locking symptom and a removal of wheel locking symptom. A microcomputer is provided for producing a depressurization signal in response to the detection of the wheel locking symptom until the removal of the wheel locking symptom, and for calculating, after a locking symptom is detected, a pressure difference between the current wheel cylinder pressure and the wheel cylinder pressure when a locking symptom is first detected to obtain a maximum pressure difference at a time when the removal of the wheel locking symptom is detected. The microcomputer further produces a slow pressurization signal in response to the removal of the wheel locking symptom and during an asynchronous state, in which a difference between the wheel speed and the estimated vehicle speed is more than a predetermined range, and a rapid pressurization signal in response to the establishment of the synchronous state, in which the difference is within the predetermined range, and until the wheel cylinder pressure is increased to gain a predetermined percentage of the maximum pressure difference.

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Itami, Japan

Yoichi Miyawaki