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1. 发明专利

JP2012240639A Brake control device 审中-公开
标题翻译：制动控制装置
公开(公告)号：JP2012240639A
公开(公告)日：2012-12-10
申请号：JP2011115760
申请日：2011-05-24
申请人： Advics Co Ltd , 株式会社アドヴィックス
发明人： TAKEYA HIROTAKA , OSAKI SHINTARO , KOKUBO KOICHI
IPC分类号： B60T8/48
摘要： PROBLEM TO BE SOLVED: To provide a brake control device capable of determining whether a motor runs idle without driving the motor for a long time.SOLUTION: When determining whether the motor runs idle, the brake control device drives the motor 60 twice, on the first try drives the first hour motor, and on the second try drives the second hour motor, which is longer than the first hour motor. Furthermore, the brake control device determines whether the motor runs idle by determining whether or not the difference between the first and second voltage drop hours MT1 and MT2 in which generated voltage (MT) by the motor 60 after the stop of the motor 60 lowers to a predetermined threshold voltage is not less than a threshold hour on the first try and second try respectively. In this manner, the motor driving hours of the first try and the second try is changed so that the brake control device can determine that the motor runs idle based on the difference between the first and second voltage drop hours MT1 and MT2 even if the viscosity of brake fluid or grease, etc. applied on a rotary shaft of the motor 60 becomes high, for example, at extremely low temperature. Therefore, the brake control device can determine that the motor runs idle even without driving the motor for the long time.
摘要翻译：要解决的问题：提供一种能够确定电动机是否在没有长时间驱动电动机的情况下空转的制动控制装置。
解决方案：当确定电机是否空转时，制动控制装置驱动电机60两次，第一次尝试驱动第一小时电机，第二次尝试驱动比第一小时电机长的第二小时电机小时电机。此外，制动控制装置通过判定电动机60停止后的电动机60的发电电压（MT）是否降低到第一和第二电压下降时间MT1和MT2之间的差，判定电动机是否空转分别在第一次尝试和第二次尝试时预定阈值电压不小于阈值小时。以这种方式，改变第一次尝试和第二次尝试的电动机驱动时间，使得制动控制装置可以基于第一和第二电压下降小时MT1和MT2之间的差来确定电动机怠速，即使粘度施加在电动机60的旋转轴上的制动液或油脂等变得高，例如在极低温度下。因此，即使长时间不驱动电机，制动控制装置也能够判定电动机怠速运转。版权所有（C）2013，JPO＆INPIT

2. 发明专利

JP2011117770A Vehicle control apparatus 有权
标题翻译：车辆控制装置
公开(公告)号：JP2011117770A
公开(公告)日：2011-06-16
申请号：JP2009273684
申请日：2009-12-01
申请人： Advics Co Ltd , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社アドヴィックス
发明人： KATO TOMOHIRO , OSAKI SHINTARO , TOMITA KOUICHI
IPC分类号： G01L27/00 , B60T8/00 , B60T17/22
摘要： PROBLEM TO BE SOLVED: To detect a failure in an atmospheric pressure sensor even without a GPS receiver.
SOLUTION: An altitude change is calculated on the basis of an estimated vehicle body acceleration dV calculated on the basis of an inclination angle θ and the detection signal of a wheel speed sensor detected on the basis of the detection signal of a forward/backward acceleration sensor. An atmospheric pressure change is estimated from the altitude change. By comparing the sensor value and estimated value of the atmospheric pressure change with each other, the failure in the atmospheric pressure sensor is detected, thereby detecting the failure in the atmospheric pressure sensor even without a GPS receiver.
COPYRIGHT: (C)2011,JPO&INPIT
摘要翻译：要解决的问题：即使没有GPS接收器，也可以检测大气压力传感器的故障。解决方案：基于基于倾斜角θ计算的估计车体加速度dV和基于前进/后退检测的检测信号检测到的车轮速度传感器的检测信号来计算高度变化，后向加速度传感器。从高度变化估计大气压力变化。通过比较大气压力变化的传感器值和估计值，可以检测大气压力传感器的故障，从而即使没有GPS接收器也能检测大气压力传感器的故障。版权所有（C）2011，JPO＆INPIT

3. 发明专利

JP2013154768A Brake control device for vehicle 有权
标题翻译：车辆制动控制装置
公开(公告)号：JP2013154768A
公开(公告)日：2013-08-15
申请号：JP2012016863
申请日：2012-01-30
申请人： Advics Co Ltd , 株式会社アドヴィックス
发明人： OSAKI SHINTARO , KISO TAKAHIRO
IPC分类号： B60T8/17 , B60T13/68
CPC分类号： B60T8/34 , B60T7/122 , B60T7/22 , B60T8/00 , B60T8/3655 , B60T8/4872 , B60T13/147 , B60T13/662 , B60T17/221 , B60T2201/06
摘要： PROBLEM TO BE SOLVED: To improve durability of a linear solenoid valve in a brake control device for vehicle which applies wheel cylinder fluid pressure, formed by applying a linear valve differential pressure to a master cylinder fluid pressure, to a wheel cylinder.SOLUTION: With the break control device, during vehicle running, a wheel cylinder fluid pressure Pw formed by applying a linear valve differential pressure ΔP to a master cylinder fluid pressure Pm is applied to a wheel cylinder and a frictional breaking force corresponding to the Pw is applied. After vehicle has stopped by the operation of a brake pedal during vehicle running, ΔP decreases by an increment of Pm each time a brake pedal is additionally depressed (a stroke increase). As a result, when the accumulation of increments of Pm reaches "the magnitude of ΔP at vehicle stop starting" while generation of "a condition under which a vehicle slides down on a slope due to an increase in stroke" is being suppressed, ΔP can be set to zero. That is, the drive time of the linear solenoid valve can be shortened.
摘要翻译：要解决的问题：为了提高车轮制动控制装置中的线性电磁阀的耐久性，其将通过对主缸流体压力施加线性阀压力而形成的轮缸液压施加到轮缸。断路控制装置在车辆行驶期间，将通过对主缸液压Pm施加线性阀压差Dgr而形成的轮缸流体压力Pw施加到轮缸，并施加与Pw对应的摩擦破坏力。车辆在车辆行驶期间由于制动踏板的操作而停止，并且每次制动踏板另外压下时，Dgr; P减小Pm的增量（行程增加）。结果，当抑制Pm的增量的累积达到“车辆停止开始时的”Dgr; P的大小“的同时，由于”由于行程增加而使车辆在斜坡上滑落的状态“的产生被抑制，＆Dgr; P可以设置为零。也就是说，可以缩短线性电磁阀的驱动时间。

4. 发明专利

JP2009264937A Apparatus for correcting vehicle behavior sensor temperature 有权
标题翻译：用于校正车辆行为传感器温度的装置
公开(公告)号：JP2009264937A
公开(公告)日：2009-11-12
申请号：JP2008115083
申请日：2008-04-25
申请人： Advics Co Ltd , 株式会社アドヴィックス
发明人： HASHIBA HITOSHI , OSAKI SHINTARO , ASANO KENJI , KONDO KEI
IPC分类号： G01C19/00 , B62D6/00 , B62D101/00 , B62D111/00 , B62D113/00 , B62D137/00 , G01P9/04
摘要： PROBLEM TO BE SOLVED: To provide an apparatus for correcting a vehicle behavior sensor temperature having versatility in which a writing process of correction information can be eliminated after assembling a vehicle behavior sensor on a vehicle.
SOLUTION: When the vehicle stops, zero point learning is performed when temperature sensors 4a, 5a are normal, by using the two temperature sensors 4a, 5a. Thereafter, until zero point learning is performed, a control interposing threshold Th is set in response to a temperature change amount ΔTy to a temperature when zero point learning is performed. Thereby, the vehicle behavior sensor temperature correction device having versatility in which the writing process of correction information can be eliminated after assembling the vehicle behavior sensors such as a yaw rate sensor 4 and a G sensor 5 on the vehicle, is provided.
COPYRIGHT: (C)2010,JPO&INPIT
摘要翻译：要解决的问题：提供一种用于校正车辆行为传感器温度的装置，其具有在车辆上组装车辆行为传感器之后可以消除校正信息的写入处理的多功能性。解决方案：当车辆停止时，通过使用两个温度传感器4a，5a，当温度传感器4a，5a正常时，执行零点学习。此后，直到进行零点学习为止，根据进行零点学习时的温度，将温度变化量ΔTy设定为控制插入阈值Th。因此，提供了具有多种功能的车辆行为传感器温度校正装置，其在车辆上组装诸如横摆率传感器4和G传感器5的车辆行为传感器之后可以消除校正信息的写入处理。版权所有（C）2010，JPO＆INPIT

5. 发明专利

JP2014080126A Vehicular brake control device 审中-公开
标题翻译：车辆制动控制装置
公开(公告)号：JP2014080126A
公开(公告)日：2014-05-08
申请号：JP2012229849
申请日：2012-10-17
申请人： Nissan Motor Co Ltd , 日産自動車株式会社 , Advics Co Ltd , 株式会社アドヴィックス
发明人： HARA KAZUO , OSAKI SHINTARO
IPC分类号： B60T8/00 , B60T8/17 , B60T17/00
摘要： PROBLEM TO BE SOLVED: To prevent occurrence of control hunting due to unnecessary restarting of a pump motor when performing motor stop control for stopping the motor.SOLUTION: A brake control device of a hybrid vehicle includes a master cylinder, a wheel cylinder, a VDC brake pressure actuator, and a differential pressure brake control part. The differential pressure brake control part includes: a motor stop control part for stopping a VDC motor when a stop-vehicle condition is established (step S5 to step S7); and a motor re-start control part for withholding determination of restarting the VDC motor while an operation hold continuation period condition is not established, the condition that a brake pedal holding continuation period for continuing a brake operation holding state exceeds a given period X required for cylinder pressure to decrease to given pressure due to a liquid leaking from a differential valve, when motor stop control is performed (step S8).
摘要翻译：要解决的问题：为了防止在执行用于停止电动机的电动机停止控制时由于泵电动机的不必要的重启而发生控制捕获。解决方案：混合动力车辆的制动控制装置包括主缸，轮缸，VDC 制动压力致动器和差压制动控制部件。差压制动控制部包括：当建立停车状态时停止VDC电动机的电动机停止控制部（步骤S5至步骤S7）; 以及电动机再起动控制部，在不建立运转保持持续时间条件的情况下，用于暂停确定重新启动VDC电动机的情况，用于持续制动操作保持状态的制动踏板保持持续时间段超过规定期间X的条件当执行电动机停止控制时，气缸压力由于液体从差速阀泄漏而降低到给定压力（步骤S8）。

6. 发明专利

JP2010132032A Running control apparatus and running control program 有权
标题翻译：运行控制装置和运行控制程序
公开(公告)号：JP2010132032A
公开(公告)日：2010-06-17
申请号：JP2008307552
申请日：2008-12-02
申请人： Advics Co Ltd , Denso Corp , 株式会社アドヴィックス , 株式会社デンソー
发明人： TOKIMASA MITSUHIRO , KUMABE HAJIME , NIWA MASARU , FUKUDA SHOTARO , TAKEDA MASAYOSHI , OSAKI SHINTARO
IPC分类号： B60W30/14 , B60T7/12 , B60W10/04 , B60W10/06 , B60W10/18 , B60W10/188 , B60W30/00 , B60W30/16
CPC分类号： B60T7/22 , B60T7/18 , B60T2201/02 , B60T2201/04 , B60W10/06 , B60W10/184 , B60W30/18109 , B60W30/182 , B60W50/10 , B60W2530/16 , B60W2540/12 , B60W2550/402 , B60W2710/105
摘要： PROBLEM TO BE SOLVED: To adequately restart running control according to the running circumstances of a vehicle. SOLUTION: A target shaft torque generating section 52 calculates the target shaft torque, including the feed-forward component considering running resistance to the running of the vehicle as target shaft torque for achieving target acceleration calculated by a vehicle speed maintenance calculation part 51. A braking arbitrating section 58 chooses torque having a larger amount of speed reduction between target shaft torque input from the target shaft torque generating part 52 and request braking shaft torque, corresponding to a driver's brake operation amount calculated by a brake driver model 57 to output it to a braking request torque implementing part 59. In a state where the request braking shaft torque exceeds the target shaft torque (the amount of speed reduction is larger), a brake override signal is output to an FB torque operating section 62. The braking request torque implementing section 59 to output a control signal for attaining shaft torque input from the braking arbitrating section 58 to a brake ECU 40. COPYRIGHT: (C)2010,JPO&INPIT
摘要翻译：要解决的问题：根据车辆的运行情况适当地重新开始运行控制。解决方案：目标轴转矩产生部分52计算包括前车辆部件的目标轴扭矩，该前馈部件考虑作为车辆行驶的行驶阻力，作为用于实现由车辆速度维持计算部件51计算出的目标加速度的目标轴扭矩制动仲裁部58选择与从目标轴扭矩产生部52输入的目标轴转矩和请求制动轴转矩之间的减速度大的扭矩，与由制动驾驶员模型57计算出的驾驶员的制动操作量相对应地输出在制动要求转矩实施部59的状态下，在请求制动轴转矩超过目标轴转矩（减速量较大）的状态下，向FB转矩操作部62输出制动超驰信号。制动请求扭矩实施部分59输出用于获得从制动仲裁输入的轴转矩的控制信号（C）2010，JPO＆INPIT

7. 发明专利

JP2013173470A Brake control device for vehicle 有权
标题翻译：车辆制动控制装置
公开(公告)号：JP2013173470A
公开(公告)日：2013-09-05
申请号：JP2012039639
申请日：2012-02-27
申请人： Advics Co Ltd , 株式会社アドヴィックス
发明人： OSAKI SHINTARO , KISO TAKAHIRO
IPC分类号： B60T8/00 , B60T8/17
CPC分类号： B60T13/20 , B60T7/122 , B60T8/17 , B60T8/3655 , B60T8/4872 , B60T13/18
摘要： PROBLEM TO BE SOLVED: To make it hard for a driver to receive a sense of discomfort to "an absorbing phenomenon of a brake pedal" generated when beginning to drive a hydraulic pump in a brake control device for a vehicle applying a wheel cylinder hydraulic pressure constituted by adding a linear valve differential pressure to a master cylinder hydraulic pressure to a wheel cylinder.SOLUTION: A wheel cylinder hydraulic pressure Pw constituted by adding a linear valve differential pressure to a master cylinder hydraulic pressure Pm is applied to a wheel cylinder while a vehicle is travelling in this device. The drive of a hydraulic pump is started and the drive of the hydraulic pump is stopped when a vehicle is stopped thereafter (t2) when the operation of a brake pedal is started (t1) while the vehicle is travelling. In this state (that is, while the vehicle is stopped, while the hydraulic pump is stopped, and while the brake pedal is operated), the drive of the hydraulic pump is started (t5) when it is detected that the vehicle starts to move in the middle of the returning operation of the brake pedal (t4) and the restepping motion of the brake pedal is detected (t5).
摘要翻译：要解决的问题：为了使驱动器难以在“车轮液压”的车辆的制动控制装置中开始驱动液压泵时产生的“制动踏板的吸收现象”感到不舒服通过向主缸液压压力增加线性阀差压构成。解决方案：将通过向主缸液压Pm添加线性阀差压构成的轮缸液压Pw施加到轮缸，而车辆正在这个装置上行驶。当车辆行驶时，当制动踏板的操作（t1）开始（t1）时，液压泵的驱动开始并且当车辆停止时（t2）停止液压泵的驱动。在这种状态下（即，当车辆停止时，液压泵停止，并且在制动踏板被操作的同时），当检测到车辆开始移动时液压泵的驱动开始（t5）在制动踏板（t4）的返回操作的中间，并且检测到制动踏板的重新起动（t5）。

8. 发明专利

JP2013006526A Vehicular brake device 有权
标题翻译：车辆制动装置
公开(公告)号：JP2013006526A
公开(公告)日：2013-01-10
申请号：JP2011140655
申请日：2011-06-24
申请人： Advics Co Ltd , 株式会社アドヴィックス
发明人： MORISHITA KAZUYA , OSAKI SHINTARO
IPC分类号： B60T8/17 , B60T17/18
CPC分类号： B60T13/586 , B60T1/10 , B60T7/042 , B60T8/4059 , B60T13/686 , B60T2270/402 , B60T2270/604
摘要： PROBLEM TO BE SOLVED: To prevent a driver from feeling sense of incongruity upon a brake operation by performing such a control that wheel cylinder hydraulic pressure may not rapidly drop when switching from feedback control to feed forward control.SOLUTION: A motor rotation speed estimation part 132 estimates motor rotation speed which increases gradually depending on a target rotation speed for FF control higher by an excess rotation speed than a target rotation speed for FB control when switching from FB control to FF control, and a flow rate calculation part 133 estimates a flow rate passing through a hydraulic pressure control valve which increases gradually depending on a lifting flow rate by a hydraulic pump corresponding to the estimated motor rotation speed. A control current correction calculation part 134 calculates and controls the control current to be applied to the hydraulic pressure control valve so that wheel cylinder hydraulic pressure may not change even when an electric motor is rotated at a FF control target rotation speed and brake fluid passing through the hydraulic pressure control valve increases gradually.
摘要翻译：要解决的问题：为了防止驾驶员通过执行这样的控制使驾驶员感觉到不一致，即当从反馈控制切换到前馈控制时轮缸液压不会迅速下降。解决方案：电动机转速估计部132根据从FB控制切换到FF控制时的FB控制的目标转速，比过去转速高的FF控制的目标转速逐渐上升的电动机转速，流量计算部133估计通过液压控制阀的流量，该液压控制阀根据与推定的电动机转速对应的液压泵的提升流量逐渐增加。控制电流校正计算部134计算并控制施加到液压控制阀的控制电流，使得即使电动机以FF控制目标转速旋转并且制动流体通过，轮缸液压也不会改变液压控制阀逐渐增加。版权所有（C）2013，JPO＆INPIT

9. 发明专利

JP2009150655A Vehicle behavior sensor temperature compensating apparatus 审中-公开
标题翻译：车辆行为传感器温度补偿装置
公开(公告)号：JP2009150655A
公开(公告)日：2009-07-09
申请号：JP2007326283
申请日：2007-12-18
申请人： Advics Co Ltd , 株式会社アドヴィックス
发明人： HASHIBA HITOSHI , OSAKI SHINTARO , ASANO KENJI , SUGIMOTO NAOKI
IPC分类号： G01C19/00 , G01C19/56 , G01C19/5776
摘要： PROBLEM TO BE SOLVED: To perform temperature compensation accurately without requiring connecting vehicle behavior sensors and an ESC-ECU with a long electric wire. SOLUTION: A yaw rate sensor 4 and a G sensor 5, which function as vehicle behavior sensors, are incorporated into the ESC-ECU 1. This can reduce the distance between the vehicle behavior sensors and an ESC microcomputer 2 as compared to a conventional case in which they are arranged physically apart from each other and can reduce the length of a connecting wire. Two temperature sensors 4a, 5a are provided, and when there is an abnormality in these temperature sensors 4a, 5a, temperature compensation is prohibited, thereby performing accurate temperature compensation. COPYRIGHT: (C)2009,JPO&INPIT
摘要翻译：要解决的问题：准确地进行温度补偿，而不需要连接车辆行为传感器和具有长电线的ESC-ECU。解决方案：作为车辆行为传感器的偏航率传感器4和G传感器5被并入到ESC-ECU1中。这可以减少车辆行为传感器和ESC微型计算机2之间的距离，与之相比，它们彼此物理上分开布置并且可以减小连接线的长度的常规情况。设有两个温度传感器4a，5a，当这些温度传感器4a，5a发生异常时，禁止温度补偿，从而进行精确的温度补偿。版权所有（C）2009，JPO＆INPIT

10. 发明专利

JP2009025081A Road surface gradient estimation apparatus 有权
标题翻译：道路表面梯度估计装置
公开(公告)号：JP2009025081A
公开(公告)日：2009-02-05
申请号：JP2007186913
申请日：2007-07-18
申请人： Advics:Kk , Denso Corp , 株式会社アドヴィックス , 株式会社デンソー
发明人： OSAKI SHINTARO , KODAMA HIROYUKI , TAKEDA MASAYOSHI , KADOWAKI KAZUNORI , KUMABE HAJIME , NAKAI YASUHIRO , NIWA MASARU , FUKUDA SHOTARO
IPC分类号： G01C9/00 , G01C9/08
CPC分类号： G01C9/00 , B60W30/143 , B60W40/072 , B60W40/076 , B60W2550/142
摘要： PROBLEM TO BE SOLVED: To provide a road surface gradient estimation apparatus for accurately estimating a road surface gradient.
SOLUTION: If an acceleration value Ggrad0 corresponding to a gradient estimation value obtained by subtracting a temporal fluctuation A' of a wheel speed from a sensor value A of a back-and-forth acceleration sensor 5 is not accurate due to an effect of disturbance factor, a limit can be provided by considering a limit of a configured change rate of the road surface gradient corresponding to a vehicle speed and a limit of the road surface gradient. The acceleration value Ggrad corresponding to the gradient estimation value can be accurately obtained. The road surface gradient can be accurately estimated in comparison with a conventional apparatus.
COPYRIGHT: (C)2009,JPO&INPIT
摘要翻译：要解决的问题：提供一种用于精确估计路面坡度的路面坡度估计装置。解决方案：如果通过从前后加速度传感器5的传感器值A中减去车轮速度的时间波动A'而获得的对应于梯度估计值的加速度值Ggrad0由于效果而不准确通过考虑与车速对应的路面坡度的配置变化率和路面坡度的极限，可以提供极限。可以准确地获得与梯度估计值对应的加速度值Ggrad。与常规装置相比，可以准确地估计路面坡度。版权所有（C）2009，JPO＆INPIT

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