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    • 1. 发明专利
    • Brake control device
    • 制动控制装置
    • JP2010083411A
    • 2010-04-15
    • JP2008256796
    • 2008-10-01
    • Advics Co LtdToyota Motor Corpトヨタ自動車株式会社株式会社アドヴィックス
    • YAMAMOTO TAKAYUKIWATANABE KOJISATO TAKU
    • B60T13/68B60T8/17B60T13/16B60T15/36B60T17/22
    • B60T8/4081B60T8/3655
    • PROBLEM TO BE SOLVED: To provide a brake control device with higher operational reliability. SOLUTION: The brake control device 100 includes pumps 7-10 for supplying fluid pressure to respective wheel cylinders, a first motor 11, a second motor 12, fluid pressure adjustment valves SLFL, SLFR, SLRL, SLRR energization-controlled to adjust their opening to adjust the fluid pressure in a non-energization period opening state, communication valves SRC1, SRC2 provided in series with the fluid pressure adjustment valves SLFR, SLFL, keeping the fluid pressure in a non-energization period closed state, and opened through the energization, fluid pressure sensors 13-16 for detecting the fluid pressure, and a brake ECU 200. The brake ECU 200 controls fluid pressure adjustment for adjusting the fluid pressure by supplying the fluid pressure to the respective wheel cylinders, opening the communication valves SRC1, SRC2, and adjusting the openings of the respective fluid pressure adjustment valves, and fluid pressure keeping for keeping the fluid pressure with the communication valves SRC1, SRC2 while closing the communication valves SRC1, SRC2 and opening the fluid pressure adjustment valve SLFR, SLFL. COPYRIGHT: (C)2010,JPO&INPIT
    • 要解决的问题:提供具有更高操作可靠性的制动控制装置。 解决方案:制动控制装置100包括用于向相应的轮缸供给流体压力的泵7-10,第一马达11,第二马达12,流体压力调节阀SLFL,SLFR,SLRL,SLRR通电控制以调节 其打开以在非通电期间打开状态下调节流体压力,与流体压力调节阀SLFR,SLFL串联设置的连通阀SRC1,SRC2,使流体压力保持在非通电期间闭合状态,并且通过 通电,用于检测流体压力的流体压力传感器13-16以及制动ECU 200.制动ECU200通过向各个轮缸供给流体压力来控制用于调节流体压力的流体压力调节,打开连通阀SRC1 ,SRC2,并且调节各个流体压力调节阀的开口,以及保持流体压力以保持与连通阀SRC的流体压力 1,SRC2,同时关闭连通阀SRC1,SRC2并打开流体压力调节阀SLFR,SLFL。 版权所有(C)2010,JPO&INPIT
    • 3. 发明专利
    • Vehicle control device
    • 车辆控制装置
    • JP2011226316A
    • 2011-11-10
    • JP2010094397
    • 2010-04-15
    • Advics Co LtdDenso Corp株式会社アドヴィックス株式会社デンソー
    • SAITO TATSUYASATO TAKUTAKEDA MASAYOSHIOMORI YOSUKE
    • F02D29/02B60T8/00B60T13/60B60T17/00F02D17/00
    • B60W30/18072B60W10/06B60W10/184B60W30/18136B60W30/192B60W2510/0671B60W2540/12F02N11/084F02N2200/0807Y02T10/48Y10T477/81Y10T477/814
    • PROBLEM TO BE SOLVED: To suppress the lowering of booster negative pressure even if executing an engine stop by IS control not only at a vehicle stop but also at vehicle deceleration.SOLUTION: Two threshold values of a first threshold value for engine restart and a second threshold value for brake assistance are set to compare booster negative pressure with the first and second threshold values. When the booster negative pressure is the first threshold value or lower, an engine 1 is restarted. When the booster negative pressure is the second threshold value or lower, the brake assistance is performed. Thus, when the booster negative pressure is lowered, the lowering of a brake force accompanied by the deterioration of negative pressure assisting function can be suppressed while enabling the return of the booster negative pressure by restarting the engine 1. Even if executing an engine stop by IS control not only at a vehicle stop also at vehicle deceleration, therefore, the deterioration of the brake force caused by the lowering of the booster negative pressure can be suppressed.
    • 要解决的问题:即使不仅在车辆停车而且在车辆减速下通过IS控制来执行发动机停止,也可以抑制助力器负压的降低。 解决方案:设置用于发动机重起的第一阈值和制动辅助的第二阈值的两个阈值,以将增压器负压与第一和第二阈值进行比较。 当助力器负压为第一阈值或更低时,发动机1重新起动。 当助力器负压为第二阈值或更低时,执行制动辅助。 因此,当助力器负压降低时,通过重新启动发动机1,能够抑制伴随负压辅助功能恶化的制动力的下降,同时能够通过重新启动发动机1来恢复助力器负压。即使执行发动机停止 不仅在车辆减速时也不在车辆停止时控制,因此可以抑制由助力器负压降低引起的制动力的劣化。 版权所有(C)2012,JPO&INPIT
    • 5. 发明专利
    • Braking control device for vehicle
    • 汽车制动控制装置
    • JP2008280028A
    • 2008-11-20
    • JP2008025847
    • 2008-02-06
    • Advics:Kk株式会社アドヴィックス
    • YASUI YOSHIYUKITAKAHARA YASUOSATO TAKUMAKI KAZUYA
    • B60T8/00B60T8/171B60T8/172B60T13/14B60T13/52B60T13/66
    • PROBLEM TO BE SOLVED: To provide a braking control device for a vehicle, suppressing sense of discomfort with respect to braking operation by a driver, generated by combining a vaccum assist and pump assist different in operating principle. SOLUTION: In this device, in addition to assist of braking operation using a vacuum type booster (vacuum assist Ch2), assist of the braking operation (pump assist Ch5) is performed by using assistant hydraulic pressure regulated by a hydraulic pump and a solenoid valve (pressure added to a master cylinder pressure). The pump assist is started from a time when a braking operation amount reaches a minute value (including 'zero'). Therefore, the pump assist and the vacuum assist are started at approximately the same time, thus causing no seam between them. Accordingly, the sense of discomfort is prevented in the braking operation, even in a combination of assisting actions different in operating principle. In view of a jumping-in (jumping) characteristic of a vacuum type booster VB, the pump assist may be started just in time for the jumping-in. COPYRIGHT: (C)2009,JPO&INPIT
    • 要解决的问题:提供一种用于车辆的制动控制装置,通过组合真空辅助和不同于工作原理的泵辅助而产生的驾驶员的制动操作的抑制感觉不足。

      解决方案:在该装置中,除了使用真空型助力器(真空辅助Ch2)辅助制动操作之外,还通过使用由液压泵调节的辅助液压来进行制动操作(泵辅助Ch5)的辅助 电磁阀(加到主缸压力上的压力)。 从制动操作量达到微小值(包括“零”)的时刻开始泵辅助。 因此,泵辅助和真空辅助在大致相同的时间开始,因此在它们之间不产生接缝。 因此,即使在操作原理不同的辅助动作的组合中,制动操作也防止了不适感。 鉴于真空式增压器VB的跳入(跳跃)特性,可以及时启动泵辅助以便跳入。 版权所有(C)2009,JPO&INPIT

    • 6. 发明专利
    • Brake control device for vehicle
    • 车辆制动控制装置
    • JP2007216774A
    • 2007-08-30
    • JP2006037998
    • 2006-02-15
    • Advics:Kk株式会社アドヴィックス
    • SHINNO HIROAKISATO TAKU
    • B60T8/00B60T8/17
    • B60T8/405B60T8/4059B60T8/4081
    • PROBLEM TO BE SOLVED: To reduce the power consumption of a motor while improving the responsiveness at an initial stage of braking.
      SOLUTION: The current supplied to first and second motors 11, 12 is not converted into a current value corresponding to the target wheel cylinder (W/C) pressure but extended immediately when a brake fluid amount discharged by respective pumps 7 to 10 reaches an ineffective consumption fluid amount. Specifically, the extended time T2 is set based on the magnitude of the target W/C pressure at the point of the time T1 when the brake fluid amount discharged by the respective pumps 7 to 10 reaches the ineffective consumption fluid amount. The responsiveness at the initial stage of braking can be improved thereby.
      COPYRIGHT: (C)2007,JPO&INPIT
    • 要解决的问题:为了降低电动机的功率消耗,同时提高制动初始阶段的响应性。 解决方案:提供给第一和第二电动机11,12的电流不会被转换为与目标轮缸(W / C)压力相对应的电流值,而是当由各个泵7至10排出的制动流体量立即延伸 达到无效消耗液量。 具体地说,延长时间T2基于各泵7〜10排出的制动液量到达无效消耗液量时在时刻T1的时刻的目标W / C压力的大小来设定。 因此可以提高制动初期的响应性。 版权所有(C)2007,JPO&INPIT
    • 7. 发明专利
    • Vehicle brake device using rotary pump
    • 使用旋转泵的车辆制动装置
    • JP2007125930A
    • 2007-05-24
    • JP2005318439
    • 2005-11-01
    • Advics:Kk株式会社アドヴィックス
    • YAMAGUCHI TAKAHIROSATO TAKUFUCHIDA TAKESHITORII SHIGEKIIGAI HIDEKI
    • B60T17/00F04C2/10F04C11/00
    • PROBLEM TO BE SOLVED: To provide a vehicle brake device equipped with a pump body having structure capable of easily machining a suction port.
      SOLUTION: The suction port 62 is formed by expanding a third central hole 72c formed on a third cylinder 71c to the diameter of a drive shaft 54, concretely a diameter larger than the outer periphery of a bearing 52, and forming a groove down to the outer peripheral surface in the end surface at the opposite side of a rotating part of the rotary pump 13 of the third cylinder 71c. The brake device becomes simple shape where the third central hole 72c is only formed for the cylindrical shaped parts by this constitution. Therefore, the third cylinder 71c can be formed by only simple plastic machining, and it is not necessary to form the suction port 62 from the outer peripheral surface of the third cylinder 71c by a drilling machining.
      COPYRIGHT: (C)2007,JPO&INPIT
    • 要解决的问题:提供一种具有能够容易地加工吸入口的结构的泵体的车辆制动装置。 解决方案:吸入口62通过将形成在第三缸71c上的第三中心孔72c扩大到驱动轴54的直径,具体地大于轴承52的外周的直径而形成,并且形成槽 在第三圆筒71c的旋转泵13的旋转部的相对侧的端面的外周面。 通过这种构造,制动装置变成简单的形状,其中第三中心孔72c仅形成为圆柱形部分。 因此,第三气缸71c可以仅通过简单的塑性加工形成,并且不需要通过钻孔加工从第三气缸71c的外周面形成吸入口62。 版权所有(C)2007,JPO&INPIT
    • 9. 发明专利
    • Vehicle brake controller
    • 车辆刹车控制器
    • JP2007269305A
    • 2007-10-18
    • JP2006286614
    • 2006-10-20
    • Advics:Kk株式会社アドヴィックス
    • SATO TAKUSHINNO HIROAKI
    • B60T8/1764B60T8/17B60T8/172B60T8/1755
    • B60T7/042B60T8/4059B60T8/4081
    • PROBLEM TO BE SOLVED: To sufficiently perform pressure reduction of a W/C pressure of a wheel on a low μ road even if a brake liquid is delivered from a pump accompanying with pressure increase of the W/C pressure of the wheel on a high μ road in a straddling road. SOLUTION: At ABS control, the number of revolution of a motor required for responding to an increase pressure speed required on the high μ road and the number of revolution of the motor capable of being outputted when taking into consideration to the lowest release oil pressure on the low μ road are determined. Further, a current value of a current flowing in the first and second motors 11, 12 is set so as to generate the thus determined number of revolution of the motor. Thereby, when the ABS control is performed on the straddling road, even if the brake liquid is delivered from the pump accompanying with the increase pressure of the W/C pressure of the wheel on the high μ road, pressure reduction of the W/C pressure of the wheel on the low μ road can be sufficiently performed. COPYRIGHT: (C)2008,JPO&INPIT
    • 要解决的问题:为了在低μ路上充分地执行车轮的W / C压力的压力降低,即使当伴随着车轮的W / C压力的压力增加而从泵输送制动液体时 在一条跨越马路的高μ路上。 解决方案:在ABS控制下,响应高μ路所需的增加压力速度所需的电机的转数和考虑到最低版本时能够输出的电机的转数 确定低μ路上的油压。 此外,流过第一和第二电动机11,12的电流的电流值被设定为产生如此确定的电动机的转数。 因此,当在跨路上进行ABS控制时,即使在高μ路上伴随着车轮的W / C压力的增加的压力从泵送出制动液,W / C的压力降低 可以充分地执行车道在低μ路上的压力。 版权所有(C)2008,JPO&INPIT
    • 10. 发明专利
    • Brake control device for vehicle
    • 车辆制动控制装置
    • JP2007216772A
    • 2007-08-30
    • JP2006037996
    • 2006-02-15
    • Advics:Kk株式会社アドヴィックス
    • SATO TAKUSHINNO HIROAKI
    • B60T8/17B60T8/48B60T13/66
    • B60T8/4059B60T8/4081
    • PROBLEM TO BE SOLVED: To reduce a power consumption of a motor in a brake-by-wire type brake control device for driving two motors. SOLUTION: The brake control device determines whether or not there is a need for rotating first and second motors. Specifically, the brake control device determines whether or not a required brake fluid amount A corresponding to a target wheel cylinder (W/C) pressure is larger than the current brake fluid amount (B×C) obtained by multiplying an accumulated revolution speed B of the first and second motors by a pump discharge amount C per revolution. When the determination is negative and it is no need to rotate the motors, the first and second motors are stopped, or the revolution speed is reduced in such a degree capable of holding the W/C pressure to rotate the first and second motors. The power consumption of the first and second motors can be reduced as much as possible thereby. Therefore, the power consumption can be reduced as much as possible in the brake control device for the vehicle. COPYRIGHT: (C)2007,JPO&INPIT
    • 要解决的问题:为了降低用于驱动两个电动机的用于制动的制动控制装置中的电动机的功率消耗。

      解决方案:制动控制装置确定是否需要旋转第一和第二电动机。 具体而言,制动控制装置判定与目标轮缸(W / C)压力对应的要求制动液量A是否大于通过将目标轮缸(W / C)压力的累积转速B乘以的当前制动液量(B×C) 第一和第二电动机每转一次泵排出量C。 当确定为负并且不需要旋转电动机时,第一和第二电动机停止,或者转速降低到能够保持W / C压力以使第一和第二电动机旋转的程度。 可以尽可能地减少第一和第二电动机的功率消耗。 因此,能够在车辆的制动控制装置中尽可能地减少功率消耗。 版权所有(C)2007,JPO&INPIT