A vehicle brake device includes a master cylinder having a master piston moved by servo pressure in a servo chamber and master pressure of a master chamber is changed by movement of the master piston. A mechanical servo pressure generating unit is connected to a high pressure source and the servo chamber, and generates a servo pressure within the servo chamber according to pilot pressure within a pilot chamber based on brake fluid pressure of the high pressure source. An electrical pilot pressure generating unit is connected to the pilot chamber and generates desired pilot pressure within the pilot chamber, and a master chamber-to-pilot chamber brake fluid line connects the master chamber with the pilot chamber so pilot pressure is generated by the pilot pressure generating unit during normal operation of a power supply system, and the master pressure is used as pilot pressure when the power supply system fails.

Vehicle brake device

Provided is an electric brake device capable of early detection of the presence/absence of an abnormality of the electric brake device when a brake operation means is not being operated while a vehicle is traveling. A control device (9) of this electric brake device is equipped with: a basic control means (36a) that imparts a braking force by causing an electric motor (2) to operate in response to an operation performed on a brake operation means (4) by the driver; and an abnormality detection operation control means (36b) that causes the electric motor (2) to operate in accordance with a preset condition when the brake operation means is not being operated while the vehicle is traveling. Furthermore, the control device is equipped with an abnormality detection unit (37) that obtains a measurement value of a predetermined item pertaining to the vehicle when the electric motor (2) is caused to operate by the abnormality detection operation control means (36b) and compares the measurement value with an estimated value or a preset value in order to detect the presence/absence of an abnormality of the electric brake device.

Electric brake device

A driving/braking force manipulation control input of a k-th wheel, which denotes one or more specific wheels among a plurality of wheels of a vehicle, is determined such that a required condition concerning a relationship among a road surface reaction force that may act from a road surface on the k-th wheel on the basis of the detected values or estimated values of a side slip angle and a friction characteristic of the k-th wheel, a feedback control input related to the driving/braking force of the k-th wheel for bringing a difference between a state amount of the vehicle and a reference state amount close to zero, a driving/braking force feedforward control input based on a drive manipulated variable supplied by a driver of the vehicle, and a k-th wheel driving/braking force manipulation control input is satisfied. This arrangement makes it possible to properly control a motion of an actual vehicle to a desired motion while properly considering the characteristics of a road surface reaction force acting from a road surface on a wheel.

Vehicle Control Device

A hybrid vehicle comprises a dynamotor connected mechanically with the crankshaft of an internal combustion engine and adapted to start the vehicle engine when energized by a battery and to charge the battery when driven by means of the rotation of the internal combustion engine; an inverter for controlling the operation of the dynamotor; and a control circuit for controlling the inverter. The internal combustion engine is started by the electric dynamotor driven by the battery, and after the internal combustion engine is started, the battery is charged by the dynamotor driven as a generator by the internal combustion engine. Between the battery and the inverter is provided a step-down chopper circuit that controls the voltage to be generated to charge the battery.

Dynamotor of hybrid vehicle, and method of control thereof

When a brake ECU is started up rapidly by a brake pedal operation, the brake ECU executes a depression force fluid pressure mode. When the control pressure detected by a control pressure sensor becomes smaller than a switching determination threshold value, the brake ECU determines that an operation of returning a brake pedal is being performed, and switches the braking mode from the depression force fluid pressure mode to a normal control mode. Accordingly, even when the operation of a stroke simulator has been started, no uncomfortable feeling is given to a driver. Further, even when the operation of returning the brake pedal is not being performed, the braking mode is switched from the depression force fluid pressure mode to a simulator non-operation control fluid pressure mode when a vehicle starts to travel. Consequently, desired braking force can be rapidly generated.

Brake control device

A brake control apparatus for a vehicle includes four wheel braking apparatuses, a first hydraulic pressure generating apparatus, a front-wheel hydraulic circuit connecting the hydraulic pressure generating apparatus to the two of the wheel braking apparatuses, a rear-wheel hydraulic circuit connecting the hydraulic pressure generating apparatus to the other two of the wheel braking apparatuses, a second hydraulic pressure generating apparatus generating an auxiliary pressure, a braking operation variable detecting means, a reference amount determining means for determining a reference amount of auxiliary hydraulic pressure, an obtaining means for obtaining at least one of state quantities indicating a load condition, a driving condition and slipperiness of wheel, a target amount determining means determining a target amount of auxiliary hydraulic pressure of each hydraulic circuit to be equal to or greater than the corresponding reference amount of auxiliary hydraulic pressure, and a pressure regulating means for regulating the auxiliary hydraulic pressure.

Brake control apparatus for vehicle

Based on a difference (ΔFb) between a target value (Fbt) and an actual value (Fba) of a friction member force for pressing a brake disc, a feedback energization amount (Ipt) is calculated using a proportional gain smaller than an ultimate sensitivity gain. If ΔFb falls within a fluctuation range of torque ripple, a first compensation energization amount (Ibt) is calculated using a proportional gain larger than the ultimate sensitivity gain, and if ΔFb falls outside the fluctuation range, the first compensation energization amount (Ibt) is calculated to be constant. A second compensation energization amount (Ift) is calculated based on a calculation characteristic that is preset based on a torque fluctuation over a predetermined range of an electric motor position and based on an actual position of the electric motor. An indication energization amount calculated according to Fbt is adjusted by Ipt, Ibt, and Ift to calculate a target energization amount.

Naotoshi Satake

Papers

Brake control apparatus for vehicle

Braking control device for vehicle