US20120074767A1 - Vehicle brake system - Google Patents

Vehicle brake system Download PDF

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Publication number
US20120074767A1
US20120074767A1 US13/241,017 US201113241017A US2012074767A1 US 20120074767 A1 US20120074767 A1 US 20120074767A1 US 201113241017 A US201113241017 A US 201113241017A US 2012074767 A1 US2012074767 A1 US 2012074767A1
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US
United States
Prior art keywords
brake
brake force
wheels
wheel
forces
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US13/241,017
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English (en)
Inventor
Akitaka Nishio
Masahiro Matsuura
Masayuki Naito
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Advics Co Ltd
Original Assignee
Advics Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Advics Co Ltd filed Critical Advics Co Ltd
Assigned to ADVICS CO., LTD. reassignment ADVICS CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MATSUURA, MASAHIRO, NAITO, MASAYUKI, NISHIO, AKITAKA
Publication of US20120074767A1 publication Critical patent/US20120074767A1/en
Priority to US14/091,864 priority Critical patent/US9296376B2/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/404—Control of the pump unit
    • B60T8/4059—Control of the pump unit involving the rate of delivery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B60W10/188—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B60W2710/182—Brake pressure, e.g. of fluid or between pad and disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/40—Torque distribution
    • B60W2720/406—Torque distribution between left and right wheel
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Definitions

  • the present invention relates to a vehicle brake system provided with a hydraulic brake device and a regenerative brake device. More particularly, it relates to a brake control device for cooperatively controlling the hydraulic brake device and the regenerative brake device.
  • a vehicle disclosed in the United State publication is provided with a combustion engine, an electric motor, battery means, fluid-operated brake means (hydraulic brake device), demand brake force setting means, and brake control means.
  • the fluid-operated brake means is able to output a brake force based on a manipulation pressure (base hydraulic pressure), corresponding to the driver's manipulation and a negative pressure in the combustion engine, and an additional pressure (controlled hydraulic pressure) given by pressurizing means.
  • the brake control means executes a control to compare a sum of a regenerative brake force by the electric motor and a manipulation brake force corresponding to the manipulation pressure with a demand brake force and judges the necessity of a brake force depending on the additional pressure.
  • the control makes it possible that even when the negative pressure in the combustion engine goes down, a demand brake force is acquired correctly by suppressing an uncomfortable feeling which is liable to be felt by the driver.
  • the hydraulic brake device usually operates in response to the braking manipulation by the driver and, in addition to this function, is often to have a function of automatically adjusting the brake force to be increased or reduced.
  • Such an automatic brake control function is realized in a combination of an electronic control device, incorporating a computer and being operable by software, and sensors for acquiring various information such as braking manipulation amount, wheel speeds and the like.
  • ACC active cruise control
  • a following distance i.e., a distance to a vehicle ahead
  • a brake force in dependence on the situation where a braking manipulation is not performed or the amount of the braking manipulation is insufficient though a detected following distance decreases.
  • a brake assist (BA) function it is discriminated based on a braking manipulation amount and a manipulation speed whether or not a braking manipulation is an urgent braking manipulation, and an additional brake force is added to the brake force corresponding to the braking manipulation force.
  • ABS antilock brake system
  • TRC traction control
  • ESC electronic stability control
  • the regenerative brake function has heretofore not been utilized for the reason that the utilization of the regenerative brake function at that stage complicates the distribution of brake forces to respective wheels, and the like.
  • the hydraulic brake device only has been used even at the stage that the regenerative brake device can be inherently utilized, and thus, the opportunity to enhance the efficiency in regeneration has been lost.
  • a vehicle brake system which comprises a hydraulic brake device having a master cylinder for generating a base hydraulic pressure corresponding to a manipulation amount of a braking manipulation member, a pump for generating a controlled hydraulic pressure, and a hydraulic control unit for adding a base hydraulic brake force corresponding to the base hydraulic pressure and a controlled hydraulic brake force corresponding to the controlled hydraulic pressure to apply the added brake forces to wheels; a regenerative brake device for applying a regenerative brake force to driving wheels which are included in the wheels and are driven by a generator motor; and a brake control device for cooperatively controlling the hydraulic brake device and the regenerative brake device.
  • the brake control device includes a driver target brake force calculation section for calculating a driver target brake force for each wheel corresponding to the manipulation amount of the braking manipulation member; a compensation brake force setting section for enabling the brake control device to set compensation brake forces for the respective wheels independently of the driver target brake force; a selection compensation section for selecting a larger one of the driver target brake force and the compensation brake force for each wheel and for subtracting the base hydraulic brake force from the selected one brake force to set a compensated target brake force for each wheel; and a distribution control section for controlling the compensated target brake force for each wheel to be distributed to the controlled hydraulic brake force for each wheel and the regenerative brake force for each driving wheel.
  • the brake control device which cooperatively controls the hydraulic brake device and the regenerative brake device selects a larger one of the driver target brake force corresponding to the manipulation amount of the braking manipulation member and the compensation brake force set by the brake control device itself for each wheel, subtracts the base hydraulic brake force from the selected one brake force to set a compensated target brake force for each wheel, and distributes the compensated target brake force to the controlled hydraulic brake force for each wheel and the regenerative brake force for each driving wheel.
  • the compensation brake force exceeds the driver target brake force, at least a part of the brake force which part corresponds to a surplus is distributed to the regenerative brake device.
  • a vehicle brake system which comprises a hydraulic brake device having a master cylinder for generating a base hydraulic pressure corresponding to a manipulation amount of a braking manipulation member, a pump for generating a controlled hydraulic pressure, and a hydraulic control unit for adding a base hydraulic brake force corresponding to the base hydraulic pressure and a controlled hydraulic brake force corresponding to the controlled hydraulic pressure to apply the added brake forces to wheels; a regenerative brake device for applying regenerative brake forces to driving wheels which are included in the wheels and are driven by a generator motor; and a brake control device for cooperatively controlling the hydraulic brake device and the regenerative brake device.
  • the brake control device includes a driver target brake force calculation section for calculating a driver target brake force for each wheel corresponding to the manipulation amount of the braking manipulation member; a compensation brake force setting section for enabling the brake control device itself to set compensation brake forces for the respective wheels independently of the driver target brake force; an addition compensation section for adding the compensation brake force for each wheel to the driver target brake force to obtain a sum and for subtracting the base hydraulic brake force from the sum to set a compensated target brake force for each wheel; and a distribution control section for controlling the compensated target brake force for each wheel to be distributed to the controlled hydraulic brake force for each wheel and the regenerative brake force for each driving wheel.
  • the brake control device which cooperatively controls the hydraulic brake device and the regenerative brake device adds the driver target brake force corresponding to the manipulation amount of the braking manipulation member and the compensation brake force set by the brake control device itself for each wheel to obtain the sum, subtracts the base hydraulic brake force from the sum to set the compensated target brake force for each wheel, and distributes the compensated target brake force to the controlled hydraulic brake force for each wheel and the regenerative brake force for each driving wheel.
  • the compensation brake force is distributed to the regenerative brake device.
  • FIG. 1 is a schematic view showing the construction of a vehicle brake system in a first embodiment according to the present invention
  • FIG. 2 is a circuit diagram showing the detailed construction of a hydraulic brake device shown in FIG. 1 ;
  • FIG. 3 is a graph showing the operation property at an ordinary time of the vehicle brake system
  • FIG. 4 is a flow chart showing a control processing executed by a brake ECU in the first embodiment
  • FIG. 5 is a combination of graphs schematically exemplifying the result that the brake ECU attains in the control processing shown in FIG. 4 during the operation of an active cruise control function;
  • FIGS. 6(A)-6(D) are schematic diagrams for explaining specific examples of distribution controls in which a left right equal-time distribution control means or section executes the distribution of brake forces to respective wheels;
  • FIGS. 7(A)-7(B) are schematic diagrams for explaining specific examples of distribution controls in which a left right unequal-time distribution control means or section executes the distribution of brake forces to the respective wheels;
  • FIG. 8 is a flow chart showing a control processing executed by the brake ECU in a second embodiment.
  • FIGS. 9(A)-9(D) are explanatory views for showing specific examples of distribution controls in which brake forces are distributed to the respective wheels in the second embodiment.
  • FIG. 1 is a schematic view showing the construction of a vehicle brake system 1 in the first embodiment according to the present invention.
  • the vehicle brake system 1 is composed of a regenerative brake device A, a hydraulic brake device B, a hybrid ECU 50 , a brake ECU 60 and the like.
  • the vehicle brake system 1 is equipped on a front-drive, four-wheel hybrid vehicle and is usually operated in dependence on a stepping manipulation of a brake pedal 21 by the driver.
  • the system 1 has a function in which the brake ECU automatically sets and regulates a brake force for each wheel in dependence on the vehicle travelling state.
  • the regenerative brake device A is constituted by a generator motor 20 incorporated therein and includes an inverter device and a battery device (both not shown).
  • the generator motor 20 operates as electric motor by being driven by the inverter device which converts a direct current voltage of the battery device into an alternating current voltage, and drives a front right wheel 7 FR and a front left wheel 7 FL both being driving wheels. Further, the generator motor 20 operates as generator by being driven by the front right wheel 7 FR and the front left wheel 7 FL and charges the battery device through the inverter device. At this time, the reaction force from the generator motor 20 applies a regenerative brake force to the front right wheel 7 FR and the front left wheel 7 FL, and thus, this function is generally called the regenerative brake device A.
  • the front right wheel 7 FR and the front left wheel 7 FL are on a common axle connected to the generator motor 20 and thus, generate regenerative brake forces which are almost the same in strength.
  • a generator and an electric motor may be individually provided in substitution for the generator motor 20 , and the generator may be provided with the function of operating as the regenerative brake device A.
  • the hybrid ECU 50 is an electronic controller for controlling the whole of a power train for the hybrid vehicle and cooperatively controls an engine (not shown) and the generator motor 20 .
  • the hybrid ECU 50 is connected to the inverter device and controls the regenerative brake device A.
  • the hydraulic brake device B uses operating oil as operating fluid and as shown therein, is composed of a brake pedal 21 , a vacuum brake booster 22 , a master cylinder 23 , a hydraulic control unit 25 and the like.
  • the stepping force given by the stepping manipulation of the brake pedal 21 is boosted by the vacuum booster 22
  • a base hydraulic pressure is generated by operating the master cylinder 23
  • a controlled hydraulic pressure is added to the base hydraulic pressure by operating pumps 37 , 47 ( FIG.
  • FIG. 2 is a circuit diagram showing the detailed construction of the hydraulic brake device B shown in FIG. 1 .
  • the brake pedal 21 is a member corresponding to a braking manipulation member and operates the vacuum booster 22 in correspondence to the stepping manipulation amount.
  • a stroke amount being the manipulation amount of the brake pedal 21 is detected by a pedal stroke sensor 21 a and is outputted as detection signal to the brake ECU 60 .
  • the vacuum booster 22 boosts the stepping force by the stepping manipulation of the brake pedal 21 by utilizing a negative pressure supplied from the engine (not shown) and operates the master cylinder 23 .
  • the master cylinder 23 is of a tandem type and is constituted by a housing 23 a taking the shape of a bottomed cylinder and first and second pistons 23 b, 23 c arranged in line in the housing 23 a to be fluid-tightly and slidably.
  • a first hydraulic chamber 23 d is formed between the first piston 23 b and the second piston 23 c
  • a second hydraulic chamber 23 f is formed between the second piston 23 c and a bottom portion of the housing 23 a.
  • the first and second pistons 23 b, 23 c are driven by the vacuum brake booster 22 to generate a base hydraulic pressure in the first and second hydraulic chambers 23 d, 23 f.
  • a reservoir 24 has a function of regulating the quantities of the operating oil in the first and second hydraulic chambers 23 d, 23 f by communicating with the same when the first and second pistons 23 b, 23 c are not being operated.
  • the hydraulic control unit 25 is constructed by packaging into a single case hydraulic control valves 31 , 41 ; pressure increase control valves 32 , 33 , 42 , 43 and pressure reducing control valves 35 , 36 , 45 , 46 which constitutes ABS control valves; pressure regulating reservoirs 34 , 44 ; pumps 37 , 47 ; and a motor M.
  • the brake piping passage of the hydraulic brake device B in the present embodiment is configured to take an X-piping fashion which has a first piping passage L 1 for applying a hydraulic brake force to the front right wheel 7 FR and the rear left wheel 7 RL and a second piping passage L 2 for applying the hydraulic brake force to the front left wheel 7 FL and the rear right wheel 7 RR.
  • the master cylinder 23 is connected to the second pipe passage L 2 at the first hydraulic chamber 23 d and to the first piping passage L 1 at the second hydraulic chamber 23 f.
  • the first piping passage L 1 is provided thereon with the hydraulic control valve 31 constituted by a differential pressure control valve.
  • the hydraulic control valve 31 is switchable into a communication state and a differential pressure state in response to a command from the brake ECU 60 .
  • the hydraulic control valve 31 is usually held in the communication state, but by being switched into the differential pressure state, is able to maintain an oil passage L 12 on the wheel cylinder WC 1 , WC 2 sides at a pressure which is higher by a predetermined differential pressure than the base hydraulic pressure of an oil passage L 11 on the master cylinder 23 side.
  • This differential pressure is a controlled hydraulic pressure and can be generated from a discharge pressure of the pump 37 , as referred to later.
  • the oil passage L 12 branches into two, and one branched is provided thereon with the pressure increase valve 32 for controlling the pressure increase of the brake hydraulic pressure to the wheel cylinder WC 1 for the rear left wheel 7 RL.
  • the other branched is provided thereon with the pressure increase valve 33 for controlling the pressure increase of the brake hydraulic pressure to the wheel cylinder WC 2 for the front right wheel 7 FR.
  • Each of the pressure increase valves 32 , 33 is configured as a two-position valve which is controllable by the brake ECU 60 to be switched into a communication state and a blocked state.
  • each of the wheel cylinders WC 1 , WC 2 can be supplied with either the base hydraulic pressure of the master cylinder 23 or a hydraulic pressure which is made by adding a controlled hydraulic pressure built by the operation of the pump 37 to the base hydraulic pressure.
  • oil passages L 12 between the pressure increase control valves 32 , 33 and the respective wheel cylinders WC 1 , WC 2 are in communication with a reservoir hole 34 a of the pressure regulation reservoir 34 through respective oil passages L 13 .
  • the oil passages L 13 respectively have the pressure reducing valves 35 , 36 arranged thereon, each of which is controllable by the brake ECU 60 to be switched into a communication state and a blocked state.
  • the pressure increase control valves 32 , 33 remain in the communication state, while the pressure reducing control valves 35 , 36 remain in the blocked state.
  • a pressure reducing mode is executed to close the pressure increase control valves 32 , 33 and to open the pressure reducing control valves 35 , 36 .
  • the operating oil is discharged to the pressure regulation reservoir 34 through the oil passages L 13 , and the hydraulic pressure in the wheel cylinders WC 1 , WC 2 are reduced to prevent the front right wheel 7 FR and the rear left wheel 7 RL from becoming a tendency to be locked.
  • the pressure increase control valves 32 , 33 are opened, while the the pressure reducing control valves 35 , 36 are closed.
  • the pressure increase control valves 32 , 33 are provided with respective safety valves (one-way valves) 32 a, 33 a in parallel thereto.
  • the safety valves 32 a, 33 a operate to return the operating fluids in the wheel cylinders WC 1 , WC 2 to the reservoir 24 when the brake pedal 21 is not stepped further during the ABS function.
  • the pump 37 together with a safety valve 37 a is arranged on an oil passage L 14 which connects the reservoir hole 34 a of the pressure regulation reservoir 34 to the oil passages L 12 extending between the hydraulic control valve 31 and the pressure increase control valves 32 , 33 .
  • a damper 38 arranged on the discharge side of the pump 37 absorbs the pulsation in pressure in the discharged operating oil to urge the same to be supplied to the oil passages L 12 without such pressure pulsation.
  • the suction side of the pump 37 is connected to the reservoir hole 34 a of the pressure regulation reservoir 34 .
  • an oil passage L 15 is provided which makes another reservoir hole 34 b of the pressure regulation reservoir 34 communicate with the oil passage L 11 , so that the pressure regulation reservoir 34 is in communication with the master cylinder 23 .
  • the pump 37 is able to adjust its discharge flow volume since the drive current to the motor M is regulated by a command from the brake ECU 60 .
  • the pump 37 operates at the time of the pressure reducing mode in the ABS control and draws the operating oils in the wheel cylinders WC 1 , WC 2 or the operating oil in the pressure regulation reservoir 34 to return the drawn operating oil to the master cylinder 23 through the hydraulic control valve 31 held in the communication state. Further, the pump 37 operates to generate a controlled hydraulic pressure in performing the functions that control the vehicle to be stable in posture, such as the traction control function, the electronic stability control function and the like, in addition to the active cruise control function and the brake assist function.
  • the pump 37 draws the operating fluid in the master cylinder 23 through the oil passage L 11 and the oil passage L 15 and discharges the drawn operating fluid to each of the wheel cylinders WC 1 , WC 2 through the oil passages L 14 , L 12 and further through the pressure increase valves 32 , 33 held in the communication state to apply a controlled hydraulic pressure thereto. Further, also in the case that a sufficient regenerative brake force cannot be performed by the regenerative brake device A, and the like, the pump 37 is operated to generate a differential pressure and applies a controlled hydraulic pressure to each of the wheel cylinders WC 1 , WC 2 .
  • the oil passage L 11 is provided thereon with a pressure sensor P for detecting the base hydraulic pressure generated by the master cylinder 23 , and the detected signal is transmitted to the brake ECU 60 .
  • the positions of the first and second pistons 23 b, 23 c in the master cylinder 23 are grasped from the base hydraulic pressure detected by the pressure sensor P, and this makes it possible to know the manipulation amount of the brake pedal 21 .
  • the pressure sensor P may be provided on the oil passage L 21 of the second piping passage L 2 .
  • the second piping passage L 2 in the hydraulic control unit 25 takes the same construction as the aforementioned first piping passage L 1 and is composed of oil passages L 21 -L 25 .
  • the second piping passage L 2 is provided thereon with the hydraulic control valve 41 and the pressure regulation reservoir 44 .
  • One of branching oil passages L 22 is provided thereon with the pressure increase control valve 42 for controlling the pressure increase of the brake fluid in the wheel cylinder WC 3 of the front left wheel 7 FL, while the other of the branching oil passages L 22 is provided thereon with the pressure increase control valve 43 for controlling the pressure increase of the brake fluid in the wheel cylinder WC 4 of the rear right wheel 7 RR.
  • the pressure reducing control valves 45 , 46 are provided on oil passages L 23 respectively branching from the oil passages 22
  • the pump 47 is provided on an oil passage L 24 .
  • the hydraulic control unit 25 is able to apply the base hydraulic pressure from the master cylinder 23 and the controlled hydraulic pressure which is built by driving the pumps 37 , 47 and by controlling the hydraulic control valves 31 , 41 , to the wheel cylinders WC 1 -WC 4 of the respective wheels 7 RL, 7 FR, 7 FL, 7 RR.
  • the respective wheel cylinders WC 1 -WC 4 operate brake means BK 1 -BK 4 to apply a base hydraulic brake force FB and a controlled hydraulic brake force FC to each of the wheels 7 RL, 7 FR, 7 FL, 7 RR.
  • the brake means BK 1 -BK 4 there are used disc brakes, drum brakes or the like, in which friction members like the brake pads, brake shoes or the like restrict rotations of disc rotors, brake drums or the like which are bodily provided on the wheels.
  • the brake ECU 60 is an electronic controller for controlling the whole of the vehicle brake system 1 in cooperation with the hybrid ECU 50 .
  • the brake ECU 60 controls the openings/closings of the valves and the like in the hydraulic control unit 25 and also controls the driving of the motor M to control the pumps 37 , 47 .
  • the brake ECU 60 is connected to receive detection signals from the pedal stroke sensor 21 a and the pressure sensor P.
  • the brake ECU 60 is connected to receive a detection signal form a following distance sensor (vehicle-to-vehicle sensor) 61 .
  • the following distance sensor 61 is a sensor which uses a laser beam to detect the following distance to a vehicle traveling ahead, and the detection signal of the following distance is used in executing the active cruise control function.
  • the brake ECU 60 calculates a driver target brake force FT corresponding to the manipulation amount of the brake pedal 21 , subtracts a base hydraulic brake force FB therefrom and distributes the remainder for use as a controlled hydraulic brake force FC and a regenerative brake force (executed regenerative brake force FG).
  • the brake ECU 60 supplies the hybrid ECU 50 with a command indicating the strength of a demand regenerative brake force FR being a target of the regenerative brake force.
  • the hybrid ECU 50 controls the regenerative brake device A in response to the command and feeds back an actually generated regenerative brake force, that is, an executed regenerative brake force FG.
  • the brake ECU 60 Upon receiving the executed regenerative brake force FG, the brake ECU 60 finally controls the distribution of the controlled hydraulic brake force FC to each wheel.
  • the hybrid ECU 50 and the brake ECU 60 cooperatively control the hydraulic brake device B and the regenerative brake device A and correspond to the brake control device in the claimed invention.
  • the brake ECU 60 has a function of automatically setting compensation brake forces FD for the respective wheels by itself in dependence on the vehicle travelling situation and controlling the distribution thereof, as exemplified hereinafter.
  • the brake ECU 60 sets the compensation brake forces FD to keep the following distance longer than a predetermined value.
  • the brake ECU 60 executes a control to automatically compensate the difference.
  • the brake assist function when recognizing an emergency braking manipulation from the braking manipulation amount and the manipulation speed, the brake ECU 60 sets another compensation brake force FE which should be added to the driver target brake force FT.
  • the brake ECU 60 automatically executes a control to generate a brake force on which the compensation brake force FE is added to the driver target brake force FT.
  • the brake force being a surplus over the driver target brake force FT has been realized as a result that the brake ECU 60 drives the pumps 37 , 47 of the hydraulic control unit 25 to increase the controlled hydraulic pressure and hence, to increase the controlled hydraulic brake force FC.
  • the present embodiment is designed to make the regenerative brake device A generate at least a part of the brake force being the surplus over the driver target brake force FT.
  • FIG. 3 is a graph showing the operation property of the vehicle brake system 1 at an ordinary time.
  • the axis of abscissas indicates the manipulation amount of the brake pedal, while the axis of ordinates indicates brake force.
  • the solid line curve in the figure represents the driver target brake force FT corresponding to the manipulation amount of the brake pedal 21
  • the broken line curve represents the base hydraulic brake force FB which corresponds to a base hydraulic pressure the master cylinder 23 generates in correspondence to the manipulation amount of the brake pedal 21 .
  • the difference calculated by subtracting the base hydraulic brake force FB from the driver target brake force FT is distributed to the regenerative brake force (executed regenerative brake force FG) by the regenerative brake device A and the controlled hydraulic brake force FC by the pump driving, so that the driver target brake force FT is controlled to be generated as calculated.
  • the operation property in FIG. 3 is stored in the brake ECU 60 in advance as a map in the form of a table or as relational expressions and is used as occasion arises.
  • each of the brake forces is expressed by two-uppercase symbols and will hereafter be referred to as that to which a numeral is suffixed appropriately.
  • the numeral suffixed is for the purpose of easing the reference to each of particular values of the brake forces exemplified in the drawings, and the same uppercase symbols represent brake forces of the same kind even if they have different numerals suffixed.
  • FIG. 4 is a flow chart showing the control processing of the brake ECU 60 in the first embodiment, and the control processing will be referred to as the case that the active cruise control function has been in operation.
  • the brake ECU 60 performs an input processing at step S 1 . Specifically, the brake ECU 60 reads detection signals of the pedal stroke sensor 21 a, the pressure sensor P and the following distance sensor 61 and exchanges information with the hybrid ECU 50 .
  • the brake ECU 60 obtains a manipulation amount Z 1 of the brake pedal 21 based on the detection signals of the pedal stroke sensor 21 a and the pressure sensor P and calculates a driver target brake amount FT 1 corresponding to the manipulation amount Z 1 from the operation property in FIG. 3 .
  • the detection signals of both of the pedal stroke sensor 21 a and the pressure sensor P are used in order to make the detected manipulation amount Z 1 enhanced in accuracy, the detection signal of either one of the sensors may be used.
  • the driver target brake amount FT 1 is usually the amount which is calculated taking the whole vehicle into consideration. However, in the illustrated control processing flow chart, the amount FT 1 is considered as the amount per wheel which is obtained by dividing that for the whole vehicle by the number of the wheels. Step 2 corresponds to the driver target brake force calculation means or section in the claimed invention.
  • Step S 3 is executed to calculate compensation brake forces FD 1 for the respective wheels 7 FR, 7 FL, 7 RR, 7 RL.
  • ACC active cruise control
  • Step 3 corresponds to the compensation brake force setting means or section in the claimed invention.
  • Sep 4 is executed to calculate compensated target brake forces FU 1 for the respective wheels 7 FR, 7 FL, 7 RR, 7 RL.
  • a larger one is selected from the driver target brake force FT 1 and each compensation brake force FD 1 , and the base hydraulic brake force FB 1 obtained from FIG. 3 is subtracted from the selected one force to obtain the compensated target brake force FU 1 for each wheel.
  • the compensated target brake force FU 1 is the brake force which should be undertaken by the executed regenerative brake force FG and the controlled hydraulic brake force FC.
  • Step 4 corresponds to the selection compensation means or section in the claimed invention.
  • Step S 5 the right side sum SR obtained by adding the compensated target brake forces FU 1 for the front and rear right wheels is compared with the left side sum SL obtained by adding the compensated target brake forces FU 1 for the front and rear left wheels. Step S 5 corresponds to the left right comparison means or section in the claimed invention.
  • Step 6 is reached when the both of the sums SR, SL are equal, and the double of the right side sum SR is set as a demand regenerative brake force FR.
  • the demand regenerative brake force FR coincides with the sum of the compensated target brake forces FU 1 for the four wheels. If there is a difference between the both of the sums SR, SL at step S 5 , step S 7 is reached, wherein a smaller one of the right side sum SR and the light side sum SL is doubled to be set as the demand regenerative brake force FR.
  • Steps S 6 and S 7 merge at step S 8 to deliver the demand regenerative brake force FR to the hybrid ECU 50 , that is, to command the generator motor 20 to generate the demand regenerative brake force FR.
  • the generator motor 20 generates as much regenerative brake force as possible within the demand regenerative brake force FR, and the hybrid ECU 50 transmits the executed regenerative brake force FG back to the brake ECU 60 .
  • step S 9 the brake ECU 60 acquires the executed regenerative brake force FG which was exerted by the generator motor 20 , from the hybrid ECU 50 .
  • step S 10 the value made by dividing the executed regenerative brake force FG by four (4) is subtracted from the respective compensated target brake forces FU 1 for the four wheels to set respective controlled hydraulic brake forces FC 1 for the four wheels.
  • Steps S 5 -S 10 correspond to the distribution control means or section in the claimed invention.
  • step S 6 and steps S 8 -S 10 correspond to the left right equal-time distribution control means or section in the claimed invention
  • steps S 7 -S 10 correspond to the left right unequal-time distribution control means or section in the claimed invention.
  • step S 11 in order to realize the respective controlled hydraulic brake forces FC 1 on the four wheels, the brake ECU 60 controls solenoids of the respective valves in the hydraulic control nit 25 and also controls the motor M to drive the pumps 37 , 47 .
  • the brake ECU 60 controls solenoids of the respective valves in the hydraulic control nit 25 and also controls the motor M to drive the pumps 37 , 47 .
  • step S 3 and S 4 are changed from those aforementioned. That is, at step S 3 , an emergency braking manipulation is recognized from the manipulation amount P 1 of the brake pedal and the manipulation speed being the time-dependant change rate, and a compensation brake force FE 1 to be added, to the driver target brake force FT 1 is set. At step S 4 , the compensation brake force FE 1 is added to the driver target brake force FT 1 , and the base hydraulic brake force FB 1 is subtracted from the sum of the addition to set the compensated target brake force FU 1 for each wheel. In this case, step S 4 corresponds to the addition compensation means or section in the claimed invention.
  • FIG. 5 is a combination of graphs schematically exemplifying the result that the brake ECU executed the control processing shown in FIG. 4 during the operation of the active cruise control function.
  • the upper graph in the figure exemplifies the distribution of the brake forces to the front right wheel 7 FR, while the lower graph represents the compensation brake force FD 2 set in the active cruise control function.
  • the axis of abscissas in the graphs is a common time axis (t).
  • FIG. 5 exemplifies the case wherein the stepping of the brake pedal 21 begins at time t 1 , the manipulation amount Z of the pedal 21 is gradually increased until time t 3 , the manipulation amount Z is kept almost fixed from time t 3 to time t 9 , the manipulation amount Z is returned to zero from time t 9 to time t 10 , and the compensation brake force FD 2 is set during the period from time t 4 to time t 8 .
  • the driver target brake force FT 2 which varies in correspondence to the manipulation amount Z of the brake pedal 21 is changed to represent a trapezoidal form, as indicated by the solid line.
  • the base hydraulic brake force FB 2 which varies in correspondence to the manipulation amount Z of the brake pedal 21 is changed to represent a trapezoidal form lower in height than that of the driver target brake force FT 2 , as indicated by the broken line.
  • the compensated target brake force FU 2 is calculated by subtracting the base hydraulic brake force FB 2 from the driver target brake force FT 2 . Further, during the period of time t 4 -t 8 with the compensation brake force FD 2 being set to be larger than the driver target brake force FT 2 , the compensated target brake force FU 2 is calculated by subtracting the base hydraulic brake force FB 2 from the compensation brake force FD 2 .
  • the range indicated by a declining hatching is undertaken by the executed regenerative brake force FG 2
  • the range indicated by dots is undertaken by the controlled hydraulic brake force FC 2 .
  • the base hydraulic brake force FB 2 is generated at the same time as the driver target brake force FT 2 is generated at time t 1 , and the compensated target brake force FU 2 is undertaken by the executed regenerative brake force FG 2 .
  • the increase of the executed regenerative brake force FG 2 becomes gentle and unable to follow the compensated target brake force FU 2
  • the controlled hydraulic brake force FC 2 is generated, in which state time t 4 is reached.
  • the both of the executed regenerative brake force FG 2 and the controlled hydraulic brake force FC 2 are being generated at time t 4 , and when the active cruise control function is brought into operation at this time to cause the compensated target brake force FU 2 to increase abruptly, the increment is undertaken by the controlled hydraulic brake force FC 2 .
  • the controlled hydraulic brake force FC 2 is replaced by the executed regenerative brake force FG 2 which is increased gradually thereafter, and during the period of time t 5 -t 6 , the whole of the compensated target brake force FU 2 is undertaken by the executed regenerative brake force FG 2 .
  • the regenerative brake device A when the compensation brake force FD 2 exceeding the driver target brake force FT 2 is set by the active cruise control function, the regenerative brake device A can be used to cover or undertake the range which exceeds the driver target brake force FT 2 .
  • the hydraulic brake device B has exclusively been used to cover the range exceeding the driver target brake force FT 2 . In this sense, according to the present embodiment, the efficiency in regeneration can be improved than that in the prior art.
  • the present embodiment operates likewise as described above. Further, without being limited to the active cruise control function and the brake assist function, the present embodiment operates likewise as described above in the case where the brake ECU 60 automatically sets a brake force for each wheel exceeding the driver target brake force FT 2 .
  • FIGS. 6(A)-6(D) are schematic diagrams for explaining specific examples of distribution controls in which the left right equal-time distribution control means or section (step S 6 and steps S 8 -S 10 in FIG. 4 ) executes the distribution of brake forces to the respective wheels 7 FR, 7 FL, 7 RR, 7 RL.
  • FIG. 6(A) indicates the compensated target brake forces FU 3 for the respective wheels 7 FR, 7 FL, 7 RR, 7 RL
  • each of FIGS. 6(B)-6(D) indicates the executed regenerative brake forces FG 3 (numerical value at the upper row by each wheel) and the controlled hydraulic brake forces FC 3 (numerical value at the lower row by each wheel) which were distributed to the respective wheels.
  • the compensated target brake forces FU 3 of the respective wheels 7 FR, 7 FL, 7 RR, 7 RL are all 2 units.
  • each of the right side sum SR 3 and the left side sum SL 3 is 4 units, and the left right equal-time distribution control means or section is used.
  • the demand regenerative brake force FR 3 becomes 8 units which is calculated by doubling the right side sum SR 3 of 4 units.
  • the executed regenerative brake force FG 3 of 8 units which meets the demand regenerative brake force FR 3 are exerted as the total on the front right wheel 7 FR and the front left wheel 7 FL, as shown in FIG. 6(B) . Accordingly, the controlled hydraulic brake force FC 3 becomes unnecessary.
  • the regenerative brake force of 2 units can be exerted at each of the front right wheel 7 FR and the front left wheel 7 FL, so that the executed regenerative brake force FG 3 becomes 4 units. Accordingly, 1 unit which is obtained by dividing the 4 units of the executed regenerative brake force FG 3 by 4 is subtracted from the 2 units of the compensated target brake force FU 3 for each wheel, so that 1 unit is set as the controlled hydraulic brake force FC 3 for each wheel 7 FR, 7 FL, 7 RR, 7 RL. Further, where the operation condition of the regeneration brake device A is insufficient, the executed regenerative brake force FG 3 becomes zero, as shown in FIG.
  • the controlled hydraulic brake force FC 3 for each wheel 7 FR, 7 FL, 7 RR, 7 RL becomes 2 units as a result of the compensated target brake force FU 3 remaining as it is without being undertaken by the executed regenerative brake force FG 3 .
  • FIGS. 7(A)-7(D) are schematic diagrams for explaining specific examples of distribution controls in which the left right unequal-time distribution control means or section (steps S 7 -S 10 in FIG. 4 ) executes the distribution of brake forces to the respective wheels 7 FR, 7 FL, 7 RR, 7 RL.
  • FIG. 7(A) indicates the compensated target brake forces FU 4 for the respective wheels 7 FR, 7 FL, 7 RR, 7 RL
  • each of FIGS. 7(B)-7(C) indicates the executed regenerative brake forces FG 4 (numerical value at the upper row by each wheel) and the controlled hydraulic brake forces FC 4 (numerical value at the lower row by each wheel) which were distributed to the respective wheels.
  • the compensated target brake forces FU 4 for the front right wheel 7 FR and the rear right wheel 7 RR are each 4 units
  • the compensated target brake forces FU 4 for the front left wheel 7 FL and the rear left wheel 7 RL are each 2 units.
  • the right side sum SR 4 becomes 8 units
  • the left side sum SL 4 becomes 4 units, in which case the left right unequal-time distribution control means or section is used.
  • the executed regenerative brake force FR 4 becomes 8 units which is calculated by doubling the 4 units of the left side sum SL 4 being the sum on the smaller side.
  • the executed regenerative brake force FG 4 of 8 units which meets the demand regenerative brake force FR 4 can be exerted as the total on the front right wheel 7 FR and the front left wheel 7 FL.
  • 2 units obtained by dividing the 8 unit of the executed regenerative brake force by 4 is subtracted from each of the compensated target brake forces FU 4 for respective wheels to obtain controlled hydraulic brake forces FC 4 for the respective wheels.
  • the controlled hydraulic brake forces FC 4 2 units is set for each of the front right wheel 7 FR and the rear right wheel 7 RR, zero is set for each of the front left wheel 7 FL and the rear left wheel 7 RL.
  • the regeneration brake force of 2 units can be exerted at each of the front right wheel 7 FR and the front left wheel 7 FL, so that the executed regenerative brake force FG 4 becomes 4 units. Then, 1 unit obtained by dividing the 4 units of the executed regenerative brake force FG 4 by 4 is subtracted from the compensated target brake force FU 4 for each wheel, so that the controlled hydraulic brake force FC 4 becomes 3 units for each of the front right wheel 7 FR and the rear right wheel 7 RR and 1 unit for each of the front left wheel 7 FL and the rear left wheel 7 RL.
  • the controlled hydraulic brake force FC 4 for each wheel 7 FR, 7 FL, 7 RR, 7 RL becomes the compensated target brake force FU 4 for each wheel remaining as it is without being covered by the executed regenerative brake force FG 4 .
  • the brake ECU 60 cyclically controls those selected from the valves in the hydraulic control unit 25 to be opened and closed cyclically. For example, with respect to the cylinders 7 FR, 7 RL connected to the first piping passage L 1 , the following control is executed to lower the controlled hydraulic pressure in the wheel cylinder WC 2 for the front right wheel 7 FR than that in the wheel cylinder WC 1 for the rear left wheel 7 RL.
  • the pump 37 is driven, the hydraulic control valve 31 is brought into the different pressure state, the pressure increase valve 32 on the wheel cylinder WC 1 side is opened, and the pressure reducing control valve 35 is closed.
  • the full pressure of the controlled hydraulic pressure built by the pump 37 is applied to the wheel cylinder WC 1 .
  • the pressure increase valve 33 and the pressure reducing valve 36 on the wheel cylinder WC 2 side are controlled to be opened and closed cyclically.
  • the operating oil flowing from the pressure increase valve 33 to the wheel cylinder WC 2 is decreased in comparison with the operating oil flowing to the wheel cylinder side WC 1 , and at the same time, the operating oil outflows from the wheel cylinder WC 2 to the pressure reducing valve 36 .
  • the controlled hydraulic pressure in the wheel cylinder WC 2 is controlled to be lower than that in the wheel cylinder WC 1 .
  • by making the pressure increase valve 33 and the pressure reducing valve 36 changed in the rate of the opening period to the closing period it is possible to variably adjust the controlled hydraulic pressure in the wheel cylinder WC 2 with the wheel cylinder WC 1 keeping the controlled hydraulic pressure fixed.
  • FIG. 8 is a flow chart showing the control processing executed by the brake ECU 60 in the second embodiment.
  • step S 5 A in FIG. 8 replaces steps S 5 -S 7 in FIG. 4
  • step S 10 A in FIG. 8 differs from step S 10 in details of calculation.
  • step S 5 A in FIG. 8 the brake ECU 60 calculates a demand regenerative brake force FR 5 by multiplying the smallest value of the compensated target brake forces FU 1 for the driving wheels (the front right wheel 7 FR and the front left wheel 7 FL) by the number of the driving wheels. Further, at step S 10 A, the brake ECU 60 calculates respective controlled hydraulic brake forces FC 5 by subtracting the executed regenerative brake force FG 5 from each of the compensated target brake forces FU 1 for the wheels 7 RL, 7 FR, 7 FL, 7 RR. This calculation is required for substantially the driving wheels only.
  • Step S 5 A and step 8 in FIG. 8 correspond to the regeneration demand means or section in the claimed invention
  • step 9 corresponds to the regeneration acquire means or section in the claimed invention
  • step 10 A corresponds to the regeneration reflecting means or section in the claimed invention.
  • FIGS. 9(A)-9(D) are explanatory views for showing specific examples of distribution controls in which brake forces are distributed to the respective wheels 7 FR, 7 FL, 7 RR, 7 RL in the second embodiment.
  • FIG. 9(A) indicates the compensated target brake forces FU 6 for the respective wheels 7 FR, 7 FL, 7 RR, 7 RL
  • each of FIGS. 9(B)-9(D) indicates the executed regenerative brake forces FG 6 (numerical value at the upper row by each wheel) and the controlled hydraulic brake forces FC 6 (numerical value at the lower row by each wheel) which were distributed to the respective wheels.
  • FIG. 9(A) indicates the compensated target brake forces FU 6 for the respective wheels 7 FR, 7 FL, 7 RR, 7 RL
  • each of FIGS. 9(B)-9(D) indicates the executed regenerative brake forces FG 6 (numerical value at the upper row by each wheel) and the controlled hydraulic brake forces FC 6 (numerical value at the lower row by each wheel) which were
  • the compensated target brake forces FU 6 for the front right wheel 7 FR and the rear right wheel 7 RR are each 4 units
  • the compensated target brake forces FU 6 for the front left wheel 7 FL and the rear left wheel 7 RL are each 2 units.
  • the smallest value of the compensated target brake forces FU 6 for the driving wheels is 2 units, and since the driving wheels are two, the demand regenerative brake force FR 5 becomes 4 units.
  • the executed regenerative brake force FG 6 of 4 units which meet the demand regenerative brake force FR 5 can be exerted as the total on the front right wheel 7 FR and the front left wheel 7 FL.
  • the respective executed regenerative brake forces FG 6 are subtracted from the respective compensated target brake forces FU 6 , so that the controlled hydraulic brake force FC 6 becomes 2 units for the front right wheel 7 FR and zero for the front left wheel 7 FL.
  • the controlled hydraulic brake forces FC 6 for the rear right wheel 7 RR and the rear left wheel 7 RL are set to the respective compensated target brake forces FU 6 remaining as they are without being undertaken by the executed regenerative brake force FG 6 .
  • the regenerative brake force of 1 unit can be exerted at each of the front right wheel 7 FR and the front left wheel 7 FL, so that the executed regenerative brake force FG 6 becomes 2 units in total.
  • the controlled hydraulic brake force FC 6 for the front right wheel 7 FR becomes 3 units
  • the controlled hydraulic brake force FC 6 for the front left wheel 7 FL becomes 1 unit.
  • the controlled hydraulic brake forces FC 6 for the rear right wheel 7 RR and the rear left wheel 7 RL are set to the respective compensated target brake forces FU 6 remaining as they are.
  • the executed regenerative brake force FG 6 becomes zero, as shown in FIG. 9(D) . Accordingly, the controlled hydraulic brake forces FC 6 for the respective wheels 7 RL, 7 FR, 7 FL, 7 RR are set to the respective compensated target brake forces FU 6 remaining as they are.
  • the brake control device 60 , 50 which cooperatively controls the hydraulic brake device B and the regenerative brake device A selects a larger one of the driver target brake force FT 1 corresponding to the manipulation amount of the braking manipulation member 21 and the compensation brake force FD 1 set by the brake control device 60 , 50 itself for each wheel, subtracts the base hydraulic brake force FB 1 from the selected one brake force to set the compensated target brake force FU 1 for each wheel, and distributes the compensated target brake force FU 1 to the controlled hydraulic brake force FC for each wheel and the regenerative brake force FG for each driving wheel.
  • the compensation brake force FD 1 exceeds the driver target brake force FT 1 , at least a part of the brake force which part corresponds to the surplus is distributed to the regenerative brake device A.
  • the brake control device 60 , 50 which cooperatively controls the hydraulic brake device B and the regenerative brake device A adds the driver target brake force FT 1 corresponding to the manipulation amount of the braking manipulation member 21 and the compensation brake force FE 1 set by the brake control device 60 , 50 itself for each wheel to obtain the sum, subtracts the base hydraulic brake force FB 1 from the sum to set the compensated target brake force FU 1 for each wheel, and distributes the compensated target brake force FU 1 to the controlled hydraulic brake force FC for each wheel and the regenerative brake force FR for each driving wheel.
  • the compensation brake force FU 1 is distributed to the regenerative brake device A.
  • the distribution control means or section compares the right side sum SR of the compensated target brake forces FU 1 and the left side sum SL of the compensated target brake forces FU 1 and applies the demand regenerative brake force FR which is obtained by the addition of the compensated target brake forces FU 1 for the four wheels, to the generator motor 20 if the sums SR, SL are equal, but applies the demand regenerative brake force FR which is obtained by doubling the smaller one of the sums SR, SL if the sums SR, SL differ.
  • the distribution control means or section subtracts the value which is obtained by dividing the executed regenerative brake force FG by 4, from the respective compensated target brake forces FU 1 for the four wheels to set the differences as the controlled hydraulic brake forces FC 1 for the four wheels. That is, the distribution control section operates to supply the generator motor 20 with the executed regenerative brake force FG which is the maximum as far as the condition is satisfied that, where the wheels are divided into those on the right side and those on the left side, does not provide an excess braking on the wheels on either side, and to cover the deficiency in the executed regenerative brake force FG which was actually exerted, by the controlled hydraulic brake forces FC 1 for the respective wheels.
  • the distribution control means or section operates to supply to the generator motor 20 the demand regenerative brake force FR 5 which is calculated by multiplying the smallest value of the compensated target brake forces FU 1 for the driving wheels 7 FL, 7 RL by the number of the driving wheels 7 FL, 7 RL, and to distribute the controlled hydraulic brake forces FC 5 to the respective wheels based on the executed regenerative brake force FG which was actually exerted by the generator motor 20 .
  • the distribution control section operates to supply to the generator motor 20 the demand regenerative brake force FR 5 which is the maximum as far as the condition that does not apply an excess braking to the driving wheels 7 FL, 7 RL is satisfied, and to cover the deficiency in the executed regenerative brake force FG which was actually exerted, by the controlled hydraulic brake forces FC 5 for the respective wheels. Accordingly, in generating the compensation brake forces FD 1 /FE 1 set by the brake control device 60 , 50 itself, it can be realized to make the executed regenerative brake force FG become the maximum as far as the compensated target brake forces FU 1 for the respective wheels are not changed, and therefore, the efficiency in regeneration can remarkably be enhanced.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fluid Mechanics (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electromagnetism (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
US13/241,017 2010-09-24 2011-09-22 Vehicle brake system Abandoned US20120074767A1 (en)

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US20120231926A1 (en) * 2009-11-27 2012-09-13 Bayerische Motoren Werke Aktiengesellschaft Method for Controlling a Drive Unit of a Motor Vehicle
US20150032353A1 (en) * 2012-03-14 2015-01-29 Nissan Motor Co., Ltd. Braking control device and control method
CN104787033A (zh) * 2014-01-17 2015-07-22 福特全球技术公司 控制再生制动的方法
US20150307099A1 (en) * 2012-12-10 2015-10-29 Jaguar Land Rover Limited Vehicle and method of control thereof
US20150307070A1 (en) * 2014-04-25 2015-10-29 Hyundai Mobis Co., Ltd. Brake device and method for vehicle
US10059208B2 (en) * 2014-01-28 2018-08-28 Toyota Jidosha Kabushiki Kaisha Braking control apparatus and braking control method for vehicle
US10604017B2 (en) * 2016-02-26 2020-03-31 Advics Co., Ltd. Braking device for vehicle
EP3562716A4 (en) * 2016-12-29 2020-06-10 Cummins Inc. ELECTRICALLY DRIVED VEHICLE WITH SLOW SPEED
US20200218257A1 (en) * 2018-10-18 2020-07-09 Cartica Ai Ltd Emergency driver assistant
CN112706737A (zh) * 2021-01-12 2021-04-27 精诚工科汽车***有限公司 一种制动控制方法、装置及车辆
US20220242378A1 (en) * 2021-01-29 2022-08-04 Mazda Motor Corporation Braking control system of electric-powered vehicle
US11407314B2 (en) * 2019-03-28 2022-08-09 Toyota Jidosha Kabushiki Kaisha Brake system
US20220314814A1 (en) * 2021-04-06 2022-10-06 Toyota Jidosha Kabushiki Kaisha Vehicle brake system
GB2609094A (en) * 2017-06-29 2023-01-25 Ipgate Ag Device for a hydraulic actuating system
US20230219542A1 (en) * 2020-01-24 2023-07-13 Advics Co., Ltd. Braking control device

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CN104149635A (zh) * 2014-08-19 2014-11-19 青岛盛嘉信息科技有限公司 一种基于数字控制的磁阻刹车片
JP6853239B2 (ja) * 2015-05-29 2021-03-31 タギビグロウ，チャンジズ 皮脂の過剰産生に関連する皮膚疾病を処置するためのポリペプチド及び抗体
JP6497346B2 (ja) * 2016-03-30 2019-04-10 株式会社アドヴィックス 車両の制動制御装置
KR102224145B1 (ko) * 2017-02-24 2021-03-05 현대자동차주식회사 자동차용 후륜 회생제동 제어 시스템 및 방법
JP7303736B2 (ja) * 2019-12-12 2023-07-05 株式会社Subaru 車両の制御装置

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Publication number Priority date Publication date Assignee Title
US20120231926A1 (en) * 2009-11-27 2012-09-13 Bayerische Motoren Werke Aktiengesellschaft Method for Controlling a Drive Unit of a Motor Vehicle
US8382638B2 (en) * 2009-11-27 2013-02-26 Bayerische Motoren Werke Aktiengesellschaft Method for controlling a drive unit of a motor vehicle
US20150032353A1 (en) * 2012-03-14 2015-01-29 Nissan Motor Co., Ltd. Braking control device and control method
US9707847B2 (en) * 2012-03-14 2017-07-18 Nissan Motor Co., Ltd. Braking control device and control method
US20150307099A1 (en) * 2012-12-10 2015-10-29 Jaguar Land Rover Limited Vehicle and method of control thereof
US9637125B2 (en) * 2012-12-10 2017-05-02 Jaguar Land Rover Limited Vehicle and method of control thereof
CN104787033A (zh) * 2014-01-17 2015-07-22 福特全球技术公司 控制再生制动的方法
US10059208B2 (en) * 2014-01-28 2018-08-28 Toyota Jidosha Kabushiki Kaisha Braking control apparatus and braking control method for vehicle
US20150307070A1 (en) * 2014-04-25 2015-10-29 Hyundai Mobis Co., Ltd. Brake device and method for vehicle
US9623853B2 (en) * 2014-04-25 2017-04-18 Hyundai Mobis Co., Ltd. Brake device and method for vehicle
US10604017B2 (en) * 2016-02-26 2020-03-31 Advics Co., Ltd. Braking device for vehicle
EP3562716A4 (en) * 2016-12-29 2020-06-10 Cummins Inc. ELECTRICALLY DRIVED VEHICLE WITH SLOW SPEED
US11273811B2 (en) 2016-12-29 2022-03-15 Cummins Inc. Electric drive vehicle with low speed creep
US11691605B2 (en) 2016-12-29 2023-07-04 Cummins Inc. Electric drive vehicle with low speed creep
GB2609094A (en) * 2017-06-29 2023-01-25 Ipgate Ag Device for a hydraulic actuating system
GB2609094B (en) * 2017-06-29 2023-04-26 Ipgate Ag Device for a hydraulic actuating system
US20200218257A1 (en) * 2018-10-18 2020-07-09 Cartica Ai Ltd Emergency driver assistant
US11407314B2 (en) * 2019-03-28 2022-08-09 Toyota Jidosha Kabushiki Kaisha Brake system
US20230219542A1 (en) * 2020-01-24 2023-07-13 Advics Co., Ltd. Braking control device
CN112706737A (zh) * 2021-01-12 2021-04-27 精诚工科汽车***有限公司 一种制动控制方法、装置及车辆
US20220242378A1 (en) * 2021-01-29 2022-08-04 Mazda Motor Corporation Braking control system of electric-powered vehicle
US20220314814A1 (en) * 2021-04-06 2022-10-06 Toyota Jidosha Kabushiki Kaisha Vehicle brake system

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US20140145499A1 (en) 2014-05-29
US9296376B2 (en) 2016-03-29
JP5353848B2 (ja) 2013-11-27
JP2012066701A (ja) 2012-04-05

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