公开(公告)号：EP2799297A4

公开(公告)日：2015-10-28

申请号：EP12862476

申请日：2012-12-25

申请人： ADVICS CO LTD

发明人： YASUI YOSHIYUKI ,  KODAMA HIROYUKI ,  SATAKE NAOTOSHI

IPC分类号： B60T8/00 ,  B60T13/74

CPC分类号： B60T8/172 ,  B60T7/042 ,  B60T8/171 ,  B60T8/58 ,  B60T13/662 ,  B60T13/741 ,  B60T17/22 ,  F16D65/18 ,  F16D2066/005 ,  F16D2125/40 ,  F16D2125/48

摘要： Based on a difference between a target value and an actual value of a force of a friction member to press a brake disc, feedback control over the pressing force is executed. As the actual value, a detection value (Fba) of the pressing force itself is not used, but a "limit pressing force (Fbs) obtained by placing a limitation on a temporal change amount of the Fba based on of a limit value (Lmt)" is used. The limit value (Lmt) is set based on an electric motor speed (dMkt, dMka), a wheel speed (Vwa), and a temporal change amount (”Tmp) of a temperature of the friction member. The Lmt is set so as to increase as the dMkt (dMka) increases and the temporal change amount (”Tmp) of the temperature increases, and so as to also increase as the wheel speed (Vwa) decreases. Thus, in a vehicle brake control device configured to generate a braking torque by an electric motor, even when a rotating member (brake disc) is deformed, braking torque control can be appropriately executed without accelerating a fluctuation of a braking torque on the wheel.

公开(公告)号：EP2799299A4

公开(公告)日：2015-08-26

申请号：EP12863626

申请日：2012-12-25

申请人： ADVICS CO LTD

发明人： YASUI YOSHIYUKI ,  KODOMA HIROYUKI ,  SATAKE NAOTOSHI

IPC分类号： B60T8/17 ,  B60T8/173 ,  B60T13/74

CPC分类号： B60T8/173 ,  B60T7/042 ,  B60T8/171 ,  B60T13/741 ,  B60T17/22 ,  F16D65/18 ,  F16D2066/005 ,  F16D2125/40 ,  F16D2125/48

摘要： Based on a difference (”Fb) between a target value (Fbt) of a force of a friction member for pressing a brake disc and an actual value (Fba) thereof, a feedback energization amount (Ipt) is calculated by using a proportional gain that is smaller than an ultimate sensitivity gain. Based on the ”Fb, if the ”Fb falls within a fluctuation range of a torque ripple, a first compensation energization amount (Ibt) is calculated by using a proportional gain that is larger than the ultimate sensitivity gain, and if the ”Fb falls outside of the fluctuation range, the first compensation energization amount (Ibt) is calculated so as 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 a position of an electric motor and based on an actual position of the electric motor. An indication energization amount (Ist) calculated in accordance with the Fbt is adjusted by the Ipt, the Ibt, and the Ift so that a target energization amount (Imt) is calculated. With this, it is possible to provide a vehicle brake control device which is configured to generate a braking torque by the electric motor and is capable of compensating for effects of a torque ripple of the electric motor to improve control accuracy for the braking torque.

公开(公告)号：EP2799298A4

公开(公告)日：2015-08-26

申请号：EP12863491

申请日：2012-12-25

申请人： ADVICS CO LTD

发明人： YASUI YOSHIYUKI ,  KODAMA HIROYUKI ,  SATAKE NAOTOSHI

IPC分类号： B60T13/74

CPC分类号： B60T8/3255 ,  B60T7/042 ,  B60T8/171 ,  B60T8/172 ,  B60T13/741 ,  B60T17/22 ,  F16D65/18 ,  F16D2066/005 ,  F16D2125/40 ,  F16D2125/48

摘要： An electric motor is controlled based on a target energization amount that is calculated based on an operation amount of a braking operation member. A state quantity is acquired as an actual value (Sva), which indicates an actual actuation state of a movable member located in a power transmission path from the electric motor to a friction member. Based on the operation amount, it is determined whether or not inertia compensation control is necessary, which compensates for the influence of inertia of a brake actuator during deceleration of the electric motor. "A target value (Svt) corresponding to the actual value" is determined as a reference value (ref), which is calculated based on the operation amount at a time point when it is determined that the inertia compensation control is necessary. Based on the actual value and the reference value, "an inertia compensation energization amount (Ikt) for decreasing the target energization amount to compensate for the influence of inertia" is calculated, and the target energization amount is adjusted based on the inertia compensation energization amount (Ikt). Accordingly, there can be provided a vehicle brake control device, which generates a braking torque by the electric motor and which can properly compensate for the influence of inertia of the entire device during deceleration of the electric motor.

公开(公告)号：EP2891573A1

公开(公告)日：2015-07-08

申请号：EP13832273.0

申请日：2013-08-27

申请人： Advics Co., Ltd. ,  Toyota Jidosha Kabushiki Kaisha

发明人： OKANO, Takahiro ,  KAMIYA, Yusuke ,  KOMAZAWA, Masaaki

IPC分类号： B60L7/24 ,  B60T8/17

CPC分类号： B60L7/18 ,  B60L7/14 ,  B60L7/26 ,  B60L2250/26 ,  B60T1/10 ,  B60T8/172 ,  B60T8/4077 ,  B60T2270/604

摘要： Provided is a vehicle braking device that is capable of suppressing the uncomfortable sensation felt by a driver when a regenerative braking force plateaus. This vehicle braking device has a hydraulic braking force generation unit (2) for generating a hydraulic braking force, a regenerative braking force generation unit (3) for generating a regenerative braking force on the wheels, a braking operation amount detection means (72) for detecting an operation amount of a braking operation member (10), and a required braking force calculation means for calculating a required braking force on the basis of the operation amount of the braking operation member (10). The vehicle braking device controls the hydraulic braking force generation unit (2) and the regenerative braking force generation unit (3) so as to apply the required braking force to the wheels. The vehicle braking device has a braking force adjustment control means for executing braking force adjustment control for limiting the rate at which the regenerative braking force is increased and increasing the hydraulic braking force before the current regenerative braking force reaches a maximum regenerative braking force, that is, the maximum braking force that can be generated by the regenerative braking force generation unit (3).

摘要翻译： 本发明提供一种车辆用制动装置，其能够抑制在再生制动力高的时候驾驶员感到的不舒适感。 该车辆制动装置具有用于产生液压制动力的液压制动力产生单元（2），用于在车轮上产生再生制动力的再生制动力产生单元（3），用于制动操作量检测装置（72）的制动操作量检测装置 检测制动操作构件（10）的操作量;以及要求制动力计算装置，用于基于制动操作构件（10）的操作量计算所需制动力。 车辆制动装置控制液压制动力产生单元（2）和再生制动力产生单元（3）以向车轮施加所需的制动力。 车辆制动装置具有制动力调节控制装置，用于执行制动力调节控制，该制动力调节控制用于限制再生制动力增大的速率并在当前再生制动力达到最大再生制动力之前增加液压制动力，即 ，由再生制动力产生单元（3）能够产生的最大制动力。

公开(公告)号：EP2862760A1

公开(公告)日：2015-04-22

申请号：EP13804088.6

申请日：2013-06-13

申请人： Advics Co., Ltd.

发明人： OHMORI, Yosuke ,  MORI, Yukio ,  SHIOTA, Masaki ,  TAKEDA, Masayoshi

IPC分类号： B60T7/12

CPC分类号： B60W30/143 ,  B60T7/12 ,  B60T7/22 ,  B60T8/17558 ,  B60T2201/022

摘要： When it is supposed that brake control begins at a first point in time, a collision avoidance ECU calculates: a free running distance (X0), which is the distance that can be travelled by a vehicle from the first point in time to a second point in time, at which the relative deceleration (Gr) starts to become greater due to the commencement of deceleration control; an increase travel distance (X1), which is the distance that can be travelled by the vehicle from the second point in time to a third point in time, at which the relative deceleration (Gr) reaches a target relative deceleration (At); and a post-increase-completion travel distance (X2), which is the distance that can be travelled by the vehicle from the third point in time to a point in time at which a relative speed (Vr) becomes equal to or less than a predetermined speed (Vth). Moreover, the collision avoidance ECU derives a speed reduction distance (Xth) on the basis of the result obtained by adding up the aforementioned distances (X0, X1, X2). As a consequence, it is possible to improve the calculation accuracy of the speed reduction distance (Xth).

摘要翻译： 当假定在第一时间点开始制动控制时，避碰ECU计算：作为车辆从第一时间点到第二时刻可以行驶的距离的自由行驶距离（X0） 在时间上，由于减速控制的开始，相对减速度（Gr）开始变大; 作为相对减速度（Gr）达到目标相对减速度（At）的车辆从第二时间点到第三时间点的行驶距离的增加行驶距离（X1）; 以及作为车辆从第三时间点到相对速度（Vr）变为等于或小于的时间点的时间段可以行驶的距离的后增加完成行驶距离（X2） 预定速度（Vth）。 此外，防撞ECU基于通过将上述距离（X0，X1，X2）相加获得的结果，导出减速距离（Xth）。 因此，能够提高减速距离（Xth）的计算精度。

公开(公告)号：EP2853455A2

公开(公告)日：2015-04-01

申请号：EP14186749.9

申请日：2014-09-29

申请人： ADVICS CO., LTD. ,  YAZAKI CORPORATION

发明人： Katsuyama, Tomonori ,  Yukoku, Shinichiro ,  Hirata, Satoshi ,  Suzuki, Motoshi ,  Ikeya, Kenichi ,  Kudo, Takamichi

IPC分类号： B60T13/74

CPC分类号： F16D65/18 ,  B60T13/741 ,  F16D2121/24 ,  F16D2125/40 ,  F16D2125/48

摘要： There is provided an electric braking device for a vehicle, which includes a brake caliper (CPR), a pressing member (PSN) which is provided to the brake caliper and is driven to press a friction member (MSB) to a rotary member (KTB) fixed to a wheel, an electric motor (MTR) which is a power source to drive the pressing member, an electric power/signal line (PWL, SGL) which supplies electric power to the electric motor or allows a first electric circuit provided in a vehicle body to communicate with a second electric circuit provided in the brake caliper, and a connector (CNC) which relays the electric power line. The connector includes a terminal joining portion which joins one terminal (TS1, TP1) and another terminal (TS2, TP2) to each other, and the one terminal and the another terminal are made of metal. The terminal joining portion is positioned inside the brake caliper.

摘要翻译： 提供了一种用于车辆的电动制动装置，其包括制动钳（CPR），设置在制动钳上的推动构件（PSN），并被驱动以将摩擦构件（MSB）压向旋转构件（KTB ），作为驱动按压部件的电源的电动机（MTR），向电动机供给电力的电力/信号线（PWL，SGL），或者允许设置在电动机上的第一电路 与设置在制动钳中的第二电路连通的车体，以及中继电力线的连接器（CNC）。 连接器包括将一个端子（TS1，TP1）和另一个端子（TS2，TP2）彼此连接的端子接合部分，并且一个端子和另一个端子由金属制成。 端子接合部位于制动钳的内侧。

公开(公告)号：EP2799299A1

公开(公告)日：2014-11-05

申请号：EP12863626.3

申请日：2012-12-25

申请人： Advics Co., Ltd

发明人： YASUI, Yoshiyuki ,  KODOMA, Hiroyuki ,  SATAKE, Naotoshi

IPC分类号： B60T8/17 ,  B60T8/173 ,  B60T13/74

CPC分类号： B60T8/173 ,  B60T7/042 ,  B60T8/171 ,  B60T13/741 ,  B60T17/22 ,  F16D65/18 ,  F16D2066/005 ,  F16D2125/40 ,  F16D2125/48

摘要： Based on a difference (ΔFb) between a target value (Fbt) of a force of a friction member for pressing a brake disc and an actual value (Fba) thereof, a feedback energization amount (Ipt) is calculated by using a proportional gain that is smaller than an ultimate sensitivity gain. Based on the ΔFb, if the ΔFb falls within a fluctuation range of a torque ripple, a first compensation energization amount (Ibt) is calculated by using a proportional gain that is larger than the ultimate sensitivity gain, and if the ΔFb falls outside of the fluctuation range, the first compensation energization amount (Ibt) is calculated so as 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 a position of an electric motor and based on an actual position of the electric motor. An indication energization amount (Ist) calculated in accordance with the Fbt is adjusted by the Ipt, the Ibt, and the Ift so that a target energization amount (Imt) is calculated. With this, it is possible to provide a vehicle brake control device which is configured to generate a braking torque by the electric motor and is capable of compensating for effects of a torque ripple of the electric motor to improve control accuracy for the braking torque.

摘要翻译： 基于用于按压制动盘的摩擦构件的力的目标值（Fbt）和其实际值（Fba）之间的差（ΔFb），通过使用比例增益来计算反馈通电量（Ipt） 小于最终的灵敏度增益。 基于ΔFb，如果ΔFb落入转矩波动的波动范围内，则通过使用比最终灵敏度增益大的比例增益来计算第一补偿通电量（Ibt），并且如果ΔFb落在 波动范围，第一补偿通电量（Ibt）被计算为恒定。 基于基于电动机的位置的预定范围上的转矩波动预先设置的计算特性并且基于电动机的实际位置来计算第二补偿通电量（Ift）。 根据Fbt计算的指示通电量（Ist）通过Ipt，Ibt和Ift进行调整，以便计算目标通电量（Imt）。 由此，能够提供一种车辆制动控制装置，该车辆制动控制装置构成为通过电动机产生制动转矩，并且能够补偿电动机的转矩波动的影响，提高制动转矩的控制精度。

公开(公告)号：EP2679457A4

公开(公告)日：2014-11-05

申请号：EP12747435

申请日：2012-02-17

申请人： ADVICS CO LTD

发明人： TERASAKA MASATO ,  TAKEYA YUSUKE ,  TSUKAMOTO SHINJI

IPC分类号： B60T8/00 ,  B60T8/171 ,  B60T8/172 ,  B60T8/173 ,  B60T8/1761 ,  B60T8/32

CPC分类号： B60T8/1761 ,  B60T7/042 ,  B60T7/12 ,  B60T8/172 ,  B60T13/662 ,  B60T17/22 ,  B60T2201/03

公开(公告)号：EP2502796A4

公开(公告)日：2014-05-28

申请号：EP09851430

申请日：2009-11-20

申请人： TOYOTA MOTOR CO LTD ,  ADVICS CO LTD

发明人： MIYAZAKI TETSUYA ,  YAMAMOTO TAKAYUKI ,  KOKUBO KOICHI ,  MASUDA YOSHIO

IPC分类号： B60T8/92 ,  B60T8/17

CPC分类号： B60T7/042 ,  B60T8/404 ,  B60T8/4081 ,  B60T8/4275 ,  B60T8/4872 ,  B60T8/885 ,  B60T8/94 ,  B60T13/166 ,  B60T13/686 ,  B60T2270/413

公开(公告)号：EP2676854A1

公开(公告)日：2013-12-25

申请号：EP12747309.8

申请日：2012-02-17

申请人： Advics Co., Ltd.

发明人： TERASAKA, Masato ,  TAKEYA, Yusuke

IPC分类号： B60T8/00 ,  B60T8/172

CPC分类号： B60T8/18 ,  B60T8/172 ,  B60T8/1761 ,  B60T8/3275 ,  B60T2201/03 ,  B60T2250/02

摘要： A brake ECU acquires the vehicle load (WW) (step S142), and sets a higher start-time criterion value (KT2) when the load (WW) is heavy than when the load (WW) is light (step S144). The brake ECU initiates auxiliary control when the period since the deceleration of the vehicle exceeded a first deceleration determination value is less than or equal to the start-time criterion value (KT2) and the G sensor value exceeds a second deceleration determination value.

摘要翻译： 制动ECU获取车辆负载（WW）（步骤S142），并且当负载（WW）比负载（WW）为浅时，设定较高的起动时标准值（KT2）（步骤S144）。 当车辆的减速超过第一减速判定值的期间小于或等于起动时标准值（KT2），并且G传感器值超过第二减速判定值时，制动ECU启动辅助控制。