Abstract: A motor torque control section switches a change rate of a motor torque for approximating the motor torque to an assist torque according to relationship between the motor torque of an electric motor and the assist torque and according to a change in a turning angle, after automatic steering is cancelled according to a steering torque.

Abstract: A second ECU determines whether or not there is an abnormality in a hydraulic-pressure sensor in a first cycle based on a detection value of the hydraulic-pressure sensor, and outputs a signal indicating a determination of an occurrence of the abnormality to a first ECU via a signal line when determining the occurrence of the abnormality in the hydraulic-pressure sensor. The first ECU receives the detection value of the hydraulic-pressure sensor through communication from the second ECU via the signal line to determine whether or not there is the abnormality in the hydraulic-pressure sensor in a second cycle that is shorter than the first cycle. When determining that the hydraulic-pressure sensor is abnormal, the first ECU controls driving of an electric actuator based on a braking command from an operation-amount detection sensor without using the detection value of the hydraulic-pressure sensor determined to be abnormal.

Abstract: A motor drive device inputs two detection signals from a rotation position sensor thereby to detect a rotation position, and controls a voltage to be applied to a motor according to the detected rotation position. The motor drive device has a control unit for outputting a first voltage in a first state in which the square sum of sampling values sampled from the two detection signals is a predetermined value, and outputting a second voltage in a second state in which the square sum is not the predetermined value.

Abstract: An electric motor is controlled based on an operation of a brake pedal to move a primary piston forward through a ball screw mechanism, thereby generating a hydraulic pressure in a master cylinder. At this time, a reaction force from the hydraulic pressure in the master cylinder is fed back to the brake pedal through an input piston. Automatic brake control, which generates the hydraulic pressure by driving the electric motor regardless of whether there is the operation of the brake pedal, is carried out. During the automatic brake control, an actual relative position is compared with a determination threshold value set based on the relative position between the primary piston and the input piston which is generated by a movement of the primary piston, and it is determined that the brake pedal is operated in a case where the relative position is smaller than the determination threshold value.

Abstract: In an electrically driven brake booster wherein an electrically driven actuator moves a booster piston upon operation of a brake pedal to generate a hydraulic pressure for driving a brake force at the maser cylinder, the electrically driven actuator controls to move the booster piston as the pressing member in order to correctly detect presence/absence of an operation of the booster piston and detect a movement pattern of an input rot and an input piston as the shaft member relative to a movement of the pressing member. In accordance with the movement pattern, presence/absence of an operation of the brake pedal is detected. By confirming that the brake pedal is not operated, by the method described above, a zero point of a stroke sensor for detecting the position of the shaft member and zero points of oil pressure sensors for detecting a hydraulic pressure supplied by the master cylinder are learnt.

Abstract: When a driving force of a drive motor (21) becomes a maximum driving force even in the case where a brake pedal (5) is depressed by a large amount while a vehicle is in a stopped state, a second ECU (33) outputs a valve-closing command to a boost control valve (40, 40?) of an ESC (31) for a left front wheel (FL; front wheel 1L) and a right front wheel (FR; front wheel 1R). In this manner, a hydraulic pressure flowing from a master cylinder (8) through the ESC (31) to each wheel side is not supplied to wheel cylinders (3L, 3R) for the front wheels (1L, 1R) but is supplied only to wheel cylinders (4L, 4R) for rear wheels (2L, 2R). A hydraulic stiffness of the wheel cylinders (3L, 3R, 4L, 4R) is changed by stopping supply of a brake fluid to the wheel cylinders (3L, 3R).

Abstract: A second ECU determines whether or not there is an abnormality in a hydraulic-pressure sensor in a first cycle based on a detection value of the hydraulic-pressure sensor, and outputs a signal indicating determination of occurrence of the abnormality to a first ECU via signal line when determining occurrence of the abnormality in the sensor. The first ECU receives the detection value of the hydraulic-pressure sensor through communication from the second ECU via the signal line to determine whether or not there is the abnormality in the hydraulic-pressure sensor in a second cycle shorter than the first cycle. When determining that the hydraulic-pressure sensor is abnormal, the first ECU controls driving of an electric actuator based on a braking command from an operation-amount detection sensor without using the detection value of the hydraulic-pressure sensor determined as abnormal.

Abstract: A motor drive device inputs two detection signals from a rotation position sensor thereby to detect a rotation position, and controls a voltage to be applied to a motor according to the detected rotation position. The motor drive device has a control unit for outputting a first voltage in a first state in which the square sum of sampling values sampled from the two detection signals is a predetermined value, and outputting a second voltage in a second state in which the square sum is not the predetermined value.

Abstract: A brake control system displaces a primary piston by controlling an operation of the electric motor by a master pressure control unit according to the operation amount (Xop) of the brake pedal, thereby generating a hydraulic pressure in the master cylinder to supply it to wheel cylinders (Ba to Bd). The master pressure control unit sets a target relative displacement (?XT) between an input piston and the primary piston and a target hydraulic pressure (PT) in the master cylinder, and appropriately switch which is used to control a brake force. During regenerative cooperation, the master pressure control unit selects the control with use of the target hydraulic pressure, which enables easy execution of a hydraulic pressure control including a subtraction of the hydraulic pressure corresponding to a brake effect from the regenerative cooperation.

Abstract: The in-vehicle control device includes first and second control units that perform first and second controls, respectively; first and second sensors for measuring the same physical quantity, and a transmission channel for communicating information between the first control unit and the second control unit. Outputs from the first and the second sensors are taken in and used for the first and the second controls by the first and the second control units, respectively. The first and the second control units repeatedly perform diagnoses of the first and the second sensors, respectively, and receive each results of measurements of the physical quantity measured based on the outputs of the first and the second sensors, respectively, through the transmission channel.

Abstract: A pedal system to realize an intended vehicle output in response to pedal depression is provided. The pedal system provides hysteresis in the relationship between the pedal effort and the vehicle output, taking into account a pedal effort in a depressing motion or in a releasing motion, employing a relationship including a straight line or a folded line. A vehicle output command may be delivered by changing the vehicle output relative to the pedal effort depending on the vehicle speed. An appropriate vehicle output command may be delivered by providing a maintaining motion in addition to the depressing motion and the releasing motion with a different pedal effort and vehicle output command relationship, and by changing the sensitivity of the vehicle output command relative to the pedal effort in the maintaining motion depending on the pedal effort-increasing/decreasing direction, vehicle information, and the vehicle output command or the pedal effort.

Abstract: An electric motor is controlled based on an operation of a brake pedal to move a primary piston forward through a ball screw mechanism, thereby generating a hydraulic pressure in a master cylinder. At this time, a reaction force from the hydraulic pressure in the master cylinder is fed back to the brake pedal through an input piston. Automatic brake control, which generates the hydraulic pressure by driving the electric motor regardless of whether there is the operation of the brake pedal, is carried out. During the automatic brake control, an actual relative position is compared with a determination threshold value set based on the relative position between the primary piston and the input piston which is generated by a movement of the primary piston, and it is determined that the brake pedal is operated in a case where the relative position is smaller than the determination threshold value.

Abstract: A brake apparatus capable of preventing generation of an unintended brake force. The brake apparatus includes an input member configured to be moved forward and backward by an operation of a brake pedal, a stroke detector for detecting an operation stroke of the input member, and a controller for controlling an actuator based on a detection result of the stroke detector. When the controller is set into the controllable state, the controller sets a stored initial base position as a control base position of the stroke detector to control the actuator based on the detection value of the stroke detector, and each time the input member is moved backward beyond the control base position, the controller updates the control base position of the stroke detector to a position of the input member at that time.

Abstract: For a pedal travel, a pedal reaction force, a driving force of a vehicle, and a braking force of a vehicle, different characteristics conformed to a stepping motion, a releasing motion, and a holding motion are determined on the basis of a pedal effort and predetermined characteristics of a pedal reaction force, and characteristics in a holding motion are changed according to vehicle information and environmental information.

Abstract: The in-vehicle control device includes first and second control units that perform first and second controls, respectively; first and second sensors for measuring the same physical quantity, and a transmission channel for communicating information between the first control unit and the second control unit. Outputs from the first and the second sensors are taken in and used for the first and the second controls by the first and the second control units, respectively. The first and the second control units repeatedly perform diagnoses of the first and the second sensors, respectively, and receive each results of measurements of the physical quantity measured based on the outputs of the first and the second sensors, respectively, through the transmission channel.

Abstract: A motor is controlled to always consume power supplied from a power supply system or not to supply power to the power supply system, by performing control to advance or delay a phase of a 3-phase current flowing in the motor or to reduce a percentage of the generated torque with respect to an effective value of the 3-phase current of the motor, or by applying a d-axis current to the motor.

Abstract: An object of the present invention is to simplify a control during regenerative cooperation in a brake control system generating a hydraulic pressure in a master cylinder by displacing a piston with use of an electric actuator according an operation amount of a brake pedal. The brake control system displaces the primary piston 8 by controlling an operation of the electric motor 22 by a master pressure control unit 4 according to the operation amount Xop of the brake pedal 19, thereby generating a hydraulic pressure in the master cylinder 2 to supply it to wheel cylinders Ba to Bd. The master pressure control unit 4 sets a target relative displacement ?XT between an input piston 17 and the primary piston 8 and a target hydraulic pressure PT in the master cylinder 2, and appropriately switch which is used to control a brake force.

Abstract: To enable a pedal system equipped with an actuator to reduce power consumption and put a pedal at an appropriate position when there is no need to operate the pedal. A system state control unit changes pedal position to an end position or original position before deactivating the pedal system. It deactivates the pedal system based on information from a pedal position detection unit, pedal state detection unit, power supply state detection unit, and vehicle motion detection unit and activates the pedal system based on information from a power supply state detection unit. It shifts pedal position toward the original position after activation of the pedal system.

Abstract: In an electrically driven brake booster wherein an electrically driven actuator moves a booster piston upon operation of a brake pedal to generate a hydraulic pressure for driving a brake force at the maser cylinder, the electrically driven actuator controls to move the booster piston as the pressing member in order to correctly detect presence/absence of an operation of the booster piston and detect a movement pattern of an input rot and an input piston as the shaft member relative to a movement of the pressing member. In accordance with the movement pattern, presence/absence of an operation of the brake pedal is detected. By confirming that the brake pedal is not operated, by the method described above, a zero point of a stroke sensor for detecting the position of the shaft member and zero points of oil pressure sensors for detecting a hydraulic pressure supplied by the master cylinder are learnt.

Abstract: Fluctuations in a braking force and a deceleration during regenerative cooperative control are suppressed. A brake system includes a master pressure generating device 200, a wheel pressure generating device 300, and a regenerative braking device 18 that operate brake calipers 21a to 21d of respective brakes, and a brake control device 100 that control the actuators 200, 300, and 18. The brake control device 100 includes a braking force calculating unit 111 that determines a frictional braking force outputted at the brake calipers 21a to 21d and a regenerative braking force outputted by the regenerative braking device 18, and a communication control unit 112 that outputs braking force signals corresponding to the respective braking forces to the respective actuators 200, 300, and 18. The brake control device 100 controls the braking forces based on a pedal reaction force and a displacement amount of a piston that pressurizes a master cylinder.