Abstract: A parking brake system is provided in which a parking brake state is obtained by forward movement of a parking piston (44) slidably fitted into a casing (23) with the rear side of the parking piston (44) facing a parking control fluid pressure chamber (47), and the forwardly moved state of the parking piston (44) is mechanically locked by a lock mechanism (31).

Abstract: A brake force detecting apparatus for detecting strain in a caliper bracket. The caliper bracket has two fixed portions fixed to a wheel support and a connecting portion for connecting the fixed portions. The connecting portion of the caliper bracket is formed with a recess at a position radially outside of a line connecting the fixed portions in the radial direction of a brake disc. A sensor plate is press-fitted in the recess of the connecting portion in engaged relationship with the connecting portion so as to undergo deformation generated in the connecting portion in its tensile direction. A strain gauge is attached to the sensor plate.

Abstract: A vehicle motion control system is provided. In a first state requiring understeer suppressing control, a controller determines, based on a yaw rate deviation, a first control amount of an actuator selected so as to generate an inward turning moment a vehicle. In a second state requiring spin suppressing control, the controller determines, based on the sideways slip angular velocity, a second control amount of an actuator selected so as to generate an outward turning moment in the vehicle. When the first and second states are concurrent, the controller selects an actuator to be controlled by the larger of the absolute values of first and second cooperative control amounts, and determines a control amount of the selected actuator as the sum of the first and second cooperative control amounts. Accordingly, the understeer suppressing control and the spin suppressing control can be performed in parallel, improving control performance.

Abstract: A vehicle motion control system is provided. In a first state requiring understeer suppressing control, a controller determines, based on a yaw rate deviation, a first control amount of an actuator selected so as to generate an inward turning moment a vehicle. In a second state requiring spin suppressing control, the controller determines, based on the sideways slip angular velocity, a second control amount of an actuator selected so as to generate an outward turning moment in the vehicle. When the first and second states are concurrent, the controller selects an actuator to be controlled by the larger of the absolute values of first and second cooperative control amounts, and determines a control amount of the selected actuator as the sum of the first and second cooperative control amounts. Accordingly, the understeer suppressing control and the spin suppressing control can be performed in parallel, improving control performance.

Abstract: A parking brake system is provided in which a parking brake state is obtained by forward movement of a parking piston (33) in response to the action of a parking control fluid pressure, and a forward operating state of the parking piston (33) is mechanically locked by a lock mechanism (43). Moreover, an input member (23) of a brake mechanism (11) and the parking piston (33) are connected by coupling means (35), a lock piston (44) of the lock mechanism (43) moves toward one side in the axial direction when the parking piston (33) moves forward, and a locking part (46) provided at one end of the lock piston (44) engages from the rear with a retaining part (45) provided on a middle section of the coupling means (35) while straddling the middle section of the coupling means (35). This enables an automatic parking brake state to be obtained by a simple structure without consuming power.

Abstract: An automatic parking brake system is provided in which a parking piston (23) that enables a parking brake state to be obtained by forward movement in response to a parking control fluid pressure acting on a rear face of the parking piston (23) is slidably fitted into a casing (22), and a lock mechanism (25) is provided within the casing (22) to the rear side of the parking piston (23) so as to automatically lock in response to forward movement of the parking piston (23) in order to mechanically lock the parking piston (23) at a forward position and unlock in response to a parking release control fluid pressure acting on the lock mechanism (25), the parking control fluid pressure and the parking release control fluid pressure being obtained by fluid pressure control means controlling a fluid pressure generated by a fluid pressure source. This enables an automatic parking brake state to be obtained by a simple structure without consuming power.

Abstract: A vehicular anti-lock control system includes: a ground load calculation section for detecting or estimating a ground load of a wheel; a road surface friction coefficient calculation section for detecting or estimating a road surface friction coefficient; and a reference fluid pressure calculation section for calculating an upper side reference fluid pressure and a lower side reference fluid pressure in anti-lock control based on the ground load and the friction coefficient. The upper and lower side reference fluid pressures are respectively determined to be an upper limit value and a lower limit value of a fluid pressure in anti-lock control. Therefore, it is possible to suppress the amount of change in the fluid pressure during anti-lock control, thus improving the braking effect and the braking feel.

Abstract: Normally opened control valves 5A, 5B are configured into short-time rating valves, and normally opened opening/closing valves 4A, 4B, which are electrically controlled to open and close and are configured into long-time rating valves, are connected in series to the normally opened control valves 5A, 5B between a fluid pressure generating unit M and wheel brakes 8A to 8D.

Abstract: During normal operation in which an electric braking device is operative, when a depressing force cut-off valve is closed and communication between a master cylinder and a disk brake system of a front wheel is cut off, the front wheel is braked by a brake pad directly driven by drive force of the electric braking device. When there is an abnormality in which the electric braking device breaks down, a wheel cylinder of a drum brake system of a rear wheel is operated by brake fluid pressure generated by the master cylinder operated by a driver's braking operation. Thus, since the drum brake system having a high braking function is operated in case of abnormality, the braking force is higher than the braking force during normal operation, thereby reliably stopping the vehicle.

Abstract: During normal operation in which a motor cylinder is operative, when a depressing force cut-off valve is closed, a front wheel is braked by operating a first wheel cylinder by brake fluid pressure generated by the motor cylinder. When there is an abnormality in which the motor cylinder breaks down, the front wheel is braked by supplying, via the opened depressing force cut-off valve, brake fluid pressure generated by a master cylinder operated by a driver's braking operation to the first wheel cylinder, and a rear wheel is braked by supplying the brake fluid pressure to a second wheel cylinder. Thus, since both the front and rear wheels are braked by the brake fluid pressure generated by the master cylinder in case of abnormality, a vehicle can be reliably stopped by a sufficient braking force.

Abstract: A lock piston 64 operates to automatically lock a parking brake piston 53 which achieves a parking brake applied state in response to hydraulic pressure in a parking brake application control hydraulic chamber 54 and operates to release a locked state in response to hydraulic pressure in a parking brake release control hydraulic chamber 69, and a manual change-over unit 108 holding the hydraulic pressure in the parking brake release control hydraulic chamber 69 to a hydraulic pressure on a lock release side, is provided among the wheel brake side hydraulic path 76, the parking brake application control hydraulic chamber 54 and the parking brake release control hydraulic-chamber 69 by bypassing a hydraulic pressure control unit 87 which changes over the application or release of hydraulic pressure to the parking brake application control hydraulic chamber 54 and the parking brake release control hydraulic chamber 69.

Abstract: An anti-lock controller controls the brake fluid pressure of a wheel brake to a pressure decreasing mode where a normally-opened electromagnetic valve is closed while a normally-closed electromagnetic valve is opened, a holding mode where the normally-opened electromagnetic valve is closed and the normally-closed electromagnetic valve is closed, and a pressure increasing mode where the normally-opened electromagnetic valve is opened while the normally-closed electromagnetic valve is closed.

Abstract: An antilock brake control system for a vehicle including normally-opened solenoid valves, normally-closed solenoid valves, and diodes. Each of the normally-opened solenoid valves is switched over among a turned-on state in which a predetermined first electric current is permitted to flow through the coil, a turned-off state in which the supply of the electric current to the coil is topped, and a middle state in which a second electric current lower than the first electric current is permitted to flow. In addition, the system includes a switch that is maintained in an electrically disconnecting state during shifting of each of the normally-opened solenoid valves from the turned-on state to the middle state, until the shifting is completed.

Abstract: A solenoid drive circuit is provided with an energization controller that controls the energization/de-energization of a coil and is disposed either between a power source and the coil or between the coil and ground. A diode allows electric current to flow toward the power source and is connected between the power source and ground while bypassing the coil. A switch is provided either between the power source and the diode or between the diode and ground. Therefore, it is possible to easily switch between a state in which the electric current flowing through the coil is gradually reduced and a state in which the electric current flowing through the coil is rapidly reduced by switching over between conduction and cutoff of the switch.

Abstract: An anti-lock controller controls an anti-lock brake system so as to realize any of a pressure decreasing mode where a normally-opened electromagnetic valve is closed, while a normally-closed electromagnetic valve is opened, a holding mode where the normally-opened electromagnetic valve is closed and the normally-closed electromagnetic valve is closed, and a pressure increasing mode where the normally-opened electromagnetic valve is opened, while the normally-closed electromagnetic valve is closed. Then, in the holding mode, for example, in the event that a predetermined condition is established where the voltage of a power supply for a vehicle or the terminal voltage of the normally-opened electromagnetic valve is equal to or smaller than a set value which is determined in advance, a current value that is applied to the normally-opened electromagnetic valve is controlled so as to become smaller than a current value that is applied to the normally-opened electromagnetic valve in the pressure decreasing mode.

Abstract: An antilock brake control system for a vehicle includes normally-opened solenoid valves and normally-closed solenoid valves, and diodes each capable of exhibiting a function of slowly decreasing an electric current supplied to a coil of each of the normally-opened solenoid valves when the supply of the electric current to the coil has been cut off. Each of the normally-opened solenoid valves is controlled so that it is switched over among a turned-on state in which a predetermined first electric current is permitted to flow through the coil, a turned-off state in which the supply of the electric current to the coil is topped, and a middle state in which a second electric current lower than the first electric current is permitted to flow.

Abstract: An anti-lock control member controls the brake fluid pressure of a wheel brake to a pressure decreasing mode where a normally-opened electromagnetic valve is closed while a normally-closed electromagnetic valve is opened, a holding mode where the normally-opened electromagnetic valve is closed and the normally-closed electromagnetic valve is closed, and a pressure increasing mode where the normally-opened electromagnetic valve is opened while the normally-closed electromagnetic valve is closed.

Abstract: An anti-lock control member controls so as to realize any of a pressure decreasing mode where a normally-opened electromagnetic valve is closed, while a normally-closed electromagnetic valve is opened, a holding mode where the normally-opened electromagnetic valve is closed and the normally-closed electromagnetic valve is closed, and a pressure increasing mode where the normally-opened electromagnetic valve is opened, while the normally-closed electromagnetic valve is closed. Then, in the holding mode, for example, in the event that a predetermined condition is established where the voltage of a power supply for a vehicle or the terminal voltage of the normally-opened electromagnetic valve is equal to or smaller than a set value which is determined in advance, a current value that is applied to the normally-opened electromagnetic valve is controlled so as to become smaller than a current value that is applied to the normally-opened electromagnetic valve in the pressure decreasing mode.

Abstract: A vehicle co-operative control system is provided which suppresses the torque steer phenomenon by co-operatively controlling a driving force and/or braking force distribution device and an electric power steering device without changing the control device of the electric power steering device for a vehicle having a specification in which the co-operative control is not carried out or with the introduction of only a minimal change. The control device can also be applied to a vehicle having a specification in which the co-operative control is carried out.

Abstract: A hybrid vehicle includes an engine for driving front wheels; a generator 6 for generating at 42V; a battery 11 adapted to be charged with a generated output from the generator 6; motors 8 for driving rear wheels with a generated output from the generator 6; a direct-current voltage converter 12 for allowing the generated output to step down to a voltage of 14V; and a battery 13 for accessories and an electric load 14, the battery being adapted to be supplied with electric power at the voltage allowed to step down by the direct-current voltage converter 12.