Abstract: An antilock mechanism for use in a hydraulic brake system including a hydraulic pressure source, a wheel brake, and a drain channel, includes a flow control valve and a drain valve provided in the drain channel. The flow control valve has an inlet port connected with the hydraulic pressure source, a first outlet port connected with the wheel brake, and a second outlet port connected with the drain channel. A spool is slidably inserted in the housing. The spool comprises first axial conduit and a second axial conduit separated by a wall having a fixed orifice formed therein, and is biased by a return spring. The drain valve is located adjacent the open end of the housing such that the second outlet port of the flow control valve and a valve member of the drain valve are connected straight.

Abstract: A brake pressure control device for vehicles is provided in a pipeline connecting a master cylinder (22) and a wheel brake (23) with an electromagnetic directional control valve (24) which is switched in a plurality of valve positions by electromagnetic force. The electromagnetic directional control valve (24) is switched between a first valve position and a second valve position. Bidirectional flow of fluid is allowed when the electromagnetic directional control valve is in the first valve position. Unidirectional flow of the fluid is allowed but reverse flow of the fluid is prevented when the electromagnetic directional control valve is in the second valve position.

Abstract: An antilocking device for a vehicle has a master cylinder (2), an inlet valve (40), an outlet valve (5), a damping reservoir (6), and a pump (7). The pump (7) draws working fluid stored in the damping reservoir (6), to deliver the working fluid into a fluid path portion connecting the inlet valve (40) with a wheel brake (3). The inlet valve (40) has a differential pressure responsive valve structure actuated by differential pressure between fluid pressure in the fluid path portion connecting the inlet valve (40) with the wheel brake (3) and the fluid pressure in a fluid path portion connecting the inlet valve (40) with the outlet valve (5).

Abstract: A wheel speed control system incorporating in-gear vibration detection and elimination means for use in a vehicle includes wheel speed detectors for detecting the speed of a wheel, a wheel speed control section such as an antiskid control and/or brake traction control, an in-gear wheel speed control section, and an in-gear vibration detector. When the speed of a drive wheel deviates excessively from the speed of the vehicle as measured by a non-drive wheel, the wheel speed control is operated to control the speed of the drive wheel to become nearly equal to the vehicle speed. A differential circuit is provided for taking a second order differential excess the reference level, indicating that the in-gear vibration is present, the in-gear vibration detector generates as in-gear vibration signal, which substitutes the in-gear wheel speed control for the wheel speed control to eliminate the in-gear vibration possibly caused by the wheel speed control.

Abstract: A throttle opening control actuator is provided between a throttle (2) which is regularly urged by a return spring (5) in a direction for decreasing its opening in order to regulate engine output of a vehicle and an acceleration pedal (1) which is coupled to the throttle (2) by a cable (7).

Abstract: A proportioning control valve for an antilock control device having a cylinder and first and second pistons mounted therein. The first piston has braking output pressure and first input pressure receiving portions. The second piston slidably mounted on a small-diameter portion of the first piston has a second input pressure receiving portion. A spring is interposed between the two pistons to bias them away from each other. A stopper is provided between the two pistons to limit the movement of the second piston toward the first piston. The cylinder is formed with a control input pressure port communicating with the input pressure receiving portion and an output pressure port communicating with the output pressure receiving portion, and a brake pressure input port.

Abstract: A hydraulic booster including a power piston, a booster chamber for applying a boost pressure to the power piston, an input rod, an intermediate inlet chamber for introducing a power source pressure thereinto, a valve mechanism provided in a valve chamber of the power piston and a differential pressure regulating valve subjected to a valve opening pressure equal to a sum of a spring pressure and a pressure of the boost chamber and a valve closing pressure equal to a pressure of the intermediate inlet chamber so as to control opening and closing of a communicating path for introducing the power source pressure into the intermediate inlet chamber such that pressure of the intermediate chamber is kept higher than the pressure of the boost chamber by a predetermined value at all times.

Abstract: A duty factor control method for electromechanical actuators which can take only mutually discrete positions. A required quantity of state R which is in intermediate condition between two discrete positions is given for every upper-level control cycle Tr. According to the R value, the durations Ta and Tb of first and second states (such as ON and OF positions) of the actuator are determined. In order to obtain the required R smoothly and quickly, the sum Tc=Ta+Tb has to be set as small as possible. But the Ta and Tb values have to be larger than their minimum values Tam and Tbm which are determined by the dynamic characteristics of the actuator. Thus, the Ta and Tb values are determined so that either Ta or Tb will be set at its minimum value Tam or Tbm while the other will take a value corresponding to R. Ta, Tb, Tam and Tbm are set as multiples of a unit cycle To so that the duration of state will be measured digitally for every unit cycle To by a counter.

Abstract: A wheel spin control apparatus for controlling the spin occurring on at least one of driven wheels of a vehicle by the application of a braking force to the driven wheel is disclosed. The apparatus includes a spin detector for detecting the spin of the driven wheel, a spin acceleration detector for detecting an acceleration of the spin, a calculator for calculating a control variable FUNC which is proportional to the sum of the spin and the spin acceleration. When the control variable FUNC exceeds above a first threshold located in a positive region, the braking force is increasingly applied to the driven wheels, and when the control variable FUNC exceeds below a second threshold located in a negative region, the braking force is decreasingly applied to the driven wheels.

Abstract: A wheel spin control apparatus for use in an automotive vehicle having left- and right-hand driven wheels includes spin detectors for detecting the occurrence of an excessive wheel spin in the left- and right-hand driven wheels, and braking controllers for applying braking forces to the left- and right-hand driven wheels in response to the detection of the excessive wheel spins to suppress the excessive wheel spin, and thereafter gradually weakening the braking forces. The wheel spin control apparatus further includes a torque controller for controlling an output power of an engine employed to drive the left- and right-hand driven wheels such that the engine output power is gradually decreased as at least one of the braking forces is gradually weakened, whereby the suppression of the driven wheel effected by the braking controller is gradually taken over or superseded by the torque controller.

Abstract: A smooth stop control system for effecting the smooth stop of an object effected by a brake arrangement includes a detector for detecting an actual speed of the object, a calculator for calculating an actual deceleration of the object and also for calculating a degree of deceleration which changes continuously until the complete stop of said object. It further includes a control which compares the actual deceleration with the calculated deceleration, and controls the brake arrangement in accordance with the result of the comparison so as to render the actual deceleration substantially equal to the calculated deceleration.

Abstract: An improved brake pressure control system for vehicles is proposed which employs a brake pressure detecting means, wheel speed sensors and a data processor for antilocking control, booster control and distribution of brake force. The control system regulates braking pressure to insure maximum or nearly maximum brake effectiveness under all operating conditions.

Abstract: An automobile braking force control apparatus controls braking forces on some or all of the wheels individually or in groups. The operating force from a brake pedal (2) is converted into a hydraulic pressure by a master cylinder (3). This converted hydraulic pressure acts on the pistons of actuators (7a, 7b, 7c, 7d) disposed in operating channels (6a, 6b, 6c, 6d) leading to some or all of the wheels taken individually or in groups. The braking force on the wheels vary with the movements of the pistons. Auxiliary power circuits (8a, 8b, 8c, 8d, 9a, 9b, 9c, 9d) are provided for enabling hydraulic pressure from an auxiliary power source (12) to act on the pistons of the actuators (7a, 7b, 7c, 7d). Control valves (10a, 10b, 10c, 10d) controled by an electronic control device (13) are disposed in auxiliary power circuits.

Abstract: An improved booster for use with a master cylinder in a brake system is proposed which includes a spring for keeping the input shaft away from the booster piston. The spring has one end abutting on a piston acted by the auxiliary pressure from the auxiliary power source and the other end abutting on the brake pedal to bear the pedal stepping force. The input shaft will not engage the booster piston except in case of the failure of the auxiliary power source, ect.

Abstract: A brake pressure control valve having a double split point. It has an inertia valve in one line and two pistons in another line parallel with the first one. One piston has a passage therethrough controlled by a valve.

Abstract: An improved deceleration-sensitive, load-responsive brake pressure control device including an inertia valve having an inertia body, a sealing chamber and a proportioning valve. The arrangement of fluid flow is such that the main flow going toward the brake exerts on the inertia body a force in the valve closing direction and the sealing flow going toward the sealing chamber exerts on the inertia body a force in the valve opening direction.

Abstract: A deceleration-sensitive, load-responsive brake pressure control device for a vehicle braking system having two fluid circuits for rear brakes. The deceleration sensors are provided in only one circuit, but adapted to control both circuits. This simplifies the construction of the pressure control device and reduces its manufacturing cost.