Abstract: A vehicular brake control device is installed in a vehicle and includes an actuator and a control unit. The actuator controls brake fluid pressures applied respectively to a first wheel cylinder for a front wheel and a second wheel cylinder for a rear wheel. The actuator includes a first pump for the front wheel, a second pump for the rear wheel, and a motor for driving the first pump and the second pump. The first pump sucks brake fluid and discharges the brake fluid to the first wheel cylinder. The second pump sucks brake fluid and discharges the brake fluid to the second wheel cylinder. In addition, a discharge volume of the first pump is larger than a discharge volume of the second pump.

Abstract: In braking pressure control unit for a vehicle braking system, a space is formed, which is neighboring to electric brushless motors and arranged at ends of electromagnetic valves in a direction of a motor shaft of the electric motor. A printed circuit board for a motor driving circuit and a printed circuit board for a valve control circuit are arranged side-by-side in the space in the direction of the motor shaft. As a result, a longitudinal direction of the braking pressure control unit is suppressed to a small amount.

Abstract: In a brake hydraulic pressure control device for a vehicle, a plurality of electromagnetic valves are mounted on a first surface of a housing, while an electric motor for driving pumps built in the housing are mounted on a second surface of the housing opposite to the first surface. A cover member for covering the electromagnetic valves is attached to the first surface, and a main ECU for controlling the electromagnetic valves and the electric motor is arranged in a space defined by the cover member and the first surface. One or more spaces are formed between the electric motor and the second surface to receive a plurality of pressure sensors for detecting hydraulic pressures at various parts in a hydraulic brake device of the vehicle.

Abstract: A brake hydraulic pressure control unit includes motors mounted on one end of a hydraulic block so as to be aligned along a vertical direction. Each motor drives one of two sets of pumps. Solenoid valves and an electronic control unit are provided at the other end of the hydraulic block. Half of the solenoid valves and other component parts, which form a first hydraulic circuit, are provided in a vertically elongated area on the left-hand side of the pump mounting portions, and the other half of the solenoid valves and other component parts, which form a second hydraulic circuit, are provided in a vertically elongated area on the right-hand side of the pump mounting portions, with the component parts of each of the first and second hydraulic circuits overlapping each other in the lateral direction.

Abstract: In a brake hydraulic pressure control device for a vehicle, a plurality of electromagnetic valves are mounted on a first surface of a housing, while an electric motor for driving pumps built in the housing are mounted on a second surface of the housing opposite to the first surface. A cover member for covering the electromagnetic valves is attached to the first surface, and a main ECU for controlling the electromagnetic valves and the electric motor is arranged in a space defined by the cover member and the first surface. One or more spaces are formed between the electric motor and the second surface to receive a plurality of pressure sensors for detecting hydraulic pressures at various parts in a hydraulic brake device of the vehicle.

Abstract: In a brake hydraulic pressure control device, a main ECU is provided with a first converter for converting serial signals or parallel signals inputted thereto into parallel signals or serial signals to output the converted signals, while a motor ECU arranged away from the main ECU is provided with a second converter for converting serial signals or parallel signals inputted thereto into parallel signals or serial signals to output the converted signals. The first and second converters are electrically connected with each other through at least one conductive member capable of serial communication.

Abstract: An auxiliary braking mechanism is operated to increase a braking effect, only after it is determined whether adding the auxiliary braking mechanism during vehicle braking by a main braking mechanism will increase the braking effect. In the case where a main braking force is generated on a tire by pressing of friction material in a caliper on a disc rotor, and an approximate speed from an acceleration sensor is smaller than a predetermined value, while an outside temperature from an outside temperature sensor is within a predetermined temperature range including the freezing point, an auxiliary brake ECU estimates that water or a mixture of water and ice are present on a frozen road surface, determines that a road surface ? can be increased through operation of the auxiliary braking mechanism, and scatters sand on the road surface using a particle scattering device. Thus, it is possible to prevent lowering of the road surface ? by scattering sand on the completely frozen road surface.

Abstract: An actuator installed in a vehicle controls brake fluid pressures applied respectively to a first wheel cylinder for a front wheel and a second wheel cylinder for a rear wheel. The actuator includes a first pump for the front wheel, a second pump for the rear wheel, and a motor for driving the first pump and the second pump. The first pump sucks brake fluid and discharges the brake fluid to the first wheel cylinder. The second pump sucks brake fluid and discharges the brake fluid to the second wheel cylinder. In addition, a discharge volume of the first pump is larger than a discharge volume of the second pump.

Abstract: In a braking pressure control unit for a vehicle braking system, an electric motor is arranged at one side of a hydraulic pressure control block, while electromagnetic valves and an electronic control unit are arranged at the other side of thereof. A connector portion to be connected with an external terminal and an accommodation space are formed in a casing of the braking pressure control unit, such that the connector portion and the accommodation space protrude outwardly from an outer periphery of the hydraulic pressure control block in a direction perpendicular to a direction of a motor shaft of the electric motor, and that the accommodation space is neighboring to the connector portion. And a large-sized electrical part included in a motor driving circuit is accommodated in the accommodation space.

Abstract: In braking pressure control unit for a vehicle braking system, a space is formed, which is neighboring to electric brushless motors and arranged at ends of electromagnetic valves in a direction of a motor shaft of the electric motor. A printed circuit board for a motor driving circuit and a printed circuit board for a valve control circuit are arranged side-by-side in the space in the direction of the motor shaft. As a result, a longitudinal direction of the braking pressure control unit is suppressed to a small amount.

Abstract: A brake hydraulic pressure control unit includes motors mounted on one end of a hydraulic block so as to be aligned along a vertical direction. Each motor drives one of two sets of pumps. Solenoid valves and an electronic control unit are provided at the other end of the hydraulic block. Half of the solenoid valves and other component parts, which form a first hydraulic circuit, are provided in a vertically elongated area on the left-hand side of the pump mounting portions, and the other half of the solenoid valves and other component parts, which form a second hydraulic circuit, are provided in a vertically elongated area on the right-hand side of the pump mounting portions, with the component parts of each of the first and second hydraulic circuits overlapping each other in the lateral direction.

Abstract: A combined service and parking brake apparatus includes a piston which forms a hydraulic chamber within a cylinder portion; a brake lining which, when pressed by the piston, brakes rotation of a disc rotor; a second piston which divides the hydraulic changer into a first hydraulic chamber and a second hydraulic chamber; a friction clutch which allows rotation of the second piston when the second piston is held at its home position and which disables rotation of the second piston when the second piston moves by a predetermined distance toward the second hydraulic chamber; an adjuster including an internal-thread portion and an external-thread portion and adapted to adjust the clearance between the pistons in accordance with the amount of wear of the brake lining; and a changeover valve for establishing and shutting off the communication between the first hydraulic chamber and the second hydraulic chamber.

Abstract: A vehicle emergency brake system has a second brake for braking a vehicle by increasing the frictional resistance with the road surface, a millimeter wave radar for detecting any obstacle in an advancing direction, a pedal speed sensor for detecting the step-in speed of a brake pedal for actuating a first brake, and a controller for actuating the second brake. If hard braking by the first brake is detected by the pedal speed sensor, the controller determines whether the vehicle is going to crash into an obstacle detected by the radar. If a determination is made that it will collide, the second brake is actuated. Thus, it is possible to reliably actuate the second brake in an emergency.

Abstract: A vehicle slip stop device which can always and reliably prevent slip of the vehicle. It includes a plurality of different types of slip stop means for increasing the frictional resistance relative to the road surface, i.e. first slip stop means 1 for scattering slip preventive material between the tires and the road surface, and a second slip means 4 including a braking plate 3 adapted to be pressed against the road surface by a cylinder 2. A controller 6 determines the road surface condition based on the image of the road surface captured by a TV camera 5, and according to the thus detected road surface condition, selects and actuates either the first slip stop means 1 or the second slip stop means 4. With this arrangement, even if one of the means 1 and 4 fails, the other can be actuated as a backup. Also, it is possible to select the most suitable one according to the road surface condition.

Abstract: A combined service and parking brake apparatus includes a piston which forms a hydraulic chamber within a cylinder portion; a brake lining which, when pressed by the piston, brakes rotation of a disc rotor; a second piston which divides the hydraulic changer into a first hydraulic chamber and a second hydraulic chamber; a friction clutch which allows rotation of the second piston when the second piston is held at its home position and which disables rotation of the second piston when the second piston moves by a predetermined distance toward the second hydraulic chamber; an adjuster including an internal-thread portion and an external-thread portion and adapted to adjust the clearance between the pistons in accordance with the amount of wear of the brake lining; and a changeover valve for establishing and shutting off the communication between the first hydraulic chamber and the second hydraulic chamber.

Abstract: A brake squeal control device is proposed which carries out squeal control by specifying travel state and temperature conditions in which brake noise tends to be produced. The brake squeal control device is adapted to feed detection signals from a sensor group that indicates the travel state of the vehicle from a stepping force sensor or wheel speed sensors, and a sensor group that indicates the temperature state from an engine cooling water temperature sensor, a car compartment temperature sensor, a caliper temperature sensor or an outer air temperature sensor to a control circuit. If conditions corresponding to an “in-the-cold” and “first-in-the-morning” states are detected by computing in the control circuit, a solenoid valve is turned on and off to suppress brake squeals.

Abstract: A vehicle movement stabilizing device is provided which in effectively functioning braking, acceleration and turning movement during travel of the vehicle by activating the frictional force adding device, reliably controls the start and end of the operation of the frictional force adding device and prevents repetition of unnecessary operations. The vehicle movement stabilizing device is provided with frictional force adding device for increasing the frictional force of the wheels to the road surface by scattering particles and a controller. The controller is structured to start the operation of the frictional force adding device when it detects the operation start conditions based on signals from wheel speed sensors, a hydraulic pressure sensor and a step-in force sensor during braking, and to stop its operation if signals indicating disappearance of the state are detected, thereby preventing repetition of unnecessary operations.

Abstract: The aim is to stably control the lateral movement of a vehicle even on a road where the frictional coefficient is extremely small, such as on a frozen road, thereby improving the turnability and travelling stability. The device includes a frictional force adding means for increasing the frictional force of wheels to a road surface by scattering particulates and a controller which calculates the target lateral movement value and the actual lateral movement value based on the signals from wheel speed sensors, a steering angle sensor and a yaw rate sensor and actuates the right or left frictional force adding means according to the difference between these two values to increase the frictional force, thereby stabilizing the lateral movement.

Abstract: In order to provide a vehicle emergency brake system which can reliably actuate a second brake means, there are provided the second brake means 1 for braking the vehicle A by increasing the frictional resistance with the road surface, a millimeter wave radar 2 for detecting any obstacle in an advancing direction, a pedal speed sensor 5 for detecting the step-in speed of a brake pedal 4 for actuating a first brake means, and a controller 6 for actuating the second brake means 1. If hard braking by the first brake means is detected by the pedal speed sensor 5, whether or not the vehicle A is going to crash into an obstacle detected by the radar 2 is determined by the controller 6, and if determination is made that it will collide, the second brake means 1 is actuated. Thus, it is possible to reliably actuate the second brake means 1 in an emergency.

Abstract: An emergency determination mechanism determines whether the necessity of an emergency stop of a vehicle is high. If the emergency determination mechanism determines that the necessity of the emergency stop is high, a granular object sprinkling device sprinkles granular objects on a road surface in front of a vehicle in a running direction. At the same time, when the granular object sprinkling device is operated to sprinkle the granular objects, an ABS control device changes the setting of a target slip ratio as a target value in ABS control from a relatively small first value to a relatively large second value.