Abstract: A motor control device is provided which achieves redundancy while suppressing an increase in the number of parts and connection signal lines. The device includes angle sensors for detecting a rotation angle of a motor, a first microcomputer unit for controlling the motor based on a stroke sensor and receiving the detected value of the angle sensor, a second microcomputer unit for controlling the motor based on the stroke sensor and receiving the detected value of the angle sensor, and communication units for transmitting and receiving signals between the microcomputer units. The first microcomputer unit includes an angle sensor failure detecting unit for detecting a failure of the angle sensors, according to the detected value of the angle sensors, and a control angle of the motor created in response to the stroke sensor.

Abstract: An object of the invention is to provide a motor control device capable of realizing a redundancy while suppressing an increase in the number of parts and the number of connection signal lines. The invention includes angle sensors 102 and 103 for detecting a rotation angle of a motor, MPU 107 for controlling the motor based on a stroke sensor 117 and receiving the detected value of the angle sensor 102, MPU 108 for controlling the motor based on the stroke sensor 117 and receiving the detected value of the angle sensor 103, and communication units 115 and 116 for transmitting and receiving signals between the MPUs 107 and 108. The MPU 107 includes an angle sensor failure detecting unit 114 for detecting a failure of the angle sensors 102 and 103, according to the detected value of the angle sensor 102, the detected value of the angle sensor 103 received through the communication unit 115, and a control angle of the motor created in response to the stroke sensor 117.

Abstract: An ECU (19) outputs control signals to an electric booster (16) of a fluid-pressure generating device (5) and to an ESC (22). In this way, the establishment and cutting off of communication through pressure-increase control valves (29), (29?), (31), and (31?) of the ESC (22) are controlled to connect each of wheel cylinders (1) to (4) in turn to the master cylinder (8). In doing so, the electric booster (16) is controlled for each of the wheel cylinders (1) to (4) to measure a stroke of a piston (10), (11) of a master cylinder (8), or a volume of brake fluid proportional to the stroke of the piston (10), (11), and a fluid pressure detected by fluid-pressure sensors (20) and (21). The fluid volume-pressure characteristic of each of the wheel cylinders (1) to (4) so determined is used for comparison to detect any atmospheric air in each pipeline.

Abstract: A brake control device capable of preventing a braking force from being excessive when information cannot be transmitted between a first control unit configured to control operation of a boost mechanism and a second control unit configured to control operation of a hydraulic control mechanism. When a second ECU (32) cannot transmit information to a first ECU (26) due to a disconnection of a signal line (27), the second ECU carries out backup control of detecting a braking operation amount of a driver based on signal input from hydraulic pressure sensors (29), and operating a hydraulic pressure supply device (30) based on the detected braking operation amount, to thereby pressurize insides of wheel cylinders. In this case, the second ECU decreases a pressurization amount of a pressure inside the wheel cylinders when a pressure of a master cylinder (8) exceeds a predetermined value (PM0) during the backup control.

Abstract: A brake control device capable of preventing a braking force from being excessive when information cannot be transmitted between a first control unit configured to control operation of a boost mechanism and a second control unit configured to control operation of a hydraulic control mechanism. When a second ECU (32) cannot transmit information to a first ECU (26) due to a disconnection of a signal line (27), the second ECU carries out backup control of detecting a braking operation amount of a driver based on signal input from hydraulic pressure sensors (29), and operating a hydraulic pressure supply device (30) based on the detected braking operation amount, to thereby pressurize insides of wheel cylinders. In this case, the second ECU decreases a pressurization amount of a pressure inside the wheel cylinders when a pressure of a master cylinder (8) exceeds a predetermined value (PM0) during the backup control.

Abstract: An inverter device includes a source current calculator and an inverter circuit, wherein: the source current calculator calculates an average value of the DC bus current Ical during a PWM cycle through arithmetic operation executed based upon instantaneous values of the DC bus current Idc of the inverter circuit; and the source current calculator provides an estimated value by designating the average current value Ical during the PWM cycle as an input source current Isrc during the PWM cycle.

Abstract: An objective of the present invention is to improve current detection accuracy and to reduce noise of carrier frequency. A motor apparatus and a motor drive apparatus calculate motor currents Iu, Iv, and Iw using a DC bus current detected value Idc of an inverter and control a magnitude and a phase of an applied voltage of a motor to drive the motor. A carrier adjuster decreases a carrier frequency Fc of the inverter if a motor output is relatively larger and that increases the carrier frequency Fc of the inverter if the motor output is relatively smaller. A pulse shift adjuster shifts an interphase waveform of a PWM pulse according to the carrier frequency Fc.

Abstract: An ECU (19) outputs control signals to an electric booster (16) of a fluid-pressure generating device (5) and to an ESC (22). In this way, the establishment and cutting off of communication through pressure-increase control valves (29), (29?), (31), and (31?) of the ESC (22) are controlled to connect each of wheel cylinders (1) to (4) in turn to the master cylinder (8). In doing so, the electric booster (16) is controlled for each of the wheel cylinders (1) to (4) to measure a stroke of a piston (10), (11) of a master cylinder (8), or a volume of brake fluid proportional to the stroke of the piston (1C), (11), and a fluid pressure detected by fluid-pressure sensors (20) and (21). The fluid volume-pressure characteristic of each of the wheel cylinders (1) to (4) so determined is used for comparison to detect any atmospheric air in each pipeline.

Abstract: An electric motor drive device which drives an electric motor includes switching elements which are respectively connected to output lines and correspond to upper and lower arms of respective phases, a control unit which controls the operations of the switching elements, a smoothing capacitor connected in parallel with series circuits of the upper and lower arms of the phases, and an abnormality detection unit. The abnormality detection unit detects a voltage value of a virtual neutral point as a value related to the state of insulation of each of the output lines and detects a ground fault of the output line, based on a tilt of a temporary change in the detected value.

Abstract: An inverter device includes a source current calculator and an inverter circuit, wherein: the source current calculator calculates an average value of the DC bus current Ical during a PWM cycle through arithmetic operation executed based upon instantaneous values of the DC bus current Idc of the inverter circuit; and the source current calculator provides an estimated value by designating the average current value Ical during the PWM cycle as an input source current Isrc during the PWM cycle.

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: An objective of the present invention is to improve current detection accuracy and to reduce noise of carrier frequency. A motor apparatus and a motor drive apparatus calculate motor currents Iu, Iv, and Iw using a DC bus current detected value Idc of an inverter and control a magnitude and a phase of an applied voltage of a motor to drive the motor. A carrier adjuster decreases a carrier frequency Fc of the inverter if a motor output is relatively larger and that increases the carrier frequency Fc of the inverter if the motor output is relatively smaller. A pulse shift adjuster shifts an interphase waveform of a PWM pulse according to the carrier frequency Fc.

Abstract: A controller sets a target hydraulic pressure of a master cylinder based on the operation amount of a brake pedal, and controls the action of an electric motor so that a master cylinder hydraulic pressure attains the target hydraulic pressure. A brake characteristic representing a relationship between a motor rotation position detected by a resolver and the master cylinder hydraulic pressure as detected by the hydraulic pressure sensor is stored and updated. When the hydraulic pressure sensor is abnormal, a target motor rotation position corresponding to the target hydraulic pressure is set using the updated brake characteristic, and the action of the electric motor is controlled. The electric motor is controlled based on the updated brake characteristic, and hence fluctuations in the vehicle deceleration with respect to the brake operation can be suppressed and a sense of discomfort for the driver can be alleviated.

Abstract: An object of the present invention is to enhance the accuracy and the level of detail of an abnormality diagnosis by checking a transmitting-end application or controller for an abnormality by using abnormality diagnosis results concerning a plurality of communication messages. Disclosed is an automotive control unit having a plurality of applications for controlling a vehicle-mounted device and a common execution environment section for permitting the applications to exchange data with each other. The automotive control unit includes a communication protection section that, when the applications exchange data with the common execution environment section, checks the data for an abnormality, and a system abnormality check section that determines in accordance with an abnormality check result produced by the communication protection section whether the system is abnormal.

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: In a brake control apparatus for generating a brake hydraulic pressure using an electric motor, in order to restrain changes in vehicle deceleration with respect to an operation amount of a brake pedal when a hydraulic pressure sensor is abnormal, a controller (6) sets a target hydraulic pressure of a master cylinder (2) based on the operation amount of a brake pedal (11) detected by a stroke sensor (36), and controls an action of an electric motor (14) so that a master cylinder hydraulic pressure detected by a hydraulic pressure sensor (10) attains the target hydraulic pressure. On this occasion, a brake characteristic representing a relationship between a motor rotation position detected by a resolver (37) and the master cylinder hydraulic pressure as detected by the hydraulic pressure sensor (10) is stored and updated.

Abstract: Provided is an electric booster, including: an input member moved forward and backward by an operation of a brake pedal; a boosting member provided so as to be movable relative to the input member; an electric actuator for driving the boosting member; and a controller for controlling actuation of the electric actuator based on the movement of the input member, in which the controller executes changing control for changing a ratio of a movement amount of the boosting member to a movement amount of the input member to a smaller ratio before an output of the electric actuator increases to come into a full-load state in which the output of the electric actuator becomes equal to a maximum output by the forward movement of the input member.

Abstract: A motor-driven disk brake system is capable of preventing a pressing member from moving beyond a predetermined position at a time of stopping a motor. When a command for system termination is issued, motor current is reduced intermittently, which correspondingly reduces a motor displacement gradually such that a return force is spent gradually on a return displacement of a motor and a piston, thereby preventing a rotational speed of a rotor from increasing. A large accelerated backward movement of the motor and the piston beyond a predetermined position due to inertia is thereby prevented, because the return force does not act all at once during the return displacement of the motor and the piston. Accordingly, the piston is stopped near a standby position of non-braking state before system termination. As a result, a next activation of the motor-driven disk brake system can be conducted promptly.

Abstract: An electric braking apparatus which first moves a piston in a detaching direction or passes a current to move the piston in the detaching direction in order to detect a pad contacting position. Furthermore, while the piston moves in the detaching direction, pad non-contact judgment is performed. After a pad non-contact state is confirmed, the piston is moved in a pressing direction to detect the pad contacting position. When the piston does not move in the detaching direction, it is judged that a parking brake has an ON-state, and it is waited until a host system instructs parking brake release.

Abstract: An electric disk brake that prevents uneven abrasion of a disk rotor when the brake is not in operation. Rotation of an electric motor is slowed down by a differential speed reducing mechanism, and is converted to linear motion of a piston by a ball ramp mechanism. When the brake is not in operation, the piston is retracted by reverse rotation of the electric motor so that a predetermined pad clearance is maintained. When the brake is not in operation, a pad-retracting-control electric current is supplied to the electric motor so that the piston is biased backward while being maintained in one position. When the brake is not in operation, contact of the disk rotor with the brake pads due to runout of the disk rotor triggers smooth retracting of the piston, thereby preventing uneven abrasion of the disk rotor.