Abstract: A braking force control apparatus is provided which has an upstream braking actuator for generating an upstream pressure common to four wheels, a downstream braking actuator individually controlling braking pressure supplied to braking force generating devices of the wheels using the upstream pressure, and a control unit. When the downstream braking actuator is abnormal and the upstream pressure can be supplied to the braking force generating devices, but a braking pressure of any one of the wheels cannot be normally controlled, the control unit selects a control mode on the pressure increasing side out of the front wheel control modes, selects a control mode on the pressure increasing side out of the rear wheel control modes, selects a control mode on the pressure decreasing side out of the two selected control modes as a prescribed control mode, and controls the upstream pressure in the prescribed control mode.

Abstract: The vehicle control apparatus is provided with a vehicle body speed deriving portion that derives a vehicle body speed of a vehicle, a wheel speed difference deriving portion that derives a wheel speed difference which is a deviation between the maximum wheel speed and the minimum wheel speed of the wheels of the vehicle, a request drive amount deriving portion that derives a request drive amount for the drive source of the vehicle, a torque suppressing device that suppresses torque of a driving wheel, a traction control portion that controls the torque suppressing device and suppresses an acceleration slip of the driving wheel based on the wheel speed difference or a combination of the wheel speed difference and at least one of the vehicle body speed and the request drive amount.

Abstract: According to one embodiment, for example, when it is determined that a certain condition has been satisfied while first antilock control is being executed, a controller of a brake control apparatus executes second antilock control by opening and closing a solenoid valve with a motor stopped so that brake fluid of the wheel cylinder is caused to flow into a reservoir, the second antilock control including a second pressure reduction mode, the second pressure reduction mode reducing a pressure of a wheel cylinder while substantially equilibrating the pressure of the wheel cylinder and a pressure of the reservoir at a certain pressure or larger, the certain pressure being larger than zero.

Abstract: A vehicle braking control apparatus starts to execute a hydraulically moving process to move a hydraulically-moved member toward a brake disc when an emergency braking control is requested to be executed to move the hydraulically-moved member and a mechanically-moved member toward the brake disc to apply braking force to a wheel of a vehicle. The vehicle braking control apparatus starts to execute a mechanically moving process to move the mechanically-moved member toward the brake disc when a predetermined time elapses since starting to execute the hydraulically moving process. The vehicle braking control apparatus stops executing the hydraulically moving process and the mechanically moving process and executes a hydraulically releasing process to move the hydraulically-moved member away from the brake disc and a mechanically releasing process to move the mechanically-moved member away from the brake disc when an execution of the emergency braking control is requested to be stopped.

Abstract: A braking control apparatus performs right and left wheel independent control to approach a slip rate of a rear-right wheel and a rear-left wheel to a target slip rate as an average of slip rates of a front-right wheel and a front-left wheel. In a high-speed range, right and left wheel independent control is started when a deceleration is equal to or larger than a start value that is smaller than a start value used in a low-speed range. In right and left wheel independent control started in the high-speed range, when there is a demand to increase braking pressures of both the rear-right wheel and the rear-left wheel, the braking pressure of the rear wheel located on the outside during the occurrence of deflection of the vehicle resulting from braking is increased, and the braking pressure of the rear wheel located on the inside is prohibited from increasing.

Abstract: A braking force control apparatus is provided which has an upstream braking actuator for generating an upstream pressure common to four wheels, a downstream braking actuator individually controlling braking pressure supplied to braking force generating devices of the wheels using the upstream pressure, and a control unit. When the downstream braking actuator is abnormal and the upstream pressure can be supplied to the braking force generating devices, but a braking pressure of any one of the wheels cannot be normally controlled, the control unit selects a control mode on the pressure increasing side out of the front wheel control modes, selects a control mode on the pressure increasing side out of the rear wheel control modes, selects a control mode on the pressure decreasing side out of the two selected control modes as a prescribed control mode, and controls the upstream pressure in the prescribed control mode.

Abstract: According to one embodiment, for example, when it is determined that a certain condition has been satisfied while first antilock control is being executed, a controller of a brake control apparatus executes second antilock control by opening and closing a solenoid valve with a motor stopped so that brake fluid of the wheel cylinder is caused to flow into a reservoir, the second antilock control including a second pressure reduction mode, the second pressure reduction mode reducing a pressure of a wheel cylinder while substantially equilibrating the pressure of the wheel cylinder and a pressure of the reservoir at a certain pressure or larger, the certain pressure being larger than zero.

Abstract: A braking control apparatus performs right and left wheel independent control to approach a slip rate of a rear-right wheel and a rear-left wheel to a target slip rate as an average of slip rates of a front-right wheel and a front-left wheel. In a high-speed range, right and left wheel independent control is started when a deceleration is equal to or larger than a start value that is smaller than a start value used in a low-speed range. In right and left wheel independent control started in the high-speed range, when there is a demand to increase braking pressures of both the rear-right wheel and the rear-left wheel, the braking pressure of the rear wheel located on the outside during the occurrence of deflection of the vehicle resulting from braking is increased, and the braking pressure of the rear wheel located on the inside is prohibited from increasing.

Abstract: The vehicle control apparatus is provided with a vehicle body speed deriving portion that derives a vehicle body speed of a vehicle, a wheel speed difference deriving portion that derives a wheel speed difference which is a deviation between the maximum wheel speed and the minimum wheel speed of the wheels of the vehicle, a request drive amount deriving portion that derives a request drive amount for the drive source of the vehicle, a torque suppressing device that suppresses torque of a driving wheel, a traction control portion that controls the torque suppressing device and suppresses an acceleration slip of the driving wheel based on the wheel speed difference or a combination of the wheel speed difference and at least one of the vehicle body speed and the request drive amount.

Abstract: A brake control device, wherein control is executed that keeps braking force generated to wheels of a vehicle to a predetermined value or more when detected operating pressure has reached a control determination value, the detected operating pressure being operating pressure input to a brake operating member in a state that the vehicle stops and applied to a working fluid in response to operation force increased using negative pressure generated in an internal combustion engine of the vehicle and being the operating pressure detected by an operating pressure detecting unit, and when the detected operating pressure has exceeded dead point operating pressure which is the operating pressure at a negative pressure dead point at which an effect of increase of the operation force using the negative pressure disappears, at least any one of the detected operating pressure and the control determination value is corrected and the control is executed based on the corrected value.

Abstract: In a control device of a braking device, a brake force holding control that holds a brake force generated by a braking device main body to wheels of a vehicle to a predetermined value or more is executed based on a change amount per unit time of an operation amount of a brake operation member. Accordingly, since the brake force holding control that holds the brake force to the predetermined value or more is executed by the braking device main body based on at least a change amount per unit time of an operation amount of the brake operation member, holding of the brake force can be appropriately executed regardless of an operation state.

Abstract: An acceleration/deceleration detecting system includes an acceleration/deceleration detector configured to be disposed in a measurement object and detect acceleration/deceleration of the measurement object, an acceleration/deceleration device configured to accelerate or decelerate the measurement object, and a calculation device configured to determine that a detection value of the acceleration/deceleration detector is an offset error or a detection error of the acceleration/deceleration detector, when an actual acceleration/deceleration direction of the measurement object is different from an acceleration/deceleration direction shown by a detection value of the acceleration/deceleration detector in a state that the measurement object is accelerated or decelerated by the acceleration/deceleration device.

Abstract: An acceleration/deceleration detecting system includes an acceleration/deceleration detector configured to be disposed in a measurement object and detect acceleration/deceleration of the measurement object, an acceleration/deceleration device configured to accelerate or decelerate the measurement object, and a calculation device configured to determine that a detection value of the acceleration/deceleration detector is an offset error or a detection error of the acceleration/deceleration detector, when an actual acceleration/deceleration direction of the measurement object is different from an acceleration/deceleration direction shown by a detection value of the acceleration/deceleration detector in a state that the measurement object is accelerated or decelerated by the acceleration/deceleration device.

Abstract: A brake control device, wherein control is executed that keeps braking force generated to wheels of a vehicle to a predetermined value or more when detected operating pressure has reached a control determination value, the detected operating pressure being operating pressure input to a brake operating member in a state that the vehicle stops and applied to a working fluid in response to operation force increased using negative pressure generated in an internal combustion engine of the vehicle and being the operating pressure detected by an operating pressure detecting unit, and when the detected operating pressure has exceeded dead point operating pressure which is the operating pressure at a negative pressure dead point at which an effect of increase of the operation force using the negative pressure disappears, at least any one of the detected operating pressure and the control determination value is corrected and the control is executed based on the corrected value.

Abstract: A vehicle state judging apparatus includes a wheel speed sensor provided on a vehicle detecting a wheel speed, a shift position sensor detecting a position of a shift lever, an acceleration sensor detecting acceleration acting on the vehicle, and a judging unit judging a vehicle state from detection values of the wheel speed sensor, the shift position sensor and the acceleration sensor. The judging unit judges that a travel direction of the vehicle is switched when the judging unit detects that the shift lever is switched from a position other than forward movement to a position of the forward movement or switched from a position other than backward movement to a position of the backward movement, detects that the wheel speed is not lower than a first reference speed, and further detects that the wheel speed becomes not higher than a second reference speed before the moment of detection.

Abstract: In a control device of a braking device, a brake force holding control that holds a brake force generated by a braking device main body to wheels of a vehicle to a predetermined value or more is executed based on a change amount per unit time of an operation amount of a brake operation member. Accordingly, since the brake force holding control that holds the brake force to the predetermined value or more is executed by the braking device main body based on at least a change amount per unit time of an operation amount of the brake operation member, holding of the brake force can be appropriately executed regardless of an operation state.

Abstract: A vehicle state judging apparatus includes a wheel speed sensor provided on a vehicle detecting a wheel speed, a shift position sensor detecting a position of a shift lever, an acceleration sensor detecting acceleration acting on the vehicle, and a judging unit judging a vehicle state from detection values of the wheel speed sensor, the shift position sensor and the acceleration sensor. The judging unit judges that a travel direction of the vehicle is switched when the judging unit detects that the shift lever is switched from a position other than forward movement to a position of the forward movement or switched from a position other than backward movement to a position of the backward movement, detects that the wheel speed is not lower than a first reference speed, and further detects that the wheel speed becomes not higher than a second reference speed before the moment of detection.

Abstract: A braking apparatus includes a braking mechanism that increases operating force to a brake operating member by a brake servo, generates braking force exerted on wheels corresponding to the increased operating force, and is capable of holding the braking force when a vehicle stops, and a controller that executes braking force holding control to hold the braking force when an operation amount of the brake operating member corresponding to the operating force becomes larger than a control start judgment value, and sets the control start judgment value to be smaller than the control start judgment value in a normal state of the brake servo when the brake servo fails. The braking force can be appropriately held.

Abstract: An air conditioning system for a vehicle includes a hybrid compressor. The vehicle includes a first drive source, and the hybrid compressor includes a second drive source. The hybrid compressor is driven by the first drive source or the second drive source, or both. Specifically, the first drive source delivers a first driving force to the hybrid compressor when a load demanded by the hybrid compressor is greater than a maximum driving force of the second drive source, such that the first driving force transitions the hybrid compressor from inactive to active. In an embodiment, the second drive source delivers a second driving force to the hybrid compressor when the load demanded by the hybrid compressor is less than or equal to the maximum driving force of the second drive source.

Abstract: A fixed scroll (16) and a movable scroll (18) cooperatively define compressing chambers therebetween. The movable scroll is driven by a crank pin (12) eccentrically attached to a shaft (11) which is rotated by an external driving source. A surface treatment for abrasion resistance is applied to at least one of an end surface of the crank pin and a confronting end plate of the movable scroll. It may also be arranged that an abrasion-resistant plate is interposed between the end surface of the crank pin and the confronting end plate of the movable scroll.