WO1997026166A1 - Dispositif d'asservissement hydraulique pour freins de vehicules - Google Patents

Dispositif d'asservissement hydraulique pour freins de vehicules Download PDF

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Publication number
WO1997026166A1
WO1997026166A1 PCT/JP1997/000053 JP9700053W WO9726166A1 WO 1997026166 A1 WO1997026166 A1 WO 1997026166A1 JP 9700053 W JP9700053 W JP 9700053W WO 9726166 A1 WO9726166 A1 WO 9726166A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
vehicle
pressure
friction
vibration
Prior art date
Application number
PCT/JP1997/000053
Other languages
English (en)
Japanese (ja)
Inventor
Keiichi Nishiyama
Mikio Gomi
Kenji Shirai
Satoshi Shimizu
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO1997026166A1 publication Critical patent/WO1997026166A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1763—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to the coefficient of friction between the wheels and the ground surface
    • B60T8/17636—Microprocessor-based systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4013—Fluid pressurising means for more than one fluid circuit, e.g. separate pump units used for hydraulic booster and anti-lock braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/44—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
    • B60T8/445—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems replenishing the released brake fluid volume into the brake piping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/0006—Noise or vibration control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/10—Detection or estimation of road conditions
    • B60T2210/12—Friction
    • B60T2210/124—Roads with different friction levels

Definitions

  • the present invention relates to a device for controlling a brake fluid pressure of a vehicle, and in particular, to control a brake fluid pressure to prevent a problem caused by an increase in a friction coefficient H of a brake pad in braking in an extremely low speed range. And a device that solves the problem.
  • Some brake pads (friction materials) of current vehicles have the property that their friction coefficient ⁇ increases at extremely low speeds. This increase in the coefficient of friction is not a problem under normal operating conditions (driving environment).
  • the present invention has been made in view of such a conventional problem. Vibration occurs at the time of braking immediately before stopping even in an environment such as after a car is washed or in a cold and humid state, or the speed is rapidly increased. To be louder or produce abnormal noise.
  • the present invention provides a vehicular brake fluid pressure control device provided with a means for controlling the brake fluid pressure of a wheel. Detecting means for detecting immediately before the vehicle stops, and reducing the hydraulic pressure of the brake when a sudden increase in the friction coefficient of the friction material of the brake is detected immediately before the vehicle stops. This has solved the above-mentioned problems.
  • the sharp increase in the friction coefficient of the friction material can be detected (indirectly) by detecting the vibration of the friction member / the support member of the friction material or the vibration of the vehicle, as described later. It can also be detected (indirectly) by detecting an increase in bouquet torque for the same brake operation.
  • An increase in brake torque for the same brake operation is caused by, for example, deceleration of the vehicle (deceleration of vehicle speed) for the same brake depression force or brake fluid pressure, or a decrease in wheel speed for the same brake depression force / brake fluid pressure.
  • An alternative detection can be made by detecting the speed.
  • the specific configuration of the means for detecting a sharp increase in the friction coefficient of the friction material is not particularly limited. BRIEF DESCRIPTION OF THE FIGURES
  • FIG. 1 is a block diagram showing the gist of the present invention.
  • FIG. 2 is a circuit diagram showing an overall configuration of a hydraulic brake device for a vehicle to which the present invention is applied.
  • FIG. 3 is a flowchart illustrating a control flow (first embodiment) executed by the hydraulic brake device.
  • FIG. 4 is a table showing an example of an underpressure pattern used in the first embodiment.
  • FIG. 5 is a diagram qualitatively showing an effect of the first embodiment.
  • FIG. 6 is a flowchart showing another control flow (second embodiment) executed by the hydraulic braking device.
  • FIG. 7 is a table showing an example of a pressure-lowering pattern used in the second embodiment.
  • FIG. 2 is a circuit diagram showing an overall configuration of a vehicle hydraulic brake device to which the present invention is applied.
  • a pump 10 pumps brake fluid from a reservoir 12 and supplies a high hydraulic pressure to an accumulator 14.
  • the accumulator 14 accumulates the hydraulic pressure generated by the pump 10 and forms a power supply system.
  • the mass cylinder 16 generates a hydraulic pressure that is transmitted to the wheel cylinder 20 (20 FL, 20FR, 20RL, 20RR) during normal braking in response to the depression of the brake pedal 18.
  • the brake booster 22 adjusts and introduces the high hydraulic pressure of the accumulator 14 to a hydraulic pressure corresponding to the depression force of the brake pedal 18 to generate a brake assisting force.
  • the P & B valve 24 regulates the brake fluid pressure of the Lya system (lower than the front system) so that the braking force is appropriately distributed between the front and rear.
  • the relief valve 26 relieves the brake fluid to the reservoir 12 when the power supply system has an abnormally high pressure.
  • the reservoir 12 stores the brake fluid for the master cylinder system and the power supply system.
  • the pressure reducing device 34 reduces the pressure of the front wheel cylinder when the hydraulic pressure of the power supply system decreases, and secures a necessary braking force.
  • This hydraulic brake device is provided with several switching solenoid valves 3 ° and a control solenoid valve 32 in order to execute known ABS control (anti-brake control) and TRC control (traction control control).
  • the switching solenoid valve 30 switches the path of the brake fluid pressure in accordance with the normal braking, the ABS control, and the TRC control.
  • the control solenoid valve 32 controls the hydraulic pressure of the wheel cylinder 20 during ABS control and TRC control.
  • the pressure sensor 4 ⁇ monitors the fluid pressure of the accumulator 14 and outputs a control signal for the pump 10.
  • the pressure switch 42 outputs the control signal of the pump 10 when the accumulator fluid pressure decreases, and outputs the prohibition signal of the ABS control and the TRC control. Power.
  • the pressure control unit 44 is connected to the brake booth 22 so as not to operate the pressure reducing device 34 and the differential pressure switch 46 when the input load exceeds the assistance force limit of the brake booth 22. Close the route.
  • the differential pressure switch 46 detects the hydraulic pressure difference between the master cylinder hydraulic pressure and the brake booth hydraulic pressure, and outputs a signal for stopping the ABS control to the stand where JEE occurs.
  • the master cylinder hydraulic pressure sensor 48 outputs a hydraulic pressure signal generated in the master cylinder 16, and the vibration sensor 49 detects and outputs vibration of a brake pad (friction material).
  • the wheel speed sensors 52 (52FL, 52FR, 52RL, 52RR) output wheel speed signals of the respective wheels, and the brake switch 53 detects that the brake pedal 18 has been depressed sufficiently and outputs it.
  • the control device 50 receives the output of each wheel speed sensor 52 and the output of the brake switch 53, and, when it is determined that a braking slip / acceleration slip has occurred, appropriately drives the switching solenoid valve 30 and the control solenoid valve 32. Executes known ABS control or TRC control.
  • the master cylinder fluid pressure sensor 48 receives the mass cylinder pressure from the vibration sensor 49 and the vibration state of the brake pad (friction material) from the vibration sensor 49, and receives the wheel speed (wheel speed sensor 52 By combining the (vehicle body speed) information, a sudden rise of the friction coefficient u of the friction material of the brake device immediately before the stop is detected, and the pressure reduction control according to the present invention is executed according to a flow described later.
  • FIG. 3 shows this control flow.
  • step 100 information on the wheel speed Vw from each wheel speed sensor 52, information on the master cylinder ⁇ ⁇ information on the mass of the cylinder from the if sensor 48] and information on the vibration output G from the vibration sensor 49 on £? 111 Is taken in.
  • step 102 the vehicle speed V is estimated by a known method based on the wheel speed Vw obtained from each wheel speed sensor 52, and the estimated vehicle speed V is equal to or less than a predetermined value VI (for example, 6 kmZh). Is determined. This determination is for confirming whether or not the vehicle is in a state immediately before stopping. When the vehicle speed V is higher than VI, all the subsequent steps are bypassed, and the control method according to the present invention is performed. None will be done.
  • a predetermined value VI for example, 6 kmZh
  • step 102 If it is determined in step 102 that the vehicle speed V is equal to or less than the predetermined value V I, the process proceeds to step 104 and the vibration output G of the vibration sensor 49 is set to the predetermined value G 1
  • the vibration output G does not exceed the predetermined value G1
  • Power, power, vibration output If it exceeds ii! G 1, it is determined that a sudden increase in the friction coefficient of the friction material ⁇ has been detected immediately before the stop, and the routine proceeds to step 106 where the mass cylinder pressure Pm and the vibration output G Based on the value, it is determined to which state the current situation belongs among the preset pans. Further, in step 108, the pressure reduction pattern force of the brake fluid pressure is selected based on the determined pattern, and the predetermined pressure reduction is executed.
  • Figure 4 shows an example of this pattern.
  • the master cylinder hydraulic pressure P m is 1.5 to 2.5 2.5 to 3.5, 3.5 to 4.5, 4.5 to 5.5 (Mpa: megapascal).
  • Each stage is further divided into several stages according to the value of the vibration output G (gravitational acceleration).
  • the master cylinder hydraulic pressure P m is in the range of 1.5 to 2.5 MPa and the value of the vibration output G is 5 G or more, it is determined that the vibration belongs to pattern 1 and the wheel Cylinder fluid pressure P w is set at a decompression gradient of 1. O Mpa per second. If the mass cylinder 3 ⁇ 4Ji P m force is in the range of 3.5-4.5 Mpa and the vibration output G is in the range of 10 to 15 G, it is determined that it belongs to pattern 5 and the wheel The cylinder pressure P w is reduced at a rate of 2.0 Mpa / s.
  • the increase in the coefficient of friction is detected in accordance with the values of the master cylinder hydraulic pressure P m and the vibration output G, including the degree of the increase, and an appropriate pattern is selected. Since the pressure is reduced by the pressure reduction gradient, the wheel cylinder pressure P w is not reduced more than necessary, and the braking force is sharply increased, which effectively prevents vehicle vibration and noise. Can be prevented.
  • Fig. 5 shows the characteristics of brake torque T and wheel cylinder hydraulic pressure Pw when the brake is applied in a state where the brake pad (friction material) is wet with water, such as after washing.
  • a broken line indicates a case where the pressure reduction control is not executed, and a solid line indicates a case where the pressure reduction control is executed.
  • the degree of increase in the friction coefficient ⁇ is accurately detected in accordance with the master cylinder hydraulic pressure P m and the vibration output G, and the optimum Since the wheel cylinder fluid pressure Pw is reduced by the pressure reduction gradient, It is possible to effectively prevent the vehicle cylinder pressure and the abnormal noise from being generated due to the sudden increase of the brake torque without the pressure of the cylinder pressure Pw being reduced more than necessary.
  • the sudden increase in the coefficient of friction of the friction material is detected by detecting the mass cylinder pressure Pm and the vibration G of the friction material.
  • information such as the wheel cylinder hydraulic pressure Pw and the amount of depression of the brake pedal (pedal force) can also be used.
  • the information on the vibration G of the friction material instead of the information on the vibration G of the friction material, information on the vehicle body vibration generated by the vibration of the friction material can be used.
  • the sensitivity is slightly reduced in terms of vibration detection, the force obtained from the fluctuation state of the output of each wheel speed sensor can be obtained.Therefore, there is no need to provide a dedicated vibration sensor. .
  • step 202 it is first confirmed by a known method whether or not the hydraulic brake device shown in FIG. 2 is normal. If an abnormality is found in the hydraulic brake device, this control involving reduction in brake hydraulic pressure is not executed (exit from this routine).
  • step 204 If it is determined that the hydraulic braking device is normal, it is determined in step 204 that the brake switch 53 force ⁇ on force, no force, (brake pedal 18 force ⁇ whether or not the pedal has been depressed) .
  • the brake switch 53 When the brake switch 53 is off, the vehicle has not been braked (by the driver's operation), and the vehicle exits this routine.
  • step 206 it is determined in step 206 whether the ABS control is being performed (whether the ABS control is to be performed). If the ABS control is being performed, the process exits from this routine because the ABS control has priority over the pressure reduction control according to the present invention.
  • the vehicle speed V estimated by a known method based on the information from the wheel speed sensor 52 in step 208 is a predetermined value V 1 (for example, 6 km as in the previous embodiment).
  • V 1 for example, 6 km as in the previous embodiment.
  • step 210 If the vehicle speed is equal to or less than the predetermined value V1, it is determined in step 210 whether the pressure reducing force according to the present control has been started. When this control has not been started yet Goes to step 212 (to determine the depressurization pattern), the current master cylinder hydraulic pressure Pm and the vehicle's speed (body deceleration) Gv are recorded as PmM and GvM, respectively. You.
  • step 212 is bypassed.
  • step 214 it is determined whether the current master cylinder hydraulic pressure Pm has not significantly changed from the stored master cylinder hydraulic pressure PmM. That is, it is determined whether or not PmM- ⁇ and Pm ⁇ PmM + ⁇ holds, where ⁇ is a constant.
  • step 216 it is determined whether or not to perform the GvM GvM + / 3 force, which is larger than the current deceleration GvM, which is greater than the current deceleration GvM, that is, / 3 is a constant.
  • FIG. 7 shows an example of the pressure reduction pattern in step 218.
  • the master cylinder hydraulic pressure PmM stored in step 212) PmM (P1, P2,... ⁇ ) in the longitudinal direction, and the vehicle deceleration GvM (Gvl, Gv2, ⁇ ) in the lateral direction ⁇ ), and the decompression pattern is set from 1 to 25 according to each combination.
  • Each of the deceleration patterns 1 to 25 includes a content in which the ratio between the pressure reduction time of the wheel cylinder hydraulic pressure Pw and the holding time is gradually changed. It should be noted that the ratio of the pressure reduction time to the holding time is set so that the vehicle deceleration becomes larger as GVM increases with the same master cylinder fluid pressure PmM. Also, at the same deceleration GvM, the lower the master cylinder hydraulic pressure PmM is, the larger the setting power of the decompression time with respect to the holding time is set. In the same case, the pressure reduction speed becomes smaller as the master cylinder hydraulic pressure P MM becomes smaller, so that the intended pressure reduction speed cannot be obtained.
  • the sudden increase in the coefficient of friction of the friction material immediately before the stoppage is detected by detecting the vehicle speed at the same brake fluid pressure (master cylinder fluid pressure). For example, it can be detected by detecting the deceleration of the vehicle with respect to the same brake pedaling force (the amount of depression).
  • a known acceleration (deceleration) sensor may be provided and its output information may be directly used for IJ.
  • a deceleration of the wheel speed or a deceleration of another rotating system member may be detected.
  • the present invention does not limit a specific method for detecting a sharp increase in the friction coefficient of the friction material.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Regulating Braking Force (AREA)

Abstract

Une chute brutale de la vitesse d'un véhicule ou un bruit anormal peuvent être provoqués par un accroissement subit du coefficient de frottement qui peut se produire lorsque le véhicule est sur le point de s'arrêter, immédiatement après avoir été lavé ou tôt le matin, en hiver. Afin d'éviter cette chute brutale de la vitesse, on cherche à déterminer si le véhicule est sur le point ou non de s'arrêter et si un accroissement subit du coefficient de frottement de l'élément de friction du frein se produit ou non. Lorsqu'un accroissement subit du coefficient de frottement ν de l'élément de friction est détecté, la pression hydraulique appliquée au frein est réduite.
PCT/JP1997/000053 1996-01-16 1997-01-14 Dispositif d'asservissement hydraulique pour freins de vehicules WO1997026166A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP8/4648 1996-01-16
JP464896A JPH09193765A (ja) 1996-01-16 1996-01-16 車両用ブレーキ液圧制御装置

Publications (1)

Publication Number Publication Date
WO1997026166A1 true WO1997026166A1 (fr) 1997-07-24

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WO (1) WO1997026166A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004268703A (ja) * 2003-03-07 2004-09-30 Advics:Kk 車両用ブレーキ鳴き制御装置
JP4239624B2 (ja) * 2003-03-13 2009-03-18 株式会社アドヴィックス 車両用ブレーキ鳴き制御装置
JP4639856B2 (ja) * 2005-03-07 2011-02-23 トヨタ自動車株式会社 車輌の摩擦制動装置
JP4506687B2 (ja) 2006-02-23 2010-07-21 トヨタ自動車株式会社 ブレーキ制御装置

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5182887A (ja) * 1975-01-17 1976-07-20 Mitsubishi Heavy Ind Ltd Jidontensharyonoteishiseigyohoshiki
JPS63130458A (ja) * 1986-11-20 1988-06-02 Toyota Motor Corp 車両用ブレ−キ装置
JPH01122764A (ja) * 1987-11-07 1989-05-16 Nippon Soken Inc 車体停止時のブレーキ制御装置
JPH045155A (ja) * 1990-04-20 1992-01-09 Mazda Motor Corp 車両の制動力制御装置
JPH0442465U (fr) * 1990-08-10 1992-04-10
JPH04234478A (ja) * 1990-12-28 1992-08-24 Aisin Chem Co Ltd 乾式摩擦材
JPH04264184A (ja) * 1991-02-19 1992-09-18 Toyota Motor Corp 摩擦材
JPH05278597A (ja) * 1992-04-06 1993-10-26 Nippon Soken Inc 車両用ブレーキ装置

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5182887A (ja) * 1975-01-17 1976-07-20 Mitsubishi Heavy Ind Ltd Jidontensharyonoteishiseigyohoshiki
JPS63130458A (ja) * 1986-11-20 1988-06-02 Toyota Motor Corp 車両用ブレ−キ装置
JPH01122764A (ja) * 1987-11-07 1989-05-16 Nippon Soken Inc 車体停止時のブレーキ制御装置
JPH045155A (ja) * 1990-04-20 1992-01-09 Mazda Motor Corp 車両の制動力制御装置
JPH0442465U (fr) * 1990-08-10 1992-04-10
JPH04234478A (ja) * 1990-12-28 1992-08-24 Aisin Chem Co Ltd 乾式摩擦材
JPH04264184A (ja) * 1991-02-19 1992-09-18 Toyota Motor Corp 摩擦材
JPH05278597A (ja) * 1992-04-06 1993-10-26 Nippon Soken Inc 車両用ブレーキ装置

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