公开(公告)号：US20210265936A1

公开(公告)日：2021-08-26

申请号：US17261642

申请日：2019-06-17

Applicant: Hitachi Automotive Systems, Ltd.

Inventor： Hiroaki SATO ,  Toshiyuki AJIMA ,  Kenichiro MATSUBARA ,  Daisuke GOTO

IPC: H02P23/14 ,  B60T13/74 ,  B60T1/06 ,  F16D65/18 ,  H02P23/00 ,  H03H17/02 ,  H02P23/12

Abstract: An object of the present invention is to provide a motor control device capable of estimating a delay with high accuracy even in a case where there is a fluctuation in disturbance torque or delay time and of suppressing the influence of the delay. For this end, the present invention includes a motor MTR, an ECU 2 that controls the rotation of the motor MTR, and an ECU 1 that sends a torque command to the ECU 2 based on a command value. The ECU 1 includes a disturbance estimation block 100 and a delay estimation block 200. The disturbance estimation block 100 estimates disturbance torque (τd) using a torque command input to the ECU 2 and a feedback value of the motor MTR. The delay estimation block 200 estimates a delay using a torque command output from the ECU 1, the feedback value of the motor MTR, and the disturbance torque (τd).

公开(公告)号：US20180186352A1

公开(公告)日：2018-07-05

申请号：US15740259

申请日：2016-06-08

Applicant: HITACHI AUTOMOTIVE SYSTEMS, LTD.

Inventor： Daisuke GOTO

IPC: B60T8/1769 ,  B60L15/20

CPC classification number: B60T8/1769 ,  B60L7/18 ,  B60L15/2009 ,  B60L15/2018 ,  B60L2250/26 ,  B60T8/00 ,  B60T8/17 ,  B60W30/18 ,  B60W30/182 ,  B60W2540/10 ,  B60W2540/12 ,  B60Y2200/91 ,  B60Y2200/92 ,  Y02T10/7258

Abstract: An acceleration/deceleration control apparatus includes a mode switching portion configured to switch a normal mode of performing acceleration control in response to an operation on an accelerator pedal and also performing deceleration control in response to an operation on a brake pedal, and a one-pedal mode of performing both the acceleration control and the deceleration control in response to the operation on the accelerator pedal according to a switching operation performed by a driver. Where a mode is switched from the normal mode to the one-pedal mode, one-pedal instruction switching portion (35B) of the acceleration/deceleration control apparatus outputs such one-pedal acceleration/deceleration instruction value A(Xa) that a result of adding a non-one-pedal acceleration instruction value B1(Xb) for the one-pedal mode and a one-pedal acceleration instruction value Ab(Xa) for the one-pedal mode after the mode is switched matches non-one-pedal deceleration instruction value Bn(xb) for the normal mode before the mode is switched.

公开(公告)号：US20200377070A1

公开(公告)日：2020-12-03

申请号：US16970829

申请日：2019-02-13

Applicant: HITACHI AUTOMOTIVE SYSTEMS, LTD.

Inventor： Wataru YOKOYAMA ,  Daisuke GOTO ,  Kenichiro MATSUBARA

IPC: B60T13/74 ,  B60T1/06 ,  B60T8/17 ,  B60T17/22 ,  F16D55/226 ,  F16D65/18

Abstract: An electric brake comprises a brake mechanism that transmits a thrust generated by driving an electric motor to a piston that moves brake pads pressed against a disc rotor; a thrust sensor that detects the thrust applied to the piston; a rotation angle sensor that detects a rotational position of the electric motor; and a rear electric brake ECU that controls the driving of the electric motor on the basis of a braking command. The rear electric brake ECU detects an abnormality in the brake mechanism from a detected value of the thrust sensor and a detected value of the rotation angle sensor in response to the braking command which are obtained when the electric motor is driven.

公开(公告)号：US20160046274A1

公开(公告)日：2016-02-18

申请号：US14778735

申请日：2014-03-26

Applicant: HITACHI AUTOMOTIVE SYSTEMS, LTD.

Inventor： Makoto MATSUURA ,  Daisuke GOTO ,  Tohma YAMAGUCHI ,  Tatsuji OHKUBO

IPC: B60T17/22 ,  B60T13/68 ,  B60T13/66

CPC classification number: B60T17/222 ,  B60T8/326 ,  B60T13/662 ,  B60T13/686 ,  B60T13/745 ,  B60T17/22

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 translation: ECU（19）将控制信号输出到流体压力生成装置（5）的电动助力器（16）和ESC（22）。 以这种方式，控制通过ESC（22）的增压控制阀（29），（29'），（31）和（31'）建立和切断通信，以连接每个轮缸（ 1）到（4）依次连接到主缸（8）。 在这样做时，为每个轮缸（1）至（4）控制电动助力器（16），以测量主缸（8）的活塞（10），（11）的行程，或者容积 与活塞（1C），（11）的行程成比例的制动液和由流体压力传感器（20）和（21）检测的流体压力。 将如此确定的每个轮缸（1）至（4）的流体体积压力特性用于比较以检测每个管道中的任何大气。

公开(公告)号：US20140239861A1

公开(公告)日：2014-08-28

申请号：US14192557

申请日：2014-02-27

Applicant: Hitachi Automotive Systems, Ltd.

Inventor： Toshiyuki AJIMA ,  Kimihisa FURUKAWA ,  Shigehisa AOYAGI ,  Tohma YAMAGUCHI ,  Daisuke GOTO ,  Masaki KASHIMA

IPC: H02P6/10

CPC classification number: H02P6/10 ,  H02P27/085

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 translation: 本发明的目的是提高电流检测精度并降低载频的噪声。 电动机装置和电动机驱动装置使用逆变器的直流母线电流检测值Idc来计算电动机电流Iu，Iv，Iw，并控制电动机的施加电压的大小和相位来驱动电动机。 如果电动机输出相对较大，则载波调节器降低逆变器的载波频率Fc，并且如果电动机输出相对较小，则增加逆变器的载波频率Fc。 脉冲移位调整器根据载波频率Fc移位PWM脉冲的相间波形。

公开(公告)号：US20140095044A1

公开(公告)日：2014-04-03

申请号：US14037832

申请日：2013-09-26

Applicant: HITACHI AUTOMOTIVE SYSTEMS, LTD.

Inventor： Masayuki KIKAWA ,  Daisuke GOTO ,  Kentaro UENO ,  Toshiyuki INNAMI ,  Tatsuji OHKUBO

IPC: B60T17/22

CPC classification number: B60T17/221 ,  B60T7/042 ,  B60T8/4077 ,  B60T13/146 ,  B60T13/662 ,  B60T13/686 ,  B60T13/745

Abstract: A second ECU determines whether or not there is an abnormality in a hydraulic-pressure sensor in a first cycle based on a detection value of the hydraulic-pressure sensor, and outputs a signal indicating determination of occurrence of the abnormality to a first ECU via signal line when determining occurrence of the abnormality in the sensor. The first ECU receives the detection value of the hydraulic-pressure sensor through communication from the second ECU via the signal line to determine whether or not there is the abnormality in the hydraulic-pressure sensor in a second cycle shorter than the first cycle. When determining that the hydraulic-pressure sensor is abnormal, the first ECU controls driving of an electric actuator based on a braking command from an operation-amount detection sensor without using the detection value of the hydraulic-pressure sensor determined as abnormal.

Abstract translation: 第二ECU基于液压传感器的检测值，判定第一循环中的液压传感器是否发生异常，并通过信号向第一ECU输出表示异常发生的判定的信号 确定传感器异常发生时的线路。 第一ECU经由信号线从第二ECU通过连接接收液压传感器的检测值，以确定液压传感器在比第一周期短的第二周期中是否存在异常。 当确定液压传感器异常时，第一ECU基于来自操作量检测传感器的制动命令来控制电致动器的驱动，而不使用被确定为异常的液压传感器的检测值。

公开(公告)号：US20220001845A1

公开(公告)日：2022-01-06

申请号：US17283914

申请日：2019-08-15

Applicant: HITACHI AUTOMOTIVE SYSTEMS, LTD.

Inventor： Kyoshiro ITAKURA ,  Toshiyuki AJIMA ,  Takahiro ITO ,  Kenichiro MATSUBARA ,  Daisuke GOTO ,  Makoto MATSUURA

IPC: B60T8/172 ,  B60T13/74 ,  B60T17/22 ,  F16D65/18

Abstract: An object of the present invention is to provide a brake control device and a brake system capable of braking with a shortened braking response when shifting from non-braking to braking. A brake control device 10 includes a command value calculation unit 4 that calculates an operation command value required to make a pressing force by which a brake pad 11a is pressed against a brake disc 11b reach a target thrust value. The command value calculation unit 4 includes: a clearance command calculation unit 43 that calculates a command value required for contact between the brake pad 11a and the brake disc 11b; and a thrust command calculation unit 40 that calculates a command value required for reaching the target thrust from a state where the brake pad 11a and the brake disc 11b are in contact with each other. When calculating the operation command value from a state where the brake pad 11a and the brake disc 11b are separated, the command value calculation unit 4 calculates the operation command value by integrating the command value calculated from the clearance command calculation unit 43 and the command value calculated from the thrust command calculation unit 40.

公开(公告)号：US20200262409A1

公开(公告)日：2020-08-20

申请号：US16647599

申请日：2018-09-18

Applicant: HITACHI AUTOMOTIVE SYSTEMS, LTD.

Inventor： Naoki TAKAHASHI ,  Daisuke GOTO ,  Takaya TSUKAGOSHI ,  Norikazu MATSUZAKI ,  Hiroaki SATO

IPC: B60T13/74 ,  B60T13/66 ,  B60T8/32

Abstract: An electric booster including an input member that is advanceably/retractably moved according to a brake pedal operation. An electric motor of an electric actuator advanceably/retractably moves a power piston. A master pressure control unit sets a target movement amount of the power piston according to an amount of a movement of the input member that is caused by the brake pedal, and controls the electric motor to move the power piston so as to achieve the target movement amount, thereby causing a brake hydraulic pressure to be generated in a master cylinder. The master pressure control unit includes a reaction force generation portion, which changes a characteristic of a hydraulic reaction force applied to the brake pedal. The reaction force generation portion corrects the target movement amount of the power piston according to a temporal change in the movement amount of the input member.

公开(公告)号：US20210197777A1

公开(公告)日：2021-07-01

申请号：US17055515

申请日：2019-03-18

Applicant: Hitachi Automotive Systems, Ltd.

Inventor： Kyoshiro ITAKURA ,  Toshiyuki AJIMA ,  Kenichiro MATSUBARA ,  Daisuke GOTO

IPC: B60T8/171 ,  B60T13/74 ,  B60T1/06 ,  B60T17/22

Abstract: An object of the present invention is to appropriately control a clearance amount by correcting an estimation error of a contact position caused by a delay time difference between output signals of sensors, and to establish both improvement of fuel efficiency due to prevention of drag of a brake pad during non-braking and reduction in response time during braking.
A brake system includes a brake disc, a brake pad, a piston, a drive mechanism, a position sensor that detects a position of the piston, a thrust sensor that detects a thrust by which the brake pad presses the brake disc, and a brake control unit that adjusts a braking force by controlling the drive mechanism. The brake control unit includes a contact position computation unit that computes a contact position at which the brake pad and the brake disc come in contact with each other based on output signals of the position sensor and the thrust sensor, a position error computation unit that computes a position error of the contact position based on a delay time difference between the output signals of the position sensor and the thrust sensor, and a contact position correction unit that corrects the contact position obtained by the contact position computation unit by using the position error.

公开(公告)号：US20200276964A1

公开(公告)日：2020-09-03

申请号：US16647651

申请日：2018-09-18

Applicant: HITACHI AUTOMOTIVE SYSTEMS, LTD.

Inventor： Daisuke GOTO ,  Takuya USUI

IPC: B60T13/74 ,  B60T13/04 ,  B60T7/12 ,  B60T7/04 ,  B60T13/10

Abstract: A brake operation sensor detects a position of an input member. An angle sensor detects a position of a power piston. An ECU drives and controls an electric motor based on a relative position between the input member and the power piston. Then, the input member and the power piston are subjected to a mechanical limitation on a relative displacement therebetween due to abutment with each other at a step. The ECU advances/retracts the power piston independently of the movement of the input member, and determines the abutment state between the input member and the power piston under the mechanical limitation based on the detected relative position. Then, the ECU corrects the relative position between the input member and the power piston based on this determination to control the electric motor.