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WO2006040889A1 - Regulateur automatique de freins - Google Patents

Regulateur automatique de freins Download PDF

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Publication number
WO2006040889A1
WO2006040889A1 PCT/JP2005/016374 JP2005016374W WO2006040889A1 WO 2006040889 A1 WO2006040889 A1 WO 2006040889A1 JP 2005016374 W JP2005016374 W JP 2005016374W WO 2006040889 A1 WO2006040889 A1 WO 2006040889A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
braking
wheels
wheel
stopped
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2005/016374
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English (en)
Japanese (ja)
Inventor
Hiroyuki Ogawa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
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 Motor Corp filed Critical Toyota Motor Corp
Publication of WO2006040889A1 publication Critical patent/WO2006040889A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • 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
    • B60T8/1766—Proportioning of brake forces according to vehicle axle loads, e.g. front to rear of vehicle

Definitions

  • the present invention relates to a control device for a braking device, and more particularly to a control device that controls braking power of a braking device provided on a wheel.
  • the required braking force requested by the driver is detected based on the amount of brake pedal operation by the driver, and the target vehicle deceleration based on the requested braking force matches the actual vehicle deceleration.
  • Japanese Patent Laid-Open No. 09-084 4206 is equipped with a brake device that brakes the wheels and a regenerative brake that uses a motor, and is comfortable for starting up slopes and performing heat / lean toe operations during cornering.
  • An electric vehicle travel control device that can be implemented is disclosed.
  • the traveling control device controls the motor by giving priority to the operation by the driving force operating means when the brake operating means and the driving force operating means are operated simultaneously.
  • the travel control device calculates the required braking force based on the amount of brake operation.
  • the travel control device causes the brake device to generate a braking force that matches the difference between the required braking force and the regenerative braking force.
  • the objective of this invention is providing the control apparatus of the braking device which suppresses that the braking distance of a vehicle is extended.
  • a control device for a braking device is a control device for a braking device that controls braking force of a plurality of wheels provided in a vehicle according to a braking operation amount of a driver.
  • the control device is configured to determine whether or not the rotation of each wheel is in a stopped state, and when the rotation of some of the plurality of wheels is in a stopped state.
  • a braking force control unit that controls to increase the braking force of the wheels that are not stopped.
  • the control device determines whether or not the rotation of each wheel is stopped. When it is determined that the rotation of some of the plurality of wheels is in a stopped state, control is performed so as to increase the braking force of the wheel that is not in the stopped state.
  • control is performed so as to increase the braking force of the wheel that is not in the stopped state.
  • control device further includes a detection unit that detects a wheel speed that is a rotational speed of the wheel.
  • the lock detection unit determines whether or not the wheel is stopped based on the wheel speed.
  • the lock detection unit determines whether or not the wheel is stopped based on the detected wheel speed that is the rotational speed of the wheel. Therefore, it is possible to detect the wheel speed of each of the plurality of wheels while the wheel is running and determine which wheel is in a stopped state.
  • the braking force control unit performs control so as to increase the braking force of the wheels that are not stopped when the vehicle is at a speed lower than a predetermined vehicle speed.
  • the braking force control unit performs control so as to increase the braking force of the wheels that are not stopped when the vehicle is at a speed lower than a predetermined vehicle speed. For example, in a vehicle equipped with an automatic transmission, driving force such as creep torque is generated at low vehicle speeds. Therefore, the braking force of the wheel that is not stopped exceeds the driving force. By increasing in this way, it is possible to suppress an increase in the braking distance of the vehicle. 'More preferably, when it is determined that the rotation of some of the plurality of wheels is in the stopped state, the braking force control unit maintains the braking force of the stopped wheel and is not in the stopped state. Control to increase the braking force of the wheels.
  • the braking force control unit when it is determined that the rotation of some of the wheels is in the stopped state, maintains the braking force of the stopped wheel and is not in the stopped state. Control to increase the braking force of the wheels.
  • the braking distance of the vehicle in a stopped state may be shorter than the anti-hook brake control, which increases the braking distance of the vehicle. This can be suppressed.
  • control device includes a calculation unit that calculates a target acceleration of the vehicle based on the amount of braking operation, an acceleration detection unit that detects the acceleration of the vehicle, and a plurality of the control devices so that the acceleration and the target acceleration match. And a setting unit for setting the distribution of braking force to the other wheels.
  • the target acceleration of the vehicle is calculated based on the amount of braking operation, and the distribution of the braking force to the plurality of wheels is set so that the target acceleration matches the detected acceleration. Accordingly, it is possible to suppress the braking distance from being extended by appropriately distributing the braking force to each wheel so as to achieve the target acceleration and increasing the braking force of the wheel that is not stopped.
  • the vehicle is a vehicle that generates a driving force at least on the rear wheels.
  • the vehicle is equipped with an automatic transmission.
  • the control device further includes a gear ratio control unit that controls the automatic transmission so that the gear ratio is set to the high-speed gear ratio when it is determined that some of the plurality of wheels are stopped. Including.
  • the control device controls the automatic transmission so that the gear ratio is set to the gear ratio on the high speed side. If a vehicle that generates a driving force at least on the rear wheels is equipped with an automatic transmission, a driving force in the direction of travel due to creep torque is generated in the low vehicle speed range. Therefore, when the front wheels of the vehicle are stopped, if the driving force is large, the braking distance of the vehicle may be extended. Therefore, multiple If it is determined that some of the wheels are in a stopped state, the driving force of the rear wheels is reduced by controlling the automatic transmission so that the gear ratio is set to the gear ratio on the high speed side. It is possible to suppress an increase in the braking distance.
  • the vehicle is a vehicle that generates a driving force at least on the rear wheels.
  • the vehicle is equipped with an automatic transmission.
  • the control device further includes a transmission state control unit that controls the automatic transmission so that the power transmission state becomes the power cutoff state when it is determined that some of the plurality of wheels are in the stopped state.
  • the control device controls the automatic transmission so that the power transmission state becomes the power cutoff state. If a vehicle that generates a driving force at least on the rear wheels is equipped with an automatic transmission, a driving force in the direction of travel due to creep torque is generated in the low vehicle speed range. Therefore, when the front wheels of the vehicle are stopped, if the driving force is large, the braking distance of the vehicle may be extended. For this reason, if it is determined that some of the plurality of wheels are in the stopped state, the driving force of the rear wheels is reduced to zero by controlling the automatic transmission so that the power transmission state becomes the power cutoff state. Thus, it is possible to suppress an increase in the braking distance.
  • the vehicle is a vehicle that generates a driving force at least on the rear wheels.
  • the vehicle is provided with a load device that is actuated by the driving force transmitted to the rear wheels.
  • the control device further includes a load device control unit that controls the load device to operate when it is determined that some of the plurality of wheels are in a stopped state.
  • the vehicle is provided with the load device that is actuated by the driving force transmitted to the rear wheels.
  • the control device controls the load device to operate. If a vehicle that generates driving force at least in the rear wheels is equipped with an automatic transmission, driving force in the direction of travel is generated by creep torque in the low-speed region. Therefore, when the front wheels of the vehicle are stopped, if the driving force is large, the braking distance of the vehicle may be extended. For this reason, when it is determined that some of the plurality of wheels are in a stopped state, control is performed so that a load device (for example, a braking device or a rotating electrical machine that functions as a generator) is operated. The driving force of the wheel is reduced, and the braking distance can be prevented from extending.
  • a load device for example, a braking device or a rotating electrical machine that functions as a generator
  • FIG. 1 is a diagram illustrating a configuration of a vehicle on which a brake ECU which is a control device for a braking device according to the present embodiment is mounted.
  • FIG. 2 is a flowchart (part 1) showing a control structure of a program executed by the brake ECU which is the control device of the braking device according to the present embodiment.
  • FIG. 3 is a flowchart (part 2) showing the control structure of the program executed by the brake ECU which is the control device of the braking device according to the present embodiment.
  • FIG. 4 is a timing chart showing the operation of the brake ECU which is the control device for the braking device according to the present embodiment.
  • a configuration of a vehicle 10 Q including a control device for a braking device according to the present embodiment will be described.
  • a force for explaining a vehicle as a rear wheel drive vehicle is not limited to a rear wheel drive vehicle, and may be a front wheel drive vehicle or a four wheel drive vehicle.
  • this vehicle 1 0 0 is an engine 2 0 0 which is a prime mover that generates the driving force of the vehicle 1 0 0 and the output of the engine 2 0 0 is transmitted via a torque converter 3 0 0.
  • the vehicle 100 includes a brake operation amount detection sensor 50 ⁇ that detects the amount of operation of the brake pedal by the driver, and controls provided on the front wheels 7 100 and the rear wheels 7 10.
  • vehicle 1 0 0 is an engine E CU that controls the engine 2 0 0.
  • Electric Control Unit 1000 Electric Control Unit 1000
  • EC T—ECU 1 100 for controlling torque converter 300 and planetary gear type automatic transmission mechanism 400
  • brake ECU 800 for controlling brake actuator 900.
  • each component is configured to be capable of data communication in both directions by a communication line indicated by a dotted line in FIG.
  • the engine 200 may be a prime mover, and may be a gasoline engine, a diesel engine, an internal combustion engine other than these, or an electric motor.
  • Torque converter 300 may be a fluid coupling other than a torque converter, a wet friction clutch, a dry friction clutch, an electromagnetic clutch, a direct transmission device, a power transmission device (electric motor) using electromagnetics, etc. It may be.
  • the planetary gear automatic transmission mechanism 400 may be a manual transmission, a belt-type continuously variable transmission, or a direct-coupled power transmission device.
  • Braking device (1) 730 is a device that generates a braking force in front wheel 700 of the vehicle.
  • the braking device (2) 740 is a device that generates a braking force in the rear wheel 710 of the vehicle.
  • the vehicle 100 has four wheels, and each wheel is provided with a braking device. That is, each of the two front wheels 700 is provided with a braking device (1) 730, and each of the two rear wheels 710 is provided with a braking device (2) 740.
  • the brake ECU CU800 controls the braking force of the braking device (1) 730 and the braking device (2) 740 independently, but controls the braking force of the four wheels independently.
  • the brake ECU CU 800 controls the braking force of the braking device (1) 730 and the braking device (2) 740 independently, but controls the braking force of the four wheels independently.
  • the braking device (1) 730 and the braking device (2) 740 are, for example, disk brakes, but are not particularly limited thereto.
  • the disc brake is composed of a disc (not shown) provided on the wheel side and a caliper (not shown) provided on the vehicle body side.
  • the caliper has a wheel cylinder connected to the hydraulic circuit. When the hydraulic pressure is increased in the wheel cylinder, the disc is held and the braking force is generated.
  • the brake actuator 90 is composed of a solenoid valve or the like, and controls the increase and decrease of the hydraulic pressure in the hydraulic circuit. That is, the hydraulic pressure in the hydraulic circuit connected to the wheel cylinder is controlled by the brake actuator 9 0 0, and is generated in the braking device (1) 7 3 0 and the braking device (2) 7 4 0. The braking force is controlled.
  • the brake ECU 8 0 0 determines the required braking force required for the vehicle based on the driver's brake pedal operation amount detected by the brake operation amount detection sensor 5 0 0. To detect.
  • the brake E C U 800 calculates the target acceleration in the vehicle based on the detected required braking force.
  • the brake ECU 800 is a control required for the vehicle 10 0 0 so that the actual acceleration of the vehicle detected by the wheel rotation detection device 1 3 0 0 or an acceleration sensor (not shown) matches the target acceleration. Calculate power.
  • the brake E C U 800 distributes the calculated braking force to each wheel and controls the hydraulic pressure of the wheel cylinder via the brake actuator 90 0.
  • “Wheel stop state” is a state in which the rotational speed of a wheel (hereinafter referred to as wheel speed) becomes zero while the vehicle is running. If the wheel is in a stopped state, the braking force will be lower than that in the stopped state.
  • anti-sucking brake control for controlling the braking device (1) 7 3 0 and the braking device (2) 7 4 0 is performed so that the wheel does not stop.
  • anti-hook brake control is a control that controls the hydraulic pressure of the wheel cylinder so that the wheel does not stop. Especially in the low ⁇ road condition, the braking distance is increased. There is a possibility.
  • the present invention relates to a braking device (1) so as to increase the braking force of a non-stopped wheel when rotation of some of the plurality of wheels is stopped while the vehicle 100 is traveling. 730 and braking device (2) Controlling 74 °.
  • the brake ECU 800 determines whether or not the wheel is stopped based on the wheel speed detected by the wheel rotation detection device 1300 while the vehicle 100 is traveling.
  • the brake ECU CU 800 determines that the rotation of some of the plurality of wheels is in a stopped state, the wheel of either the braking device (1) 730 and the braking device (2) 740 of the wheel that is not stopped
  • the brake actuator 900 is controlled to increase the hydraulic pressure of the cylinder.
  • the brake ECU 800 determines whether the vehicle speed is low. That is, for example, the brake ECU 800 determines whether or not the vehicle speed based on the wheel speed detected by the wheel rotation detection device 1300 is equal to or lower than a predetermined vehicle speed.
  • the “predetermined vehicle speed” is a value that is appropriately set according to the vehicle, and is not particularly limited. If the vehicle speed is low (YES at S1000), the process proceeds to SI100. If not (NO at S1000), the process waits until the vehicle speed decreases.
  • brake ECU 800 determines whether or not the brake operation amount detected by brake operation amount detection sensor 500 is larger than a predetermined value A.
  • the predetermined value A is, for example, an operation amount at which the brake starts to be effective, which is set based on the play amount of the brake pedal, but is not particularly limited. If the amount of brake operation is greater than a predetermined value A (YES in S1100), the process proceeds to S1200. If not (NO at S 1 100), the process ends.
  • the brake ECU 800 calculates the target acceleration G— ⁇ ⁇ eq based on the brake operation amount detected by the brake amount detection sensor 500.
  • the target acceleration G 1 req may be calculated as a map force indicating the relationship between the brake operation amount, vehicle speed, and target acceleration, or the target acceleration G-req is calculated from the required braking force calculated based on the brake operation amount. May be.
  • the target acceleration G—req is the road surface
  • the map value may be corrected according to the situation, or may be calculated based on a predetermined mathematical formula from the brake operation amount and the vehicle speed.
  • the road surface condition is, for example,
  • GPS Global Positioning System
  • brake ECU 800 determines whether or not the calculated target acceleration G—req is smaller than ground acceleration G — rea 1 which is the actual acceleration of the vehicle.
  • the ground acceleration G-rea 1 may be calculated, for example, by calculating the time differential value of the wheel speed, or may be detected from an acceleration sensor (not shown) provided in the vehicle, or from the GP S The calculation may be performed from the position information, and the calculation method is not particularly limited. If target acceleration G—req is smaller than ground acceleration G—rea 1 (YES in S 1300), the process proceeds to S 1400. If not (NO in S 1300), the process ends.
  • the brake ECU 800 calculates the braking force command value Fd eg_r e q (i).
  • the control command value F de g—r e q (i) is calculated by a subroutine program described later.
  • “F d e g—r e q (i)” indicates the control command value of the i-th wheel among the wheels.
  • the brake ECU 800 calculates F de g_r e q (1) to (4) corresponding to each wheel. Based on the command value F deg one req (1) to (4) calculated in S 1 500, the brake ECU 800 is connected to the braking device (1) 730 and the braking device (2) via the brake actuator 900. Control the braking force of 740.
  • the brake ECU 800 detects the wheel speed of each wheel by the wheel rotation detection device 1300.
  • brake ECU 800 determines whether or not there is a stopped wheel among a plurality of wheels based on the detected wheel speed. If there is a stopped wheel (YES at S2100), the process proceeds to S2200. If not (NO at S 2100), processing is S 2300 Moved to.
  • brake ECU 800 maintains the control command value for the stopped wheel at the same value as the previous time.
  • brake ECU 800 calculates the braking force required for vehicle 100 based on target acceleration G_r e q.
  • the brake ECU 800 calculates the braking force required for the vehicle 100 based on the difference between the target acceleration G—r e q and the actual acceleration G—r e a 1.
  • the brake ECU CU 800 calculates the braking force required for the vehicle 100 so that the target acceleration G_r e q matches the actual acceleration G—re a 1.
  • the braking force required for the vehicle 100 is calculated by, for example, G—req XW (vehicle weight) + F drv (driving force) one R (travel resistance: including frictional resistance of the wheel in a stopped state)
  • F drv indicates a driving force such as a creep torque generated in the planetary gear type automatic transmission mechanism 400 because the planetary gear type automatic transmission mechanism 400 is mounted on the vehicle 100.
  • the brake ECU 800 sets the braking force distribution A (i).
  • the braking force distribution A (i) is set, for example, by a predetermined braking distribution based on the driving method and the front and rear weight of the vehicle.
  • a (i) indicates the distribution of the braking force of the i-th wheel of each wheel.
  • vehicle 100 is a four-wheel vehicle
  • braking force distributions A (1) to (4) corresponding to the wheels are set.
  • the brake ECU 800 sets the distribution of the braking force of the wheels other than the wheel in the stopped state.
  • brake ECU 800 calculates a control command value for each wheel other than the stopped wheel. If no wheels are stopped, the brake ECU 800 calculates the control command values for all wheels. In S 2600, brake ECU 800 outputs the calculated control command values F de g—r e q (1) to (4) to brake actuator 900.
  • the operation of the brake ECU 800 which is the control device for the braking device according to the present embodiment, based on the structure and flowchart as described above will be described with reference to FIG. In Fig. 4, for the sake of convenience, the driver steps on the brake pedal on a low ⁇ road surface while the vehicle is traveling straight at low speed.
  • the operation of the brake ECU 800 in a situation where the two front wheels 700 are stopped almost simultaneously will be described, but the present invention is not particularly limited to such a situation.
  • the control command value of the wheel that is not in the stopped state is calculated (S 2500), and the control command value F de g_r e q (i) of each wheel is output to the brake actuator 900 (S 260 0).
  • the brake actuator 900 adjusts the hydraulic pressure of the hydraulic circuit to adjust the braking force (S 1500).
  • the brake fluid pressure at the rear wheel is increased from P r (1) to P r (2).
  • T (2) the vehicle 100 stops.
  • the brake ECU determines whether or not the rotation of the plurality of wheels is in a stopped state. If it is determined that the rotation of some of the wheels is in a stopped state, the brake actuator is controlled so as to increase the braking force of the wheel that is not in the stopped state. By increasing the braking force of a wheel that is not in a stopped state, it is possible to catch a decrease in the braking force caused by a part of the wheel being stopped. As a result, a reduction in the braking force of the entire vehicle can be suppressed. Thereby, it can suppress that braking distance extends.
  • the brake ECU maintains the braking force of the wheels that are in the stopped state and also applies the braking force of the wheels that are not in the stopped state. Control to increase.
  • the braking distance of the vehicle may be longer because maintaining the braking force of the wheels in a stopped state may result in a shorter braking distance than when performing antilock brake control. This can be suppressed.
  • the brake ECU is configured such that rotation of some of the plurality of wheels is in a stopped state.
  • driving force in the direction of travel is generated by cleave torque. Therefore, as described with reference to FIG. 4, when the front wheels of the vehicle are in a stopped state, if this driving force is large, the braking force of the rear wheels is reduced, so that the braking distance of the vehicle may be extended. Therefore, by controlling the automatic transmission so that the gear ratio is set to the gear ratio on the high speed side, the driving force of the rear wheels can be reduced and the braking distance can be prevented from being extended.
  • the brake ECU determines that rotation of some of the plurality of wheels is in a stopped state
  • the automatic transmission through the EC T_E CU so that the power transmission state is in a power cut-off state. It is desirable to control. In this way, the driving force due to the creep torque is not transmitted to the rear wheel, so that the driving force of the rear wheel becomes zero and the braking distance can be prevented from extending.
  • the load device is, for example, a rotating electrical machine that functions as a brake device or a generator.
  • the brake ECU controls the load device to operate, thereby reducing the driving force of the rear wheels and extending the braking distance. This can be suppressed.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

Régulateur automatique de freins pour supprimer l'augmentation de la distance de freinage d'un véhicule. Un bloc de commande électronique de freins exécute un programme contenant une étape (S2000) consistant à détecter la vitesse de la roue, une étape (S2200) consistant à stocker la variable d'instruction de commande d'une roue bloquée s'il y en a une (OUI en S2100), une étape (S2300) consistant à calculer la force de freinage requise en fonction de l'accélération visée et de l'accélération réelle, une étape (S2400) consistant à établir une répartition du freinage, une étape (S2500) consistant à calculer les variables d'instruction de commande des roues autres que la roue bloquée et une étape (S2600) consistant à sortir les variables d'instruction de commande des roues.
PCT/JP2005/016374 2004-10-15 2005-08-31 Regulateur automatique de freins Ceased WO2006040889A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2004-301356 2004-10-15
JP2004301356A JP2006111159A (ja) 2004-10-15 2004-10-15 制動装置の制御装置

Publications (1)

Publication Number Publication Date
WO2006040889A1 true WO2006040889A1 (fr) 2006-04-20

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PCT/JP2005/016374 Ceased WO2006040889A1 (fr) 2004-10-15 2005-08-31 Regulateur automatique de freins

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WO (1) WO2006040889A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5125609B2 (ja) * 2008-02-28 2013-01-23 株式会社アドヴィックス 制動力配分制御装置
CN118574755A (zh) * 2022-01-25 2024-08-30 日产自动车株式会社 制动控制方法和制动控制装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59179748U (ja) * 1983-04-14 1984-12-01 フオルクスヴア−ゲンヴエルク・アクチエンゲゼルシヤフト 自動車用の圧力操作される制動装置
JPS63297131A (ja) * 1987-05-27 1988-12-05 Nec Corp オ−トマチツクトランスミツシヨン
JPH08230649A (ja) * 1994-12-28 1996-09-10 Toyota Motor Corp 車両用液圧ブレーキ装置
JPH0984206A (ja) * 1995-09-08 1997-03-28 Mitsubishi Motors Corp 電気自動車の走行制御装置
JPH1035450A (ja) * 1996-04-26 1998-02-10 Denso Corp 車両用ブレーキ装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59179748U (ja) * 1983-04-14 1984-12-01 フオルクスヴア−ゲンヴエルク・アクチエンゲゼルシヤフト 自動車用の圧力操作される制動装置
JPS63297131A (ja) * 1987-05-27 1988-12-05 Nec Corp オ−トマチツクトランスミツシヨン
JPH08230649A (ja) * 1994-12-28 1996-09-10 Toyota Motor Corp 車両用液圧ブレーキ装置
JPH0984206A (ja) * 1995-09-08 1997-03-28 Mitsubishi Motors Corp 電気自動車の走行制御装置
JPH1035450A (ja) * 1996-04-26 1998-02-10 Denso Corp 車両用ブレーキ装置

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