Hitachi, Ltd.

Hitachi Automotive Systems, Ltd.

Oki Electric Industry Co., Ltd.

Other

Honda Motor Co., Ltd.

Hitachi Astemo Ltd.

Atsushi Yokoyama

Makoto Yamakado

Toshio Manaka

Masanori Ichinose

Yuzo Kadomukai

Kenichiro Matsubara

Hiromi Aoyagi

Tatsuya Yoshida

Nobuyuki Yamaguchi

Junya Takahashi

Shinjiro Saito

Satoru Kuragaki

Hiroyuki Saito

Masatsugu Arai

Taisetsu Tanimichi

Shinya Sato

Mitsuo Sasaki

Jun Kubo

Tadashi Osaka

Mitsuhide Sasaki

Hiroyuki Yamada

Toru Takahashi

Shinya Imura

Masatoshi Hoshino

Keizo Suzuki

Toshiyuki Innami

Hidekazu Moriki

Kenji Hiraku

Masashi Hashimoto

Tatsuyuki Yamamoto

Takahiro Ito

Takehiko Kowatari

Masaru Ito

Tokuji Yoshikawa

Ayumu Miyajima

Kimio Nishino

Takaomi Nishigaito

Nobuyuki Ueki

Kazuyoshi Akie

Yoshinari Kawahara

Masato Abe

Toshiharu Sugawara

Yuto Imanishi

Kenta Maeda

Shingo Nasu

Itsuro Sawada

Akshay Gokhale

Takeshi Ishii

Takao Kojima

Masaji Ishigaki

Akitsuna Yuhara

Toshiya Oosawa

Sachio Sekiya

Masaru Yamasaki

Hirotaka Oikawa

Yukihiko Inoue

Tadahiko Nogami

Akira Takahashi

Yuki Akiyama

Hitoshi Kobayashi

Masamichi Imamura

Kousaku Ohno

Takahisa Mizuta

Kentaro Maki

Shigeyoshi Arai

Katsuya Iwasaki

Naoshi Yamaguchi

Nobuhiro Yamada

Heiko Altmannshofer

Naoyuki Tashiro

Tomonori Kawakami

Seijiro Masaki

Yukihiro Osawa

Tsutomu Hibi

Kazuhiro Taneda

Hiroshi Kiyomoto

Takaharu Abe

Akio Ohya

Takemasa Shibata

Hironori Ohba

Xuedong Yang

In some examples, a vehicle suspension for supporting, at least in part, a sprung mass, includes a damper connected to the sprung mass, the damper including a movable piston. The vehicle suspension further includes an actuator and a controller. The controller may be configured to determine a frequency of motion associated with the sprung mass. When the frequency of motion is below a first frequency threshold, the controller may send a control signal to cause the actuator to apply a deceleration force to the sprung mass. Further, when the frequency of motion associated with the sprung mass exceeds the first frequency threshold, the controller may send a control signal to cause the actuator to apply a compensatory force to the sprung mass. For instance, a magnitude of the compensatory force may be based on a friction force determined for the damper.

Controlling damper friction effects in a suspension

A core metal includes, on an outer circumference thereof, a plurality of attachment surfaces to which a plurality of strings are attached, and a plurality of guided portions are formed along an axial direction of the core metal and disposed between two of the attachment surfaces. A string supply device includes a string supply unit that supplies the strings to the outer circumference of the core metal, an attaching unit that arranges and attaches the strings on the attachment surfaces of the core metal in a circumferential direction of the core metal, and a plurality of guiding units, in contact with the guided portions of the core metal, which guides the core metal.

Manufacturing apparatus and manufacturing method for shaft-shaped composite member

Provided are a vehicular motion control device and method such that, even when a vehicle is turning, the target trajectory can be followed while maintaining traveling stability, with a reduced sense of incongruity felt by the driver. This vehicular motion control device is equipped with: a target trajectory acquisition unit that acquires a target trajectory for a vehicle to travel; and a speed control unit that increases or decreases the longitudinal acceleration generated in the vehicle, the longitudinal acceleration being positive in the vehicle travel direction. If the vehicle deviates from the target trajectory during turning, the speed control unit performs longitudinal acceleration control to increase or decrease the longitudinal acceleration.

Vehicular motion control device and method

To localize a vehicle in the given map precisely for autonomous driving, the vehicle needs to compare the sensor perceived environment with the map information accurately. To achieve this, the vehicle may use information received from multiple on-board sensors in combination of GPS and map data. Example implementations described herein are directed to maintaining accuracy of sensor measurements for autonomous vehicles even during sensor failure through a raw data fusion technique and a repopulation of data through a prediction technique based on historical information and statistical method if any of the sensors fail.

Sensor fusion for accurate localization

Example implementations involve systems and methods to control the ego vehicle to trace connected plural curved paths, which are calculated as the movement of the vehicle against vertical repulsive force from straight or curved walls, and connected continuously at the joints, and differentiable by position at the joints. Further, the repulsion force acts as deceleration force and lateral force.

Method and system for collision avoidance

In the present invention, it is possible to accurately predict, at an earlier timing, that a pedestrian will perform constant speed movement or a route change that is more complex than the constant speed movement. Provided is a travel control device that can accurately determine a change in the route of the pedestrian according to a change in the pedestrian's posture and, in particular, a change in the orientation of the body or a change in an inverted angle, and that can appropriately control the travel of the vehicle.

Travel control device

To provide a drive control device of a moving body capable of increasing a regeneration amount without hindering a driver's brake operation and causing too much deceleration. A drive control device of a moving body that updates a regenerative pattern of a driving motor of the moving body including a brake that generates a braking force by being linked to an operation amount of a brake pedal, the drive control device including an external world information acquisition unit that acquires external world information and a brake detector that detects ON/OFF of the brake, wherein when the brake detector detects ON, the regenerative pattern is changed based on the external world information acquired by the external world information acquisition unit such that a braking distance only decreases.

Drive control device of moving body

A vehicle drive control apparatus includes: an object detection unit which detects positions, speeds, and sizes of objects around an own vehicle; and a speed control unit which detects a moving object existing in a place adjacent to a scheduled travelling path of the own vehicle and a speed change induction obstacle inducing a future speed vector change of the moving object from the objects detected by the object detection unit and changes a speed of the own vehicle, on the basis of a relative position relation of the own vehicle and the detected moving object and the speed change induction obstacle.

Vehicle drive control apparatus and speed control method

A vehicle travel control apparatus is provided that is capable of improving fuel economy by exerting control so as to attain a specified speed without starting the engine during acceleration, and by increasing the regenerative energy recovery amount during deceleration, during the travel control. A vehicle travel control apparatus () to control the vehicle speed is mounted in a hybrid vehicle containing an engine () and a motor () as power sources, and includes: a target vehicle computing unit () that calculates a target vehicle speed; an acceleration command value calculation unit () that calculates an acceleration command value () based on a target vehicle speed; an acceleration limit processing unit () that calculates a post-limit acceleration command value () that limits the acceleration command value () by utilizing a specified upper-limit value and a specified lower-limit value; a torque command value computing unit () that calculates a torque command value from the post-limit acceleration command value (); and a speed-change command value computing unit () that determines whether a down-shift is required or not based on the acceleration command value () and an upper-limit torque or a lower-limit torque of the motor, and calculates a speed-change command value ().

Vehicle travel control apparatus

A cooling system includes a cooling circuit that has a circulation pump circulating a coolant containing antifreeze solution and cools down, by means of the coolant, a power element mounted in a power converter for an on-vehicle rotary electric machine; a control signal calculation unit that calculates heat quantity generated by the power element; a power element temperature sensor that detects the temperature of the power element; and a coolant temperature sensor that detects the temperature of the coolant. The control signal calculation unit calculates, on the basis of the heat quantity, the temperature of the power element, and the coolant temperature, power element cooling performance that is the amount of heat transferred from the power element to the coolant per unit temperature difference, and lowers the driving power of the circulation pump when the calculated power element cooling performance is greater than a predetermined criterion.

Cooling system of power converter for on-vehicle rotary electric machine

In a vehicle control device, a slip ratio in which front and rear wheels are averaged, and a braking force in which the front and rear wheels are averaged, can be calculated. The vehicle control device is provided with: friction braking devices placed on each wheel; a motor that acts as a regenerative braking mechanism and is placed on the rear wheels; a vehicle slip stiffness calculation unit; a front and rear braking force ratio calculation unit; a vehicle slip stiffness correction unit; and a regenerative braking arithmetic unit. The regenerative braking arithmetic unit operates the friction braking device and the motor so as to make the vehicle slip stiffness reach a vehicle slip stiffness threshold value. Also, the vehicle slip stiffness correction unit corrects the vehicle slip stiffness threshold value in accordance with the ratio of the front wheel braking force and the rear wheel braking force.

Vehicle control device

A brake control device mounted to a vehicle that comprises a pair of driving wheels and a pair of non-driving wheels controls an upstream brake pressure generated by a master cylinder and downstream brake pressures generated by brake actuators so that, during regenerative braking, the downstream brake pressures to brake devices corresponding to the driving wheels are reduced to be lower than the upstream brake pressure, and the downstream brake pressures to brake devices corresponding to the non-driving wheels are increased to be higher than the upstream brake pressure.

Brake control device and brake control method

A vehicle motion control system is capable of defining clear guidelines on more specific control timing associated with accelerating, steering, and braking operations, and conducting motion control based on the defined guidelines. An ideal motion control unit within a central controller uses longitudinal jerk information of a vehicle to control the steering of the vehicle. Information for determining the initiation timing of steering is presented from a human-vehicle interface (HVI) to a driver. In accordance with the information presented from the HVI, the driver controls the initiation timing of steering.

Drive controlling apparatus for a vehicle

There is provided a vehicle drive control system that feels less unnatural and that enables an improvement in safety performance. A vehicle motion control system capable of independently controlling a driving force and a braking force of four wheels comprises: a first mode (G-Vectoring control) in which substantially the same driving force and braking force are generated with respect to left and right wheels among the four wheels based on a longitudinal acceleration/deceleration control command that is coordinated with the vehicle's lateral motion; and a second mode (sideslip prevention control) in which different driving forces and braking forces are generated with respect to the left and right wheels among the four wheels based on a target yaw moment derived from the vehicle's sideslip information, wherein the first mode is selected when the target yaw moment is equal to or less than a pre-defined threshold, and the second mode is selected when the target yaw moment is greater than the threshold.

Vehicle motion control device

A vehicle dynamics control device includes a control unit that executes braking/driving torque control based upon vehicle information that includes operation input information and vehicle dynamics information. The operation input information includes a lateral motion operation index pertaining to a lateral motion operation executed to generate a lateral motion in the vehicle; the vehicle dynamics information includes a longitudinal acceleration generated in the vehicle and a lateral motion index indicating a lateral motion occurring in the vehicle; and the control unit determines a handling assurance acceleration limit with a maximum longitudinal acceleration value that assumes a substantially linear proportional relationship with the lateral motion operation index and the lateral motion index over a range in which the lateral motion operation index assumes a value equal to or less than a predetermined value or the lateral motion index assumes a value equal to or less than a predetermined value.

Vehicle dynamics control device

Growing community of inventors

Tokyo, Japan

Atsushi Yokoyama