Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Kazuhiko Mochizuki

Hiromi Inagaki

Shinji Suto

Toshio Hayashi

Hiroyuki Koike

Kenji Akuzawa

Yoshihiro Urai

Akira Iihoshi

Takashi Sugawara

An object candidate position detecting apparatus which detects a position of an object candidate includes a unifying mechanism which unifies a plurality of object candidates detected within a predetermined unified range into a single group. Where the relative positions of the object candidates stored in a unified information storage device changes such that the single group splits into a plurality of groups, a tracking mechanism judges whether any object candidate forming the group before the split continuously remains to be detected in a running lane in which a subject vehicle runs and which is estimated by a running lane estimator. Where any object candidate forming the group before the split is determined as continuously remaining to be detected in the running lane, the tracking mechanism determines that there is continuity between a group after the split including the thus-determined object candidate and the group before the split.

Object detecting apparatus for vehicle

A vehicle travel control system wherein a plurality of objects ahead of a subject vehicle are detected by a radar system. Data corresponding to the plurality of objects within a predetermined region is united into a target object corresponding to a large-sized vehicle. If one of the objects is in a region spaced forward a predetermined distance from a representative position of the target object, which is spaced leftwards in a direction toward at an estimated locus at a predetermined distance apart from a left end point of the representative position, which is spaced forward at a predetermined distance from the subject vehicle and which is included in the estimated locus of the subject vehicle, one of the objects is separated as a target object corresponding to a small-sized vehicle from the original target object to control the traveling of the subject vehicle relative to the small-sized vehicle within the estimated locus.

Vehicle travel control system

A brake system for a vehicle includes a liquid pressure generating device for generating a liquid pressure for braking dependent upon a manual operation, an actuator for generating a liquid pressure for braking dependent upon an electrical command signal, and an electromagnetic switchover valve which is switchable between a first state in which a wheel brake is connected to the liquid pressure generating device upon deenergization of the electromagnetic switchover valve, and a second state in which the wheel brake is connected to the actuator upon energization of the electromagnetic switchover valve. The brake system further includes a controller. The controller determines whether the regulation of braking force is necessary depending upon the behavior of the vehicle or a wheel, determines an amount of braking force required to be generated by the brake, and determines an electrical command signal to be applied to the actuator, dependant upon the required amount of braking force, when the regulation of brake force is necessary. Further, the controller controls the switching operation of the electromagnetic switchover valve device between the first state in which the regulation of braking force is unnecessary, and the second state in which the regulation of braking force is necessary. The switching of states may be based upon an elapsed time or based upon equalizing pressures between the actuators and the liquid pressure generating device. Thus, it is possible to reduce the frequency of operation of each of the actuator and the electromagnetic switchover valve device and to eliminate the need for a stroke accumulator, thereby providing a simplified structure.

Brake system for vehicle

An object detecting system detects an object using an FM-CW wave, so that even if either one of rising-side and falling-side peak frequencies is missing, a plurality of objects can be accurately recognized by accurately combining pluralities of rising-side and falling-side peak frequencies. When it is determined that either one of rising-side and falling-side peak frequencies is missing, the combination of the peak frequencies is determined by calculating the missing peak frequency based on a peak frequency which is not missing.

Object detecting system

In an antilock brake control for a vehicle for individually regulating braking forces of left and right wheel brakes in accordance with a locking tendency of left and right wheels during braking of the vehicle, a steering angle, a vehicle speed and a yaw rate of the vehicle are detected. A reference yaw rate is determined based on the steering angle and the vehicle speed. When a locking tendency of only an outer wheel during turning of the vehicle, of the left and right wheels is detected during turning of the vehicle, the braking force for the outer wheel is regulated in accordance with the tendency of the outer wheel, and the braking force for an inner wheel during turning of the vehicle is regulated in accordance with a difference between the reference yaw rate and the detected actual yaw rate. Thus, it is possible to enhance the turning characteristic while avoiding a loss in total braking force during turning of the vehicle.

Antilock brake control process for vehicle

An antilock brake control system for a vehicle is capable of switching between an individual control mode and a collective control mode. The individual control mode regulates the braking forces of left and right wheel brakes in accordance with locking tendencies of the left and right wheels during braking. The collective control mode collectively regulates the braking forces of the left and right wheel brakes in accordance with one of the detected locking tendencies of the wheels, the direction of a vehicle's yaw rate and the steering direction. When these directions coincide with each other, the individual control mode is selected, but when these directions do not coincide with each other, the collective control mode is selected. Thus, it is possible to easily determine a state where the friction coefficients of the road sections, with which the left and right wheels are contacted, are different. Thus, stability is insured in the collective control mode. At other times, the individual control mode can be selected to provide a sufficient braking force.

Antilock brake control system for vehicle

A target torque is determined in a target torque determination device on the basis of an accelerator operation amount detected by an accelerator operation amount detector and power source output detected by a power source output detector. A target driving force is determined in a target driving-force determination device on the basis of driving force detected by a driving-force detector and the target torque. A target acceleration is determined in a target acceleration determination device on the basis of a travel resistance detected by a travel resistance detecting device and the target driving force. The operation of an actuator is controlled on the basis of an acceleration detected by an acceleration detecting device and the target acceleration. Thus, it is possible to provide a power source output control in accordance with the travel resistance, while simultaneously taking into consideration the current state of the power source and the responsiveness thereof.

Power source output control system of vehicle with travel resistance

A method for preventing the slipping of a vehicle engine during braking, by judging whether or not there is an excessive slipping of driven wheels on the basis of detection values detected by driven wheel speed detectors for detecting driven wheel speeds and detection values detected by follower wheel speed detectors for detecting follower wheel speeds, such that if it is decided that there is excessive slipping during engine braking, an actuator capable of changing the output from an engine mounted in the vehicle is operated to increase the output from the engine, wherein the method comprises steps of: detecting a gear position in a transmission disposed between the engine and driven wheels; determining a target engine revolution number on the basis of the gear position and the detection values of the follower wheel speeds at the time when it is decided that there is the excessive slipping; and determining a control amount for operation of the actuator on the basis of the target engine revolution number. Thus, it is possible to provide improvements in responsiveness and accuracy of the control conducted when excessive slipping is produced during engine braking.

Growing community of inventors

Wako, Japan

Kazuhiko Mochizuki