Hitachi Astemo Ltd.

Hitachi Automotive Systems, Ltd.

Hitachi, Ltd.

Astemo, Ltd.

Kentaro Ueno

Mitsuhide Sasaki

Hiroshi Ito

Daisuke Noma

Toshiyuki Innami

Tohma Yamaguchi

Takashi Tsutsui

Hiroki Sugawara

Tatsuya Iba

Yukihiko Yamada

Yusuke Nozawa

Daisuke Kojima

Daisuke Goto

Toshiyuki Ajima

Norikazu Matsuzaki

Masayuki Kikawa

Masaru Sakuma

Tatsuji Ohkubo

A vehicle control apparatus, a vehicle control method, and a vehicle control system according to the present invention each acquire information related to a positional difference in a transverse direction between a target trajectory of a vehicle and an actual trajectory of the vehicle, estimate an amount of disturbance corresponding to the positional difference in the transverse direction by using the information related to the positional difference in the transverse direction, and obtain a control command by using the amount of disturbance as an aspect thereof. The control command is for causing the vehicle to track the target trajectory. This makes it possible to accurately estimate the amount of disturbance and increase the performance of tracking the target trajectory.

Vehicle control apparatus, vehicle control method, and vehicle control system

A lead vehicle () in an adaptive cruise control system that non-mechanically connects a following vehicle () to the lead vehicle () sequentially and that causes the following vehicle () to follow its immediately preceding vehicle calculates vehicle velocity limit (V) for limiting a velocity of the lead vehicle () based on maximum allowable vehicle velocity (V) of the following vehicle (), maximum allowable vehicle velocity (V) satisfying a turning performance of the following vehicle (), and controls a brake apparatus and a drive apparatus such that the velocity of the lead vehicle () will not exceed vehicle velocity limit (V).

Vehicle control apparatus, vehicle control method, and adaptive cruise control system

A vehicle control device, a vehicle control method, and a vehicle control system according to the present invention estimate, in response to a deceleration command to a vehicle, the first deceleration generated by a frictional braking force based on characteristics of deceleration with respect to a force acting on a friction pad of a frictional braking device, determine the second deceleration by subtracting the first deceleration from the deceleration command, output the first command for generating the frictional braking force based on the deceleration command, and output the second command for generating the regenerative braking force based on the second deceleration. This allows compensating for uncertainty in achieving deceleration by frictional braking, and improving the accuracy of the actual deceleration with respect to the deceleration command.

Vehicle control device, vehicle control method, and vehicle control system

The vehicle control device of the present invention acquires characteristics of a road condition in front of a traveling vehicle based on external information; acquires vehicle behavior control variables for controlling the behavior of the vehicle based on estimated state variables of the vehicle that are obtained based on the characteristics, and control variables concerning speed of the vehicle based on the external information; acquires trajectory tracking control variables for causing the vehicle to track the target trajectory based on the target trajectory on which the vehicle travels that are obtained based on the characteristics and the estimated state variables; and outputs the control commands for controlling the suspension device, steering device, and braking and driving device based on the vehicle behavior control variables and the trajectory tracking control variables. This improves travel stability of the vehicle on a road surface on which an irregularity such as ruts exists.

A vehicle control device, a vehicle control method, and a vehicle control system according to the present invention perform feedback control to reduce difference in lateral direction or difference in turning direction between an own vehicle and a travel target, so as to acquire a first steering angle control command for increasing a steering angle control amount as the velocity of the own vehicle decreases, acquire a second steering angle control command for decreasing the steering angle control amount with respect to the velocity, compared with a magnitude of the steering angle control amount with respect to the velocity obtained by the first steering angle control command, output the first steering angle control command when the velocity is greater than a predetermined threshold, and output the second steering angle control command when the velocity is equal to, or less than, the predetermined threshold.

In a vehicle control device, a vehicle control method, and a vehicle control system according to the present invention, in control of a motion of a vehicle which is based on a signal relating to a target trajectory and a signal relating to a traveling state, a target traveling state of the vehicle after a predetermined time period corresponding to a delay element in the control of the motion of the vehicle is predicted, and a command for achieving the predicted target traveling state is output to an actuator configured to control the motion of the vehicle, thereby suppressing occurrence of a deviation of a traveling trajectory from the target trajectory and occurrence of an unstable behavior, for example, meandering, due to the delay element in a vehicle motion control system which is based on the target trajectory.

An EPS controller reduces a turning angle of front wheels when it is determined that a normative yaw rate is larger than an actual yaw rate.

Vehicle control system, vehicle control method, and electric power steering system

A motor torque control section switches a change rate of a motor torque for approximating the motor torque to an assist torque according to relationship between the motor torque of an electric motor and the assist torque and according to a change in a turning angle, after automatic steering is cancelled according to a steering torque.

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 a determination of an occurrence of the abnormality to a first ECU via a signal line when determining the occurrence of the abnormality in the hydraulic-pressure 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 that is 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 to be abnormal.

Vehicle control apparatus and brake control apparatus

A motor drive device inputs two detection signals from a rotation position sensor thereby to detect a rotation position, and controls a voltage to be applied to a motor according to the detected rotation position. The motor drive device has a control unit for outputting a first voltage in a first state in which the square sum of sampling values sampled from the two detection signals is a predetermined value, and outputting a second voltage in a second state in which the square sum is not the predetermined value.

Motor drive device

An electric motor is controlled based on an operation of a brake pedal to move a primary piston forward through a ball screw mechanism, thereby generating a hydraulic pressure in a master cylinder. At this time, a reaction force from the hydraulic pressure in the master cylinder is fed back to the brake pedal through an input piston. Automatic brake control, which generates the hydraulic pressure by driving the electric motor regardless of whether there is the operation of the brake pedal, is carried out. During the automatic brake control, an actual relative position is compared with a determination threshold value set based on the relative position between the primary piston and the input piston which is generated by a movement of the primary piston, and it is determined that the brake pedal is operated in a case where the relative position is smaller than the determination threshold value.

Electric booster

In an electrically driven brake booster wherein an electrically driven actuator moves a booster piston upon operation of a brake pedal to generate a hydraulic pressure for driving a brake force at the maser cylinder, the electrically driven actuator controls to move the booster piston as the pressing member in order to correctly detect presence/absence of an operation of the booster piston and detect a movement pattern of an input rot and an input piston as the shaft member relative to a movement of the pressing member. In accordance with the movement pattern, presence/absence of an operation of the brake pedal is detected. By confirming that the brake pedal is not operated, by the method described above, a zero point of a stroke sensor for detecting the position of the shaft member and zero points of oil pressure sensors for detecting a hydraulic pressure supplied by the master cylinder are learnt.

Electrically driven brake booster

A brake control system displaces a primary piston by controlling an operation of the electric motor by a master pressure control unit according to the operation amount (Xop) of the brake pedal, thereby generating a hydraulic pressure in the master cylinder to supply it to wheel cylinders (Ba to Bd). The master pressure control unit sets a target relative displacement (&#x394;XT) between an input piston and the primary piston and a target hydraulic pressure (PT) in the master cylinder, and appropriately switch which is used to control a brake force. During regenerative cooperation, the master pressure control unit selects the control with use of the target hydraulic pressure, which enables easy execution of a hydraulic pressure control including a subtraction of the hydraulic pressure corresponding to a brake effect from the regenerative cooperation.

Brake control system

The in-vehicle control device includes first and second control units that perform first and second controls, respectively; first and second sensors for measuring the same physical quantity, and a transmission channel for communicating information between the first control unit and the second control unit. Outputs from the first and the second sensors are taken in and used for the first and the second controls by the first and the second control units, respectively. The first and the second control units repeatedly perform diagnoses of the first and the second sensors, respectively, and receive each results of measurements of the physical quantity measured based on the outputs of the first and the second sensors, respectively, through the transmission channel.

In-vehicle control device

A pedal system to realize an intended vehicle output in response to pedal depression is provided. The pedal system provides hysteresis in the relationship between the pedal effort and the vehicle output, taking into account a pedal effort in a depressing motion or in a releasing motion, employing a relationship including a straight line or a folded line. A vehicle output command may be delivered by changing the vehicle output relative to the pedal effort depending on the vehicle speed. An appropriate vehicle output command may be delivered by providing a maintaining motion in addition to the depressing motion and the releasing motion with a different pedal effort and vehicle output command relationship, and by changing the sensitivity of the vehicle output command relative to the pedal effort in the maintaining motion depending on the pedal effort-increasing/decreasing direction, vehicle information, and the vehicle output command or the pedal effort.

Growing community of inventors

Hitachinaka, Japan

Kentaro Ueno