Toyota Jidosha Kabushiki Kaisha

Denso Wave Corporation

Nippondenso Co., Ltd.

Advics Co., Ltd.

Denso Corporation

Natoco Co., Ltd.

Subaru Corporation

Kabushiki Kaisha Toyota Chuo Kenkyusho

Masahiro Hara

Toshiyasu Sakai

Masahiro Matsuura

Satoshi Shimizu

Masami Tanaka

Takao Ushijima

Toshihisa Nihei

Hiroaki Mizukoshi

Yuichi Ito

Hayato Kita

Nobuyasu Nakanishi

Hideyuki Aizawa

Motoaki Watabe

Yuji Yoshii

Susumu Kawakami

Atsutoshi Okamoto

Akiyoshi Yamada

Naruyuki Matsui

Tomihisa Ohno

Yasuji Mizutani

Hidehisa Kato

Kei Amamoto

Kouji Yotsuya

Hiroaki Nagase

Tomihiro Wada

Junichi Sakamoto

Tadao Nojiri

Koichi Kokubo

Satoru Niwa

Masayuki Naito

Michihito Shimada

Shin Koike

Yusaku Yamamoto

Nobuyuki Teraura

Atutoshi Okamoto

Akifumi Doura

Shigekazu Teranishi

Hitoshi Terada

Shoji Ozaki

Hiromitsu Takai

Takami Iwamoto

Xuhua Yang

Yosuke Kanbe

Soutaro Tabata

Hiroshi Yamamoto

Shotaro Arai

Toshio Morimoto

Jun Shinozaki

Takuya Nakano

Shinya Akiba

Yuji Uchiyama

Takayuki Nagaya

Tadashi Chiba

Tadao Oshima

Masahiko Maekawa

Shun Nagai

Hiroki Maeda

Yuto Yokoyama

Daigo Tateishi

Junichi Katsumata

Ryosuke Ochiai

Fumiaki Saito

A vehicle travel control device includes a plurality of wheel speed detection devices and a control unit. A plurality of wheel speed detection devices detects the wheel speed of each of the plurality of wheels. The control unit performs vehicle travel control (anti-skid control) based on the wheel speed detected by the wheel speed detection device. The control unit determines whether the wheel speed of the first wheel is abnormal based on the relationship between the wheel speed of the first wheel with the highest wheel speed and the wheel speed of the second wheel with the second highest wheel speed. Abnormality determination is performed to determine whether there is. When the vehicle is braking, the control unit does not make an abnormality determination when the wheel speed increase rate of the first wheel is less than the increase rate reference value.

Vehicle travel control device

An ECU of a vehicle executes a regeneration process to control an electric motor so as to generate regenerative torque during deceleration caused by an accelerator OFF. The ECU executes a torque gradual decrease process to decrease the regenerative torque in a wheel slip detection state more gradually at a time when a brake pedal is depressed after a start of the deceleration and ABS control is not activated than a time when the brake pedal is not depressed after the start of the deceleration. The ECU executes a hydraulic pressure increase process to increase the upstream hydraulic pressure such that, when the ABS control is activated while the brake pedal is depressed after the start of the deceleration, the upstream hydraulic pressure has a value necessary for generating a braking torque having a magnitude according to the regenerative torque generated at a start of the ABS control.

Vehicle and vehicle control method

A vehicle control method includes first anti-lock braking system control which is executed focusing on a vehicle deceleration when determination is made that a road is a bad road based on wheel acceleration information, as compared with a case where determination is made that the road is not the bad road, and a second anti-lock braking system control which is executed to reduce a pressure increasing gradient of a brake hydraulic pressure as compared with that in the first anti-lock braking system control. The vehicle control method includes executing the first anti-lock braking system control in a case where a wheel has a recovering tendency from slip when an execution condition of the anti-lock braking system control is satisfied, and executing the second anti-lock braking system control in a case where the wheel has a slipping tendency when the execution condition of the anti-lock braking system control is satisfied.

Vehicle control method and vehicle

A braking force control apparatus has an upstream braking actuator for generating an upstream pressure common to four wheels, a downstream braking actuator individually controlling braking pressures supplied to braking force generating devices of the wheels using the upstream pressure, and a control unit. When the downstream braking actuator is abnormal and the upstream pressure can be supplied to the braking force generating devices, but a braking pressure of any one of the wheels cannot be normally reduced, the control unit selects higher one of the target braking pressures of the left and right front wheels and higher one of the left and right rear wheels, determines lower one of the two selected target braking pressures as a backup target upstream pressure, and controls the upstream braking actuator such that the upstream pressure becomes the backup target upstream pressure.

Braking force control apparatus for a vehicle

A brake ECU sets target slippage degrees of three wheels other than the front outer wheel to the slippage degree of the front outer wheel and feedback-controls the braking forces of the three wheels such that the actual slippage degrees of the three wheels approach the target slippage degrees. The brake ECU computes a correction amount for the slip ratio deviation of the front inner wheel such that the slip ratio deviation becomes zero. The brake ECU multiplies the correction amount for the slip ratio deviation by a load ratio and uses the resultant value as a correction amount for the slip ratio deviation of the rear inner wheel. The brake ECU corrects the slip ratio deviation by using the computed correction amount.

Braking control apparatus for vehicle

A braking force control apparatus is provided which has an upstream braking actuator for generating an upstream pressure common to four wheels, a downstream braking actuator individually controlling braking pressure supplied to braking force generating devices of the wheels using the upstream pressure, and a control unit. When the downstream braking actuator is abnormal and the upstream pressure can be supplied to the braking force generating devices, but a braking pressure of any one of the wheels cannot be normally controlled, the control unit selects a control mode on the pressure increasing side out of the front wheel control modes, selects a control mode on the pressure increasing side out of the rear wheel control modes, selects a control mode on the pressure decreasing side out of the two selected control modes as a prescribed control mode, and controls the upstream pressure in the prescribed control mode.

Braking force control apparatus for vehicle

Provided is a brake control apparatus configured to: set a target slip degree of each of three wheels other than an outer front wheel to a slip degree of the outer front wheel; perform feedback control so that an actual slip degree of each of the three wheels becomes close to the target slip degree; and decrease a feedback control amount of a wheel which is to be controlled to increase an anti-spin yaw moment when an understeer suppression condition is satisfied.

Brake control apparatus for vehicle

According to one embodiment, for example, when it is determined that a certain condition has been satisfied while first antilock control is being executed, a controller of a brake control apparatus executes second antilock control by opening and closing a solenoid valve with a motor stopped so that brake fluid of the wheel cylinder is caused to flow into a reservoir, the second antilock control including a second pressure reduction mode, the second pressure reduction mode reducing a pressure of a wheel cylinder while substantially equilibrating the pressure of the wheel cylinder and a pressure of the reservoir at a certain pressure or larger, the certain pressure being larger than zero.

Brake control apparatus

A two-dimensional code that is capable of suppressing unnecessary code detection processes related to detection of a code area is provided. Among outer edges of a rectangular code area, a first edge that is composed of a plurality of types of cells arrayed in a single row is configured such that a specific pattern that is composed of an array of two or more differing cells is repeated in at least an intermediate portion. A second edge composed of the plurality of types of cells arrayed in a row such as to oppose the first edge is configured such that the specific pattern is repeated in at least an intermediate portion.

Two-dimensional code composed of a plurality of types of cells

In a method, whether there is a first bar having a width and located at at least one of both ends of a first black and white pattern is determined. The width of the bar is greater than a maximum width of a second bar. The maximum width of the second bar appears in a second black and white pattern assuming that the black and white pattern is part of the first barcode. The first black and white pattern is determined as readout data of the second barcode when it is determined that there is the first bar having the width greater than the maximum width of the second bar and located at at least one of both ends of the first black and white pattern.

Method and apparatus for optically reading out information stored in a barcode

A braking control apparatus performs right and left wheel independent control to approach a slip rate of a rear-right wheel and a rear-left wheel to a target slip rate as an average of slip rates of a front-right wheel and a front-left wheel. In a high-speed range, right and left wheel independent control is started when a deceleration is equal to or larger than a start value that is smaller than a start value used in a low-speed range. In right and left wheel independent control started in the high-speed range, when there is a demand to increase braking pressures of both the rear-right wheel and the rear-left wheel, the braking pressure of the rear wheel located on the outside during the occurrence of deflection of the vehicle resulting from braking is increased, and the braking pressure of the rear wheel located on the inside is prohibited from increasing.

A method of producing a two-dimensional code having a code area in which data codes coded as codewords are mapped. First type of data codes is mapped in the code area. The first type of data codes are coded as the codewords and indicating data to be disclosed. An end identification code is added to an end of a code string composed of the first type of data codes, the end identification code showing the end. Second type of data codes are mapped after the end identification code in the code area, the second type of data codes being coded as the codewords and indicating data to be kept in secret. Filler codes showing no data after the second type of data codes are mapped to fill up the code area, when a total amount of the codewords in the code area is less than a capacity of the code area.

Method for producing two-dimensional code and reader for reading the two-dimensional code

An actinic energy ray curable composition useful as a paint or coating agent, especially for products where scratch resistance is desired, includes a particular composition that includes a urethane (meth)acrylate obtained by reacting to an organic isocyanate having a plurality of isocyanate groups in one molecule with a polycaprolactone-modified alkyl (meth)acrylate and a long-chain alcohol.

Composition curable with actinic energy ray and use thereof

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Susono, Japan

Masahiro Hara