Honda Motor Co., Ltd.

Honda Giken Kogyo Kabushiki Kaisha

Nissin Kogyo Co., Ltd.

Ryoji Mori

Shuji Shiraishi

Hironobu Kiryu

Teppei Komori

Noriaki Suzuki

Takashi Nishihara

Hisanori Yanagida

Susumu Takahashi

Atsushi Nakada

Yuuji Sakaki

Osamu Yamamoto

Shoji Ichikawa

Nobuyuki Nomura

Toru Ikeda

Tooru Ikeda

Fumiaki Honjyo

Brake fluid pressure control apparatus includes: fluid pressure passage from a fluid pressure source to a wheel brake; pressure regulating valve arranged on the passage; pump for feeding pressurized brake fluid to the passage between the valve and the wheel brake; motor for driving the pump; and controller which controls an electric current applied to the valve in accordance with target fluid pressure for the wheel brake to control fluid pressure supplied to the wheel brake. The controller includes: means for converting the target fluid pressure into fluid volume and calculating required flow rate from this fluid volume; means for calculating required rotation speed of the motor from the required flow rate and on the basis of efficiency of the pump; and means for increasing the electric current applied to the valve for a predetermined value when the required rotation speed exceeds actual rotation speed of the motor.

Brake fluid pressure control apparatus for vehicle

A vehicle motion control apparatus suppresses strangeness feeling in a driver when a signal from a sensor which detects an operated state quantity of a vehicle and a motional state quantity thereof is abnormal. The vehicle motion control apparatus includes a control unit, and sensors. An actual-state-quantity obtaining unit outputs a vehicle-body actual slip angle and an actual yaw rate to a deviation calculating unit. A reference dynamic-characteristic model calculating unit calculates a vehicle-body reference slip angle and a reference yaw rate using a dynamic-characteristic model and outputs those to the deviation calculating unit. A virtual external-force calculating unit feeds back a virtual external force to the reference dynamic-characteristic model calculating unit based on a deviation output by the deviation calculating unit. At this time, a virtual-external-force-calculation controlling unit controls correction of a virtual external force based on a signal indicating a detection condition output by the sensors.

Vehicle motion control apparatus

Disclosed is a hill start assist for a vehicle capable of suppressing vehicle movement contrary to driver's expectations and capable of improving driving feel even if the magnitude of detected values regarding the driving direction of driving wheels or that of driving force of the driving wheels are abnormal. Specifically disclosed is a hill start assist () for a vehicle comprising an ECU () that includes a detection state determining unit () that determines the detection state of a shift lever position switch () and a retention control unit () that performs retention control in which a reduction in braking force of a braking device () is suppressed when the operation of a brake pedal () is stopped. The retention control unit () further includes a first retention control performing unit () selected when determination results of the detection state determining unit () are normal and a second retention control performing unit () selected when the determination results of the detection state determining unit () are abnormal. The second retention control performing unit () performs the retention control in a manner such that the vehicle is retained in a stop state for a second stop retention time (T) shorter than a first stop retention time (T) set by the first retention control performing unit ().

Vehicle hill start assist system

The vehicle motion control apparatus includes a control unitA and sensors, etc. The actual state quantity obtaining unitcalculates a vehicle body actual slip angle &#x3b2;z_act, etc. The reference dynamic-characteristic model calculating unitcalculates a reference vehicle body slip angle &#x3b2;z_d, etc. by using a dynamic characteristic model. The vehicle motion control apparatus also includes a first anti-spin target yaw moment FB unitwhich calculates a first anti-spin&#x2022;target yaw moment Mc_asp based on the vehicle body actual slip angle &#x3b2;z_act and a second anti-spin target yaw moment FB unitwhich calculates a second anti-spin&#x2022;target yaw moment Mc_asp based on a lateral acceleration Gs, a vehicle speed Vact and an actual yaw rate &#x3b3;act.

A controller includes a target fluid amount calculation modulewhich obtains target fluid amounts for wheel brakes based on target hydraulic pressures which are set in a target wheel brake pressure setting module, an actual fluid amount calculation modulewhich obtains actual fluid amounts for the wheel brakes based on hydraulic pressures brake hydraulic pressure detectors, and a target flow rate calculation unitwhich obtains target flow rates for the wheel brakes based on the actual fluid amounts obtained in the actual fluid amount calculation moduleand controls the operation of a hydraulic pressure control unit based on the target flow rates obtained in the target flow rate calculation unit

Vehicle brake hydraulic pressure control system

A controller which controls an electric motor in such a manner that a rotational speed detected in a motor rotational speed detecting modulebecomes a target rotational speed set in a target rotational speed setting modulecontrols, when a deviation between the rotational speed and the target rotational speed is large, a normally open solenoid valve in such a manner that a controlled variable of the normally open solenoid valve becomes smaller when the deviation is small.

When a steady straight advancing state presuming device presumes that the vehicle is in a steady straight advancing state, and a slip rate calculating device calculates a small slip rate, based on an output from a driving-state detecting device, or when the steady straight advancing state presuming device presumes that the vehicle is in the steady straight advancing state, and a driven wheel torque calculating device calculates a small driven wheel torque, based on the output from the driving-state detecting device, a correction execution determining device determines that the vehicle is in a stable state suitable for correcting the wheel speed. By a command from the correction execution determining device, a correcting device corrects the driven wheel speed or the follower wheel speed based on a speed ratio of the driven wheel speed to the follower wheel speed calculated by a speed ratio calculating device. Thus, when a different-diameter tire has been mounted on a wheel, it is possible to precisely correct the wheel speed without being influenced by the slipping of the driven wheels or by the turning of the vehicle.

Wheel speed correcting system

A technique to indicate a different-diameter wheel such as a temporary tire and to accurately correct the wheel speed of the different-diameter wheel is determined. Wheel speeds of a pair of left and right driven wheels are detected by wheel speed sensors and wheel speeds of a pair of left and right follower wheels are detected by wheel speed sensors. Yaw rates are calculated from the wheel speeds of the left and right wheels, and yaw rates are calculated from the wheel speeds of the wheels located diagonally. Which wheel of the four wheels is a different-diameter wheel is determined based on the magnitudes of the four yaw rates and the wheel speed of the different-diameter wheel is corrected based on a ratio in wheel speed between the different-diameter wheel and the other wheels.

Correcting the wheel speed of a wheel having a different diameter than

A system is provided to prevent suspension judder from being generated at the start of a vehicle which includes a traction control system. If the starting of the vehicle is detected based on driving-wheel speeds RL and RR, a shift position and an accelerator opening degree .theta.th1, an initial torque TQ2 and a delay time are map-searched based on the accelerator opening degree .theta.th1 and a steering angle .theta.st. The driving force for driven wheels is limited to the initial torque TQ2, until a delay time from the starting of the vehicle has elapsed, to prevent the generation of suspension judder. When the delay time has elapsed, an accelerating increment torque TQ3 is map-searched based on the accelerator opening degree .theta.th1 and the steering angle .theta.st, and is added to the initial torque TQ2, thereby ensuring the accelerating performance of the vehicle.

Driving force control system in vehicle

A wheel speed detecting device for a vehicle having wheel speed detectors for detecting left and right wheel speeds, respectively; a turning state detector for detecting the turning state of the vehicle; and a correcting and calculating device for correcting the wheel speeds on the basis of an output from the turning state detector and for calculating a value representative of the left and right wheel speeds on the basis of the corrected wheel speeds. Thus, an error of wheel speeds detected during turning of the vehicle can be compensated for, thereby determining a correct wheel speed.

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Wako, Japan

Ryoji Mori