Hitachi, Ltd.

Hitachi Astemo Ltd.

Renesas Technology Corp.

Hitachi Automotive Systems, Ltd.

Trecenti Technologies, Inc.

Shingo Nasu

Ryusuke Hirao

Hiroyuki Ohta

Nobuyuki Ichimaru

Yukihiro Kumagai

Toshiyuki Innami

Atsushi Yokoyama

Shinji Seto

Kimio Nishino

Masaru Yamasaki

Kentarou Ueno

Shuji Ikeda

Yuzo Kadomukai

Tomio Iwasaki

Tatsuya Yoshida

Masahiro Moniwa

Junya Takahashi

Masatsugu Arai

Masanori Ichinose

Ayumu Miyajima

Tadashi Osaka

Sachio Sekiya

Norikazu Matsuzaki

Yuto Imanishi

Itsuro Sawada

Yuki Yoshida

A suspension control apparatus includes a slip state detection apparatus configured to detect a slip state of a wheel. The slip state detection apparatus includes a tire characteristic-considered slip ratio determination portion configured to determine a tire characteristic-considered slip ratio, which is a coefficient for correcting a slip ratio of the wheel determined based on a rotational velocity signal of the wheel, based on a longitudinal acceleration of a vehicle detected by a longitudinal acceleration detection portion and a tire characteristic; and a corrected slip ratio determination portion configured to determine a corrected slip ratio of the wheel by correcting the slip ratio of the wheel according to the tire characteristic-considered slip ratio.

Slip state detection apparatus and suspension control apparatus

The present invention provides a vehicle motion control device capable of reducing vibration generated in a running vehicle and suppressing the occurrence of an unstable behavior of the vehicle. A vehicle motion control device that controls a motion of a vehicle includes an operation management unit that generates traveling status information of the vehicle, a traveling track generation unit that generates a traveling track of the vehicle based on the traveling status information, and a travel control unit that controls driving, braking, and steering of the vehicle based on the traveling track. The traveling track generation unit includes a course planning unit that generates a target course based on the traveling status information and a speed planning unit that plans a target speed by calculating a longitudinal acceleration and a lateral acceleration whose composite acceleration has one peak when the vehicle travels on each curve in the target course.

Vehicle motion control device and vehicle motion control method

A vehicle motion control device generates a travel route where behavior of a vehicle traveling on a curve is small and comfortable ride is achieved even when the vehicle travels on a continuous curve. The control device includes a travel track generation unit that generates, based on information on a curvature of a first curve on a lane existing in a traveling direction of a vehicle and a curvature of a second curve connected to the first curve, a travel route by setting curvature of the travel route at a time of traveling on a curve having a smaller curvature between the first and second curves to be larger than the curvature of the curve and setting a curvature of the travel route at a time of traveling on a curve having a larger curvature between the first and second curves to be smaller than the curvature of the curve.

An object of the present invention is to provide a vehicle motion state estimation device and method that can estimate the vertical motion state amount with high accuracy by taking into consideration vertical force in which the frictional force acting in the front-rear direction or lateral direction of the wheel acts on the vehicle body due to the geometry of suspension. A vehicle motion state estimation device in a vehicle in which a wheel and a vehicle body are coupled via a suspension, the vehicle motion state estimation device including: a vertical motion-caused wheel speed component estimation unit that estimates a wheel speed component caused by vertical motion of the vehicle; a vertical force estimation unit that calculates vertical force in which frictional force of the wheel caused by motion of the vehicle acts on the vehicle body by geometry of the suspension; and a vertical motion estimation unit that estimates a state amount of vertical motion of a vehicle, in which the vertical motion estimation unit estimates a state amount of vertical motion of the vehicle based on a wheel speed component from the vertical motion-caused wheel speed component estimation unit and vertical force acting on the vehicle body from the vertical force estimation unit.

Vehicle motion state estimation device, vehicle motion state estimation method, and vehicle

Provided are a vehicle, a vehicle motion state estimation apparatus, and a method for estimating a vehicle motion state capable of highly accurately estimating a state quantity of a bounce motion of a vehicle having a non-linear suspension characteristic. The vehicle motion state estimation apparatus in a vehicle, in which wheels and a vehicle body are coupled via a suspension, includes a bounce motion estimation unit that estimates and outputs a state quantity of a bounce motion of the vehicle based on traveling state information of the vehicle, and a correction value estimation unit that calculates a correction value to correct an output the bounce motion estimation unit. The correction value estimation unit calculates the correction value in consideration of a non-linear characteristic of the suspension.

Vehicle, vehicle motion state estimation apparatus, and method for estimating vehicle motion state

An object of the present invention is to provide a vehicle motion state estimation device capable of estimating a vertical momentum of a vehicle with high accuracy from a wheel speed sensor signal during traveling such as acceleration or deceleration, turning, or the like where wheel slips in longitudinal and lateral directions occur. The present invention estimates and removes a variation component caused by a wheel slip from variation components of a wheel speed sensor signal to extract a variation component caused by a displacement of a suspension, and estimates a vertical momentum of a vehicle from the extracted variation component caused by the displacement of the suspension.

Vehicle motion state estimation apparatus

A cooling system of an electric vehicle includes a cooling medium circulation path that circulates a cooling medium to an electrically powered drive unit of a vehicle, a heat exchange unit between the cooling medium and external air, a cooling medium circulation unit, a blower unit that blows air against the heat exchange unit, and a control unit that controls the cooling medium circulation unit and the blower unit, thus controlling cooling of the electrically powered drive unit. The control unit controls the cooling medium circulation unit and the blower unit in a first cooling mode, when a drive force for the vehicle is in a first operational region, and controls in a second cooling mode that provides a higher cooling capability than the first cooling mode, when the drive force for the vehicle is in a second operational region that is higher than the first operational region.

Cooling system of electric vehicle

A cooling system for an electric vehicle includes: a cooling unit that cools an electric drive unit; and a control unit that controls cooling of the electric drive unit by controlling the cooling unit. The control unit controls the cooling unit in a first cooling mode that provides a first cooling capacity when a force for driving the electric vehicle due to the electric drive unit is in a first operational region, and controls the cooling unit in a second cooling mode that provides a second cooling capacity that is higher than the first cooling capacity when the force due to the electric drive unit is in a second operational region that is higher than the first operational region; and in the second cooling mode, the control unit controls the cooling unit so that the second cooling capacity becomes higher as a rotational speed of the electric drive unit decreases.

Cooling system for electric vehicle

Provided is a brake control apparatus for a vehicle which detects an amount of brake-pedal operation by means of an electric signal, and then calculates a braking force demanded by a driver from the electric signal, and thereby generates the demanded braking force. A control mode for a braking force is switched from a normal control mode to a stationary-vehicle control mode, if a determination that the vehicle is in a stationary state is followed by another determination that an electric signal corresponding to an actual braking force exceeds a command value for a stationary-vehicle braking force while the vehicle is in the stationary state. The control mode for a braking force is switched from the stationary-vehicle control mode to the normal control mode, if it is determined that the demanded braking force becomes smaller than the command value for the stationary-vehicle braking force. In addition, in the stationary-vehicle control mode, a braking force generated by a means for braking is equal to the command value for the stationary-vehicle braking force, whereas, in the normal control mode, the braking force generated by the means for braking is equal to the braking force demanded by the driver.

Brake control system

A brake control system for a vehicle includes a first controller having a first brake operation quantity sensor and a second controller executing a different control from that of the first controller and having a second operation quantity sensor. The second controller may include a master pressure acquisition unit for acquiring a master pressure and a failure detection unit for detecting a failure of the first controller on the basis of the brake operation quantity detected by the second brake operation quantity sensor and the master pressure acquired by the master pressure acquisition unit.

An object of the present invention is to provide a steering assist system capable of showing a driver an appropriate direction of steering operation in advance and correctly, and without impairing safety, and shortening an operation time during collision avoidance, in particular, reducing an idle running time. It is another object of the present invention to provide a vehicle mounted with such a steering assist system. A recommended steering direction determination unitdetermines a recommended steering direction using measurements of a lateral position taken by an obstacle position measurement unit. After a collision determination unitdetermines that risk of collision is high, a steering assist torque is generated using a first assist torque command value set by a first torque calculation unit. After a predetermined period of time after the driver starts steering or the steering assist torque using the first assist torque command value is generated, a steering assist torque is generated using a second assist torque command value set by a second torque calculation unit, the second assist torque command value being smaller than the first assist torque command value.

Steering assist system and vehicle mounted with the same

A semiconductor device which, even when a vertical transistor is adopted, is able to prevent a product yield from decreasing and performance from deteriorating, and at the same time, to achieve high-density integration of chips and high performance. The semiconductor device includes: a semiconductor substrate; a tower-like gate pillar formed on the semiconductor substrate via an insulation layer and including a channel region formed so as to be positioned between impurity diffusion regions in a vertically extended direction with respect to a principal side of the substrate; a gate insulation film formed on an outer surface of the gate pillar; and a gate electrode film including multiple conductive layers formed on an outer surface of the gate insulation film.

Semiconductor device with a vertical transistor

In a semiconductor device including n-channel field-effect transistors and p-channel field-effect transistors, in which the channel direction is parallel to a axis, a semiconductor device in provided which has excellent drain current characteristics at both n-channel field-effect transistors and p-channel field-effect transistors. In a semiconductor device including n-channel field-effect transistors Nand Nand p-channel field-effect transistors Pand P, a stress control film that covers the gate electrodes of the n-channel and p-channel field-effect transistors from upper surfaces thereof is not formed, or is made thin, above shallow trench isolations adjacent to active regions formed by the p-channel field-effect transistors Pand P, in a case where the stress control film is a tensile film stress. Thus, improvement of the drain currents of both the n-channel and p-channel transistors can be expected. For this reason, it is possible to improve overall characteristics.

Semiconductor device including n-channel fets and p-channel fets with improved drain current characteristics

In semiconductor devices, a semiconductor device is provided which is high in reliability while suppressing changes in characteristics such as threshold voltages. In a semiconductor device which has a gate dielectric film above a semiconductor substrate and also has above the gate dielectric film a gate electrode film made of silicon germanium chosen as its main constituent material, or alternatively in a semiconductor device which has beneath the gate dielectric film a channel made of silicon as its main constituent material and which has below the channel a channel underlayer film made of silicon germanium as its main constituent material, a specifically chosen dopant, such as cobalt (Co) or carbon (C) or nitrogen (N), is added to the gate electrode and the channel underlayer film, for use as the unit for suppressing diffusion of germanium in the gate electrode or in the channel underlayer film.

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Hitachinaka, Japan

Shingo Nasu