Toyota Jidosha Kabushiki Kaisha

Aisin Seiki Kabushiki Kaisha

Other

Kabushiki Kaisha Toyota Chuo Kenkyusho

Shingo Urababa

Shuuichi Buma

Harumi Ohori

Tadashi Terazawa

Tetsuya Kuno

Masaaki Tabata

Yoshiyuki Yasui

Satoshi Suzuki

Shunichi Doi

Toshio Aburaya

Takashi Yonekawa

Osamu Takeda

Toshiyuki Sakai

Tomoyuki Iida

Naoyasu Enomoto

Yoshinori Suzuki

Katsumi Suzuki

Kenji Asano

Junichi Sakamoto

Akira Sakai

Masamoto Ando

Atsushi Ogawa

Hideki Kusunoki

Daisuke Yamada

Akiya Taneda

Tsukasa Fukasawa

Hideyuki Kobayashi

Takashi Sugano

Masaki Kanatani

Takashi Doi

Shin Matsumoto

Hiroki Asada

Yoshihiro Iida

Kouichi Morita

A stabilizer system for a vehicle that includes a stabilizer bar and an actuator for changing stiffness of the stabilizer bar, an electric current to be supplied to an electric motor that is a drive source of the actuator is changed based on various parameters. The supply current is made smaller in a situation in which an operational direction of the actuator is toward a neutral position, than in another situation. Further, the supply current is made smaller with an increase in a distance of the operational position of the actuator from the neutral position. Moreover, the supply current is made larger with an increase in a steering speed. In detail, when the supply current is determined by multiplying a basic supply current by a control gain, the control gain is set to change depending upon the above-indicated parameter, whereby the supply current is changed based on the parameters.

Vehicle stabilizer system

A stabilizer system, for use in a vehicle, exhibiting an appropriate rolling-restraining effect to restrain rolling of a body of the vehicle. An electronic control unit includes a control-start-timing reference-relative-rotation-position determining portion that determines a reference relative-rotation position of two stabilizer bars from which a relative-rotation amount of the two stabilizer bars is counted when a rolling-restraining control is performed. In the stabilizer system, when a lateral acceleration exceeds a reference value, the rolling-restraining control is started; and a relative-rotation position of the two stabilizer bars when the lateral acceleration exceeds the reference value is determined as the reference relative-rotation position of the two stabilizer bars. Thus, an appropriate reference relative-rotation position of the two stabilizer bars can be easily determined and accordingly an appropriate rolling-restraining effect of the two stabilizer bars can be exhibited.

Stabilizer system of vehicle

In a target rotational angle determining routine, based on a roll moment and longitudinal acceleration that are calculated, target rotational angles of actuators on a subject side (one of front-wheel and rear-wheel sides) and a counterpart side are obtained using a common map. An actual rotational angle on the counterpart side is read. It is determined whether the absolute value of a difference obtained by subtracting the actual rotational angle supplied from the counterpart side from the target rotational angle on the counterpart side that is obtained by the subject side is equal to or greater than a set angle difference &#x394;&#x3b8;. If YES, it is determined that roll stiffness on the counterpart side is insufficient, and the target rotational angle on the subject side is changed so that a roll stiffness distribution ratio between the front-wheel side and the rear-wheel side comes close to a set distribution ratio.

Vehicle suspension system with roll stiffness distribution control

In a stabilizer control apparatus for controlling a torsional rigidity of a stabilizer of a vehicle, an actual lateral acceleration and a calculated lateral acceleration are obtained. Then, influence amount caused by the calculated lateral acceleration is set to be greater than influence amount caused by the actual lateral acceleration, when the vehicle is moving straight, whereas the influence amount caused by the actual lateral acceleration is set to be increased, with the turning operation of the vehicle being increased, to actively control the rolling motion of the vehicle body.

Stabilizer control apparatus

A suspension system for a vehicle includes a roll control device, which includes an actuator, for controlling roll, and a control device including a target control value determining portion determining target control value of the actuator and an operation control portion controlling the actuator on the basis of the target control value. The target control value determining portion determines the target control value on the basis of estimated lateral acceleration when degree of actual lateral acceleration is smaller than a predetermined threshold, and by weighting the estimated lateral acceleration to gradually decrease from one to zero and by weighting the actual lateral acceleration to gradually increase from zero to one when the actual lateral acceleration is greater than the predetermined threshold, the target control value determining portion determines the target control value of the actuator on the basis of the sum of the weighted estimated lateral acceleration and the weighted actual lateral acceleration.

Suspension system for vehicle

In a stabilizer control apparatus for a vehicle, a stabilizer includes a pair of stabilizer bars disposed between a right wheel and a left wheel of the vehicle, and an actuator having an electric motor and a speed reducing mechanism disposed between the stabilizer bars. A turning determination device is provided for determining change in turning operation of the vehicle. And, a controller is provided for changing a control parameter of the electric motor in response to the result determined by the turning determination device, to control a torsional rigidity of the stabilizer. As for control parameters of the electric motor, may be employed a desired value of electric current for actuating the electric motor, for example.

A stabilizer control device for vehicle includes a pair of stabilizer bars () provided between a left wheel and a right wheel of a vehicle, and an actuator including a reduction mechanism (RD) connecting between said pair of stabilizer bars () and a motor (M) connected to the reduction mechanism (RD) for providing torsion force to said pair of stabilizer bars () through the reduction mechanism (RD) wherein the reduction mechanism (RD) comprises a first gear () and a second gear () for generating relative rotational speeds differential therebetween, the first gear () and the second gear () are coaxially placed adjacent to each other, and opposed side faces of stabilizer bars () are adjacently connected with the first gear () and the second gear () respectively and disposed in the reduction mechanism (RD).

Stabilizer control device for vehicle

A tire-state obtaining apparatus operable to detect the states of tires of wheels and including (a) wheel-side devices each including a transmitter device (), and (b) a body-side device including a receiver device operable to receive tire information from the wheel-side devices, wherein the positions of the wheels from which sets of the tire information have been transmitted are determined on the basis of the condition in which the receiver device receives the tire information. The receiver device includes a plurality of antennas oriented to receive the tire information from the respective wheel-side devices, and the wheel corresponding to the antenna having the highest intensity of reception of the tire information can be determined as the wheel from which the tire information has been transmitted, so that the antennas need not be located near the respective wheels, to identify the wheels.

Tire-state obtaining apparatus

The present invention is directed to a brake control system for an electrically operated vehicle, which is adapted to reduce a regenerative braking torque and add a hydraulic braking force. A motor control unit is provided for controlling an electric motor to apply a rotating force to a wheel and apply the regenerative braking torque to the wheel. A pressure control device is provided for controlling a hydraulic braking pressure generated by a pressure generator in response to operation of a manually operated braking member, and supplied to a wheel brake cylinder, which is operatively mounted on the wheel for applying a hydraulic braking force to the wheel. The regenerative braking torque is reduced in response to a braking condition monitored by a monitor. A pressure difference is detected between the hydraulic braking pressure of the brake fluid discharged from the pressure generator and the hydraulic braking pressure in the wheel brake cylinder. And, a characteristic of the regenerative braking torque to be reduced is modified in response to the pressure difference, to compensate for lack of regenerative braking torque by the hydraulic braking force, smoothly.

Brake control system for an electrically operated vehicle

A vehicle braking system including a frictional braking device for applying a frictional braking torque to each of a plurality of wheels of the vehicle, a regenerative braking device including at least one electric motor for applying a regenerative braking torque to at least one drive wheel of the vehicle, and a total braking torque control device for controlling a total braking torque including one or both of the regenerative braking torque and the frictional braking torque which are applied to each of the wheels. When the total braking torque of at least one of the wheels has exceeded an upper limit corresponding to a friction coefficient of a road surface on which the motor vehicle is running, the total braking torque control device operates to zero the regenerative braking torque of each of the above-indicated at least one wheel and control the frictional braking torque of this wheel while reducing an influence of the zeroing of the regenerative braking torque.

Vehicle braking system having frictional and regenerative braking devices

The present invention is directed to a brake control system for an electrically operated vehicle which is adapted to reduce a regenerative braking torque and add a hydraulic braking force to compensate for lack of the regenerative braking torque, when voltage of a battery exceeds an upper limit. A motor control unit is provided for controlling an electric motor to apply a rotating force to a wheel and apply the regenerative braking torque to the wheel. A pressure control device is provided for supplying pressurized brake fluid to a wheel brake cylinder in response to operation of a manually operated braking member to apply the hydraulic braking force to the wheel. A reducing device is provided for reducing the regenerative braking torque when the voltage of the battery exceeds a predetermined upper limit. And, a compensation device is provided for actuating the pressure control device to supply the pressurized brake fluid to the wheel brake cylinder when the regenerative braking torque reduced by the reducing device exceeds a predetermined level, e.g., when a rate for reducing the regenerative braking torque exceeds a predetermined rate, or when a reduced amount of the regenerative braking torque exceeds a predetermined amount.

In an electrically operated vehicle in which a regenerative braking operation is performed to apply a regenerative braking torque to a wheel, if the regenerative braking torque reaches its maximum value and is insufficient to brake the wheel, a static hydraulic pressure outputted from a master cylinder is supplied to the wheel brake cylinder mounted on the wheel until the brake pedal reaches a retained position. Thereafter, a dynamic hydraulic pressure is supplied to the wheel brake cylinder. While the brake pedal is in movement from the rest position to the retained position, the wheel brake cylinder is supplied with only the static hydraulic pressure and while the brake pedal is being retained at the retained position the wheel brake cylinder is supplied with the static hydraulic pressure and the dynamic hydraulic pressure.

The present invention is directed to a brake control system for an electrically operated vehicle which is adapted to add a hydraulic braking operation to a regenerative braking operation, or change the former for the latter, rapidly and smoothly. An electric motor is operatively connected to a wheel for rotating the wheel, and a motor control unit for controlling the electric motor to apply a rotating force and a regenerative braking force to the wheel. In a main passage for connecting a master cylinder with a wheel brake cylinder, a pressure limit changeover device is disposed. The changeover device includes a first pressure limit device which is adapted to close the main passage when a master cylinder pressure is lower than a first predetermined pressure, and open the main passage when the master cylinder pressure exceeds the first predetermined pressure, and a second pressure limit device which is adapted to close the main passage when the master cylinder pressure is lower than a second predetermined pressure which is lower than the first predetermined pressure, and open the main passage when the master cylinder pressure exceeds the second predetermined pressure. First and second valve devices for opening or closing the main passage are connected to the main passage in parallel with the first pressure limit device, and the second valve device is connected in series of the second pressure limit device.

An electronic controlled fluid suspension system in which a change in a vehicle attitude is expected in advance by an advance control means responsive to a driving state detected by a driving state detection means, and the current vehicle attitude is feedback-controlled by a feedback control means. The shares of the advance control amount and the feedback control amount are calculated by a share determination means so that final control amount is determined based on the shares. Fluid flow to and from the fluid suspension is controlled by a fluid flow control means in response to the final control amount. In such control system, the advance control and the feedback control are smoothly switched, which results in improved maneuverability and stability of the vehicle.

Electronic controlled fluid suspension system with an advance control

In controlling roll and pitch of a vehicle body responsive to a displacement signal produced at each wheel of the vehicle, each signal is low-pass-filtered with a certain threshold frequency to prevent hunting of the control due to an excessively high frequency component (such as noise or a component corresponding to road irregularities) of the signal. According to this invention, the threshold frequency is changed to a higher value in order to get quick attitude control when the roll or pitch of the body is expected, while it is set at a lower value when no such attitude change is expected in order to prevent hunting of the control.

Growing community of inventors

Toyota, Japan

Shingo Urababa