Toyota Jidosha Kabushiki Kaisha

Aisin Seiki Kabushiki Kaisha

Shiro Monzaki

Akitaka Nishio

Masanobu Fukami

Masaki Banno

Yoshihisa Yamada

Daiji Watanabe

Akira Nakamura

Ippei Yamazaki

Hideyuki Aizawa

Yoshihide Sekiya

Jun Sakugawa

Tetsuya Kuno

Tetsuaki Tsuzuki

Koichi Itoh

Yuichi Onoda

Yasuaki Tsurumi

Masatoshi Yoneyama

Tomoaki Morimoto

Hiroaki Fujinami

Tamio Kano

A braking force control device includes an actuator configured to control a braking force generated in vehicle wheels of a vehicle and a control unit configured to output a braking force command value to the actuator. The control unit is configured to perform at least one of the following processes of generating a braking force command value by performing a filter processing on a required braking force based on a braking operation amount using a filter having a smaller damping ratio than a damping ratio of a pitch motion of the vehicle when the required braking force increases, or generating the braking force command value by performing the filter processing on the required braking force based on the braking operation amount using a filter having a greater damping ratio than the damping ratio of the pitch motion of the vehicle when the required braking force decreases.

Braking force control device

An electronic control unit inputs from temperature sensors a temperature of the heating side of a thermoelectric conversion section assembled to each of brake units provided for left and right rear wheels. When the temperature of the heating side is equal to or lower than a predetermined temperature, the electronic control unit drives and controls a brake hydraulic pressure control section so as to operate the brake units preferentially over brake units provided for left and right front wheels. With this operation, each of the brake units generates friction heat, and heats the heating side of the corresponding thermoelectric conversion section, whereby the thermoelectric conversion section efficiently collects thermal energy and generates electrical power. Meanwhile, when the heating side temperature is higher than the predetermined temperature, the electronic control unit drives and controls the brake hydraulic pressure control section so as to decrease the proportion of the braking forces applied by the brake units and increase the proportion of the braking forces applied by the brake units.

Braking apparatus for vehicle

A vehicle body tilting apparatus includes: a right/left-wheels holding member having an elongated shape, and holding a right side wheel and a left side wheel of a vehicle which are disposed to be spaced apart from each other in a width direction of the vehicle such that each of the wheels is movable in a vertical direction; and a lean actuator disposed between the right/left-wheels holding member and a body of the vehicle, and configured to tilt at least the body of the vehicle in a lateral direction with respect to a normal line that is perpendicular to a road surface, by pivoting the right/left-wheels holding member and the body of the vehicle relative to each other. An output shaft of the lean actuator is fixed to the right/left-wheels holding member, and the body of the vehicle is fixed to a main body of the lean actuator.

Vehicle body tilting apparatus

A target yaw moment Mt of a vehicle is calculated to make the vehicle run stably (S). The change rate &#x3c6;d of an accelerator pedal operation amount &#x3c6; is calculated (S). Based on the change rate &#x3c6;d, a proportion &#x3c9;sfor a steering angle control is calculated (S). When the change rate &#x3c6;d is a positive value, the proportion &#x3c9;sgradually increases as the change rate &#x3c6;d increases. A proportion &#x3c9;b for a braking force control is calculated by subtracting the proportion &#x3c9;sfrom 1 (1&#x2212;&#x3c9;s) (S). Based on the proportions &#x3c9;sand &#x3c9;b, a target yaw moment Mts for the steering angle control and a target yaw moment Mtb for the braking force control are calculated (S). A steering-angle changing device () and a braking device () are controlled based on the target yaw moments Mts and Mtb, respectively (Sto S).

Running control apparatus for vehicle

A device for controlling a braking force of the vehicle has a braking force boosting control portion that increases the braking force in response to a detection of a possibility of a collision with an obstacle in the driving course of the vehicle, and a boost-reducing control portion that controls the boosting control portion so as to reduce the braking force when a steering operation is executed by a driver of the vehicle as compared to a braking force to be generated when no steering operation is executed. The braking forces on individual wheels are reduced depending upon the lateral force on the corresponding wheel. In the device, the precrash safety braking operation does not interfere with the steering operation of the driver so that the steering controllability may be ensured while the vehicle is slowed down.

Vehicle braking control device

A brake control device for a vehicle controls a vehicle wheel by supplying a hydraulic pressure generated by a hydraulic pressure generating device to a wheel brake cylinder of the vehicle wheel when a brake operating member is not being operated. When the brake operating member is operated while the hydraulic pressure has been supplied to the wheel brake cylinder for the vehicle wheel, a hydraulic pressure control valve device for the other vehicle wheel is controlled for supplying the hydraulic pressure to a wheel brake cylinder for the other vehicle wheel. Therefore, the hydraulic pressure is supplied to the wheel brake cylinder for the other vehicle wheel as well.

Brake control device for a vehicle

A vehicle behavior control device includes a turning limit state detecting device for detecting a turning limit state of a vehicle and an engine output control device for performing a torque-down control by decreasing an engine output when the turning limit state of the vehicle is detected. The engine output control device includes a longitudinal acceleration detecting device, a lateral acceleration detecting device, a road friction coefficient estimating device, a maximum longitudinal acceleration calculating device for calculating a maximum longitudinal acceleration from the estimated road friction coefficient by the road friction coefficient estimating device and the lateral acceleration detected by the lateral acceleration estimating device, and a margin calculating device for calculating a margin of the longitudinal acceleration of the vehicle as a deviation between the maximum longitudinal acceleration calculated by the maximum longitudinal acceleration calculating device and the longitudinal acceleration detected by the longitudinal acceleration detecting device.

Vehicle behavior control device

A vehicle motion control device reduces noise resulting from operation of a vacuum booster when an automatic pressure control is performed by properly controlling the energization of a linear solenoid of a booster actuator. An automatic hydraulic pressure generator is controlled in accordance with the vehicle motion condition and a hydraulic pressure control valve device is controlled to perform the automatic pressure control. A target electric current of the linear solenoid for actuating the vacuum booster is instantaneously increased to a starting target value which corresponds to an electric current value immediately before starting the operation of the vacuum booster and which is less than a maximum value of the target electric current, and then is gradually increased approximately to the maximum value of the target electric current.

Vehicle motion control device

If a difference between a value evaluated by prorating a sum of an average value of a signal outputted from a signal processing portion within a second predetermined time before a start of a pseudo drive and an average value of the signal outputted from the signal processing portion within a third predetermined time after an end of the pseudo drive, and an average value of the signal outputted from the signal processing portion within a first predetermined time from the start to the end of the pseudo drive does not fall within a predetermine value, the sensor error is determined.

System for detecting a sensor error

The present invention is directed to a vehicle motion control system, which includes wheel brake cylinders, an automatic hydraulic pressure generating apparatus for generating a hydraulic braking pressure irrespective of operation of a brake pedal, a hydraulic pressure control valve device disposed between the pressure generating apparatus and the wheel brake cylinders to control the hydraulic braking pressure in each wheel brake cylinder, and a controller for controlling the pressure generating apparatus and the valve device in response to conditions of vehicle motion, and performing an automatically pressurizing control to the wheel brake cylinders at least when a brake pedal is not depressed, to perform a vehicle motion control. The controller is adapted to maintain the pressure generating apparatus to operate for a predetermined time period after the vehicle motion control was terminated, and control the valve device to shut off the communication between the pressure generating apparatus and the wheel brake cylinders, to modify the time period on the basis of the conditions of vehicle motion.

Vehicle motion control system

A device for calibrating a neutral point of a longitudinal acceleration sensor of a vehicle, having a detector for detecting that the vehicle is running at a speed higher than a predetermined threshold speed, a detector for detecting that the vehicle is not braked beyond a predetermined threshold braking, a detector for detecting that the vehicle is not driven beyond a predetermined threshold traction, and a detector for detecting output of the longitudinal acceleration sensor to provide a deflection of its neutral point when the running detector is detecting that the vehicle is running at a speed higher than the predetermined threshold speed, the braking detector is detecting that the vehicle is not braked beyond the predetermined threshold braking, and the traction detector is detecting that the vehicle is not driven beyond the predetermined traction, respectively.

Device for calibrating longitudinal acceleration sensor of vehicle

An anti-lock braking-pressure control apparatus for a vehicle having a plurality of wheels, including at least one wheel speed sensor which detects respective actual speeds of the wheels of the vehicle, at least one solenoid-operated valve which regulates respective braking pressures applied to the wheels, a ground-speed sensor which detects a ground-speed of the vehicle as a running speed thereof relative to a road surface, and a controller which electrically operates, for preventing locking of each of the wheels, a corresponding one of the one or more solenoid-operated valves at a controlled duty cycle, the controller selecting one of a plurality of duty-cycle determining rules, and determining the duty cycle of the corresponding one solenoid-operated valve according to the selected one duty-cycle determining rule, the plurality of duty-cycle determining rules comprising (A) a first determining rule wherein the duty cycle is determined based on both (a) a wheel speed error that is a deviation of the actual speed of the each wheel from a target wheel speed obtained based on the ground-speed of the vehicle, and (b) a time derivative of the wheel speed error, and (B) a second determining rule wherein the duty cycle is determined based on one of (a) the wheel speed error and (b) the time derivative of the wheel speed error.

Growing community of inventors

Mishima, Japan

Shiro Monzaki