Hitachi Astemo Ltd.

Hitachi Automotive Systems, Ltd.

Tomoyasu Sakaguchi

Masashi Seimiya

Yoshiyuki Yoshida

Takashi Matsuoka

Yoshitaka Fukasawa

Takashi Tsutsui

Satoshi Matsuda

Yusuke Kogure

Akitoshi Miyazaki

A vehicle control device includes a counting unit that counts rotation of wheels by a sensor; and a rotation determination unit that determines the rotation based on a count value of each of the wheels obtained by the counting unit. Based on a movement distance of a vehicle, the movement distance of each of the wheels from rotation detection to the next rotation detection is defined as a rotation detection travel distance of each of the wheels. The rotation determination unit determines a rotation direction of a wheel a second time is a direction opposite to that detected for a first time when rotation detection is not performed even once for a first reference wheel having a rotation detection travel distance equal to or less than a rotation detection travel distance of the first determination target wheel while the rotation of the selected first determination target wheel is detected twice.

Vehicle control device

The vehicle stop position accuracy is improved. A parking assist device, which assists parking of a vehicle at a target stop position, includes: a traveling distance calculation unit that calculates a traveling distance of the vehicle based on a wheel speed pulse; and a braking/driving force calculation unit that determines a remaining distance to the target stop position based on the traveling distance, and switches control of the braking force of the vehicle from feedback control to feedforward control when the remaining distance becomes a value equal to or less than a predetermined value.

Parking assist device and parking assist method

The present invention prevents occurrence of abnormal noise and swing of a vehicle in mitigating braking force of a steered wheel while reducing a steering load at the time of stationary steering to reduce a burden of a steering device and reducing stress accumulation due to stationary steering to reduce burdens of a tire, a suspension device and the steering device. The present invention includes a stop braking force control unitthat individually controls braking forces of steered wheelsandand non-steered wheelsandat the time of deceleration of the vehicle, and a pre-detection unitthat detects steering in a stopped state of the vehicle in advance, in which the stop braking force control unit executes, when the steering in a stopped state of the vehicle is detected in advance by the pre-detection unit, braking force mitigation control to decrease the braking forces of the steered wheels to be lower than the braking forces at the time of normal braking.

Vehicle braking force control device

Provided is a vehicle control device capable of accurately estimating a self-vehicle location with a yaw angle error occurring when a vehicle starts to travel due to an initial phase shift between pulsed waveforms of left and right wheels when the vehicle starts to travel suppressed. The vehicle control device further estimates a direction of wheel rotation while the vehicle is at a stop. A yaw angle deviation when the vehicle starts to travel is estimated and corrected on the basis of a weighted average of discrete yaw angle values obtained immediately after the vehicle starts to travel from wheel speed sensors installed on left and right non-steered wheels of the vehicle. A yaw angle while the vehicle is at a stop and a yaw angle when the vehicle starts to travel are also estimated, and the direction of wheel rotation while the vehicle is at a stop is also estimated from a difference between the yaw angles. The yaw angle and coordinates are corrected on the basis of the estimation result.

Provided is a vehicle control device capable of suppressing a yaw angle error at startup due to an initial phase shift of pulse waveforms of right and left wheels at the startup and precisely estimating a vehicle position. A yaw angle displacement amount of the vehicle is corrected in the direction of reducing an error in the yaw angle displacement amount at the estimation start point with respect to a reference direction in which the vehicle is to travel depending on output of a pulse waveform of a wheel speed sensor provided in right and left non-steering wheels of the vehicle immediately after the startup. Specifically, a range of an estimation error in a traveling direction at the startup is limited by two steps of correction at the startup.

When one sensors fails and thus malfunctions during automatic parking of a vehicle, only the other sensor functions. Accordingly, depending on the behavior of the vehicle, the detection characteristics of the other sensor cause degradation in recognition of the vehicle, hindering the automatic parking from being continued. In processing S, a determination is made whether or not an external recognition device, such as a camera or sonar, malfunctions. In processing S, based on the determination on malfunction of the external recognition device, a determination is made whether or not to restrict vehicle speed or to restrict a path, with reference to restriction information for parking control. The restriction information for parking control provides information for restricting the vehicle speed in accordance with the malfunction of the camera, and for restricting the path in accordance with the malfunction of the sonar. Next, in processing S, a determination is made whether or not the automatic parking is in progress. When the automatic parking is in progress, the process proceeds to processing Swhere vehicle speed control or the like is performed for the automatic parking in accordance with the malfunction of the external recognition device.

Parking assistance apparatus

There is proposed a gearshift control device which can reduce a transmission load due to preshift, and improve fuel efficiency of a vehicle. A gearshift control device which controls a transmissionincluding two systems of power transmission mechanisms, and preshifts the transmissionbased on a traveling plan during automatic driving of a vehicle. The gearshift control device makes automatic driving preshift execution decision of planning control contents of the transmissionbased on the traveling plan, and preshift execution decision of deciding whether or not to preshift the transmission based on a control plan of the transmission

Transmission control device

The present invention enhances estimation accuracy of a travel distance to estimate a position of a host vehicle. A vehicle control deviceincludes front and rear camerasandand a measurement control unit. The front and rear camerasandare provided at front and rear of a vehicleto acquire information on an external world. The measurement control unitcalculate a travel distance of the vehicleduring traveling of the vehiclein a predetermined driving state based on the information of an identical characteristic objectacquired by the front cameraand the rear camera, the rear cameraacquiring the information of the identical characteristic objectafter the front cameraacquires the information.

The present invention proposes a transmission control device capable of shortening a switching time between forward control and reverse control of a transmission. The present invention relates to a transmission control device that controls a transmission, including: a forward power transmission mechanism configured to move a vehicle forward; and a reverse power transmission mechanism configured to reverse the vehicle. Each of the forward power transmission mechanism and the reverse power transmission mechanism includes a driving-side connector and a driven-side connector. The forward power transmission mechanism and the reverse power transmission mechanism are configured to be capable of changing a contact state where the driving-side connector and the driven-side connector are pushed to contact each other, a retracted state where pushing forces are released to retract the driving-side connector and the driven-side connector, and an intermediate state formed as the intermediate state between the contact state and the retracted state. When the vehicle is controlled based on a previously-generated control content including switching between forward control and reverse control, one of the forward control and the reverse control is performed by controlling one power transmission mechanism between the forward power transmission mechanism and the reverse power transmission mechanism to the contact state while controlling the other power transmission mechanism to the intermediate state.

Growing community of inventors

Hitachinaka, Japan

Tomoyasu Sakaguchi