Aisin Seiki Kabushiki Kaisha

Advics Co., Ltd.

Jtekt Corporation

Toyoda Koki Kabushiki Kaisha

Other

Toyota Jidosha Kabushiki Kaisha

Wataru Tanaka

Yoshiyuki Yasui

Yuji Muragishi

Minekazu Momiyama

Eiichi Ono

Kenji Asano

Hiroaki Kato

Katsuhiro Asano

Hirofumi Nitta

Toshiaki Hamada

Yuzo Imoto

Akihito Yamamoto

Yuzou Imoto

Shinji Takeuchi

Motohiko Honma

Yoshikazu Tachiiri

Asao Kozakai

Toshio Kohno

Yuichi Mizuta

Shoji Ogawa

Takafumi Makino

Syoji Ogawa

A damping force control apparatus for a suspension is applied to a damper whose damping force can be set based on a damping force control value and controls the damping force control value. The damper is attached to a support portion with a buffer member interposed between the support portion of a vehicle body and a cylinder of the damper. The apparatus includes: a displacement related quantity estimation device estimating relative displacement of a vehicle wheel and a relative speed of the vehicle wheel with respect to the vehicle body as estimated relative displacement and an estimated relative speed; and a damping force control value calculation device determining the damping force control value so as to suppress vibration of the vehicle body based on state variables provided from the vehicle body and the estimated relative speed.

Damping force control apparatus for suspension

A damping force control apparatus controlling a damping force control value for a damper whose damping force is set by the damping force control value includes: a relative velocity estimation device estimating a relative velocity of a vehicle wheel with respect to a vehicle body; and a damping force calculation device determining the damping force control value to control vibration of the vehicle body based on control input variables of the vehicle body and an estimated relative velocity, wherein the relative velocity estimation device includes an estimated damping force calculation section, a delay correction section, and a relative velocity calculation section, and the delay correction section corrects the estimated damping force and varies delay correction terms to reduce divergence between an actual measured relative velocity and the estimated relative velocity in different damping coefficients of the damper.

Damping force control apparatus of suspension

A motor-driven steering controller for controlling a steering wheel of a vehicle. The controller includes a steering torque controlling unit, a braking force estimating unit, a right and left braking force difference estimating unit and an assist steering torque providing unit. The steering torque controlling unit controls a steering torque on the steering wheel depending on a steering operation. The braking force estimating unit estimates braking forces to be imposed on wheels of the vehicle. The right and left braking force difference estimating unit estimates difference between the braking forces to be imposed on the right and left wheels each estimated by the braking forces estimating unit. The assist steering torque providing unit provides an assist steering torque for the steering torque controlling unit on the basis of the difference in braking force between right and left wheels estimated by the right and left braking force difference estimating unit.

Motor-driven steering controller and automobile anti-skid controller

A suspension ECUcalculates a target characteristic changing coefficient a_new for changing a target characteristic, which is represented by a quadratic function, by use of the maximum actual roll angle &#x3a6;_max generated in a vehicle body during the current turning state and a turning pitch angle &#x398;_fy_max which is a fraction of an actual pitch angle &#x398; generated as a result of turning, and changes the target characteristic by use of the coefficient a_new. Subsequently, the suspension ECUcalculates the difference &#x394;&#x398; between the actual pitch angle &#x398; and a target pitch angle &#x398;h corresponding to the actual roll angle &#x3a6; on the basis of the changed target characteristic, and calculates a total demanded damping force F to be cooperatively generated by the shock absorbers so as to reduce the difference &#x394;&#x398; to zero. Furthermore, in proportion to the magnitude of a lateral acceleration Gl, the suspension ECUdistributes the total demanded damping force F into a demanded damping force Fi on the turning-locus inner side and a demanded damping force Fo on the turning-locus outer side.

Vehicular damping force control device

In a steering apparatus, in accordance with a grip limit control process ('), it is determined whether or not a grip degree &#x3b5; estimated by a grip degree estimation arithmetically operating process () is less than a predetermined grip degree (&#x3b5;&#x2032;), and in the case that it is determined that an estimated grip degree (&#x3b5;) is less than the predetermined grip degree (&#x3b5;&#x2032;), the process applies such a feeling that a steering operation by a steering wheel suddenly becomes light to a driver, by suddenly increasing an assist quantity by a motor (M), thereby notifying the driver of the matter that the grip degree of a steered wheel is close to a limit. Therefore, it is possible to transmit to the driver a probability that a side slip is generated by further turning the steering wheelin the same direction as the current direction, thereby calling the driver's attention for steering. Accordingly, there is an effect that a stability of a vehicle behavior can be improved without applying any fear of insecurity to the driver.

Steering device

In accordance with a vehicle motion control apparatus, a steering angle (&#x3b8;h) of a steering wheel is determined on the basis of a rotation angle (&#x3b8;pm) of an assist motor () detected by a rotation angle sensor () and a rotation angle (&#x3b8;vm) of a gear ratio variable motor () detected by a rotation angle sensor (), and a VGRS control process () of a gear ratio variable mechanism is executed on the basis of the determined steering angle (&#x3b8;h). Accordingly, since the steering angle (&#x3b8;h) of the steering wheel is determined on the basis of the rotation angle (&#x3b8;vm) used for the VGRS control process () of the gear ratio variable mechanism and the rotation angle (&#x3b8;pm) used for an EPS control process () of an EPS actuator, it is possible to obtain the steering angle (&#x3b8;h) of the steering wheel without a steering angle sensor. Therefore, it is possible to reduce the number of the parts of a vehicle motion control apparatus.

Method and device for controlling maneuverability of vehicle

The present invention is directed to a vehicle motion control apparatus, which includes a steering factor detection unit for detecting at least one of steering factors including a steering torque and steering effort applied to a steering system, an aligning torque estimation unit for estimating an aligning torque produced on at least a wheel of the vehicle on the basis of the steering factor, a vehicle state variable detection unit for detecting a state variable of the vehicle, a wheel factor estimation unit for estimating at least one of wheel factors including a side force and slip angle applied to the wheel on the basis of the vehicle state variable, and a grip factor estimation unit for estimating a grip factor of at least a tire of the wheel, in accordance with the estimated alignment torque and the estimated wheel factor. The apparatus further includes a first control unit for performing a closed loop control on the basis of the grip factor, and a second control unit for performing a closed loop control on the basis of a deviation between a detected actual vehicle behavior and a desired vehicle behavior set on the basis of the vehicle state variable.

Vehicle motion control apparatus

The present invention is directed to a wheel grip factor estimation apparatus, which includes a steering factor detection unit for detecting at least one of steering factors including a steering torque and steering effort applied to a steering system extending from a steering wheel to a suspension of a vehicle, an aligning torque estimation unit for estimating an aligning torque produced on at least a wheel of the vehicle on the basis of the steering factor detected by the steering factor detection unit, and a vehicle state variable detection unit for detecting a state variable of the vehicle. The apparatus further includes a wheel factor estimation unit for estimating at least one of wheel factors including a side force and slip angle applied to the wheel on the basis of the vehicle state variable, and a grip factor estimation unit for estimating a grip factor of at least a tire of the wheel, in accordance with a relationship between the estimated alignment torque and the estimated wheel factor.

Wheel grip factor estimation apparatus

The vehicle operation control apparatus multiplies the variable gain G controlled based on the vehicle velocity V, the steering angle &thgr;h, the steering angle velocity &ohgr;h and the actual steering angle &thgr;T with the steering angle &thgr;h, and controls the actual steering angle &thgr;T of the driven wheels on a result of this multiplication. Consequently, the additional turning time gear ratio Ga or the turning-back gear ratio Ga , set up individually, can be selected depending on the turning direction of the steering wheel. Therefore, the steering feeling both at the time of additional turning and turning-back can be improved.

Vehicle operation control method and vehicle operation control apparatus

A vehicle control device incorporating an electric power steering is provided, wherein an extraordinary yaw motion acting on a vehicle is detected and is suppressed or moderated, so that the stability of the vehicle in a straight-ahead steering is improved. The causes of the extraordinary yaw motion are one of lateral wind, asymmetrical surface state of the road, lateral slant of the road and the like. A countermeasure against the extraordinary yaw motion is taken by applying a counter (opposite direction) yaw motion on the vehicle or switching over the control mode from a proportional control to a proportional integral control.

Vehicle control device with power steering device

An electrical vehicle parking brake device capable of reducing the size towards a cable shaft and improving the degree of freedom of mounting in a vehicle is provided for the electrical vehicle parking brake device of controlling the braking force to a wheel due to the driving power of a motor which is transmitted by way of a cable at the time of parking the vehicle. At the time of parking the vehicle, in the electrical vehicle parking brake device of controlling the braking force to the wheel due to the driving power of a motor which is transmitted by way of a gear mechanism and a cable at the time of parking the vehicle, an end gear series of the gear mechanism is structured of an external gear and an internal gear, the external gear uses a K-H-V type planetary gear mechanism in which external gear turns to the extent of a difference between the numbers of teeth between the external gear and the internal gear by making one revolution in an inner circumference side of the internal gear and also the cable is wound up in a circular shape in the external gear.

Electrical vehicle parking brake device

A vehicle brake control device includes a brake member, a wheel brake cylinder mounted on a wheel, and a master cylinder. The master cylinder generates a master cylinder hydraulic pressure in response to an operating force applied to the brake member. The brake control device also includes an automatic pressure increasing control device, a braking force control device, a coefficient of friction detecting device that detects a coefficient of friction of the road, and an automatic pressure increasing restraining device. The automatic pressure increasing control device controls automatic pressure increasing operation of the master cylinder based on the operating force applied to the brake member. The braking force control device controls the increased master cylinder hydraulic pressure supplied to the wheel brake cylinder. The automatic pressure increasing restraining device restrains automatic pressure increasing operation of the master cylinder when anti-skid control is being performed with a low coefficient of friction.

Brake control device for a vehicle

A vehicular brake control device makes it possible to detect a failure or malfunction in closing an electromagnetic valve which is placed between a master cylinder and each of wheel cylinders. The vehicular brake control device includes a pressure application device which is capable of applying a hydraulic pressure automatically, i.e., regardless of a brake pedal depression, to each of wheel cylinders by way of a hydraulic pressure control device from a master cylinder and an ECU which drives the pressure application unit and the hydraulic pressure control device to adjust a braking force of each of wheels. The hydraulic pressure control device includes a set of pressure-maintaining and pressure-reducing valves for each wheel. The ECU has a pressure application check division which begins to check the pressure application at a predetermining timing.

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Anjo, Japan

Wataru Tanaka