Advics Co., Ltd.

Denso Corporation

Nippondenso Co., Ltd.

Other

Aisin Seiki Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Nippon Soken, Inc.

Yukio Mori

Kazuhiro Kamiya

Yukio Sawada

Masayoshi Takeda

Yosuke Ohmori

Ryo Nagasaka

Hideki Ohashi

Masahiro Matsuura

Takeyasu Taguchi

Kazutaka Kato

Masaki Shiota

Takaji Umeno

Shotaro Fukuda

Yasuhide Tani

Masayuki Asano

Motoya Ito

Takao Ban

Motonori Tominaga

Hajime Kumabe

Toshiharu Naito

Yuichi Inoue

Katsuhiko Kusagaya

Tatsuya Hiromura

Masaaki Tabata

Kazuya Watanabe

Yasuhiro Nakai

Noboru Kitahara

Koichi Kokubo

Tomoyuki Takiguchi

Eiji Iwanari

Satoshi Niwa

Minoru Kondo

Masaki Akutagawa

Masatoshi Takagi

Hiroyuki Ando

Yosuke Yamada

Masahiro Yonetani

Motoaki Umakoshi

Tsunemitsu Kato

Kunihiro Umezu

Toshio Tanahashi

Eiichi Ono

Yosuke Hashimoto

Katsuhiro Asano

Hiroyuki Kodama

Masaki Maruyama

Takahisa Yokoyama

Kimitaka Saito

Hiroshi Hasegawa

Yutaka Niwa

Daisuke Tokumochi

Kazuya Taniguchi

Akinori Harata

Koji Maruyama

Shinji Ueda

Hiroyuki Nakaso

Yoshihiko Ito

Akira Muramatsu

Mikiyasu Kouketsu

Koicho Kokubo

Seiichi Nakashima

Norihide Hattori

Takamitu Suzuki

Noriyasu Kihara

Tsuyoshi Usami

Takeo Matsuura

A control device is applied to a vehicle that has a braking device configured to be able to adjust the braking force applied to the vehicle. The control device has a stopping braking force imparting unit that controls the braking device in order to apply a stopping braking force to the vehicle, as a minimum value of the braking force required to keep the vehicle stopped. The control device also has a deviation quantity deriving unit that derives a deviation quantity between a state quantity of the vehicle obtained when the stopping braking force is applied to the vehicle by the stopping braking force imparting unit and an ideal value of the state quantity of the vehicle. The control device also has a stopping braking force updating unit that updates the stopping braking force on the basis of the deviation quantity derived by the deviation quantity deriving unit.

Braking control device for vehicle

A control device including a valve-opening control unit that reduces the current value below the holding current value and increases the opening degree of the differential pressure adjustment valve when an increase in a manipulated variable of a braking operation member has been detected while holding control is being performed; and a valve-closing control unit that, when a decrease in the manipulated variable of the braking operation member has been detected while the opening degree of the differential pressure adjustment valve has been increased by the valve-opening control unit, performs a pushing process of increasing the current value above the holding current value and closing the differential pressure adjustment valve, and a holding process of setting the current value to the holding current value after the pushing process has ended.

This vehicle control device is provided with: a determination unit for determining whether proscribed conditions are satisfied, including the inability to determine that a longitudinal acceleration target value is fluctuating and the ability to determine that the longitudinal acceleration of a vehicle is fluctuating; and a cooperative control unit which, on the condition that it has been determined that the prescribed conditions are satisfied, performs a braking/driving cooperative process to hold a torque output from one of a driving torque generation device and a braking torque generation device at a value which is larger than the torque at the point in time at which the prescribed conditions were met, and adjusts the torque output from the other device through feedback control using the longitudinal acceleration target value and the longitudinal acceleration of the vehicle.

Vehicle control device

A vehicle travel assistance system includes distributing half of target yawing moment to inner wheels and distributing the rest to outer wheels; increasing the amount of increase in the braking force of the inner wheels as the target yawing moment distributed to the inner wheels increases, and increasing the amount of decrease in the braking force of the outer wheels as the target yawing moment distributed to the outer wheels increases; and causing the braking force of the inner wheels to increase according to the amount of increase in the braking force of the inner wheels, and causing the braking force of the outer wheels to decrease according to the amount of decrease in the braking force of the outer wheels.

Vehicle travel assistance system

A prediction unit predicts a limit time at which a limit request value corresponding to a minimum acceleration or torque is reached when a vehicle is decelerated with only a first deceleration control by a drive device based on change over time of a request value indicating a degree of longitudinal direction vehicle acceleration. A mode determination unit selects one of: a first mode in which only the first control is executed, and before the limit time is reached, in addition to the first control, a second deceleration control is started by a braking device; or a second mode in which only the first control is executed, and before the limit time is reached, in addition to the first control, a braking preparation control is started. A calculation unit calculates an operation amount of the drive and braking devices based on the request value in accordance with the determined mode.

A vehicle control device is configured such that if, during an automatic driving mode in which a vehicle is automatically driven regardless of operations by a driver, such automatic driving mode is temporarily stopped by a prescribed operation by the driver and a normal driving mode in which the vehicle is driven in accordance with the operations of the driver is entered, and thereafter the automatic driving mode is returned to from the normal driving mode, specific control is implemented in the post-return automatic driving mode, such control being determined on the basis of the driving state of the vehicle during the normal driving mode before the return.

A vehicle travel assist device which enables setting of a target travel route while limiting the increase in computational load including an automatic drive control device is provided with: a storage unit that stores a map indicating the relation between a limit value of variation in lateral acceleration and time; a profile creation unit that, when information specifying a target position is inputted, creates a lateral acceleration profile indicating the relation between the lateral acceleration of a vehicle and time on the basis of the target position, an estimated time of arrival, and the map stored in the storage unit; and a target deriving unit that derives a target travel route leading to the target position by performing integration twice on the created lateral acceleration profile.

Vehicle travel assist device

A collision avoidance ECU sets a model deceleration change amount to smaller value in a state in which it is difficult to reduce the speed of a host vehicle than in a state in which it is easy to reduce the speed of the host vehicle. The collision avoidance ECU calculates a first target value by multiplying the model deceleration change amount by the elapsed time. The collision avoidance ECU obtains a subtraction value by subtracting the current reference relative deceleration from the first target value. Then, the collision avoidance ECU determines a target relative deceleration to be a greater value when the subtraction value is large than when the subtraction value is small, and carries out brake control so that the reference relative deceleration approaches the target relative deceleration.

Vehicle travel assist apparatus

A collision avoidance ECU sets a target relative deceleration to a first target value when a brake control starting condition is satisfied, and carries out a first brake control for bringing a relative deceleration closer to the target relative deceleration. When a reference relative deceleration with reference to the relative deceleration at a first point in time has reached a specified relative deceleration, the collision avoidance ECU determines a greater value for a second target value when the amount of change in deceleration, which is the amount of change in the reference relative deceleration at the point in time, is small than when the amount of change in deceleration is large. The collision avoidance ECU then sets the target relative deceleration to the second target value, and carries out a second brake control for bringing the relative deceleration closer to the target relative deceleration.

An indirect longitudinal acceleration calculation section indirectly calculates longitudinal acceleration by calculating the longitudinal acceleration, which is an acceleration in a longitudinal direction of the vehicle, from change in the speed of the vehicle detected by a vehicle speed detection section. When an uphill travel detection section detects an uphill traveling state in which the vehicle is traveling on an uphill and a drive state determination section detects a no-driving-force state in which a vehicle driving force is not generated, a vehicle drawn down state detection section detects that the longitudinal acceleration indirectly calculated by the indirect longitudinal acceleration calculation section is oriented in an accelerating direction, and determines that the vehicle is in a drawn down state.

Vehicle drawn down state detection device and vehicle control device including same

An ECU calculates: a free running distance, which is a distance that a vehicle can travel from a first time point at which a speed-reduction control is started to a second time point at which the relative deceleration begins to increase by the start of the speed-reduction control; an increase travel distance, which is a distance that the vehicle can travel from the second time point to a third time point at which the relative deceleration reaches the target relative deceleration; and a post-completion travel distance, which is a distance that the vehicle can travel from the third time point to a time point at which the relative speed is made equal to or less than the specified speed. The ECU obtains a speed reduction distance based on a result of adding up the free running distance, the increase travel distance, and the post-completion travel distance.

Vehicle travel assistance device

A vehicle stop control device is provided. The device is configured to perform a stop control for stopping a vehicle by adjusting a braking force for wheels and includes a target deceleration setting unit which sets a target deceleration as a target for stopping the vehicle so as to have a smaller value as a vehicle body velocity comes closer to zero, a deceleration obtaining unit which obtains a vehicle body deceleration of the vehicle, a control unit which performs the stop control of setting the braking force to have a smaller value as a subtraction value obtained by subtracting the target deceleration from the vehicle body deceleration is greater, and causing the set braking force to be applied to the wheels; and a determining unit which determines that a road surface is an ascent road when the braking force set by the control unit is zero.

Vehicle stop control device and vehicle stop control method

A control apparatus is provided to control the stopping of a vehicle. The control apparatus comprises a speed detector that detects a speed of a vehicle, speed acquiring means, target setting means, and control means. The speed acquiring means acquires an actual speed of the vehicle from detected results of the speed detector. The target setting means sets a target acceleration of the vehicle depending on the actual speed when the vehicle is stopped automatically. The control means controls an actual acceleration of the vehicle at the target acceleration.

Apparatus and system for controlling automatic stopping of vehicle

A braking/driving control apparatus for a vehicle includes a basic control unit which calculates and outputs a target axle torque based on a target acceleration and a driving resistance of the vehicle and which determines an axle torque for a power train of the vehicle and an axle torque for a braking apparatus of the vehicle based on the calculated target axle torque, a sliding-down prediction determining unit which determines whether there is a possibility that the vehicle slides down rearwards on an uphill road, and a sliding-down preventing process executing unit which performs a process for reducing a possibility that the vehicle slides down, based on a determination result of the sliding-down prediction determining unit. After the sliding-down prediction determining unit determines that there is the possibility, the sliding-down preventing process executing unit controls the basic control unit to calculate and output the target axle torque so as to reach an axle torque which is obtained by reducing a predetermined positive amount form an estimated value of an axle torque necessary for the vehicle to achieve the target acceleration against the driving resistance.

Braking/driving control apparatus for vehicle

A torque applying device is provided for applying a driving torque to at least a pair of wheels, and a torque restraining device is provided for restraining the torque created on the wheels to be applied with the torque by the torque applying device. A friction braking device is provided for applying a braking torque to each wheel in response to operation of a brake pedal. An automatic braking control device automatically actuates the friction braking device independently of operation of the brake pedal, to apply the braking torque to each wheel. And, a torque restraining cancellation device is provided for cancelling the torque restraining operation for a time period determined in response to a vehicle speed decreasing state, after a condition for initiating the automatic braking control was fulfilled.

Automatic braking apparatus for a vehicle

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Kariya, Japan

Yukio Mori