Patent application number | Description | Published |
20080201051 | Vehicle driving force control device - A driving force control device includes an individual-wheel friction-circle limit-value calculating portion that calculates friction-circle limit-values of individual wheels, an individual-wheel requested-resultant-tire-force calculating portion that calculates requested resultant tire forces of the individual wheels, an individual-wheel resultant-tire-force calculating portion that calculates resultant tire forces of the individual wheels, an individual-wheel requested-excessive-tire-force calculating portion that calculates requested excessive tire forces of the individual wheels, an individual-wheel excessive-tire-force calculating portion that calculates excessive tire forces of the individual wheels, an excessive-tire-force calculating portion that calculates an excessive tire force, an over-torque calculating portion that calculates an over-torque, and a control-amount calculating portion that calculates a control amount that is output to an engine control unit. | 08-21-2008 |
20080208427 | Vehicle braking-force control device - A braking-force control device has a brake control function for performing brake control on a front outside wheel when a vehicle is detected to be in an oversteer condition during a turning operation and for performing brake control on a rear inside wheel when the vehicle is detected to be in an understeer condition during a turning operation. For preventing the oversteer condition, a command for reducing the engine torque is output. On the other hand, for preventing the understeer condition, the engine torque is limited in accordance with a permissible engine torque value that is calculated on the basis of a road-surface friction coefficient, and ground loads and lateral tire forces of individual wheels. If it is detected that engine braking is in operation, the engine torque is adjusted to substantially zero. | 08-28-2008 |
20080221769 | Vehicle Driving Assist System - An driving assist control unit controls actuators such as a front wheel steering device, an accelerator pedal mechanism, an alarm lamp. The control units estimates permissible tire-force being capable of acting on the vehicle tire on the basis of road-surface friction coefficient and ground load of the tire, and then calculates tire-force margin by subtracting current tire-force currently acting on the tire, such as total driving force and lateral force, from the permissible tire-force. The control unit then controls steering reaction force of the front wheel steering device, reaction force of the accelerator pedal, and flashing frequency of the alarm lamp in accordance with the magnitude of the tire-force margin, respectively. | 09-11-2008 |
20080221770 | Vehicle control device - A main controller calculates permissible driving forces of individual wheels from a road-surface friction coefficient, ground loads of the individual wheels, and lateral forces of the individual wheels. The main controller then calculates a permissible engine torque on the basis of the calculated permissible driving forces so as to limit engine output. In addition, based on the calculated permissible driving forces, the main controller calculates a transfer-clutch torque for front-rear driving-force distribution control, a rear-wheel torque shift amount for left-right driving-force distribution control, and a steering-angle correction amount for steering-angle control. | 09-11-2008 |
20080234911 | Vehicle driving force control device - A vehicle driving force control device controls engine torque so as to correct driver's request-engine-torque with the torque-down amount by an engine control unit, the torque-down amount being set into the lower one of a first torque-down amount and a second torque-down amount by a control-amount setting unit, the first torque-down amount being calculated on the basis of a relation between a tire force generated on a tire and a maximum tire force which the tire is capable of exercising against a current road-surface by a first traction control unit, the second torque-down amount being calculated on the basis of a slip rate of the tire by a second traction control unit. | 09-25-2008 |
20080239565 | SERVO PATTERN RECORDING DEVICE - A servo pattern recording device capable of improving the recording accuracy of a servo pattern. The servo pattern recording device is comprised of a magnetic head that records a servo pattern for tracking servo on a magnetic tape, a first motor that feeds the magnetic tape, a second motor that takes up the magnetic tape, and a main panel along a surface of which the magnetic tape is caused to move. The first motor and the second motor are mounted on the main panel, and the magnetic head is mounted on a first sub panel that is formed separately from the main panel and is connected to the main panel via a connecting member. | 10-02-2008 |
20080262692 | Road-surface friction-coefficient estimating device - A road-surface friction-coefficient estimating device compares a rack-thrust-force deviation value with a preliminarily set maximum-value-determination threshold value. If the rack-thrust-force deviation value is above the maximum-value-determination threshold value, the device determines that tires are slipping, and sets a front-wheel friction-circle utilization rate in that state as a road-surface friction coefficient. If the rack-thrust-force deviation value is below the maximum-value-determination threshold value, the device refers to a preliminarily set map to determine a restoring speed at which the road-surface friction coefficient is to be restored to 1.0 based on a vehicle speed and a front-wheel slip angle. While restoring the road-surface friction coefficient at the restoring speed, the device calculates and outputs the road-surface friction coefficient. | 10-23-2008 |
20080288140 | Vehicle Driving Assistance System - A riskiness reference value Riskm is corrected and calculated for each target object according the a road surface friction coefficient based on a vehicle-to-target time and a collision allowance time, and a riskiness Riskm (ΔAm) for each three-dimensional object is set based on the riskiness reference value Riskm with a range which uses a probability distribution given in an azimuthal angle direction where each target object exists, whereby a riskiness Risk (ΔA) is set for each azimuthal angle. Then, alarming and brake controlling are made to be executed according to a riskiness Risk (0) at an azimuthal angle of 0, and a steering angle control amount θstrt is obtained from the current riskiness Risk (ΔA) of each azimuthal angle and an estimated riskiness Risk (ΔA)e of each azimuthal angle after a set time period. | 11-20-2008 |
20090109563 | BURST INTERVAL MEASURING APPARATUS, BURST INTERVAL MEASURING METHOD, DRIVE APPARATUS, SERVO PATTERN WRITING APPARATUS, AND MAGNETIC TAPE TESTING APPARATUS - A burst interval measuring apparatus includes: a detector that outputs detection signals that can to measure a burst interval of servo patterns for a tracking servo; and a measuring unit that measures the burst interval based on the detection signals. The detector is constructed so as to be capable of outputting the detection signals that can measure the burst interval at plural positions that are separated in a width direction of the magnetic tape inside one of the servo patterns. The measuring unit uses measurement values for the burst interval at at least two positions out of the plural positions that have been measured based on the detection signals to specify velocity fluctuations in a movement velocity of the magnetic tape in the length direction and corrects the measurement values based on the velocity fluctuations. | 04-30-2009 |
20090128949 | HEAD APPARATUS, DRIVE APPARATUS, AND TRACKING METHOD - A head apparatus includes: a head unit where a plurality of magnetic elements, which carry out reproducing and/or recording on data tracks on a magnetic tape, are disposed at equal intervals on a first straight line; a moving mechanism that moves the head unit; and a controller that carries out tracking control to cause the moving mechanism to move the head unit and keep the magnetic elements on the data tracks. The moving mechanism can rotate the head unit so as to increase or decrease an angle between a second straight line along a width of the magnetic tape and the first straight line. During tracking control, the controller causes the moving mechanism to rotate the head unit so as to increase or decrease the angle in accordance with changes in an interval between the data tracks and keep the respective magnetic elements on the respective data tracks. | 05-21-2009 |
20090265107 | VEHICLE DRIVE ASSIST SYSTEM - A control unit sets a front-end collision risk of a subject vehicle against a front vehicle in accordance with a time headway of the subject vehicle and a margin time to front-end collision of the subject vehicle, and a rear-end collision risk of the subject vehicle by a rear vehicle in accordance with a time headway of the rear vehicle and a margin time to rear-end collision of the subject vehicle, the margin time to rear-end collision having a larger weight than that of the margin time to front-end collision in the front-end collision risk against the front vehicle. Brake control and alarm control are performed in accordance with the front-end collision risk against the front vehicle and the rear-end collision risk by the rear vehicle. | 10-22-2009 |
20100168977 | Vehicle motion control apparatus - A front/rear driving/braking force control unit | 07-01-2010 |
20100217483 | VEHICULAR DRIVING SUPPORT APPARATUS - When a vehicle makes a right turn at an intersection, the intersection as a traffic environment around the vehicle, the vehicle and an oncoming vehicle are displayed along with the respective current positions. A traveling track of the right turn of the vehicle and a traveling track of the oncoming vehicle are also displayed using indication arrows. Further, since an icon F is displayed at an intersection of the traveling track of the vehicle and the traveling track of the oncoming vehicle, the driver of the vehicle is easily encouraged to recognize that there is a high possibility of a collision with the oncoming vehicle if the vehicle makes a right turn in this situation, even if the driver of the vehicle does not pay sufficient attention to the oncoming vehicle. | 08-26-2010 |
20110172883 | STEERING CONTROL SYSTEM FOR VEHICLE - A steering control section has a first steering angle correction amount calculating section, a second steering angle correction amount calculating section, and a motor rotational angle calculating section. The first correction amount calculating section calculates a first correction amount based on a vehicle speed and an actual steering wheel angle. The second correction amount calculating section calculates a second correction amount through multiplying a control gain corresponding to the vehicle speed with a value calculated by low-pass filtering a differential value of steering wheel angle. The motor rotational angle calculating section calculates a motor rotational angle corresponding to the value adding the first and second steering angle correction amount, and outputs it to a motor driving section so as to drive an electric motor for correcting the steering angle. Thereby, an unstable vehicle behavior due to a resonance of a yaw motion caused in the steering operation can be suppressed. | 07-14-2011 |
20120065850 | VEHICLE BEHAVIOR CONTROL APPARATUS - An engine driving force is calculated. A first-lag process is executed based upon the engine driving force to calculate an engaging torque between front and rear shafts. The resultant is output to a transfer clutch drive unit. A braking force according to a change of a driving force, which is decreased with the lapse of time based upon a temporal change of the engine driving force, is calculated by executing a first-order lead process. An acceleration sensitive target yaw moment based upon the braking force according to the change of the driving force is calculated, and a steering sensitive target yaw moment based upon a steering angle velocity is calculated by executing the first-order lead process. A braking force to be added to an inner wheel on a turn is calculated based upon these target yaw moment. The resultant is output to a brake drive unit. | 03-15-2012 |
20140046564 | CONTROL DEVICE FOR FOUR-WHEEL DRIVE VEHICLE - In a control device for four-wheel drive vehicle, yaw moment for suppressing understeer tendency of the vehicle is calculated as target yaw moment. If the average wheel speed of right and left wheels of a front shaft is more than the wheel speed of a turning outer wheel of a rear shaft, a control unit performs control as follows: when the target yaw moment Mzt is applied to the vehicle, a wheel clutch of the turning outer wheel is engaged, and a wheel clutch of a turning inner wheel is disengaged, so that the engaging force of a transfer clutch | 02-13-2014 |
20140088833 | CONTROL DEVICE FOR FOUR-WHEEL DRIVE VEHICLE - When there is a curve in a forward driving path of a vehicle, a wheel clutch for a turning outer wheel of a rear shaft is engaged and a wheel clutch for a turning inner wheel of the rear shaft is disengaged during driving of the curve. When there is no curve, both of the right and left wheel clutches are engaged when it is estimated the vehicle receive a predetermined disturbance input during forward driving. Then, a target yaw moment of a vehicle is calculated. If an average speed of the right and left wheels of a front shaft is more than the speed of the turning outer wheel, the wheel clutch for the turning outer wheel is engaged when the target yaw moment is applied to the vehicle, so that the engaging force of a transfer clutch is controlled based on the target yaw moment. | 03-27-2014 |
20140149013 | VEHICLE DRIVING SUPPORT CONTROL APPARATUS - A collision prevention controller mounted on a subject vehicle receives lane line information from a first environment recognizer and three-dimensional object information on a target three-dimensional object from a second environment recognizer, estimates the visual range of the driver based on the lane line information, determines whether the target three-dimensional object is located outside of the visual range of the driver, and determines the possibility of a collision of the target three-dimensional object and the subject vehicle. When the target three-dimensional object is located outside of the visual range of the driver, the collision prevention controller executes at least either one of notification to the driver or application of automatic braking in accordance with the possibility of collision with the subject vehicle. | 05-29-2014 |
20140156158 | VEHICLE DRIVING SUPPORT CONTROL APPARATUS - A vehicle driving support control apparatus receives lane line information given from a first environment recognizer and information on a target three-dimensional object given from a second environment recognizer. The apparatus estimates the visual range of a driver based on the lane line information, and estimates the driving lane based on at least either one of the lane line information and the target three-dimensional object information, and estimates the driving track of the vehicle. Based on the estimated driving lane and driving track, the apparatus estimates a deviation position where the subject vehicle will deviate from the driving lane on the basis of the driving lane and the driving track estimated. If the deviation position is beyond the visual range, the apparatus executes at least either one of notification to the driver and automatic braking in accordance with the possibility of deviation from the driving lane. | 06-05-2014 |
20150073670 | Control System for Four-wheel Drive Vehicle - A deceleration indication value is set so as to prevent a collision between the vehicle and an obstacle on the basis of front side information or to prevent traffic lane deviation, and automatic braking is performed. When automatic braking is performed, a transfer clutch is coupled, a deceleration generated by synchronization of a main drive shaft and a propeller shaft is calculated, the deceleration indication value G is corrected based on the deceleration and a brake liquid pressure corresponding to a corrected deceleration indication value is applied to a brake drive unit. | 03-12-2015 |