Abstract: In a vehicle steering apparatus of a steer-by-wire system, front wheels are controlled to be turned by a computer program processing. A displacement/torque conversion section 51 converts a steering angle ? into a steering torque Td that is in relation of exponential function. A torque/lateral-acceleration conversion section 52 converts the steering torque Td into an anticipated lateral acceleration Gd (or anticipated yaw rate ?d and anticipated turning curvature ?d) that is in relation of exponentiation function and that serves as a vehicle motion state quantity that can be perceived by a human. A turning angle conversion section 53 calculates a target turning angles ?d necessary for the vehicle to move with the anticipated lateral acceleration Gd (or anticipated yaw rate ?d and anticipated turning curvature ?d). A turning control section 60 controls the steered wheels to be turned into the target turning angle ?d.

Abstract: In a vehicle steering apparatus of a steer-by-wire system, front wheels are controlled to be turned by a computer program processing. A displacement/torque conversion section 51 converts a steering angle ? into a steering torque Td that is in relation of exponential function. A torque/lateral-acceleration conversion section 52 converts the steering torque Td into an anticipated lateral acceleration Gd (or anticipated yaw rate ?d and anticipated turning curvature ?d) that is in relation of exponentiation function and that serves as a vehicle motion state quantity that can be perceived by a human. A turning angle conversion section 53 calculates a target turning angles ?d necessary for the vehicle to move with the anticipated lateral acceleration Gd (or anticipated yaw rate ?d and anticipated turning curvature ?d). A turning control section 60 controls the steered wheels to be turned into the target turning angle ?d.

Abstract: In a vehicle steering apparatus, front wheels are controlled to be turned by a computer program processing. A displacement/torque conversion section 51 converts a steering angle ? into a steering torque Td that is in relation of exponential function. A torque/lateral-acceleration conversion section 52, torque/yaw-rate conversion section 53 and torque/curvature conversion section 54 convert into an anticipated lateral acceleration Gd, anticipated yaw rate ?d and anticipated turning curvature ?d based upon the steering torque Td. Turning angle conversion sections 55, 56 and 57 calculate target turning angles ?g, ?? and ??. A turning angle deciding section 58 decides a target turning angle ?d among the target turning angles ?g, ?? and ?? according to the detected vehicle speed V. A turning control section 60 controls the steered wheels to be turned into the target turning angle ?d.

Abstract: A seat position control device for a vehicle includes a lateral direction actuator for moving a position of a seat of the vehicle in a lateral direction of the vehicle, a turning direction actuator for moving the position of the seat of the vehicle in a turning direction of the vehicle a motion condition identification device for identifying a motion condition of the vehicle, a lateral direction drive control device for moving the position of the seat in the lateral direction of the vehicle by driving the lateral direction actuator based on the motion condition of the vehicle identified by the motion condition identification device and a turning direction drive control device for moving the position of the seat in the turning direction of the vehicle by driving the turning direction actuator based on the motion condition of the vehicle identified by the motion condition identification device.

Abstract: In a vehicle steering apparatus, front wheels are controlled to be turned by a computer program processing. A displacement/torque conversion section 51 converts a steering angle ? into a steering torque Td that is in relation of exponential function. A torque/lateral-acceleration conversion section 52 converts into an anticipated lateral acceleration Gd based upon the steering torque Td. A turning angle conversion section 55 calculates target turning angles ?d. A turning angle correcting section 61 obtains a slip angle ? of a slip generated on a vehicle. Then, the turning angle correcting section 61 corrects the target turning angle ?d based upon the obtained slip angle ?, thereby calculating a corrected target turning angle ?da. A drive control section 63 controls the steered wheels to be turned into the corrected target turning angle ?da. According to this, a driver can correctly perceive the generated anticipated lateral acceleration Gd, whereby he/she can easily drive the vehicle.

Abstract: In a vehicle steering apparatus, front wheels are controlled to be turned by a computer program processing. A displacement/torque conversion section 51 converts a steering angle ? into a steering torque Td that is in relation of exponential function. A torque/lateral-acceleration conversion section 52, torque/yaw-rate conversion section 53 and torque/curvature conversion section 54 convert into an anticipated lateral acceleration Gd, anticipated yaw rate ?d and anticipated turning curvature ?d based upon the steering torque Td. Turning angle conversion sections 55, 56 and 57 calculate target turning angles ?g, ?y and ?p. A turning angle deciding section 58 decides a target turning angle ?d among the target turning angles ?g, ?y and ?p according to the detected vehicle speed V. A turning control section 60 controls the steered wheels to be turned into the target turning angle ?d.

Abstract: In a vehicle steering apparatus, front wheels are controlled to be turned by a computer program processing. A displacement/torque conversion section 51 converts a steering angle ? into a steering torque Td that is in relation of exponential function. A torque/lateral-acceleration conversion section 52 converts into an anticipated lateral acceleration Gd based upon the steering torque Td. A turning angle conversion section 55 calculates target turning angles ?d. A turning angle correcting section 61 obtains a slip angle ? of a slip generated on a vehicle. Then, the turning angle correcting section 61 corrects the target turning angle ?d based upon the obtained slip angle ?, thereby calculating a corrected target turning angle ?da. A drive control section 63 controls the steered wheels to be turned into the corrected target turning angle ?da. According to this, a driver can correctly perceive the generated anticipated lateral acceleration Gd, whereby he/she can easily drive the vehicle.

Abstract: A hydraulic brake pressure controller and method for pressure increase in a wheel cylinder of a hydraulic brake pressure controller is adapted to obtain favorable ABS control performance in light of the vehicle driving road surface and the stepping force of the brake pedal involves adjusting the pressure increase output time of the pulse pressure increase from a master cylinder to the wheel cylinder based on the pressure differential between the master cylinder hydraulic pressure and the wheel cylinder hydraulic pressure of each wheel cylinder. The wheel cylinder hydraulic pressure of each wheel cylinder is calculated based on an estimated vehicle deceleration obtained from an estimated vehicle speed.

Abstract: The present invention is directed to an apparatus for estimating a vehicle side slip angle, which includes a monitor for monitoring quantity of motion state of a vehicle including such signals as a vehicle speed, a vehicle lateral acceleration, a yaw rate and a steering angle, and includes a motion model memory for storing a vehicle motion model. A first estimation device estimates a vehicle side slip angle by calculating a vehicle side slip angular velocity on the basis of the vehicle speed, vehicle lateral acceleration and yaw rate, and integrating the vehicle side slip angular velocity in a predetermined calculating cycle. Also, a second estimation device estimates the vehicle side slip angle on the basis of the quantity of motion state monitored by the monitor, and the vehicle motion model stored in the motion model memory. A tire load determination device determines a lateral load to each tire of the vehicle on the basis of the result monitored by the monitor.

Abstract: The present invention is directed to a brake control system, which includes wheel brake cylinders, a master cylinder, a reservoir communicated with the wheel brake cylinders, normally open solenoid valves disposed between the master cylinder and the wheel brake cylinders, respectively, normally closed solenoid valves disposed between the wheel brake cylinders and the reservoir, respectively, a hydraulic pump for supplying the brake fluid to a passage for connecting the master cylinder with the normally open valves, and an automatically pressurizing device (e.g., a vacuum booster with a changeover valve) which is provided for advancing the master piston irrespective of operation of the pump and the brake pedal to generate hydraulic braking pressure from the master cylinder.

Abstract: A vehicle motion control system which generates a minimized switching noise when a hydraulic pressure control valve is switched. The vehicle motion control system includes an automatic hydraulic pressure generator generating a hydraulic pressure irrespective of a brake pedal operation and a hydraulic pressure control valve adjusting the hydraulic brake pressure by opening or blocking a connection between the automatic hydraulic pressure generator and a wheel brake cylinder, and performs a motion control by controlling at least the hydraulic pressure control valve in accordance with the motion of a vehicle.

Abstract: A vehicle driving condition detection device is adapted to detect a vehicle running along a banked or laterally sloping road, as well as a lateral acceleration, and sideslip angle with good accuracy. The sideslip angle is estimated at a vehicle-body sideslip angle estimating circuit based on a steering angle &dgr;f, a lateral acceleration ÿ, a yaw rate {dot over (&thgr;)}, and a vehicle speed V. In addition, using a differentiating device, the estimated sideslip angle is differentiated to calculate a slip angular velocity. A subtracting device is provided at which a deviation is calculated between the slip angular velocity and a slip angular velocity detected at a slip angular velocity calculating circuit. The deviation can detect a banked or laterally sloping road due to the fact that the detected slip angular velocity at the slip angular velocity calculating circuit includes the gravity acceleration component that depends on the slope or bank of the road.

Abstract: A braking force distribution control device for an automotive vehicle is designed to make it possible to initiate a braking force distribution control as rapidly as possible upon rapid braking operation while at the same time being capable of preventing a malfunction of the braking force distribution control even when one of hydraulic pressure lines fails. The braking force distribution control establishes a predetermined relationship between the wheel cylinder pressure of a front wheel and a wheel cylinder pressure of a rear wheel on the basis of a comparison between the wheel speeds of the front and rear wheels. The braking force distribution control is initiated when the decelerations of all the wheels exceed a set value.

Abstract: The present invention is directed to a brake control system for a vehicle, wherein a first valve device for opening or closing a main passage, a hydraulic pressure pump, and a second valve device for opening or closing an auxiliary passage are disposed in each hydraulic pressure circuit of a dual hydraulic pressure circuit system. At least one of the first and second valve devices is controlled to equalize the slip rates of a pair of wheels, with the wheel brake cylinders operatively mounted thereon and disposed in different hydraulic circuits, and placed at the left side and right side of the vehicle, respectively, when a difference between the slip rates of the wheels placed at the left side and right side exceeds a predetermined value.

Abstract: The present invention is directed to a yaw rate detecting system for a vehicle, which includes a yaw rate sensor for measuring a yaw rate of the vehicle. The apparatus is adapted to determine a stopped state of the vehicle, set a zero point at the yaw rate measured by the yaw rate sensor when the stopped state of the vehicle is determined, and calculate an actual yaw rate in response to an output of the yaw rate sensor, on the basis of the zero point. The actual yaw rate is calculated by subtracting the yaw rate at the zero point from the yaw rate measured by the yaw rate sensor. It may be so arranged that a desired yaw rate is set on the basis of a vehicle speed and a steering angle, and the zero point is corrected in response to a comparison of the desired yaw rate and the actual yaw rate. For example, a temporary zero point is set when the stopped state of the vehicle is determined, and a deviation between the desired yaw rate and the actual yaw rate is calculated.

Abstract: A vehicle running condition judgment device for accurately detecting a change in a road surface condition and a vehicle's limit running condition. With substitution of respective tire characteristics and a detected state quantity into a vehicle motion model, vehicle slip angles are estimated for respective assumed road surface conditions. Based on the current state quantity and the last estimated vehicle slip angle, currently estimated vehicle slip angles for the respective assumed road surface conditions are compensated. A differential operation section calculates an estimation value of a vehicle slip angular velocity for each of the assumed road surface conditions based on the compensated vehicle slip angles for the respective assumed road surface conditions. Meanwhile, an operation section calculates a detection value of a vehicle slip angular velocity based on the detected state quantity.

Abstract: The present invention is directed to a yaw rate detecting system for a vehicle, which includes a yaw rate sensor for measuring a yaw rate of the vehicle. The apparatus is adapted to determine a stopped state of the vehicle, set a zero point at the yaw rate measured by the yaw rate sensor when the stopped state of the vehicle is determined, and calculate an actual yaw rate in response to an output of the yaw rate sensor, on the basis of the zero point. The actual yaw rate is calculated by subtracting the yaw rate at the zero point from the yaw rate measured by the yaw rate sensor. It may be so arranged that a desired yaw rate is set on the basis of a vehicle speed and a steering angle, and the zero point is corrected in response to a comparison of the desired yaw rate and the actual yaw rate. For example, a temporary zero point is set when the stopped state of the vehicle is determined, and a deviation between the desired yaw rate and the actual yaw rate is calculated.

Abstract: The present invention is directed to a brake control system, which includes wheel brake cylinders, a master cylinder, a reservoir communicated with the wheel brake cylinders, normally open solenoid valves disposed between the master cylinder and the wheel brake cylinders, respectively, normally closed solenoid valves disposed between the wheel brake cylinders and the reservoir, respectively, a hydraulic pump for supplying the brake fluid to a passage for connecting the master cylinder with the normally open valves, and an automatically pressurizing device (e.g., a vacuum booster with a changeover valve) which is provided for advancing the master piston irrespective of operation of the pump and the brake pedal to generate hydraulic braking pressure from the master cylinder.

Abstract: A hydraulic brake pressure controller and method for pressure increase in a wheel cylinder of a hydraulic brake pressure controller is adapted to obtain favorable ABS control performance in light of the vehicle driving road surface and the stepping force of the brake pedal involves adjusting the pressure increase output time of the pulse pressure increase from a master cylinder to the wheel cylinder based on the pressure differential between the master cylinder hydraulic pressure and the wheel cylinder hydraulic pressure of each wheel cylinder. The wheel cylinder hydraulic pressure of each wheel cylinder is calculated based on an estimated vehicle deceleration obtained from an estimated vehicle speed.

Abstract: The present invention is directed to a vehicle motion control system, which includes a hydraulic braking pressure control apparatus for controlling braking force applied to each wheel of a vehicle at least in response to depression of a brake pedal. A vehicle condition monitor is disposed in the vehicle for monitoring a condition of the vehicle in motion, and a vehicle condition determining device is provided for determining stability of the vehicle in motion, including a turning motion of the vehicle on the basis of the output of the monitor. A braking force controller is provided for controlling the pressure control apparatus in response to the result of determination of the vehicle condition determining device to control the braking force applied to each wheel of the vehicle.