Abstract: A travel controller executes a first correction process on a request value when the vehicle is traveling on an uphill road, and executes a second correction process on the request value when the vehicle is traveling on a downhill road. The first correction process corrects the request value such that the traveling speed is higher than that in a case in which the first correction process is not executed. The second correction process corrects the request value such that the traveling speed is lower than that in a case in which the second correction process is not executed. If hard braking of the vehicle is requested during execution of the first correction process, the travel controller sets a correction amount of the request value to a lower value than that in a case in which hard braking of the vehicle is not requested.

Abstract: A vehicle controller sets an upper limit request value related to an upper limit of a longitudinal acceleration of a vehicle, a lower limit request value related to a lower limit of the longitudinal acceleration, and an acceleration request value related to the longitudinal acceleration that corresponds to an amount of the operation of the vehicle. The vehicle controller sets a first arbitration request value to a greater one of the lower limit request value and the acceleration request value. The vehicle controller sets a second arbitration request value to a smaller one of the first arbitration request value and the upper limit request value. The vehicle controller sets, to a value that corresponds to the second arbitration request value, a command value sent to an actuator that operates to adjust the traveling speed.

Abstract: A vehicle motion controller includes a feedback controlling unit that executes feedback control in which a difference between a target acceleration corresponding to a request value from a driver assistance device and an actual acceleration of a vehicle is an input, thereby calculating a control amount used to reduce the difference, a request outputting unit that calculates a request longitudinal force based on the control amount, the request longitudinal force controlling an actuator, and an obtaining unit that obtains, as availability, a range of a longitudinal force capable of being generated by the actuator, the availability being a controllable range of the longitudinal force. The feedback controlling unit prohibits the control amount from decreasing when the request longitudinal force is less than a minimum value in the availability.

Abstract: A pump includes: fluid delivery portions each including a volume variable mechanism, a first port and a second port, and a valve mechanism; and a pump flow path formed by the three or more fluid delivery portions being connected in series, in which a movement range of each of pistons includes a maximum volume position, a minimum volume position, and a switching position, and the pump flow path is configured such that a closing movement process (movement between switching position and minimum volume position) in which the piston moves between the switching position and the minimum volume position by driving of a drive device is sequentially shifted from a first inlet/outlet port toward a second inlet/outlet port or from the second inlet/outlet port toward the first inlet/outlet port among the fluid delivery portions

Abstract: A vehicle motion controller includes a feedback controlling unit that executes feedback control in which a difference between a target acceleration corresponding to a request value and an actual acceleration of a vehicle is an input, thereby calculating a control amount used to reduce the difference, a request outputting unit that calculates a request longitudinal force based on the control amount and outputs the request longitudinal force to the driving and braking devices, the request longitudinal force controlling the driving and braking devices, and a determining unit that, in a case where a driver of the vehicle is operating a braking operation member, obtains a braking command value and determines that operation interference by the driver has occurred when the braking command value is less than the request value. The feedback controlling unit prohibits the control amount from increasing in a case where the operation interference has occurred.

Abstract: The present disclosure includes: a cylinder; a piston that moves inside the cylinder in response to the operation of a brake pedal; a reactive rubber that is disposed inside the cylinder and that applies a reactive force to the piston by being compressed by the movement of the piston to one side; and a plug that is disposed inside the cylinder so as to surround an outer circumferential surface of the reactive rubber and that increases a sliding resistance against the movement of the reactive rubber to one side as the reactive rubber is compressed.

Abstract: A braking control device, when stopping a vehicle in a state where a braking force is being applied to the vehicle, executes a reducing control of reducing the braking force corresponding to a braking request before the vehicle stops and executes an increasing control of increasing the braking force corresponding to the braking request before the reducing control in order to suppress vehicle pitching behavior generated when the braking force is applied to the vehicle. The control device sets braking force increase amount in the increasing control based on a difference distance that is a difference between a first distance correlated with a vehicle traveling distance from a reduction start timing when the reducing control is executed until the stopping of the vehicle and a second distance correlated with a vehicle traveling distance from the reduction start timing when the reducing control is not executed until the stopping of the vehicle.

Abstract: A brake control device controls a hydraulic brake that generates hydraulic braking force and an electric parking brake that generates parking braking force different from the hydraulic braking force. The brake control device comprises: a detection unit that detects a parking brake operation for causing the electric parking brake to generate the parking braking force; and a control unit that causes the electric parking brake to generate the parking braking force when the hydraulic braking force per wheel generated by the hydraulic brake, after decreasing below the minimum first braking force per wheel required for maintaining the vehicle stop state only by the electric parking brake, is less than the first braking force, in association with the parking brake operation having been performed in a state where the stop state is maintained only by a hydraulic brake operation for causing the hydraulic brake to generate the hydraulic braking force.

Abstract: A control device includes: a first braking unit, that applies a first braking force to a steering wheel of a vehicle; a second braking unit, that applies a second braking force to a non-steering wheel of the vehicle; and a control device that controls the first braking unit, and the second braking unit, according to a target braking force, where the control device includes a steering angle information acquiring unit that acquires a steering angle-related value related to a steering angle of the steering wheel, and a distribution changing unit that executes a distribution change control of changing a braking force distribution between the first braking force and the second braking force based on the steering angle-related value when the target braking force is applied.

Abstract: A brake control device as an example of the present disclosure includes: an acquisition unit configured to acquire an output of a sensor that detects information indicating a ground contact state of a drive wheel of a vehicle; and a control unit configured to, when an acceleration operation for causing the vehicle to accelerate is performed on the vehicle stopped due to a parking brake force generated by an electric parking brake, identify the ground contact state of the drive wheel based on the output of the sensor acquired by the acquisition unit, and control the electric parking brake to release the parking brake force by a control method that differs depending on the identified ground contact state.

Abstract: A vehicle braking device includes: an electric cylinder in which a piston driven by an electric motor slides in a cylinder to supply fluid; a hydraulic pressure output unit connected to the electric cylinder by way of a first liquid passage, the hydraulic pressure output unit pressurizing or depressurizing a hydraulic pressure in the first liquid passage and outputting the hydraulic pressure to a supply liquid passage connected to a first wheel cylinder; and a control unit that causes at least one of the electric cylinder and the hydraulic pressure output unit to generate the hydraulic pressure in the first wheel cylinder according to a relative position between the piston and the cylinder.

Abstract: A vehicle control device includes: an acquiring unit that acquires vehicle height information from a link mechanism type vehicle height sensor that is connected to a lower arm of a suspension that connects a vehicle body and wheels of a vehicle; a storage unit that stores vehicle height error information, which is information representing a relationship between an acting force that is applied to the vehicle in a horizontal direction and an error that is contained in the vehicle height information that is output by the vehicle height sensor; and a correcting unit that corrects the vehicle height information that has been acquired by the acquiring unit, based on the acting force that acts when the vehicle height information is acquired and the vehicle height error information that is stored in the storage unit.

Abstract: In the case that the road surface is determined to have different friction coefficients on the left and right wheels, this braking control device performs antiskid control for adjusting the increase slope of front wheel braking torque on the side with the higher friction coefficient. A steering angle sensor detects the steering angle, and a yaw rate sensor detects the yaw rate. The device calculates a reference turning amount on the basis of the steering angle, calculates an actual turning amount on the basis of the yaw rate, and sets the increase slope on the basis of the deviation between the reference turning amount and the actual turning amount. Also, if this deviation becomes larger, a correction is made such that the set increase slope becomes smaller. Further, if the deviation becomes smaller, a correction is made such that the set increase slope becomes larger.

Abstract: Provided is a vehicle braking control device applicable to a vehicle equipped with an electric-powered parking braking device, a hydraulic braking device and a regenerative braking device. The braking control device comprises a first braking control unit and a second braking control unit. When a parking braking operation is performed while the vehicle is travelling, the first braking control unit implements a first braking process which increases the braking force to the vehicle by operating the hydraulic braking device. When the braking force to the vehicle needs to be increased in a situation where the first braking process is being implemented, the second braking control unit implements a second braking process which increases the braking force to the vehicle by operating the regenerative braking device.

Abstract: The present disclosure is, for example, a braking control device for application in a vehicle. The braking control device includes: a hydraulic brake device that presses a braking member using hydraulic pressure toward a braked member that rotates integrally with a wheel to generate hydraulic braking force; and an electric brake device that presses the braking member using driving force of a motor toward the braked member to generate electric braking force. The braking control device adjusts the hydraulic braking force so that a vehicle speed falls within a target vehicle speed range while the vehicle is traveling on a downhill road, and replaces the hydraulic braking force with the electric braking force when at least one of the vehicle speed and the hydraulic pressure is stabilized.

Abstract: The braking control device decelerates a vehicle by automatically increasing a brake fluid pressure as a hydraulic pressure in a wheel cylinder at the time when a braking operation member is not operated, and includes: a pressure regulating valve provided to a connection path for connecting a master cylinder and the wheel cylinder and regulating a differential pressure between a master cylinder hydraulic pressure as a hydraulic pressure in the master cylinder and the brake fluid pressure; a fluid pump driven by an electric motor and discharging a brake fluid into the connection path between the pressure regulating valve and the wheel cylinder; and a controller controlling the pressure regulating valve and the electric motor. When the brake fluid pressure no longer has to be increased, the controller closes the pressure regulating valve and stops driving the electric motor.

Abstract: A resin molded article has an internal space. The resin molded article includes: a ventilation passage defined to allow the internal space to communicate with an outside of the resin molded article. The ventilation passage includes: a first ventilation passage extending from the internal space in a predetermined direction so as to include a bottom portion; and a second ventilation passage extending from the outside in a direction intersecting the predetermined direction. The first ventilation passage and the second ventilation passage communicate with each other by allowing the bottom portion to communicate with the bifurcated portions provided at an end portion of the second ventilation passage. A portion where the first ventilation passage and the second ventilation passage communicate with each other is narrowest in the ventilation passage.

Abstract: A braking control device includes: a wheel deceleration deriving section that derives decrease rates of wheel speed detection values as wheel deceleration calculation values; an average value deriving section that derives an average value of the wheel deceleration calculation values of wheels FL, FR, RL, and RR as a wheel deceleration average value; a determination section that determines, based on the wheel deceleration average value and an anteroposterior deceleration detection value, whether or not a slip increase state has been occurring for a determination time or longer; and a detection section that detects occurrence of cascade lock when it is determined that the slip increase state has been occurring for the determination time or longer during vehicle braking.

Abstract: This reservoir tank is provided with a reservoir body formed in the shape of a hollow box inside which a hydraulic fluid is stored, and is connected to a vehicle master cylinder in such a way that brake fluid flows into and out of the same. The reservoir body is provided with a top plate portion formed in the shape of a plate. A flow path portion having one or a plurality of flow paths formed in a serpentine fashion and opening downward in a vertical direction is provided in a protruding manner on an inner wall surface of the top plate portion, and a slit is provided on a downstream side of the flow path.

Abstract: A motor control device includes a current acquisition unit that acquires a limit current allowed to flow from a battery to a brushless motor, a voltage acquisition unit that acquires a power supply voltage applied from the battery to the brushless motor, and a command current determination unit that determines a d-axis command current and a q-axis command current. The command current determination unit determines the d-axis command current and the q-axis command current based on a power limit circle which is a current characteristic on a d-axis and a q-axis based on an inner product of a voltage vector and a current vector and a voltage limit circle which is a current characteristic on the d-axis and the q-axis based on the power supply voltage and an angular velocity of the brushless motor.