Abstract: A driving control apparatus of the present invention has a driving road keeping device for providing a torque to a steering mechanism so as to keep a vehicle traveling at a predetermined position on a driving road; a driving road departure warning device for issuing a warning of a departure from the driving road on the basis of a position of the vehicle relative to the driving road; and a setting device for setting a need or no need for execution of a control of the driving road keeping device or the driving road departure warning device. Where the setting device sets a need for execution of the control, the control of the driving road keeping device is executed when an activation condition of the driving road keeping device is met and when a cruise control device is active.

Abstract: Lane width information Winf acquired by a traffic lane detector is retrieved (step S1); when a value of the lane width information Winf is within a predetermined range of change amount relative to a lane width output Wout_old at a previous time step, i.e., not less than (Wout_old+Wdec) nor more than (Wout_old+Winc), Winf is used directly as the lane width output Wout (steps S5?S9?S11?S8); when the value of lane width information Winf is off the predetermined range, i.e., less than (Wout_old+Wdec), (Wout_old+Wdec) is outputted as the lane width output value Wout (steps S5?S9?S10?S8); when the value of lane width information Winf exceeds (Wout_old+Winc), (Wout_old+Winc) is outputted as the lane width output Wout (steps S5?S6?S8).

Abstract: A parking assist apparatus performs a guidance of a vehicle toward a target parking position, even after the guidance has been canceled. The target parking position is set in accordance with an operation applied to a target parking position designation display that is displayed on a screen showing a periphery of the vehicle. It is determined whether a cancellation condition of canceling the guidance of the vehicle toward the target parking position is established. A memory continuously holds target parking position information even after the cancellation condition is established.

Abstract: An apparatus for warning deviation from a lane has a deviation evaluation ECU 1. The deviation evaluation ECU 1 has a deviation evaluator 14 for performing an evaluation on a deviation by comparing a future position of a host vehicle with a lane future position. Before this deviation evaluation, a mask processor 13 determines whether a yaw angle of the host vehicle and a lateral position of the vehicle relative to a driving lane exceed their respective thresholds preliminarily determined. When either one or the both are not more than the thresholds, the mask processor 13 performs a mask process, without performing the deviation evaluation. A deviation evaluator 14 performs the deviation evaluation when the yaw angle and the lateral position relative to the driving lane both exceed their respective thresholds.

Abstract: A vehicle speed V is compared with a threshold Vth; when V is less than Vth, TLC is set to an initial value t0; when V is not less than Vth, TLC is set shorter with increase in V. Then TLC is compared with a predetermined value t th, and when TLC is less than t th, TLC is replaced by t th being a lower limit. This improves compatibility between a reduction in an occurrence frequency of needless warnings and a guarantee of a deviation margin time.

Abstract: In a driving assistance system having an actuator (16) for steering steered wheels of a vehicle, a positional deviation detecting unit (9) detects a deviation of a position of the vehicle from a forward travel path of the vehicle based on information around the vehicle. A steering control variable determination unit (2) determines a steering control variable to cancel the deviation. If a vehicle speed detected by a vehicle speed detecting unit is equal to or greater than a predetermined speed, the steering control variable determined by a steering control variable determination unit (2) decreases with an increase of the vehicle speed under the condition that the deviation of the position of the vehicle from the forward travel path is same. The driving assistance system can reduce a driver's discomfort caused by the steering control through the actuator (16) when the vehicle is running at a high speed.

Abstract: A driving assist apparatus for a vehicle that guides the vehicle to a target position is provided. On the basis of the present direction of the vehicle and the direction of the vehicle at the target position, a basic path that changes the vehicle direction so as to coincide with the target direction of the vehicle at the target position is computed. A path from the present position to the target position is computed by adding a straight-line path to the basic path under a predetermined condition.

Abstract: Lane width information Winf acquired by a traffic lane detector is retrieved (step S1); when a value of the lane width information Winf is within a predetermined range of change amount relative to a lane width output Wout_old at a previous time step, i.e., not less than (Wout_old+Wdec) nor more than (Wout_old+Winc), Winf is used directly as the lane width output Wout (steps S5?S9?S11?S8); when the value of lane width information Winf is off the predetermined range, i.e., less than (Wout_old+Wdec), (Wout_old+Wdec) is outputted as the lane width output value Wout (steps S5?S9?S10?S8); when the value of lane width information Winf exceeds (Wout_old+Winc), (Wout_old+Winc) is outputted as the lane width output Wout (steps S5?S6?S8).

Abstract: When an integral calculation of a physical quantity representing a state of a controlled system is performed, two integral calculations, that is, a positive-integral calculation and a negative-integral calculation are performed. In this way, differentiated information can be obtained, depending on the control conditions. A selection of which one of the integral value obtained by the positive-integral calculation and the integral value obtained by the negative-integral calculation is used, is made on the basis of an actual control value and a desired control value when control is performed so that a value representing the state of the controlled system becomes equal to the desired control value. In this way, a control parameter which has been judged to include a phase delay is removed. Thus, the phase delay in the overall control can be suppressed, and an appropriate steering assist control can be performed, for example.

Abstract: A vehicle speed V is read (step S1), V is compared with a first threshold Vth1 (step S2), and, when V is not less than Vth1, a warning torque is set smaller with increase in V (step S3). When V is less than Vth1, V is further compared with a second threshold Vth2 (step S4), and when V is less than Vth2, the warning torque is set approximately in proportion to the vehicle speed (step S5); when V is not less than Vth2 and is less than Vth1, the warning torque is set at a predetermined constant value (step S6).

Abstract: A driving control apparatus of the present invention has a driving road keeping device for providing a torque to a steering mechanism so as to keep a vehicle traveling at a predetermined position on a driving road, a setting device for setting a need or no need for execution of a control of the driving road keeping device, and a cruise control device for controlling a driving force or speed of the vehicle so as to keep the vehicle in a predetermined driving state. A need or no need for execution of the control of the driving road keeping device is determined based on a setting state of the setting device and a control state of the cruise control device. A display indicating that the control of the driving road keeping device is ready is presented when the control of the driving road keeping device is in an executable state upon a state change of either the setting state of the setting device or the control state of the cruise control device.

Abstract: A vehicle speed V is compared with a threshold Vth; when V is less than Vth, TLC is set to an initial value t0; when V is not less than Vth, TLC is set shorter with increase in V. Then TLC is compared with a predetermined value t th, and when TLC is less than t th, TLC is replaced by t th being a lower limit. This improves compatibility between a reduction in an occurrence frequency of needless warnings and a guarantee of a deviation margin time.

Abstract: A future yaw rate ?(t) is estimated according to a current yaw rate ?(t) and a steering angular velocity. As compared with directly detecting the yaw rate ?(t) from a vehicle body, calculating the yaw rate ?(t) from a steering operation can attain a yaw rate having a phase advanced by a time lag ?t, whereby the future yaw rate ?(t) can be estimated accurately.

Abstract: In deviation prevention support ECU 10 in driving operation support system 1, an applied torque by steering torque applier 17 is set based on a vehicle speed of a vehicle. The applied torque is set to increase with increase of the vehicle speed. An upper limit according to the vehicle speed is set for this applied torque. Furthermore, in a Start interval in application of the applied torque, a rate of increasing to reach a maximum is determined according to the maximum of the applied torque. In a Close interval, the applied torque is decreased at a rate different from that in the Start interval, and the absolute rate of increasing the torque in the Start interval is set to be larger than the absolute rate of decreasing the torque in the Close interval.

Abstract: A driving support system according to the present invention is provided with an actuator for steering steered wheels of a vehicle and is used for supporting driving of the vehicle by making use of steering by means of the actuator. The driving support system has an image taking device for taking a forward image ahead the vehicle, a determiner for determining a controlled variable of the actuator on the basis of the forward image acquired by the image taking device, a limiter for limiting the controlled variable when a time change of the controlled variable of the actuator determined by the determiner is off a predetermined range, and a controller for controlling the actuator. The limiter sets a limit value for limiting the time change of the controlled variable of the actuator so that the limit value at a start (or at an end) of the driving support control is different from the limit value in continuation of the driving support control.

Abstract: In deviation prevention support ECU 10 in driving operation support system 1, an applied torque by steering torque applier 17 is set based on a vehicle speed of a vehicle. The applied torque is set to increase with increase of the vehicle speed. An upper limit according to the vehicle speed is set for this applied torque. Furthermore, in a Start interval in application of the applied torque, a rate of increasing to reach a maximum is determined according to the maximum of the applied torque. In a close interval, the applied torque is decreased at a rate different from that in the Start interval, and the absolute rate of increasing the torque in the Start interval is set to be larger than the absolute rate of decreasing the torque in the close interval.

Abstract: Characteristic lines A to D of lateral acceleration G-required torque T in determination of required torque T are used as switched according to increase/decrease of the absolute value of the lateral acceleration, and the direction thereof. The lines A, C used in increase of the absolute value of the lateral acceleration G are so set that the absolute value of required torque T becomes larger at the same lateral acceleration G (G?0) than that with the lines B, D used in decrease of the absolute value of the lateral acceleration G. The difference between line A and line B (the difference between line C and line D as well) at the same lateral acceleration G is so set that the difference near the lateral acceleration of 0 is smaller than that in the other regions. Particularly, it is preferable to set the required torque T to 0 at the lateral acceleration G of 0.

Abstract: A vehicle backward movement assist device includes an image capturing means for capturing an image of an outside area in back of a vehicle, a parking mode judging means for judging whether a parking mode by reversing of the vehicle is a back-in parking or a parallel parking, a target parking position inputting means for setting a target parking position where the vehicle is parked based on the parking mode determined by the parking mode judging means, and a displaying means for displaying the image captured by the image capturing means and superimposedly displaying the target parking position set by the target parking position inputting means on the captured image so as to guide the vehicle to the target parking position.

Abstract: A guiding device is disclosed for guiding a vehicle to a target position by controlling the steering angle while estimating the vehicle position at least based on a steering angle value, characterized in that, in estimating the vehicle position, a slowing operation with respect to a change dp in a moving distance of the vehicle is applied to a turning curvature g(Str(p)) estimated based on the steering angle value in order to compensate for the delay due to tire deformation, whereby the delay-compensated turning curvature y(p) is obtained.

Abstract: When an integral calculation of a physical quantity representing a state of a controlled system is performed, two integral calculations, that is, a positive-integral calculation and a negative-integral calculation are performed. In this way, differentiated information can be obtained, depending on the control conditions. A selection of which one of the integral value obtained by the positive-integral calculation and the integral value obtained by the negative-integral calculation is used, is made on the basis of an actual control value and a desired control value when control is performed so that a value representing the state of the controlled system becomes equal to the desired control value. In this way, a control parameter which has been judged to include a phase delay is removed. Thus, the phase delay in the overall control can be suppressed, and an appropriate steering assist control can be performed, for example.