Abstract: 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.

Abstract: 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 15 is controlled based on the target yaw moment Mzt. If the average wheel speed of the right and left wheels is not more than the wheel speed of the turning outer wheel, the transfer clutch 15, right wheel clutch and left wheel clutch are disengaged.

Abstract: 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.

Abstract: In a method for producing a motor rotor, a lamination stack made up of stacked thin steel sheets each formed with a through hole, the lamination stack having a shaft bore formed of the through holes aligned with one another, is retained as a rotor core in a thickness direction with a pair of jigs from both sides, and a shaft is inserted into the shaft bore and joined to the lamination stack by shrink fitting. Each jig includes a shaft hole, a radially inner peripheral portion for holding a peripheral edge of the shaft bore of the lamination stack at a position, in a radial direction of the shaft hole, surrounding the shaft hole radially inside; and a radially outer peripheral portion for holding the outer periphery of the lamination stack. The radially inner and outer peripheral portions are positioned at different heights in a jig height direction.

Abstract: 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.

Abstract: 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.

Abstract: Feed-forward control amounts of an electric motor, which are necessary for a vehicle to travel along the target course under the feed-forward control, are calculated on the basis of the road shape. The prediction time is variably set to be shorter as the present displacement between the target course and the vehicle position becomes larger, the position after elapse of the prediction time is defined as a forward gaze point, and the feedback control amounts of the electric motor, which are necessary for the vehicle to travel along the target course under the feedback control, are calculated on the basis of the traveling state of the vehicle so as to zero the displacement between the target course and the vehicle trajectory in the forward gaze point. The electric motor current value is then calculated from the driver steering torque, feed-forward control amounts, and feedback control amounts.

Abstract: A control unit of an assist controller for a vehicle estimates the visibility of a driver, calculates a visibility degradation ratio as a temporal change amount of the visibility, compares the visibility degradation ratio with a warning threshold that has been set in advance according to a vehicle speed, determines whether to warn the driver with a warning device, compares the visibility degradation ratio with a control characteristic change threshold that has been set in advance according to a vehicle speed, determines changes in control characteristics of the ABS function, skid preventing control function, and brake assist control function, compares the visibility degradation ratio with a deceleration control actuation threshold that has been set in advance according to a vehicle speed, and determines whether to execute automatic braking.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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 15 is controlled based on the target yaw moment Mzt. If the average wheel speed of the right and left wheels is not more than the wheel speed of the turning outer wheel, the transfer clutch 15, right wheel clutch and left wheel clutch are disengaged.

Abstract: In a method for producing a motor rotor, a lamination stack made up of stacked thin steel sheets each formed with a through hole, the lamination stack having a shaft bore formed of the through holes aligned with one another, is retained as a rotor core in a thickness direction with a pair of jigs from both sides, and a shaft is inserted into the shaft bore and joined to the lamination stack by shrink fitting. Each jig includes a shaft hole, a radially inner peripheral portion for holding a peripheral edge of the shaft bore of the lamination stack at a position, in a radial direction of the shaft hole, surrounding the shaft hole radially inside; and a radially outer peripheral portion for holding the outer periphery of the lamination stack. The radially inner and outer peripheral portions are positioned at different heights in a jig height direction.

Abstract: A carburetor provided on an intake pipe is disclosed. The carburetor includes a rotary cock attached to a fuel chamber. The cock is used for opening and closing fuel channels and drain channels. The cock has a rotational axis inclined relative to the central axis of the intake pipe.

Abstract: 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.

Abstract: A front/rear driving/braking force control unit 30 calculates driving/braking forces of front and rear axles that minimize energy loss realizing a target steering characteristic as first front/rear driving/braking forces Fxfte, Fxrte and calculates driving/braking forces of the front and rear axles that realize the target steering characteristic and maximize the sum of maximum tire lateral forces of the front and rear axles as second front/rear driving/braking forces Fxftp, Fxrtp.

Abstract: 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.

Abstract: 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.

Abstract: 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.