Abstract: 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.

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 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.

Abstract: 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 (?Am) 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 (?A) 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 ?strt is obtained from the current riskiness Risk (?A) of each azimuthal angle and an estimated riskiness Risk (?A)e of each azimuthal angle after a set time period.

Abstract: 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.

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.

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: 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.

Abstract: 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.

Abstract: An adjustment unit identifies a front-rear driving force distribution control unit and a braking force control unit, and calculates based on the current vehicle state, a target yaw moment required for each of the front-rear driving force distribution control unit and braking force control unit. Then, based on the current operating state of each of the control units, a control correction value for each unit is calculated in consideration of the maximum value, and outputted.

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 transfer clutch control units operates a second transfer clutch torque corresponding to a yaw moment out of the transfer clutch torque to be output to a transfer clutch drive unit by a second transfer clutch torque operational unit. The second transfer clutch torque operational unit operates a reference lateral acceleration from a lateral acceleration to be operated based on a linear vehicle motion model from a vehicle driving state and a preset coefficient according to the vehicle driving state, in addition to the yaw moment sensing the yaw rate and the yaw moment sensing the steering wheel angle, and operate the yaw moment corresponding to the deviation between the reference lateral acceleration and the actual lateral acceleration as a corrected value of the yaw moment. Not only a high ? road but also a low ? road, even abrupt change of road surfaces or the like can be consistently and optimally coped with in excellent response.

Abstract: With a drive power distribution control section, limited differential torque correction value TLSDS is estimated and calculated by a limited differential torque correction value calculating section based on input torque TCD. Also, a transfer torque calculating section calculates transfer torque TLSD2 by multiplying input torque sensing transfer torque TLSD1 by vehicle slip angular velocity correction coefficient K(d?/dt). A transfer torque correction/output section then subtracts limited differential torque correction value TLSDS from the transfer torque TLSD2 to calculate and output transfer torque TLSD. In this way, clutch engaging torque for carrying out front and rear drive power distribution is set with good accuracy, and it is possible to have both high cornering performance and high traction performance.

Abstract: A drive power distribution control section calculates an engaging torque of clutch means including an input torque sensitive transfer torque, a steering angle/yaw rate sensitive transfer torque, and a tack-in prevention transfer torque. The input torque sensitive transfer torque is estimated by using respective time constants corresponding to an increasing or decreasing of the engine torque. Also, when the input torque is large, a variation of the input torque sensitive transfer torque is increased. The steering angle/yaw rate sensitive transfer torque is corrected by an yaw moment according to an vehicle slip angular velocity, and an upper limit is set on the variation of the yaw moment per time.

Abstract: A driving force distribution control unit 60 calculates front/rear driving force distribution cooperative control addition yaw moment by multiplying front/rear driving force distribution control addition yaw moment by a front/rear driving force distribution cooperative control gain. Under steering accelerating condition, when it is possible to judge that actual lateral acceleration is high and the road is a high ? road, the front/rear driving force distribution cooperative control gain is set to become a low control gain so as to reduce a control amount by the front/rear driving force distribution control operation. Also, the driving force distribution control unit 60 calculates right/left driving force distribution cooperative control addition yaw moment by multiplying right/left driving force distribution control addition yaw moment by a right/left driving force distribution cooperative control gain.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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 (?Am) 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 (?A) 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 ?strt is obtained from the current riskiness Risk (?A) of each azimuthal angle and an estimated riskiness Risk (?A)e of each azimuthal angle after a set time period.

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.