Abstract: An automatic steering control apparatus includes a target-path acquisition unit that acquires a target path that is to be a traveling path of the vehicle, a target-rudder-angle acquisition unit that acquires a target rudder angle that is to be a rudder angle in the vehicle, on the basis of the target path, a sideslip-angle estimation unit that estimates a sideslip angle in the vehicle that is traveling at the target rudder angle, on the basis of the target rudder angle and a vehicle condition of the vehicle, and an automatic steering control unit. The automatic steering control unit performs at least one of stopping of automatic steering control and controlling of a steering-quantity regulation gain for regulating the target rudder angle, when the estimated sideslip angle is equal to or greater than a predetermined value.

Abstract: In a target track generation apparatus (10), a preceding vehicle position acquisition unit (1) acquires a relative position of a preceding vehicle. A subject vehicle state quantity acquisition unit (2) acquires a state quantity of a subject vehicle. A subject vehicle movement amount calculator (3) calculates a movement amount of the subject vehicle, based on the state quantity of the subject vehicle. A subject vehicle reference preceding vehicle position calculator (4) calculates a point group of subject vehicle reference preceding vehicle positions representing a history of the relative position of the preceding vehicle in a coordinate system using a current position of the subject vehicle as a reference, based on the relative position of the preceding vehicle and the movement amount of the subject vehicle. A target track generator (5) generates a target track of the subject vehicle, based on the point group of the subject vehicle reference preceding vehicle positions.

Abstract: A travel direction estimation device mounted on a vehicle including a position detector and an angular velocity detector to estimate a travel direction of the vehicle includes: a first angle processor calculating a first angle based on a change of a position of the vehicle being detected in the position detector and updated at a predetermined time interval, a second angle processor calculating a second angle based on a rotational angular velocity of the vehicle being detected in the angular velocity detector and a detection interval of the position of the vehicle in the position detector, and a travel direction processor calculating the travel direction of the vehicle based on the first angle and the second angle. The travel direction estimation device can estimate a travel direction of a vehicle with a high degree of accuracy.

Abstract: A steering control device includes a transverse gradient estimator configured to estimate a transverse gradient of a road surface on which a vehicle travels; an assisting amount calculator configured to calculate a first assisting amount based on the transverse gradient; a low pass filter configured to perform a low pass filter processing for the first assisting amount, and output the processed first assisting amount subjected to the low pass filter processing, as a second assisting amount; and a motor controller configured to control a motor that generates a steering assist torque, using the second assisting amount. The low pass filter switches a cut-off frequency of the low pass filter between a first cut-off frequency and a second cut-off frequency that is set to a value higher than the first cut-off frequency, depending on whether the second assisting amount increases with time or the second assisting amount decreases with time.

Abstract: To provide a vehicle position processing apparatus, a vehicle control apparatus, a vehicle position processing method, and a vehicle control method capable of increasing the number of the position information of front object used for generation of the trajectory and improving the generation accuracy of the trajectory. A vehicle position processing apparatus, a vehicle control apparatus, a vehicle position processing method, and a vehicle control method that obtains positions of a target object, sets a trajectory generation range which is a continuous range including a position of the target object close to a position of the present own vehicle, selects positions of the target object included in the trajectory generation range among the plural positions of the target object, as target object positions for trajectory generation, and generates a trajectory of the target object based on the target object positions for trajectory generation.

Abstract: Based on the result of determination by a friction transition state determination unit, an assist command value correction unit corrects a basic assist command value in such a way that the hysteresis width of steering torque at a time of turning steering increases; then, a current driving unit controls a motor current in such a way that the motor current coincides with a current command value obtained by correcting the basic assist command value by use of an assist command correction value.

Abstract: An automatic steering control apparatus includes a target-path acquisition unit that acquires a target path that is to be a traveling path of the vehicle, a target-rudder-angle acquisition unit that acquires a target rudder angle that is to be a rudder angle in the vehicle, on the basis of the target path, a sideslip-angle estimation unit that estimates a sideslip angle in the vehicle that is traveling at the target rudder angle, on the basis of the target rudder angle and a vehicle condition of the vehicle, and an automatic steering control unit. The automatic steering control unit performs at least one of stopping of automatic steering control and controlling of a steering-quantity regulation gain for regulating the target rudder angle, when the estimated sideslip angle is equal to or greater than a predetermined value.

Abstract: Provided is a collision avoidance apparatus that can avoid a collision through both steering and braking. In a collision avoidance apparatus, a no-entry zone defining unit defines a no-entry zone for preventing a subject vehicle from colliding with an obstacle around the subject vehicle, based on obstacle information including information on a position of the obstacle and based on lane information that is information on a traveling lane of the subject vehicle. A following determination unit determines whether the obstacle is an avoidance target or a following target, based on the position of the obstacle or a position of the no-entry zone. A constraint establishing unit establishes a constraint on a state quantity or a control input of the subject vehicle to prevent the subject vehicle from at least entering the no-entry zone.

Abstract: Provided is an obstacle avoidance apparatus that can specify a distance between a subject vehicle and an obstacle when making the subject vehicle avoid the obstacle. An obstacle avoidance apparatus includes: an obstacle movement predictor that predicts movement of the obstacle; and a constraint generator that establishes a constraint on a state quantity or a control input of the subject vehicle by determining whether to steer right or left around the obstacle and defining a no-entry zone for preventing the subject vehicle from colliding with the obstacle. The constraint generator incorporates, into the no-entry zone, an area to the left of the obstacle when determining to steer right around the obstacle, and incorporates, into the no-entry zone, an area to the right of the obstacle when determining to steer left around the obstacle.

Abstract: Provided is a moving object detector capable of acquiring a position history of a moving object that is less affected by the behavior of a subject vehicle. In a moving object detector, a moving-object relative position acquiring unit acquires position coordinates of a moving object expressed in a subject-vehicle-based coordinate system that is based on the position of a subject vehicle. A subject-vehicle state quantity acquiring unit acquires the state quantity of the subject vehicle. A coordinate converter generates a history of position coordinates of the moving object expressed in a moving-object-based coordinate system that is based on the position of the moving object, on the basis of the position coordinates of the moving object expressed in the subject-vehicle-based coordinate system, and the state quantity of the subject vehicle.

Abstract: This vehicle driving support device includes: a state acquisition device configured to acquire a detection result from a state detector configured to detect a travel state and a steering state of a vehicle; a target path information acquisition device configured to acquire target path information indicating a path on which the vehicle is to travel; a prediction device configured to predict a deviation of a position of the vehicle from the target path information, and a twist amount of the steering shaft; and a calculator configured to calculate a target amount of a steering controller configured to control the motor based on the deviation of the position of the vehicle from the target path information and the twist amount of the steering shaft so as to reduce the twist amount of the steering shaft.

Abstract: When an adjustment information input unit (1) acquires one of information of a feeling value and steering control information, a steering control information calculation unit (2) calculates data of a control characteristic graph visually representing control characteristics of steering using the acquired information. An adjustment information display unit (3) displays, on the same screen, a control characteristic graph in accordance with the data of the control characteristic graph and a feeling value operation section visually showing the feeling value.

Abstract: A thin linear vibration motor that suppresses the occurrence of operating noise. A linear vibration motor has a stationary element; a movable element that is supported elastically, so as to enable vibration along an axial direction, on the stationary element; and a driving portion causing the movable element to undergo reciprocating vibration along the axial direction, through the provision of a coil on the stationary element, the provision of a driving magnet on the movable element, and the application of an electric current to the coil while the driving magnet is attracted by magnetic material (supporting plate) that is provided on the stationary element side of the coil, wherein: the stationary element is provided with a stationary magnet that is magnetized in a direction that is perpendicular to the axial direction; and the movable element is provided with a movable magnet that opposes, while repelling, the stationary magnet.

Abstract: A travel direction estimation device mounted on a vehicle including a position detector and an angular velocity detector to estimate a travel direction of the vehicle includes: a first angle processor calculating a first angle based on a change of a position of the vehicle being detected in the position detector and updated at a predetermined time interval, a second angle processor calculating a second angle based on a rotational angular velocity of the vehicle being detected in the angular velocity detector and a detection interval of the position of the vehicle in the position detector, and a travel direction processor calculating the travel direction of the vehicle based on the first angle and the second angle. The travel direction estimation device can estimate a travel direction of a vehicle with a high degree of accuracy.

Abstract: A steering control device capable of causing a steering torque to follow a target steering torque when a driver holds a steering wheel for steering, and making an adjustment so that the steering wheel returns to a neutral position at an appropriate speed, when the driver releases his or her hands from the steering wheel. A motor is controlled based on a motor steering assist torque, which is a sum of a first steering assist torque, which is proportional to an integral value of a deviation between the target steering torque and the steering torque, and a second steering assist torque, which is proportional to a motor rotational angular velocity and acting in a direction of suppressing a return speed of the steering wheel when the steering wheel returns to the neutral position.

Abstract: Based on the result of determination by a friction transition state determination unit, an assist command value correction unit corrects a basic assist command value in such a way that the hysteresis width of steering torque at a time of turning steering increases; then, a current driving unit controls a motor current in such a way that the motor current coincides with a current command value obtained by correcting the basic assist command value by use of an assist command correction value.

Abstract: Provided are a vehicle steering device and the like, which are capable of converging a lateral displacement at a forward gazing-point distance to a target travel line with simple control. A target travel line for a vehicle to travel by following a travel path recognized from an image taken by a camera or the like is set. A lateral speed, which is a change amount of the lateral displacement that is a difference between a position of the target travel line at the forward gazing-point distance and a position of the vehicle, is controlled so that the lateral displacement is reduced. A target steering angle is calculated based on the lateral speed, and a steering angle of the vehicle is controlled based on the calculated target steering angle.

Abstract: A linear vibration motor wherein the amplitude along the direction of thickness is limited, and wherein vibration is produced with a large thrusting force while securing adequate mass in the weight. The linear vibration motor comprises: a coil that is supported over a bottom plate that faces a top face portion of a case, and that is wound along a plane that is perpendicular to the bottom plate; a magnetic pole portion that is able to produce a thrusting force in the vertical direction through an electric current that flows in the coil; a weight that vibrates integrally with the magnetic pole portion; and an elastic member that supports the weight on the top face portion of the case so as to enable vertical vibration.

Abstract: A linear vibration motor is provided with a frame, a weight, and a plate spring 4, and is also provided with weight side drive members disposed within a through hole in the weight and attached with the through hole space along the direction of vibration therebetween, and a frame side drive member supported by the frame and disposed so as to pass through the through hole space. The plate spring 4 has a frame side seating part 4A attached to the frame, a weight side seating part attached to an end surface of the weight, and an elastic deformation part that elastically deforms between the frame side seating part and the weight side seating part. The weight side drive members are disposed so as to protrude from the end surface of the weight in the range of the thickness of the plate spring 4.

Abstract: The steering control device includes: current command value 1 calculation unit 11 which determines current command value 1 based on a vehicle speed and a steering torque; current command value 2 calculation unit 14 which determines current command value 2 based on a filtered differential value of the steering torque; and current drive unit 10 which drives motor 5 so that the value of the motor current matches the sum of current command values 1 and 2. When a first crossover frequency represents the crossover frequency of control open loop characteristics in the steering control device as obtained when current command value 2 is determined using a differential value of the steering torque which has not been filtered, the notch frequency of the notch filter is set to be greater than the mechanical resonance frequency of the steering control device and smaller than the first crossover frequency.