Abstract: A reception unit receives a command which is either a leftward lane change command or a rightward lane change command. A traveling control unit controls the lane change, based on the lane change command. A lighting control unit turns on a direction indicator. A command determination unit causes the traveling control unit to cancel control of both the leftward and rightward lane changes and causes the lighting control unit to turn off the direction indicator, in spite of the reception unit receiving a first lane change command to either leftward or rightward direction as a lane change, and the traveling control unit starting first lane change control, if a second lane change command, which is in a direction opposite to the first lane change, is received before part of the vehicle enters an adjacent lane which is adjacent to a traveling lane where the vehicle travels.

Abstract: A traveling assist device includes a recognition unit, a traveling control unit, a sensor determination unit, and a control decision unit. The sensor determination unit determines whether surrounding detection sensors are normal or not. The control decision unit decides whether the traveling control unit controls a lane change based on the result of determination by the sensor determination unit.

Abstract: A driving support apparatus includes a driving support unit, a switching control unit, a reliability detection unit, and a threshold lowering unit. The switching control unit ceases driving support by the driving support unit and switches a driving state from driving in which the driving support is performed to manual driving, according to input from an operation detection unit when operating force or an operation amount exceeds a threshold. The reliability detection unit detects degradation of reliability of the driving support by the driving support unit. The threshold lowering unit lowers the threshold when the reliability detection unit detects the degradation of the reliability.

Abstract: A reception unit receives a command which is either a leftward lane change command or a rightward lane change command. A traveling control unit controls the lane change, based on the lane change command. A lighting control unit turns on a direction indicator. A command determination unit causes the traveling control unit to cancel control of both the leftward and rightward lane changes and causes the lighting control unit to turn off the direction indicator, in spite of the reception unit receiving a first lane change command to either leftward or rightward direction as a lane change, and the traveling control unit starting first lane change control, if a second lane change command, which is in a direction opposite to the first lane change, is received before part of the vehicle enters an adjacent lane which is adjacent to a traveling lane where the vehicle travels.

Abstract: A driving support apparatus includes a driving support unit, a switching control unit, a reliability detection unit, and a threshold lowering unit. The switching control unit ceases driving support by the driving support unit and switches a driving state from driving in which the driving support is performed to manual driving, according to input from an operation detection unit when operating force or an operation amount exceeds a threshold. The reliability detection unit detects degradation of reliability of the driving support by the driving support unit. The threshold lowering unit lowers the threshold when the reliability detection unit detects the degradation of the reliability.

Abstract: A traveling assist device includes a recognition unit, a traveling control unit, a sensor determination unit, and a control decision unit. The sensor determination unit determines whether surrounding detection sensors are normal or not. The control decision unit decides whether the traveling control unit controls a lane change based on the result of determination by the sensor determination unit.

Abstract: A brake apparatus includes: a master cylinder generating a master cylinder fluid pressure; a wheel brake device applying a braking force to the wheels; a control fluid pressure generation device including a fluid pressure control valve and a fluid pressure pump; an electric motor driving the fluid pressure pump; a control fluid pressure setting unit setting a control fluid pressure; wherein the control fluid pressure generation device rotates the electric motor to circulate a brake fluid and applies a control current to the fluid pressure control valve to thus generate the control fluid pressure in the fluid pressure control valve, and a target rotation number setting unit configured to calculate a pump-necessary discharge flow rate and a brake fluid amount, and set a target rotation number of the electric motor based on the pump-necessary discharge flow rate.

Abstract: A brake apparatus includes: a master cylinder generating a master cylinder fluid pressure; a wheel brake device applying a braking force to the wheels; a control fluid pressure generation device including a fluid pressure control valve and a fluid pressure pump; an electric motor driving the fluid pressure pump; a control fluid pressure setting unit setting a control fluid pressure; wherein the control fluid pressure generation device rotates the electric motor to circulate a brake fluid and applies a control current to the fluid pressure control valve to thus generate the control fluid pressure in the fluid pressure control valve, and a target rotation number setting unit configured to calculate a pump-necessary discharge flow rate and a brake fluid amount, and set a target rotation number of the electric motor based on the pump-necessary discharge flow rate.

Abstract: An apparatus for controlling a pump driving motor includes estimated fluid volume obtaining means for obtaining an estimated volume of a brake fluid discharged to a reservoir, hydraulic pump controlling means for specifying the number of rotations of the motor for driving a hydraulic pump based on the estimated volume and for driving the hydraulic pump with the specified number of rotations, and changing means for changing the number of rotations of the motor to be smaller than the number of rotations specified on the basis of the estimated volume in a case where an actual time defined from a driving start of the hydraulic pump to a point where the brake fluid in the reservoir actually turns to zero is shorter than an estimated time over which the estimated volume turns to zero by a driving of the hydraulic pump with the specified number of rotations of the motor.

Abstract: To provide optimal braking force control using braking operation data, an ECU in a brake force control system detects a braking operation according to fluctuation components of wheel rotation. That is, the ECU calculates the wheel acceleration and sets a reference load level for the braking operation according to a road surface coefficient of friction at the wheel tire. When the amplitude of the wheel acceleration increases and exceeds the reference load level, the braking load is determined to be heavy. If the braking load is heavy, the ECU decreases the brake oil pressure of the wheel being detected. In this way, the slip ratio can be controlled around a peak road surface coefficient of friction.

Abstract: Process of dehydrocyclizing C.sub.6 -C.sub.10 paraffins using a sodium zeolite X or sodium zeolite Y, which zeolite has been ion exchanged with from 0.10 to 1.2 weight percent platinum, the catalyst calcined and the platinum then reduced with hydrogen to the free metal. Said catalyst is characterized by its rather high platinum dispersion. In an especially preferred aspect of the invention, the catalyst is given a final ion exchange with a sodium salt such as sodium bicarbonate. The dehydrocyclization reaction is carried out at from 500.degree. to 560.degree.C and preferably from 510.degree. to 555.degree.C using a partial pressure of hydrogen of from 10 to 300 p.s.i.g. and preferably 50 to 200 p.s.i.g. to form benzene and alkylbenzenes.