Abstract: When the vehicle decelerates on the ascending slope, a required brake axle torque is calculated in accordance with vehicle deceleration, so that the swinging back is suppressed. At start timing after that, initial and final values of the required brake axle torque and a correction duration are determined. During the correction duration from the start timing, the required brake axle torque is decreased from the initial value to the final value. Then, based on change in a detected vehicular speed at or before a time which is a last moment of a period in which the detected vehicular speed detected based on detection signals of the wheel speed sensors are equal to or larger than a minimum detectable vehicular speed, a stop time at which an actual vehicle speed becomes zero is estimated, a period from the start time to the stop time is identified as the correction duration.

Abstract: An apparatus for controlling automatic stop/restart of an engine, includes: an automatic-stop/restart-control-unit which stops/restarts the engine; a brake-pressure-detection-unit which detects brake pressure in a brake system and controls the brake pressure to perform anti-skid control; a first-determination-unit which determines whether the brake pressure is not less than a first-threshold; a second-determination-unit which determines whether the brake pressure is not less than a second-threshold larger than the-first threshold; a stop-allowing-unit which allows the automatic-stop/restart-control-unit to stop the engine while the engine operates, when the first-determination-unit determines that the brake pressure is not less than the first-threshold and the second-determination-unit determines that the brake pressure is less than the second-threshold; and a stop-inhibiting-unit which inhibits the automatic-stop/restart-control-unit from stopping the engine while the engine operates, when the-first-determin

Abstract: A vehicle motion controlling apparatus has an allocating unit for selecting steering or braking control mainly performed in cooperative control, receiving a desired value of vehicle turning motion, allocating steering and braking controls for the motion, determining main yaw rate from vehicle conditions, and determining a non-main yaw rate from difference between the desired value and the main yaw rate. Setting units set assist torque corresponding to the main yaw rate and braking torque corresponding to the non-main yaw rate when the steering control is selected and set braking torque corresponding to the main yaw rate and assist torque corresponding to the non-main yaw rate when the braking control is selected. The assist torque is generated for assisting a change of steering angle of vehicle in steering control. The braking torque is generated for applying braking force to wheel of vehicle in braking control.

Abstract: An engine automatic stop and restart control apparatus is provided. The apparatus includes a control unit which stops and restarts an engine, an actual axle torque change speed calculation unit which calculates change speed in actual axle torque that is actually generated when the engine is restarted, an ideal axle torque change speed calculation unit which calculates change speed in ideal axle torque that corresponds to engine torque generated by the engine, a change speed difference calculation unit which calculates a change speed difference that is a difference between the change speed in actual axle torque and the change speed in ideal axle torque, and a vibration suppression control unit which executes a vibration suppression control for applying braking torque based on the change speed difference.

Abstract: A braking/driving control apparatus for a vehicle includes a basic control unit which calculates and outputs a target axle torque based on a target acceleration and a driving resistance of the vehicle and which determines an axle torque for a power train of the vehicle and an axle torque for a braking apparatus of the vehicle based on the calculated target axle torque, a sliding-down prediction determining unit which determines whether there is a possibility that the vehicle slides down rearwards on an uphill road, and a sliding-down preventing process executing unit which performs a process for reducing a possibility that the vehicle slides down, based on a determination result of the sliding-down prediction determining unit.

Abstract: [Problem] An object of the present invention is to provide a novel anticancer drug which is useful for treating prostate cancer accompanying androgen receptor mutation [Means for Solution] The present inventors conducted thorough research on mutant androgen-related diseases for which the traditional anti-androgen drugs become ineffective. As a result, they found that the compound, which is an active ingredient of the pharmaceutical composition of the present invention, exhibits an inhibitory action against transcriptional activation in a human mutant androgen receptor (AR), and has an excellent antitumor action in a human prostate cancer-bearing mouse, thereby completing the present invention. Accordingly, the compound, which is an active ingredient of the pharmaceutical composition of the present invention, is useful for a series of androgen receptor-related diseases including prostate cancer.

Abstract: A running control apparatus calculates a target driving or braking torque in a calculating block to control the vehicle driven or braked by this torque at a target speed against a running resistance changed with running circumstances of the vehicle. In a control block, when a driver-required braking torque based on the braking operation of the driver is smaller than the target braking torque, the running control for the vehicle is performed to brake the vehicle by the target braking torque. When the driver-required braking torque becomes higher than the target braking torque, the running control is stopped, and the driver manually brakes the vehicle by the driver-required braking torque. When the driver-required braking torque is decreased to be lower than the target braking torque or a predetermined braking torque corresponding to the release of the braking operation, the running control is restarted.

Abstract: When the vehicle decelerates on the ascending slope, a required brake axle torque is calculated in accordance with vehicle deceleration, so that the swinging back is suppressed. At start timing after that, initial and final values of the required brake axle torque and a correction duration are determined. During the correction duration from the start timing, the required brake axle torque is decreased from the initial value to the final value. Then, based on change in a detected vehicular speed at or before a time which is a last moment of a period in which the detected vehicular speed detected based on detection signals of the wheel speed sensors are equal to or larger than a minimum detectable vehicular speed, a stop time at which an actual vehicle speed becomes zero is estimated, a period from the start time to the stop time is identified as the correction duration.

Abstract: When a vehicle is started on an uphill road, slip may easily occur between vehicle wheels and a sloping road surface. When vehicle condition is changed from its stopping condition to its traveling condition on the uphill road, vehicle acceleration is controlled in a feed-back operation in such a manner that a target acceleration is made smaller as road gradient becomes larger or coefficient of friction becomes smaller.

Abstract: A vehicle control apparatus includes: an automatic-stop-and-restart-control-unit stopping/restarting an engine, a brake-fluid-pressure-control-unit controlling wheel-cylinder-pressure using a brake-system, which intensifies brake-manipulation-force by a brake-booster to cause master-cylinder-pressure in a master-cylinder while the engine operates, and which transfers the master-cylinder-pressure to wheel-cylinders to cause the wheel-cylinder-pressure, the brake-system including an actuator automatically increasing pressure in the wheel-cylinders irrespective of the brake-manipulation-force; a negative-pressure-detection-unit which detects the vacuum-pressure; a first-determination-unit which determines whether the vacuum-pressure is not more than a first threshold while the engine stops, a restarting-unit which allows the automatic-stop-and-restart-control-unit to restart the engine when the first-determination-unit determines that the vacuum-pressure is not more than the first threshold; a second-determinati

Abstract: A vehicle speed control device calculates a desired axle torque for maintaining a speed of a vehicle to a set speed, and conducts cruise control. Specifically, the vehicle speed control device calculates a drive force including a feedforward component corresponding to the set speed and a travel resistance against the travel of the vehicle, and a feedback component corresponding to a deviation of the set speed from the actual speed of the vehicle as a desired axle torque. The vehicle speed control device interrupts the cruise control when a requested drive axle torque requested by an accelerator operation during the cruise control exceeds the desired axle torque, and restarts the cruise control when the requested drive axle torque becomes lower than the desired axle torque.

Abstract: A reliability for a power-train feed-forward torque may be decreased when a degree of reliability for an estimated braking torque is decreased due to disturbance factors. A power-train feedback torque is corrected based on a degree of reliability for a power-train torque, for which a reliability for a braking condition is taken into account. In a similar manner, a brake feedback torque is corrected based on a degree of reliability for a braking torque, for which a reliability for a power-train condition is taken into account. Accordingly, it is possible to compensate the decrease of reliability for the power-train feed-forward torque or brake feed-forward torque by the correction for the power-train feedback torque or the brake feedback torque.

Abstract: An apparatus is provided for controlling acceleration of a vehicle to a target acceleration. In the apparatus, a target acceleration calculator calculates the target acceleration. A provisional acceleration setting unit sets a provisional target acceleration such that a change rate of the provisional target acceleration is limited to a target limitation value. The provisional target acceleration is used during a step during which the acceleration of the vehicle is changed to the target acceleration. A drive power calculator calculates a drive power to obtain the provisional target acceleration. In the provisional acceleration setting unit, an initial value of the provisional target acceleration depends on a running state of the vehicle.

Abstract: An object of the invention is to provide an acceleration control apparatus, according to which accuracy for feed-forward torque may not be decreased even when a calculating accuracy for an estimated-slope torque would be decreased. Reliability of estimated slope is calculated and feedback torque is corrected, in such a manner that a gain for a feedback control portion is increased when the reliability of the estimated slope becomes lower. It is, therefore, possible to compensate a possible decrease of the accuracy of the feed-forward torque by correcting the feedback torque in accordance with the reliability of the estimated slope.

Abstract: A control request arbitration apparatus of a vehicle includes respective sections for selecting one of a plurality of position control requests generated by control request apparatuses, for converting the selected position control request to a converted speed control request, for selecting one of a plurality of speed control requests including the converted speed control request, for converting the selected speed control request to a converted acceleration control request, and for selecting one of a plurality of acceleration control requests including the converted acceleration control request. Since position/acceleration and speed/acceleration conversion sections become unnecessary in control request apparatuses, the total of these sections becomes independent of the number of control request apparatuses.

Abstract: In a vehicle control device, a brake feedback control unit calculates a brake feedback torque Tfb-BK using a PID control model when a current state is a brake feedback use state. The brake feedback control unit stops the calculation of the brake feedback torque Tfb-BK when the current state is a brake feedback limitation state, and stores as an output value the brake feedback torque Tfb-BK that is output at a brake limitation start timing. At a brake limitation release timing, the brake feedback control unit restarts the feedback control using the stored brake feedback torque Tfb-BK as an initial value. The brake mechanism can thereby generate a predetermined brake torque of not more than 0 [N·m] immediately after the brake limitation release timing.

Abstract: In a cruise control system for a vehicle, a cruise ECU calculates a cornering resistance applied to the vehicle based upon a steering angle, when a vehicle turns. The cruise ECU calculates a speed reduction amount as a correction vehicle speed based upon the cornering resistance. The cruise ECU subtracts the correction vehicle speed from a set vehicle speed to set a target vehicle speed so that the vehicle speed becomes lower as the cornering resistance is larger. The cruise ECU controls the vehicle speed to be within a permissible speed range of the target vehicle speed.

Abstract: An apparatus controls automatic travel of a vehicle equipped with a motive power generator. In the apparatus, information indicating a road surface on which a vehicle is present currently is acquired. It is determined whether or not a command for shifting the vehicle from its stopped state to its traveling state is issued. When the command is issued, automatic shift of the vehicle is made from its stopped state to its traveling state by controlling drive of the motive power generator based on the acquired information. It is further determined whether or not, of a component of gravity applied to the vehicle, there is a force component applied in a direction opposite to a travel direction of the vehicle. When there is the force component, the operation applied to the motive power generator is continued even if the brake pedal is pressed by the driver.

Abstract: A vehicle speed control system starts an automatic decelerating operation with a maximum permissible decelerating physical amount “Gmax”, when an electronic control unit determines that a necessary decelerating physical amount for decreasing a vehicle speed “v” to a target vehicle speed “vt” at a curve starting point becomes larger than the maximum permissible decelerating physical amount “Gmax”. The vehicle speed control system terminates the automatic decelerating operation, when required decelerating physical amount by a braking operation during the automatic decelerating operation becomes larger than an actual control decelerating physical amount for the automatic decelerating operation.

Abstract: A vehicle automatic operation control device includes a target required torque calculating part (31) which determines the target required torque from the respective calculated values of a feed-forward calculated value and a feedback calculated value, and an automatic operation control part D which causes the vehicle to operate automatically on the basis of the determined target required torque, and which performs slip suppression control that suppresses slip of the wheels when any of the wheels of the vehicle slip. In cases where slip suppression control is performed by the automatic operation control part (D), the target required torque calculating part (31) holds the feedback calculated value based on the deviation between the target acceleration and actual acceleration, and determines the target required torque from the respective calculated values of the held feedback calculated value and feed-forward calculated value.