Abstract: A vehicle controller includes a controlling unit. The controlling unit calculates a feedback control amount based on a deviation between a target acceleration of a vehicle and an actual acceleration of the vehicle. The controlling unit executes a feedback control of a driving device and a braking device by using the feedback control amount, such that the deviation decreases. A state in which only the driving device, of the driving device and the braking device, operates is a first state. A state in which at least the braking device, of the driving device and the braking device, operates is a second state. When switched from the first state to the second state, the controlling unit calculates the feedback control amount such that the deviation permitted in the feedback control is greater than the deviation prior to a start of switching from the first state to the second state.

Abstract: A vehicle controller sets an upper limit request value related to an upper limit of a longitudinal acceleration of a vehicle, a lower limit request value related to a lower limit of the longitudinal acceleration, and an acceleration request value related to the longitudinal acceleration that corresponds to an amount of the operation of the vehicle. The vehicle controller sets a first arbitration request value to a greater one of the lower limit request value and the acceleration request value. The vehicle controller sets a second arbitration request value to a smaller one of the first arbitration request value and the upper limit request value. The vehicle controller sets, to a value that corresponds to the second arbitration request value, a command value sent to an actuator that operates to adjust the traveling speed.

Abstract: A vehicle motion controller includes a feedback controlling unit that executes feedback control in which a difference between a target acceleration corresponding to a request value from a driver assistance device and an actual acceleration of a vehicle is an input, thereby calculating a control amount used to reduce the difference, a request outputting unit that calculates a request longitudinal force based on the control amount, the request longitudinal force controlling an actuator, and an obtaining unit that obtains, as availability, a range of a longitudinal force capable of being generated by the actuator, the availability being a controllable range of the longitudinal force. The feedback controlling unit prohibits the control amount from decreasing when the request longitudinal force is less than a minimum value in the availability.

Abstract: A control device is applied to a vehicle that has a braking device configured to be able to adjust the braking force applied to the vehicle. The control device has a stopping braking force imparting unit that controls the braking device in order to apply a stopping braking force to the vehicle, as a minimum value of the braking force required to keep the vehicle stopped. The control device also has a deviation quantity deriving unit that derives a deviation quantity between a state quantity of the vehicle obtained when the stopping braking force is applied to the vehicle by the stopping braking force imparting unit and an ideal value of the state quantity of the vehicle. The control device also has a stopping braking force updating unit that updates the stopping braking force on the basis of the deviation quantity derived by the deviation quantity deriving unit.

Abstract: This vehicle control device is provided with: a determination unit for determining whether proscribed conditions are satisfied, including the inability to determine that a longitudinal acceleration target value is fluctuating and the ability to determine that the longitudinal acceleration of a vehicle is fluctuating; and a cooperative control unit which, on the condition that it has been determined that the prescribed conditions are satisfied, performs a braking/driving cooperative process to hold a torque output from one of a driving torque generation device and a braking torque generation device at a value which is larger than the torque at the point in time at which the prescribed conditions were met, and adjusts the torque output from the other device through feedback control using the longitudinal acceleration target value and the longitudinal acceleration of the vehicle.

Abstract: A driving support system installed on a vehicle includes: a roll back detection device configured to detect roll back of the vehicle; a stop-state detection device configured to detect stopping of the vehicle; a driving operation detection device configured to detect a driving operation performed by a driver of the vehicle; and a driving support control device configured to execute driving support control. The driving support control includes roll back suppression control that generates at least one of a driving force and a braking force to stop the vehicle when the roll back is detected. The driving support control device continues the roll back suppression control at least until the vehicle stops, even when the driving operation is performed during execution of the roll back suppression control.

Abstract: A control device is applied to a vehicle that has a braking device configured to be able to adjust the braking force applied to the vehicle. The control device has a stopping braking force imparting unit that controls the braking device in order to apply a stopping braking force to the vehicle, as a minimum value of the braking force required to keep the vehicle stopped. The control device also has a deviation quantity deriving unit that derives a deviation quantity between a state quantity of the vehicle obtained when the stopping braking force is applied to the vehicle by the stopping braking force imparting unit and an ideal value of the state quantity of the vehicle. The control device also has a stopping braking force updating unit that updates the stopping braking force on the basis of the deviation quantity derived by the deviation quantity deriving unit.

Abstract: A prediction unit predicts a limit time at which a limit request value corresponding to a minimum acceleration or torque is reached when a vehicle is decelerated with only a first deceleration control by a drive device based on change over time of a request value indicating a degree of longitudinal direction vehicle acceleration. A mode determination unit selects one of: a first mode in which only the first control is executed, and before the limit time is reached, in addition to the first control, a second deceleration control is started by a braking device; or a second mode in which only the first control is executed, and before the limit time is reached, in addition to the first control, a braking preparation control is started. A calculation unit calculates an operation amount of the drive and braking devices based on the request value in accordance with the determined mode.

Abstract: Provided is a control device for a vehicle including an operation amount calculation unit for calculating, in a first travel mode using an automatic control that is not dependent on a driving operation by a driver, an operation amount for controlling a drive device and/or a braking device on a basis of a travel resistance value and a request value indicative of a level of acceleration of the vehicle; a correction value calculation unit for calculating, in a second travel mode based on the driving operation by the driver, a correction value corresponding to an error of the travel resistance from a drive output value, a travel resistance value, and an acceleration value obtained in a state where a predetermined condition is fulfilled; and a travel resistance value correction unit for correcting the travel resistance value with the correction value.

Abstract: A driving support system installed on a vehicle includes a sensor detecting a vehicle state, a braking device, and a control device. The control device determines, based on the vehicle state, whether or not a first condition suggesting roll back of the vehicle is satisfied, and whether or not a second condition more strongly suggesting the roll back of the vehicle than the first condition is satisfied after the first condition is satisfied. When the second condition is satisfied after the first condition is satisfied, the control device executes roll back suppression control that controls the braking device to generate a braking force such that the vehicle stops. During a period from when the first condition is satisfied to when the second condition is satisfied, the control device executes precharge control that decreases play in the braking device without starting the roll back suppression control.

Abstract: A vehicle control device is configured such that if, during an automatic driving mode in which a vehicle is automatically driven regardless of operations by a driver, such automatic driving mode is temporarily stopped by a prescribed operation by the driver and a normal driving mode in which the vehicle is driven in accordance with the operations of the driver is entered, and thereafter the automatic driving mode is returned to from the normal driving mode, specific control is implemented in the post-return automatic driving mode, such control being determined on the basis of the driving state of the vehicle during the normal driving mode before the return.

Abstract: This vehicle control device is provided with: a determination unit for determining whether proscribed conditions are satisfied, including the inability to determine that a longitudinal acceleration target value is fluctuating and the ability to determine that the longitudinal acceleration of a vehicle is fluctuating; and a cooperative control unit which, on the condition that it has been determined that the prescribed conditions are satisfied, performs a braking/driving cooperative process to hold a torque output from one of a driving torque generation device and a braking torque generation device at a value which is larger than the torque at the point in time at which the prescribed conditions were met, and adjusts the torque output from the other device through feedback control using the longitudinal acceleration target value and the longitudinal acceleration of the vehicle.

Abstract: A driving support system installed on a vehicle includes: a roll back detection device configured to detect roll back of the vehicle; a stop-state detection device configured to detect stopping of the vehicle; a driving operation detection device configured to detect a driving operation performed by a driver of the vehicle; and a driving support control device configured to execute driving support control. The driving support control includes roll back suppression control that generates at least one of a driving force and a braking force to stop the vehicle when the roll back is detected. The driving support control device continues the roll back suppression control at least until the vehicle stops, even when the driving operation is performed during execution of the roll back suppression control.

Abstract: A prediction unit predicts a limit time at which a limit request value corresponding to a minimum acceleration or torque is reached when a vehicle is decelerated with only a first deceleration control by a drive device based on change over time of a request value indicating a degree of longitudinal direction vehicle acceleration. A mode determination unit selects one of: a first mode in which only the first control is executed, and before the limit time is reached, in addition to the first control, a second deceleration control is started by a braking device; or a second mode in which only the first control is executed, and before the limit time is reached, in addition to the first control, a braking preparation control is started. A calculation unit calculates an operation amount of the drive and braking devices based on the request value in accordance with the determined mode.

Abstract: A vehicle control device is configured such that if, during an automatic driving mode in which a vehicle is automatically driven regardless of operations by a driver, such automatic driving mode is temporarily stopped by a prescribed operation by the driver and a normal driving mode in which the vehicle is driven in accordance with the operations of the driver is entered, and thereafter the automatic driving mode is returned to from the normal driving mode, specific control is implemented in the post-return automatic driving mode, such control being determined on the basis of the driving state of the vehicle during the normal driving mode before the return.

Abstract: A wheel balance weight includes a weight, an adhesive seal, a release coated paper, and a protrusion. The protrusion is made of at least a part of the release coated paper, is disposed along a longitudinal direction of the weight, protrudes parallelly to a widthwise direction of the weight beyond one of opposite widthwise ends of the adhesive seal, is located at least around a position, which corresponds to the weight's center of gravity, and is provided with a cut-off, which is placed at the position corresponding to the weight's center of gravity. The wheel balance weight demonstrates improved workability upon assemblage.

Abstract: After a probe control means causes a longitudinal wave probe to carry out transmission and reception, it slides a shear wave probe to the same position. The probe control means rotates the shear wave probe at each predetermined angle and rotates it 180° while causing it to carry out the transmission and the reception at each rotating position. A measured data analyzer 16 calculates the constant of texture induced anisotropy in a test piece from echo data when both the probes carry out the transmission and the reception. With this arrangement, it is possible to measure the residual stress of a material, in which both texture induced anisotropy and residual stress induced anisotropy mixedly exist with pinpoint accuracy by separating only the texture induced anisotropy from the material.

Abstract: In mounting a crankshaft direct-driven oil pump to an engine, the oil pump is mounted to a cylinder block which supports a crankshaft, as well as an integral bearing cap in which bearing cap portions are connected to each other by beam portions.

Abstract: There is provided a joint fastening structure which is commonly used as a fastening portion of an internal combustion engine main body and a transmission case and a fastening portion of the internal combustion engine main body and an accessory, wherein a threaded component passes through the transmission case and the internal combustion engine main body so as to be integrally fastened to internal threads in the accessory.