Abstract: There is provided an optical element, an imaging lens and an imaging device preventing from occurring ghosts and flares caused by unnecessary light reflected on a surface of the edge part or inside the same of the optical element, and reproducing a clear image quality. The optical element 100 includes an effective optical portion 101, 103 and an edge part 102, 104 forming at the circumference of the effective optical portion 101, 103. A light shielding area SSI which changes in quality by laser irradiation is provided from a surface to the inside of the edge part or the inside of the same.

Abstract: a brake control system adapted to prevent or reduce noise is provided. A brake control system switches a pressure increase mode between first pressure increase that closes a differential pressure valve placed between a master cylinder and a wheel cylinder and activates a pump to increase wheel cylinder hydraulic pressure and second pressure increase that allows brake fluid to leak through the differential pressure valve and activates the pump to increase the wheel cylinder hydraulic pressure, according to the state of a vehicle.

Abstract: A vehicle control apparatus including: a bad-road control-mode switch configured to be manipulated by a driver; and a bad-road control section configured to perform a bad-road control when a bad-road control mode is selected by the bad-road control-mode switch, the bad-road control section including a shift changeover function configured to automatically change a shift state of vehicle between a forward running and a reverse running, and a driving-force applying section configured to reduce a driving force acting on a road-wheel when the shift state of vehicle is changed by the shift changeover function, and configured to apply a predetermined driving force to the road-wheel when a predetermined time has elapsed after the change of shift state, as the bad-road control.

Abstract: A vehicle control apparatus including: a bad-road control-mode switch configured to be manipulated by a driver; and a bad-road control section configured to perform a bad-road control when a bad-road control mode is selected by the bad-road control-mode switch, the bad-road control section including a shift changeover function configured to automatically change a shift state of vehicle between a forward running and a reverse running, and a driving-force applying section configured to reduce a driving force acting on a road-wheel when the shift state of vehicle is changed by the shift changeover function, and configured to apply a predetermined driving force to the road-wheel when a predetermined time has elapsed after the change of shift state, as the bad-road control.

Abstract: A vehicle control apparatus includes a bad-road control-mode switch configured to be manipulated by a driver, and a bad-road control section configured to perform a bad-road control when a bad-road control mode is selected by the bad-road control-mode switch. The bad-road control section includes a braking-force applying section configured to apply a braking force to a drive-wheel, and a driving-force applying section configured to apply a driving force to the drive-wheel which is receiving the braking force from the braking-force applying section, as the bad-road control.

Abstract: A braking/driving force control apparatus for a vehicle includes a drive wheel configured to be driven by an output of a drive source; a brake unit configured to control a braking force to be applied to the drive wheel, in accordance with a state of the vehicle; and a brake control unit configured to control the brake unit, and configured to reduce a brake torque of the drive source when the brake unit actually applies a braking force to at least the drive wheel of the vehicle.

Abstract: A vehicle control apparatus includes a bad-road control-mode switch configured to be manipulated by a driver, and a bad-road control section configured to perform a bad-road control when a bad-road control mode is selected by the bad-road control-mode switch. The bad-road control section includes a braking-force applying section configured to apply a braking force to a drive-wheel, and a driving-force applying section configured to apply a driving force to the drive-wheel which is receiving the braking force from the braking-force applying section, as the bad-road control.

Abstract: A braking/driving force control apparatus for a vehicle includes a drive wheel configured to be driven by an output of a drive source; a brake unit configured to control a braking force to be applied to the drive wheel, in accordance with a state of the vehicle; and a brake control unit configured to control the brake unit, and configured to reduce a brake torque of the drive source when the brake unit actually applies a braking force to at least the drive wheel of the vehicle.

Abstract: In a braking force control apparatus of a wheeled vehicle employing a vehicle sensor capable of detecting at least a slope in a longitudinal direction of the vehicle, and a hydraulic modulator regulating a wheel-brake cylinder pressure of each of front and rear road wheels, a control unit is configured to be electronically connected to the vehicle sensor and the hydraulic modulator, for independently controlling the wheel-brake cylinder pressure of the front road wheel and the wheel-brake cylinder pressure of the rear road wheel by respective control rules, different from each other. When a first one of the two different control rules is applied to the front road wheel, the control unit applies the second control rule to the rear road wheel. Conversely when the second control rule is applied to the front road wheel, the control unit applies the first control rule to the rear road wheel.

Abstract: An antiskid control system for a four-wheel-drive vehicle is arranged to calculate a difference between an average of wheel accelerations of front wheels and an average of wheel acceleration of rear wheels. When the difference is greater than or equal to the vibration determination threshold, the antiskid control system determines that a driveline vibration is generated and executes a control for converging the driveline vibration.

Abstract: An antiskid control system for a four-wheel-drive vehicle is arranged to calculate a difference between an average of wheel accelerations of front wheels and an average of wheel acceleration of rear wheels. When the difference is greater than or equal to the vibration determination threshold, the antiskid control system determines that a driveline vibration is generated and executes a control for converging the driveline vibration.

Abstract: A brake control apparatus for a vehicle, includes a brake actuator, a solenoid valve to regulate a brake fluid pressure supplied to the brake actuator, a condition sensor to sense a vehicle running condition; and a brake control section to control the brake fluid pressure in a pressure decrease mode and a pressure increase mode in accordance with the vehicle running condition, by controlling the solenoid valve. The brake control section monitors a cycle time of a cycle from a first pressure decrease operation to a second pressure decrease operation of the solenoid valve and a pressure increase time spent to control the solenoid valve in the pressure increase mode within the cycle, and determines a solenoid valve drive time corresponding to the pressure increase mode in a next cycle, in accordance with the cycle time and the pressure increase time.

Abstract: An antiskid control system for a four-wheel-drive vehicle is arranged to calculate a difference between an average of wheel accelerations of front wheels and an average of wheel acceleration of rear wheels. When the difference is greater than or equal to the vibration determination threshold, the antiskid control system determines that a driveline vibration is generated and executes a control for converging the driveline vibration.

Abstract: A four-wheel drive control system is provided which comprises a driving force distribution mechanism for transmitting a driving force from a power source to main driving wheels of a vehicle and capable of distributing the driving force to auxiliary driving wheels of the vehicle, a rotational speed difference detector for detecting a rotational speed difference between the main and auxiliary driving wheels, and a driving force distribution controller for controlling a distribution of the driving force to the main and auxiliary driving wheels on the basis of the rotational speed difference, wherein the driving force distribution controller determines a driving force to be transmitted to the auxiliary driving wheels on the basis of an output of the power source, a longitudinal load distribution in the vehicle and the rotational speed difference. A four-wheel drive control method is also provided.

Abstract: A traction distribution control system for a 4WD vehicle is constructed to calculate a difference gain in accordance with a difference in spinning state between main driving wheels, and determine a control signal for controlling traction distribution to driven wheels by multiplying a control amount by the difference gain.

Abstract: A traction distribution control system for a 4WD vehicle is constructed to calculate a difference gain in accordance with a difference in spinning state between main driving wheels, and determine a control signal for controlling traction distribution to driven wheels by multiplying a control amount by the difference gain.

Abstract: In anti-skid control system and method for an automotive vehicle, when a calculated wheel deceleration of any one of road wheels of the vehicle has reached to a predetermined deceleration set on the basis of a pseudo vehicle body deceleration calculated from detected road wheel velocities, an electronic control unit (ECU) suspends a pressure increase control such as to increase a brake liquid pressure of the road wheel corresponding one of wheel cylinders and executes such a pressure hold control as to hold the brake liquid pressure thereof.

Abstract: In an antiskid brake control system, an ECU estimates a wheel slip in accordance with a sensed wheel speed and controls a fluid pressure control valve for braking operation in accordance with the estimated wheel slip for an antiskid brake control, the fluid pressure being reduced when the wheel slip is enlarged and being increased when the wheel slip is lowered. When a vehicle-body speed is smaller than a predetermined quick pressure reduction prohibiting speed, the ECU performs a quick pressure reduction prohibiting control to restrain a quick pressure reduction having a greater reduction amount than a predetermined reduction amount.

Abstract: In an antiskid brake control system, an ECU is constructed to calculate a pseudo vehicle-body speed in accordance with a sensed wheel speed, calculate a target wheel speed in view of a predetermined slip ratio obtained in accordance with a calculated pseudo vehicle-body speed, carry out pressure reducing control by reducing the fluid pressure within a hydraulic unit when the sensed wheel speed is smaller than the calculated target wheel speed, estimate an amount of fluid stored in a reservoir, and correct the target wheel speed to lessen the slip ratio when the estimated fluid amount is greater than a predetermined value.

Abstract: An anti-skid control system for an automotive vehicle includes a hydraulic modulator having electromagnetic solenoid valves for regulating a wheel-brake cylinder pressure at each of road wheels. A skid control unit prevents a wheel lock-up condition by controlling the wheel-brake cylinder pressure via on/off reaction of the solenoid valves in response to a pulse signal based on a wheel speed detected by a wheel speed sensor. The skid control unit has a data processing section that generates a desired wheel speed based on the wheel speed, calculates a desired brake-fluid pressure based on an integrated value of a wheel-speed deviation between the desired wheel speed and the wheel speed, sets a controlled ON pulse width based on the desired brake-fluid pressure, and outputting the pulse signal having the controlled pulse width to the solenoid valves after a lapse of a preset pulse width from a previous pulse signal output.