Abstract: A braking force control device includes an actuator configured to control a braking force generated in vehicle wheels of a vehicle and a control unit configured to output a braking force command value to the actuator. The control unit is configured to perform at least one of the following processes of generating a braking force command value by performing a filter processing on a required braking force based on a braking operation amount using a filter having a smaller damping ratio than a damping ratio of a pitch motion of the vehicle when the required braking force increases, or generating the braking force command value by performing the filter processing on the required braking force based on the braking operation amount using a filter having a greater damping ratio than the damping ratio of the pitch motion of the vehicle when the required braking force decreases.

Abstract: A braking force control device includes an actuator configured to control a braking force generated in vehicle wheels of a vehicle and a control unit configured to output a braking force command value to the actuator. The control unit is configured to perform at least one of the following process of generating a braking force command value by performing a filter processing on a required braking force based on a braking operation amount using a filter having a smaller damping ratio than a damping ratio of a pitch motion of the vehicle when the required braking force increases, and generating the braking force command value by performing the filter processing on the required braking force based on the braking operation amount using a filter having a greater damping ratio than the damping ratio of the pitch motion of the vehicle when the required braking force decreases.

Abstract: An electronic control unit inputs from temperature sensors a temperature of the heating side of a thermoelectric conversion section assembled to each of brake units provided for left and right rear wheels. When the temperature of the heating side is equal to or lower than a predetermined temperature, the electronic control unit drives and controls a brake hydraulic pressure control section so as to operate the brake units preferentially over brake units provided for left and right front wheels. With this operation, each of the brake units generates friction heat, and heats the heating side of the corresponding thermoelectric conversion section, whereby the thermoelectric conversion section efficiently collects thermal energy and generates electrical power.

Abstract: A vehicle body tilting apparatus includes: a right/left-wheels holding member having an elongated shape, and holding a right side wheel and a left side wheel of a vehicle which are disposed to be spaced apart from each other in a width direction of the vehicle such that each of the wheels is movable in a vertical direction; and a lean actuator disposed between the right/left-wheels holding member and a body of the vehicle, and configured to tilt at least the body of the vehicle in a lateral direction with respect to a normal line that is perpendicular to a road surface, by pivoting the right/left-wheels holding member and the body of the vehicle relative to each other. An output shaft of the lean actuator is fixed to the right/left-wheels holding member, and the body of the vehicle is fixed to a main body of the lean actuator.

Abstract: A vehicle body tilting apparatus includes: a right/left-wheels holding member having an elongated shape, and holding a right side wheel and a left side wheel of a vehicle which are disposed to be spaced apart from each other in a width direction of the vehicle such that each of the wheels is movable in a vertical direction; and a lean actuator disposed between the right/left-wheels holding member and a body of the vehicle, and configured to tilt at least the body of the vehicle in a lateral direction with respect to a normal line that is perpendicular to a road surface, by pivoting the right/left-wheels holding member and the body of the vehicle relative to each other. An output shaft of the lean actuator is fixed to the right/left-wheels holding member, and the body of the vehicle is fixed to a main body of the lean actuator.

Abstract: A target yaw moment Mt of a vehicle is calculated to make the vehicle run stably (S20). The change rate ?d of an accelerator pedal operation amount ? is calculated (S30). Based on the change rate ?d, a proportion ?s1 for a steering angle control is calculated (S50). When the change rate ?d is a positive value, the proportion ?s1 gradually increases as the change rate ?d increases. A proportion ?b for a braking force control is calculated by subtracting the proportion ?s1 from 1 (1??s1) (S60). Based on the proportions ?s1 and ?b, a target yaw moment Mts for the steering angle control and a target yaw moment Mtb for the braking force control are calculated (S70). A steering-angle changing device (24) and a braking device (36) are controlled based on the target yaw moments Mts and Mtb, respectively (S400 to S430).

Abstract: An electronic control unit inputs from temperature sensors a temperature of the heating side of a thermoelectric conversion section assembled to each of brake units provided for left and right rear wheels. When the temperature of the heating side is equal to or lower than a predetermined temperature, the electronic control unit drives and controls a brake hydraulic pressure control section so as to operate the brake units preferentially over brake units provided for left and right front wheels. With this operation, each of the brake units generates friction heat, and heats the heating side of the corresponding thermoelectric conversion section, whereby the thermoelectric conversion section efficiently collects thermal energy and generates electrical power.

Abstract: In a brake control apparatus (20) that controls braking forces which are applied to wheels based on the pressure of a brake fluid, when a hydraulic pressure actuator (40) controls the hydraulic pressure that is transferred to wheel cylinders (23) using the hydraulic pressure of the brake fluid in a power hydraulic pressure source (30), a brake ECU (70) closes a simulator cut valve (68) if the pressure of the brake fluid in the power hydraulic pressure source (30) falls below a predetermined value (Pssc) or if it is determined that the number of times the brake operation member (24) is operated within a predetermined value. In addition, the ECU (70) may change the timing for closing the simulator cut valve (68) based on the road surface condition estimated at the time of antilock control start. Thus, a driver is less likely to feel unusual brake feel when a braking control mode is changed.

Abstract: A target yaw moment Mt of a vehicle is calculated to make the vehicle run stably (S20). The change rate ?d of an accelerator pedal operation amount ? is calculated (S30). Based on the change rate ?d, a proportion ?s1 for a steering angle control is calculated (S50). When the change rate ?d is a positive value, the proportion ?s1 gradually increases as the change rate ?d increases. A proportion ?b for a braking force control is calculated by subtracting the proportion ?s1 from 1 (1??s1) (S60). Based on the proportions ?s1 and ?b, a target yaw moment Mts for the steering angle control and a target yaw moment Mtb for the braking force control are calculated (S70). A steering-angle changing device (24) and a braking device (36) are controlled based on the target yaw moments Mts and Mtb, respectively (S400 to S430).

Abstract: A device for controlling a braking force of the vehicle has a braking force boosting control portion that increases the braking force in response to a detection of a possibility of a collision with an obstacle in the driving course of the vehicle, and a boost-reducing control portion that controls the boosting control portion so as to reduce the braking force when a steering operation is executed by a driver of the vehicle as compared to a braking force to be generated when no steering operation is executed. The braking forces on individual wheels are reduced depending upon the lateral force on the corresponding wheel. In the device, the precrash safety braking operation does not interfere with the steering operation of the driver so that the steering controllability may be ensured while the vehicle is slowed down.

Abstract: A brake control device for a vehicle controls a vehicle wheel by supplying a hydraulic pressure generated by a hydraulic pressure generating device to a wheel brake cylinder of the vehicle wheel when a brake operating member is not being operated. When the brake operating member is operated while the hydraulic pressure has been supplied to the wheel brake cylinder for the vehicle wheel, a hydraulic pressure control valve device for the other vehicle wheel is controlled for supplying the hydraulic pressure to a wheel brake cylinder for the other vehicle wheel. Therefore, the hydraulic pressure is supplied to the wheel brake cylinder for the other vehicle wheel as well.

Abstract: A new and novel device for controlling a braking force of the vehicle comprises a braking force boosting control portion that increases the braking force in response to a detection of a possibility of a collision with an obstacle in the driving course of the vesicle; and a boost-reducing control portion that controls the boosting control portion so as to reduce the braking force when steering operation is executed by a driver of the vehicle as compared to a braking force to be generated when no steering operation is executed. The braking forces on individual wheels are reduced depending upon the lateral force on the corresponding wheel. In the device of the present invention, the preclash safety braking operation does not interfere with steering operation of the driver so that the steering controllability may be ensured while the vehicle is slowed down.

Abstract: A vehicle behavior control device includes a turning limit state detecting device for detecting a turning limit state of a vehicle and an engine output control device for performing a torque-down control by decreasing an engine output when the turning limit state of the vehicle is detected.

Abstract: A vehicle motion control device reduces noise resulting from operation of a vacuum booster when an automatic pressure control is performed by properly controlling the energization of a linear solenoid of a booster actuator. An automatic hydraulic pressure generator is controlled in accordance with the vehicle motion condition and a hydraulic pressure control valve device is controlled to perform the automatic pressure control. A target electric current of the linear solenoid for actuating the vacuum booster is instantaneously increased to a starting target value which corresponds to an electric current value immediately before starting the operation of the vacuum booster and which is less than a maximum value of the target electric current, and then is gradually increased approximately to the maximum value of the target electric current.

Abstract: If a difference between a value evaluated by prorating a sum of an average value of a signal outputted from a signal processing portion within a second predetermined time before a start of a pseudo drive and an average value of the signal outputted from the signal processing portion within a third predetermined time after an end of the pseudo drive, and an average value of the signal outputted from the signal processing portion within a first predetermined time from the start to the end of the pseudo drive does not fall within a predetermine value, the sensor error is determined.

Abstract: A vehicle behavior control device includes a turning limit state detecting device for detecting a turning limit state of a vehicle and an engine output control device for performing a torque-down control by decreasing an engine output when the turning limit state of the vehicle is detected.

Abstract: A brake control device for a vehicle controls a vehicle wheel by supplying a hydraulic pressure generated by a hydraulic pressure generating device to a wheel brake cylinder of the vehicle wheel when a brake operating member is not being operated. When the brake operating member is operated while the hydraulic pressure has been supplied to the wheel brake cylinder for the vehicle wheel, a hydraulic pressure control valve device for the other vehicle wheel is controlled for supplying the hydraulic pressure to a wheel brake cylinder for the other vehicle wheel. Therefore, the hydraulic pressure is supplied to the wheel brake cylinder for the other vehicle wheel as well.

Abstract: The present invention is directed to a vehicle motion control system, which includes wheel brake cylinders, an automatic hydraulic pressure generating apparatus for generating a hydraulic braking pressure irrespective of operation of a brake pedal, a hydraulic pressure control valve device disposed between the pressure generating apparatus and the wheel brake cylinders to control the hydraulic braking pressure in each wheel brake cylinder, and a controller for controlling the pressure generating apparatus and the valve device in response to conditions of vehicle motion, and performing an automatically pressurizing control to the wheel brake cylinders at least when a brake pedal is not depressed, to perform a vehicle motion control.

Abstract: If a difference between a value evaluated by prorating a sum of an average value of a signal outputted from a signal processing portion within a second predetermined time before a start of a pseudo drive and an average value of the signal outputted from the signal processing portion within a third predetermined time after an end of the pseudo drive, and an average value of the signal outputted from the signal processing portion within a first predetermined time from the start to the end of the pseudo drive does not fall within a predetermine value, the sensor error is determined.

Abstract: A vehicle motion control device reduces noise resulting from operation of a vacuum booster when an automatic pressure control is performed by properly controlling the energization of a linear solenoid of a booster actuator. An automatic hydraulic pressure generator is controlled in accordance with the vehicle motion condition and a hydraulic pressure control valve device is controlled to perform the automatic pressure control. A target electric current of the linear solenoid for actuating the vacuum booster is instantaneously increased to a starting target value which corresponds to an electric current value immediately before starting the operation of the vacuum booster and which is less than a maximum value of the target electric current, and then is gradually increased approximately to the maximum value of the target electric current.