Abstract: It judges whether a decelerator, such as fuel cut, over-drive cut, down shifting, braking, is in a temporarily unusable condition and further judges that it is necessary to drive the decelerator by the inter-vehicle control. It continues control by the inter-vehicle control means when it is necessary to drive the decelerator by the inter-vehicle control and it is judged that the decelerator is in the temporarily unusable condition. It informs the driver of data in the temporary unusable condition and further inform the driver of alarm data when the actual inter-vehicle distance is shorter than a reference. The data agrees with the alarm data. The same operation may be effected regarding accelerator. The temporarily unusable condition may be caused by continuous operation of brake pressure actuator longer than the rating.

Abstract: A travel control system for a subject vehicle includes a radar device for detecting preceding vehicles with respect to the subject vehicle. A controlling device operates for detecting, among the detected preceding vehicles, an interested preceding vehicle which immediately precedes the subject vehicle, and for accelerating and decelerating the subject vehicle in response to a condition of the interested preceding vehicle. A relative speed calculating device operates for calculating a relative speed between the subject vehicle and a next-lane preceding vehicle among the detected preceding vehicles. The next-lane preceding vehicle is a preceding vehicle in a lane next to a lane where the subject vehicle exists. The controlling device also operates for executing one of (1) suppression of acceleration of the subject vehicle and (2) deceleration control of the subject vehicle when the relative speed calculated by the relative speed calculating device is smaller than a prescribed negative value.

Abstract: A distance control is performed to maintain a target distance between two traveling vehicles by controlling an acceleration/deceleration actuator based on a physical quantity representing an actual distance between the two traveling vehicles. A temporary distance control is performed to suppress a deceleration degree of a succeeding vehicle to a smaller value compared with a deceleration degree attainable during an ordinary distance control, when the two traveling vehicles are departing from each other under a condition where the actual distance between the two traveling vehicles is already shorter or will soon become shorter than a standard target distance.

Abstract: In a stacked semiconductor device which has a plurality of semiconductor chips of desired sizes stacked as one package, a first semiconductor chip is mounted on a flexible printed wiring board provided with external connecting terminals. A printed circuit board is placed and mounted on the first semiconductor chip by flip-chip bonding. A second semiconductor chip is secured onto the printed circuit board. The second semiconductor chip is connected to the flexible printed wiring board by wire bonding. The first semiconductor chip is connected to the flexible printed wiring board by wire bonding via the printed circuit board.

Abstract: A control ratio (&ggr;) of a distance deviation (&Dgr;d) to a target distance (dm) is obtained to control a space between two traveling vehicles. The distance deviation (&Dgr;d) is the difference between an actual distance (d) and the target distance (dm). A target control quantity, such as acceleration, engine torque or vehicle speed, is determined in accordance with the obtained control ratio (&ggr;) so as to equalize the actual distance (d) to the target distance (dm).

Abstract: In automatic cruising control according to the distance between the preceding and this vehicle (inter-vehicle distance), acceleration and deceleration force information is visually or acoustically provided to the driver. A value corresponding to an actual inter-vehicle distance and actual acceleration and deceleration of the vehicle is detected to control according to a target acceleration and deceleration value. The target acceleration and deceleration value is determined so as to equalize the value to a target value corresponding to a target inter-vehicle distance. The driver of the vehicle is informed that at least one of the target acceleration and deceleration value and the actual acceleration and deceleration of the vehicle reaches a predetermined threshold value. The level of acceleration and deceleration force in automatic cruising may be informed. Information may be provided to the driver when the acceleration and deceleration reaches the upper or lower limit or maximum value.

Abstract: It judges whether a decelerator, such as fuel cut, over-drive cut, down shifting, braking, is in a temporarily unusable condition and further judges that it is necessary to drive the decelerator by the inter-vehicle control. It continues control by the inter-vehicle control means when it is necessary to drive the decelerator by the inter-vehicle control and it is judged that the decelerator is in the temporarily unusable condition. It informs the driver of data in the temporary unusable condition and further inform the driver of alarm data when the actual inter-vehicle distance is shorter than a reference. The data agrees with the alarm data. The same operation may be effected regarding accelerator. The temporarily unusable condition may be caused by continuous operation of brake pressure actuator longer than the rating.

Abstract: Recognition result of an objective recognized as a preceding vehicle is analyzed to judge whether this objective is correctly detected as a vehicle or not. A relative acceleration is calculated based on a relative speed corresponding to the objective when analysis result shows properness of this objective as a vehicle. The relative acceleration is set to 0 when analysis result shows improperness of the objective. An inter-vehicle control amount is corrected based on the obtained relative acceleration. The distance between the preceding vehicle and the controlled vehicle is controlled based on the corrected inter-vehicle control amount.

Abstract: At least one of a plurality of deceleration devices is selected to decelerate a succeeding vehicle. A warning is generated only when a deceleration level attainable by the selected one or plural deceleration devices is higher than a predetermined maximum level even if the distance between two traveling vehicles is shorter than a predetermined warning distance.

Abstract: The present invention relates to a grease composition for a constant velocity joint, which has a low coefficient of friction to decrease the vibrations of CVJ, which comprises a base oil, a urea thickening agent, (A) a molybdenum dialkyldithiocarbamate, (B) at least one molybdenum di(alkyl or aryl)dithiophosphate represented by formula (I): wherein R1 represents a primary or secondary alkyl group or an aryl group, and (C) at least one sulfur-containing additive selected from the group consisting of an ashless dithiocarbamate, a polysulfide, zinc dithiocarbamate, sulfurized fat and oil, an olefin sulfide, a sulfur-phosphorus extreme pressure additive, and a thiadiazole extreme pressure additive, wherein each of the components (A), (B) and (C) is in an amount of 10% by weight or less based on the total weight of the grease composition.

Abstract: The present invention aims to facilitate easy correction of the center axis of an obstacle detecting apparatus for a vehicle by calculating deflection of the center axis with respect to the vehicle. Each of most obstacles recognized as moving objects is a preceding vehicle 93, and when the subject vehicle 91 is moving straight, the preceding vehicle 93 is detected in a position straight ahead of the subject vehicle 91. If the optical axis 95 of the transmitting/receiving section 31 is oriented straight ahead of the subject vehicle 91, the preceding vehicle 93 will be detected on the optical axis 95. On the other hand, when the optical axis 95 deviates from the center axis of the vehicle, the preceding vehicle 93 is detected in a position deviated from the optical axis 95 by an angle &thgr; m. In this case, the value &thgr; of deflection of optical axis 95 is equal to −&thgr; m.

Abstract: The semiconductor device includes a substrate, a semiconductor component, and a cap covering the semiconductor component and attached to the substrate. The cap has a top wall, a plurality of side walls 14 extending downward from the top wall and a bottom wall. Opening are provided in the side walls of the cap at corners thereof. Due to the provision of openings, the cap can be manufactured without deformation thereof. Air or liquid can flow into, or out of, the interior of the cap, after the semiconductor deviced is completed.

Abstract: An informing apparatus is designed for use with a cruise control system having at least one of a function of inter-vehicle control for enabling a present vehicle to follow a preceding vehicle and a function of constant-speed travel control for enabling the present vehicle to travel at a constant speed. In the informing apparatus, a determination is made as to whether or not a main switch is in its ON position. The main switch is designed for setting a state in which the cruise control system can start to operate. A determination is made as to whether or not a set switch is in its OFF position. The set switch is designed for commanding execution of cruise control. A speed of the present vehicle and a setting lower limit vehicle speed are indicated on a contradistinction basis when it is determined that the main switch is in its ON position while the set switch is in its OFF position. The setting lower limit vehicle speed denotes a lower limit of a vehicle speed range in which the cruise control is enabled.

Abstract: An estimated travelling curve La (radius Rea) of a system vehicle is obtained based on a first group of sampling data (X1, Y1) through (X5, Y5). Alarm area WA1a is set as a region surrounded by a pair of circular arcs parallel shifted from curve La by .+-.1 m and a pair of straight lines (Y=Y1 and Y=Y5). Similarly, an estimated travelling curve Lb (radius Reb) is obtained based on a second group of sampling data (X3, Y3) through (X5, Y5). Alarm area WA1b is set as a region surrounded by a pair of circular arcs parallel shifted from curve Lb by .+-.1 m and straight lines (Y=Y1 and Y=Y5). At the entrance and exit of a curved road, values of radii Rea and Reb are differentiated. Hence, the collision judgement is performed by using different alarm areas WA1a and WA1b.

Abstract: In an obstacle recognition system for a vehicle, transmission wave is irradiated per given angle for recognizing an obstacle ahead of the subject vehicle based on angle/distance data obtained from received reflected wave. A position of the obstacle is estimated based on a previously recognized position of the obstacle. The estimated position of the obstacle and an actually recognized position of the obstacle are compared so as to determine whether the obstacle currently recognized is identical with the obstacle previously recognized. Relative acceleration is derived for the obstacle which has been determined plural times to be identical with the previously recognized obstacle. When the derived relative acceleration is outside a given range, the corresponding obstacle is excluded from objects of further obstacle recognition.

Abstract: An obstacle warning system for a vehicle includes a distance measuring device for emitting a transmission wave or laser light in a given angular range in a direction of a width of the vehicle in a scanning manner, and for detecting a distance between the vehicle and an obstacle in correspondence with a scan angle on the basis of a reflected wave or reflected light from the obstacle. A relative position calculating device calculates a relative position of the obstacle with respect to the vehicle on the basis of the distance detected by the distance measuring device and a corresponding scan angle. A radius calculating device calculates a radius of an estimated relative curved path of the vehicle with respect to the obstacle on the basis of relative positions of at least two points of the obstacle which are calculated by the relative position calculating device.

Abstract: As provided here, an obstacle warning system for a vehicle is capable of issuing an alarm accurately according to the curved state of a road. When the road is curved, the system sets the correction time counter on the basis of the following conditions: whether or not the curvature radius of the curved road is small; whether or not a guardrail is detected immediately ahead of the vehicle; whether or not an erroneously-recognized object, such as a set of guardrail reflectors exhibiting large relative acceleration is immediately ahead of the vehicle; and whether or not the number of obstacles recognized reaches a value indicating that the vehicle is approaching a curved section of the road. When a stationary object enters the field of view indicating that there is a possibility of a collision, the obstacle warning system corrects the warning distance in response to the value of the correction time counter, thus making it possible to avoid a false alarm during cornering.

Abstract: An intervehicle distance control system for automotive vehicles is provided which includes a laser scanning type distance sensor for scanning a laser beam in a width-wise direction of a system vehicle to determine relative positions and relative angles of objects within a forward detectable zone and determines same lane probabilities that the objects exist in the same lane of a road as the system vehicle using a variable probability distribution based on the relative positions and the relative angles of the objects. A target preceding vehicle is then selected from the objects based on the same lane probabilities for controlling the speed of the system vehicle to maintain a distance to the target preceding vehicle constant.

Abstract: A measuring apparatus for measuring an actual distance between vehicles and comparing the measured distance with a reference distance. The reference distance (SL) is obtained on the basis of: a personal space (VR.multidot.TIMEK) being an uneasy distance peculiar to a driver and obtained in accordance with the own vehicle speed; a free running distance (VRR.multidot.TIMEN) corresponding to a response time of a driver's braking operation and a relative speed between two vehicles; a braking distance (VRR.sup.2 /(2.multidot.GR)) corresponding to a depressing strength of a braking pedal in the driver's braking operation and the relative speed; and an acceleration change distance (.alpha.G.multidot.GA) corresponding to a relative acceleration between the two vehicles, using the following equation:SL=VR.multidot.TIMEK-VRR.multidot.TIMEN+VRR.sup.2 /(2.multidot.GR)-.alpha.G.multidot.

Abstract: Disclosed is a filter material for selectively removing leukocytes from a leukocyte-containing suspension, which comprises a porous element having an average pore diameter of 1 to 25 .mu.m and a total pore volume of 0.40 to 0.95 ml/ml of the porous element, and wherein the sum of respective pore volumes of pores of the porous element which have a pore diameter of 1 to 30 .mu.m is 90% or more, based on said total pore volume. Also disclosed is a filter apparatus for selectively removing leukocyte from a leukocyte-containing suspension which is packed with the above-mentioned filter material. By virtue of the filter material, the filter apparatus not only can remove leukocytes from a leukocyte-containing suspension at a leukocyte removal efficiency as excellent as 10.sup.-4 or less in terms of a leukocyte residual ratio without suffering from a pressure loss increase, but also can be rendered compact.