Abstract: A cover film for dry film resist, includes a polyethylene film including a first mixture of high pressure low density polyethylene (LDPE) and linear low density polyethylene (LLDPE). The first mixture has an LDPE to LLDPE ratio by mass of from 90:10 to 60:40. The polyethylene film is free of a plasticizer, anti-blocking agent, slipping agent, and anti-static agent. The number of fish eyes having a minimum diameter of 0.2 mm or greater present in 100 m2 of the 19 ?m thick cover film in plan view is at most two. The polyethylene film has a thickness of from 10 to 20 ?m and a haze value of from 12 to 25%.

Abstract: A steering system is configured such that electric power is supplied to a steering actuator and a turning actuator from a first power supply when a power state of a vehicle is an on state and supply of the electric power from the first power supply is cut off when the power state is an off state. The steering system includes a rotation curbing unit configured to operate such that rotation of the steering wheel is curbed in at least a part of a first power-off period from when the power state becomes an off state until when the power state becomes the on state next, as an operating period, and a second power supply configured to supply, to the rotation curbing unit, the electric power required for operation of the rotation curbing unit in the operating period, the second power supply being different from the first power supply.

Abstract: A second target steered angle setter includes: a first multiplier configured to, when the vehicle is making a right turn, reduce a base target steered angle correction amount so as to set the reduced base target steered angle correction amount to be a left target steered angle correction amount, and configured to, in other states, set the base target steered angle correction amount to be the left target steered angle correction amount on an as-is basis; and a second multiplier configured to, when the vehicle is making a left turn, reduce the base target steered angle correction amount so as to set the reduced base target steered angle correction amount to be a right target steered angle correction amount, and configured to, in other states, set the base target steered angle correction amount to be the right target steered angle correction amount on an as-is basis.

Abstract: A left steering ECU includes switching control unit that switches control mode between a first control mode and a second control mode. The first control mode is mode in which the left steering ECU controls left steering motor so that the steered angle of a left steered wheel becomes equal to a left target steered angle received from a higher-level control device. The second control mode is a mode in which the left steering ECU controls the left steering motor by torque feedback control so that the steered angle of the left steered wheel becomes equal to an angle corresponding to a neutral position of the left steered wheel. The switching control unit normally sets the control mode to the first control mode. The switching control unit switches the control mode to the second control mode if abnormal communication occurs between the higher-level control device and the left steering ECU.

Abstract: In a vehicular steering system, a steering wheel (steering member) operated for steering and a steering operation mechanism are not mechanically coupled together, and the steering operation mechanism is driven by a steering operation motor. The vehicular steering system includes a reaction force motor that applies a reaction force to the steering member, and a reaction force motor control unit that controls the reaction force motor. The reaction force motor control unit includes a torque limiter that limits a current flowing through the reaction force motor to a predetermined value or smaller during automatic operation.

Abstract: In a steering assist device, a lane keep assist current value calculation unit calculates, based on a lateral deviation and a lateral deviation change rate, a lane keep assist current value that makes the lateral deviation and the lateral deviation change rate closer to zero. When the steering direction represented by the sign of control steering torque is the same as the steered direction represented by the sign of the fourth lane keep assist current value, a switch unit selects zero received at its second input terminal and outputs zero as a final lane keep assist current value.

Abstract: A vehicle steering device includes: a target-steered-angle setting unit configured to set a left target steered angle that is a target value of the steered angle of a left steered wheel and a right target steered angle that is a target value of the steered angle of a right steered wheel; left motor controllers configured to control a left steering motor based on a left-steered-angle deviation that is a difference between the left steered angle and the left target steered angle; right motor controllers configured to control a right steering motor based on a right-steered-angle deviation that is a difference between the right steered angle and the right target steered angle; and an abnormality determination unit configured to determine that an abnormality has occurred when an absolute value of difference between the left-steered-angle deviation and the right-steered-angle deviation is equal to or larger than a first threshold.

Abstract: In a steering assist device, a main lane keep assist current value setting unit sets a main lane keep assist current value that generates main lane keep assist torque according to a lateral deviation and a lateral deviation change rate. A sub lane keep assist current value setting unit sets a sub lane keep assist current value that generates sub lane keep assist torque according to curvature ct of a target travel line.

Abstract: A left steering ECU includes switching control unit that switches control mode between a first control mode and a second control mode. The first control mode is mode in which the left steering ECU controls left steering motor so that the steered angle of a left steered wheel becomes equal to a left target steered angle received from a higher-level control device. The second control mode is a mode in which the left steering ECU controls the left steering motor by torque feedback control so that the steered angle of the left steered wheel becomes equal to an angle corresponding to a neutral position of the left steered wheel. The switching control unit normally sets the control mode to the first control mode. The switching control unit switches the control mode to the second control mode if abnormal communication occurs between the higher-level control device and the left steering ECU.

Abstract: A second target steered angle setter includes: a first multiplier configured to, when the vehicle is making a right turn, reduce a base target steered angle correction amount so as to set the reduced base target steered angle correction amount to be a left target steered angle correction amount, and configured to, in other states, set the base target steered angle correction amount to be the left target steered angle correction amount on an as-is basis; and a second multiplier configured to, when the vehicle is making a left turn, reduce the base target steered angle correction amount so as to set the reduced base target steered angle correction amount to be a right target steered angle correction amount, and configured to, in other states, set the base target steered angle correction amount to be the right target steered angle correction amount on an as-is basis.

Abstract: A vehicle steering system includes a higher-level ECU and a lower-level ECU. The lower-level ECU includes a steered angle limit setter, and steered angle limiters. The steered angle limit setter sets an allowable upper limit to a target inner and outer wheel steered angle difference responsive to the absolute value of a target outer steered angle. The steered angle limit setter calculates a limit to the absolute value of a target inner steered angle. The steered angle limit setter subsequently sets this limit for one of the steered angle limiters that is fed the target inner steered angle in the present calculation cycle. The limiter, which is fed the target inner steered angle, limits the absolute value of the target inner steered angle so that the absolute value of the target inner steered angle is equal to or below the limit, and outputs the resulting value.

Abstract: In a steering assist device, a correction gain setting unit sets correction gain to one if it determines that that the sign of a lateral deviation change rate is different from that of a second derivative value of a lateral deviation. The correction gain setting unit sets the correction gain to a predetermined value that is larger than one, if it determines that that the sign of the lateral deviation change rate is the same as that of the second derivative value of the lateral deviation. A gain multiplication unit corrects a lane keep assist current value calculated by a lane keep assist current value calculation unit by multiplying the lane keep assist current value by the correction gain set by the correction gain setting unit.

Abstract: A vehicle steering device includes: a target-steered-angle setting unit configured to set a left target steered angle that is a target value of the steered angle of a left steered wheel and a right target steered angle that is a target value of the steered angle of a right steered wheel; left motor controllers configured to control a left steering motor based on a left-steered-angle deviation that is a difference between the left steered angle and the left target steered angle; right motor controllers configured to control a right steering motor based on a right-steered-angle deviation that is a difference between the right steered angle and the right target steered angle; and an abnormality determination unit configured to determine that an abnormality has occurred when an absolute value of difference between the left-steered-angle deviation and the right-steered-angle deviation is equal to or larger than a first threshold.

Abstract: A vehicle steering system includes a higher-level ECU and a lower-level ECU. The lower-level ECU includes a steered angle limit setter, and steered angle limiters. The steered angle limit setter sets an allowable upper limit to a target inner and outer wheel steered angle difference responsive to the absolute value of a target outer steered angle. The steered angle limit setter calculates a limit to the absolute value of a target inner steered angle. The steered angle limit setter subsequently sets this limit for one of the steered angle limiters that is fed the target inner steered angle in the present calculation cycle. The limiter, which is fed the target inner steered angle, limits the absolute value of the target inner steered angle so that the absolute value of the target inner steered angle is equal to or below the limit, and outputs the resulting value.

Abstract: In a vehicular steering system, a steering wheel (steering member) operated for steering and a steering operation mechanism are not mechanically coupled together, and the steering operation mechanism is driven by a steering operation motor. The vehicular steering system includes a reaction force motor that applies a reaction force to the steering member, and a reaction force motor control unit that controls the reaction force motor. The reaction force motor control unit includes a torque limiter that limits a current flowing through the reaction force motor to a predetermined value or smaller during automatic operation.

Abstract: In a steering assist device, a correction gain setting unit sets correction gain to one if it determines that that the sign of a lateral deviation change rate is different from that of a second derivative value of a lateral deviation. The correction gain setting unit sets the correction gain to a predetermined value that is larger than one, if it determines that that the sign of the lateral deviation change rate is the same as that of the second derivative value of the lateral deviation. A gain multiplication unit corrects a lane keep assist current value calculated by a lane keep assist current value calculation unit by multiplying the lane keep assist current value by the correction gain set by the correction gain setting unit.

Abstract: In a steering assist device, a main lane keep assist current value setting unit sets a main lane keep assist current value that generates main lane keep assist torque according to a lateral deviation and a lateral deviation change rate. A sub lane keep assist current value setting unit sets a sub lane keep assist current value that generates sub lane keep assist torque according to curvature ct of a target travel line.

Abstract: In a steering assist device, a lane keep assist current value calculation unit calculates, based on a lateral deviation and a lateral deviation change rate, a lane keep assist current value that makes the lateral deviation and the lateral deviation change rate closer to zero. When the steering direction represented by the sign of control steering torque is the same as the steered direction represented by the sign of the fourth lane keep assist current value, a switch unit selects zero received at its second input terminal and outputs zero as a final lane keep assist current value.

Abstract: There is provided a steering assist device that allows a vehicle to avoid departing from a lane. A basic target current value setting unit sets a basic target current value on the basis of steering torque and a vehicle speed. A current compensation value computation unit computes a current compensation value for compensating the basic target current value on the basis of a lateral deviation and a lateral deviation variation rate such that the lateral deviation and the lateral deviation variation rate get close to zero. A target current value computation unit computes a target current value by subtracting the current compensation value computed by the current compensation value computation unit from the basic target current value set by the basic target current value setting unit.

Abstract: There is provided a steering assist device that allows a vehicle to avoid departing from a lane. A basic target current value setting unit sets a basic target current value on the basis of steering torque and a vehicle speed. A current compensation value computation unit computes a current compensation value for compensating the basic target current value on the basis of a lateral deviation and a lateral deviation variation rate such that the lateral deviation and the lateral deviation variation rate get close to zero. A target current value computation unit computes a target current value by subtracting the current compensation value computed by the current compensation value computation unit from the basic target current value set by the basic target current value setting unit.