Patents by Inventor Yuichi Mizuta
Yuichi Mizuta has filed for patents to protect the following inventions. This listing includes patent applications that are pending as well as patents that have already been granted by the United States Patent and Trademark Office (USPTO).
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Patent number: 9132710Abstract: Disclosed is a damping force control device for a vehicle that controls the damping coefficient of a damping force generation device on the basis of a final target control amount that is based on the target control amount for attitude control, which suppresses changes in the vehicle body attitude in at least the rolling direction, and the target control amount for riding comfort control, which increases riding comfort with regards to vehicle body vibrations in at least the rolling direction. The target control amount for riding comfort control is a control amount calculated as the total of a fixed basic control amount and a variable control amount.Type: GrantFiled: April 9, 2014Date of Patent: September 15, 2015Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Yanqing Liu, Yuichi Mizuta, Motohiko Honma, Jin Hozumi, Masaaki Tabata
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Publication number: 20140214274Abstract: Disclosed is a damping force control device for a vehicle that controls the damping coefficient of a damping force generation device on the basis of a final target control amount that is based on the target control amount for attitude control, which suppresses changes in the vehicle body attitude in at least the rolling direction, and the target control amount for riding comfort control, which increases riding comfort with regards to vehicle body vibrations in at least the rolling direction. The target control amount for riding comfort control is a control amount calculated as the total of a fixed basic control amount and a variable control amount.Type: ApplicationFiled: April 9, 2014Publication date: July 31, 2014Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Yanqing LIU, Yuichi MIZUTA, Motohiko HONMA, Jin HOZUMI, Masaaki TABATA
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Patent number: 8744681Abstract: Disclosed is a damping force control device for a vehicle that controls the damping coefficient of a damping force generation device on the basis of a final target control amount that is based on the target control amount for attitude control, which suppresses changes in the vehicle body attitude in at least the rolling direction, and the target control amount for riding comfort control, which increases riding comfort with regards to vehicle body vibrations in at least the rolling direction. The target control amount for riding comfort control is a control amount calculated as the total of a fixed basic control amount and a variable control amount.Type: GrantFiled: February 17, 2010Date of Patent: June 3, 2014Assignee: Toyota Jidosha Kabushiki KaishaInventors: Yanqing Liu, Yuichi Mizuta, Motohiko Honma, Jin Hozumi, Masaaki Tabata
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Publication number: 20120310479Abstract: Disclosed is a damping force control device for a vehicle that controls the damping coefficient of a damping force generation device on the basis of a final target control amount that is based on the target control amount for attitude control, which suppresses changes in the vehicle body attitude in at least the rolling direction, and the target control amount for riding comfort control, which increases riding comfort with regards to vehicle body vibrations in at least the rolling direction. The target control amount for riding comfort control is a control amount calculated as the total of a fixed basic control amount and a variable control amount.Type: ApplicationFiled: February 17, 2010Publication date: December 6, 2012Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Yanqing Liu, Yuichi Mizuta, Motohiko Honma, Jin Hozumi, Masaaki Tabata
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Patent number: 8321087Abstract: A control mode for a damping force characteristic is set to be a variable control when a product of the sum xb? of sprung member speeds and a sprung-member-unsprung-member-relative-speed xs? is positive. Accordingly, when the vibration in a middle/high frequency range is not being input to a suspension apparatus, an operation of a variable throttle mechanism is controlled so that a step number representing the damping force characteristic of a damper varies with a vibration state of a sprung member HA based on a Nonlinear H? control theory. When the product of xb? and xs? is negative, the control mode is set to be an operation prohibiting control. When the vibration in the middle/high frequency range is input to the suspension apparatus, operation of the variable throttle mechanism is prohibited, and suppresses an increase in the operation frequency or in the operation amount of the variable throttle mechanism.Type: GrantFiled: March 31, 2009Date of Patent: November 27, 2012Assignee: Toyota Jidosha Kabushiki KaishaInventors: Taisuke Hayashi, Yuichi Mizuta, Yanqing Liu
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Patent number: 8170749Abstract: A target roll angle of the vehicle is computed based on an actual lateral acceleration at the centroid of the vehicle, and the lateral acceleration of the vehicle at the centroid is corrected by use of lateral acceleration correction amounts based on a yaw rate of the vehicle, whereby the lateral accelerations of the vehicle at the front wheel position and the rear wheel position are computed. Subsequently, target anti-roll moments at the front wheel position and the rear wheel position are computed based on the target roll angle and the accelerations of the vehicle at the front wheel position and the rear wheel position, and active stabilizer apparatuses of the front and rear wheels are controlled based on these target anti-roll moments.Type: GrantFiled: November 30, 2007Date of Patent: May 1, 2012Assignee: Toyota Jidosha Kabushiki KaishaInventor: Yuichi Mizuta
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Publication number: 20120010780Abstract: A control mode for a damping force characteristic is set to be a variable control when a product of the sum xb? of sprung member speeds and a sprung-member-unsprung-member-relative-speed xs? is positive. Accordingly, when the vibration in a middle/high frequency range is not being input to a suspension apparatus, an operation of a variable throttle mechanism is controlled so that a step number representing the damping force characteristic of a damper varies with a vibration state of a sprung member HA based on a Nonlinear H? control theory. When the product of xb? and xs? is negative, the control mode is set to be an operation prohibiting control. When the vibration in the middle/high frequency range is input to the suspension apparatus, operation of the variable throttle mechanism is prohibited, and suppresses an increase in the operation frequency or in the operation amount of the variable throttle mechanism.Type: ApplicationFiled: March 31, 2009Publication date: January 12, 2012Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Taisuke Hayashi, Yuichi Mizuta, Yanqing Liu
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Patent number: 8050818Abstract: A roll stiffness control apparatus of a vehicle, which includes a controller that estimates a remaining capacity of front wheels to generate a lateral force and a remaining capacity of rear wheels to generate a lateral force, and that sets a roll stiffness distribution ratio between the front wheels and the rear wheels so as to reduce a difference between the remaining capacity of the front wheels to generate a lateral force and the remaining capacity of the rear wheels to generate a lateral force.Type: GrantFiled: June 17, 2005Date of Patent: November 1, 2011Assignee: Toyota Jidosha Kabushiki KaishaInventor: Yuichi Mizuta
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Patent number: 8036791Abstract: A suspension ECU 13 calculates a target characteristic changing coefficient a_new for changing a target characteristic, which is represented by a quadratic function, by use of the maximum actual roll angle ?_max generated in a vehicle body during the current turning state and a turning pitch angle ?_fy_max which is a fraction of an actual pitch angle ? generated as a result of turning, and changes the target characteristic by use of the coefficient a_new. Subsequently, the suspension ECU 13 calculates the difference ?? between the actual pitch angle ? and a target pitch angle ?h corresponding to the actual roll angle ? on the basis of the changed target characteristic, and calculates a total demanded damping force F to be cooperatively generated by the shock absorbers so as to reduce the difference ?? to zero.Type: GrantFiled: February 10, 2009Date of Patent: October 11, 2011Assignees: Toyota Jidosha Kabushiki Kaisha, Aisin Seiki Kabushiki KaishaInventors: Yuichi Mizuta, Motohiko Honma, Wataru Tanaka
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Publication number: 20110208391Abstract: A stabilizer control device for a vehicle which performs a variable control of a torsional stiffness of a stabilizer provided between right and left wheels of the vehicle, including: an absolute roll information obtaining unit which obtains absolute roll information above a spring from an output of a sensor installed above the spring in the vehicle; and a stabilizer control unit which calculates a first anti-roll moment based on the absolute roll information and controls the stabilizer based on the first anti-roll moment. Therefore, it becomes possible to appropriately suppress a roll due to a steering input and a roll due to a road surface disturbance input and balance a handling and stability with a riding quality.Type: ApplicationFiled: February 16, 2009Publication date: August 25, 2011Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Yuichi Mizuta, Takashi Kurokochi, Mitsuhiro Tsumano
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Publication number: 20110029198Abstract: A suspension ECU 13 calculates a target characteristic changing coefficient a_new for changing a target characteristic, which is represented by a quadratic function, by use of the maximum actual roll angle ?_max generated in a vehicle body during the current turning state and a turning pitch angle ?_fy_max which is a fraction of an actual pitch angle ? generated as a result of turning, and changes the target characteristic by use of the coefficient a_new. Subsequently, the suspension ECU 13 calculates the difference ?? between the actual pitch angle ? and a target pitch angle ?h corresponding to the actual roll angle ? on the basis of the changed target characteristic, and calculates a total demanded damping force F to be cooperatively generated by the shock absorbers so as to reduce the difference ?? to zero.Type: ApplicationFiled: February 10, 2009Publication date: February 3, 2011Applicant: Toyota Jidosha Kabushiki KaishaInventors: Yuichi Mizuta, Motohiko Honma, Wataru Tanaka
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Publication number: 20100318262Abstract: A target roll angle of the vehicle is computed based on an actual lateral acceleration at the centroid of the vehicle, and the lateral acceleration of the vehicle at the centroid is corrected by use of lateral acceleration correction amounts based on a yaw rate of the vehicle, whereby the lateral accelerations of the vehicle at the front wheel position and the rear wheel position are computed. Subsequently, target anti-roll moments at the front wheel position and the rear wheel position are computed based on the target roll angle and the accelerations of the vehicle at the front wheel position and the rear wheel position, and active stabilizer apparatuses of the front and rear wheels are controlled based on these target anti-roll moments.Type: ApplicationFiled: November 30, 2007Publication date: December 16, 2010Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventor: Yuichi Mizuta
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Publication number: 20100191420Abstract: A damping force control apparatus for a vehicle computes an actual roll angle ? and an actual pitch angle ? in step S11, and computes a difference ?? between a target pitch angle ?a and the actual pitch angle ? in step S12. In step 13, the apparatus computes a total demanded damping force F which must be cooperatively generated by shock absorbers so as to decrease the computed ?? to zero. In step S14, the apparatus distributes the total demanded damping force F in proportion to the magnitude of a lateral acceleration G such that a demanded damping force Fi on the turn-locus inner side becomes greater than a demanded damping force Fo on the turn-locus outer side. In step S15, the apparatus controls the damping force of each of the shock absorbers to the damping force Fi or the damping force Fo. Thus, throughout a turn, a posture changing behavior in which the turn-locus inner side serves as a fulcrum can be maintained.Type: ApplicationFiled: September 19, 2008Publication date: July 29, 2010Inventors: Motohiko Honma, Yuichi Mizuta, Taisuke Hayashi, Wataru Tanaka
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Patent number: 7644934Abstract: When the side acceleration acting upon a vehicle body is comparatively small, the roll rigidities of a front wheel suspension device and a rear wheel suspension device are mainly controlled based upon their roll angles; while, when this side acceleration is comparatively large, the roll rigidities of the front wheel suspension device and the rear wheel suspension device are mainly controlled based upon the correlation between the roll rigidity of the front wheel suspension and the roll rigidity of the rear wheel suspension device.Type: GrantFiled: October 5, 2006Date of Patent: January 12, 2010Assignee: Toyota Jidosha Kabushiki KaishaInventor: Yuichi Mizuta
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Publication number: 20070088476Abstract: When the side acceleration acting upon a vehicle body is comparatively small, the roll rigidities of a front wheel suspension device and a rear wheel suspension device are mainly controlled based upon their roll angles; while, when this side acceleration is comparatively large, the roll rigidities of the front wheel suspension device and the rear wheel suspension device are mainly controlled based upon the correlation between the roll rigidity of the front wheel suspension and the roll rigidity of the rear wheel suspension device.Type: ApplicationFiled: October 5, 2006Publication date: April 19, 2007Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventor: Yuichi Mizuta
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Publication number: 20070080583Abstract: A vehicle is provided in which, when a slip between a wheel and a road surface is increased, a driving and braking control is performed to reduce the slip. A change rate in a wheel vertical load is determined. A mode of the driving and braking control is changed based on the determined change rate. The change of mode may be performed by changing at least one of the start of the driving and braking control, the reduction rate or the lower bound during the temporary reduction of the braking force or driving force, and the increasing rate during increasing the braking or driving force after the temporary reduction, or the like, according to the change rate in the wheel vertical load.Type: ApplicationFiled: October 6, 2006Publication date: April 12, 2007Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Shin Noumura, Ken Koibuchi, Hisashi Kajita, Yuichi Mizuta
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Publication number: 20060006615Abstract: A roll stiffness control apparatus of a vehicle, which includes a controller that estimates a remaining capacity of front wheels to generate a lateral force and a remaining capacity of rear wheels to generate a lateral force, and that sets a roll stiffness distribution ratio between the front wheels and the rear wheels so as to reduce a difference between the remaining capacity of the front wheels to generate a lateral force and the remaining capacity of the rear wheels to generate a lateral force.Type: ApplicationFiled: June 17, 2005Publication date: January 12, 2006Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventor: Yuichi Mizuta