Abstract: The objective of the present invention is to provide a vehicle motion control device capable of controlling the driving force distribution to the wheels with superior stability and response while effectively utilizing the tire grip.

Abstract: A drive power control apparatus for a vehicle includes a controller that adjusts the drive power for driving a vehicle to compensate for a parameter that affects the running state of the vehicle. When the vehicle enters a region where the acceleration of the vehicle needs to be changed based on the running environment or when the vehicle is traveling in the region in which the acceleration of the vehicle needs to be changed based on the running environment, the controller makes the amount by which the drive power is adjusted less than the amount by which the drive power is adjusted when the vehicle is traveling in a region other than the region in which the acceleration of the vehicle needs to be changed based on the running environment.

Abstract: A driving/braking force manipulation control input of a k-th wheel, which denotes one or more specific wheels among a plurality of wheels of a vehicle, is determined such that a required condition concerning a relationship among a road surface reaction force that may act from a road surface on the k-th wheel on the basis of the detected values or estimated values of a side slip angle and a friction characteristic of the k-th wheel, a feedback control input related to the driving/braking force of the k-th wheel for bringing a difference between a state amount of the vehicle and a reference state amount close to zero, a driving/braking force feedforward control input based on a drive manipulated variable supplied by a driver of the vehicle, and a k-th wheel driving/braking force manipulation control input is satisfied.

Abstract: An actual vehicle actuator operation control input and a model operation control input are determined by an FB distribution law such that the difference between a reference state amount determined in a vehicle model and an actual state amount of an actual vehicle approximates zero, and then an actuator device of the actual vehicle and the vehicle model are operated on the basis of the control inputs. The value of a parameter of the vehicle model set according to an actual vehicle motional state such that the attenuation property of a reference state amount when a drive manipulated variable is changed is higher than the attenuation property of an actual state amount. Accordingly, the actual vehicle actuator device is properly controlled independently of an actual vehicle motional state such that a state amount related to an actual vehicle motion approximates a vehicle state amount on a dynamic characteristic model.

Abstract: A method for calculating a yaw gain for use in controlling a vehicle includes the steps of obtaining a steer angle of the vehicle, obtaining a vehicle speed, determining an adjustment factor for a baseline steering geometry equation, obtaining vehicle understeer gradient as a function of lateral acceleration, and calculating the yaw gain. The adjustment factor is determined based at least in part on the turn radius. The yaw gain is calculated based at least in part on the vehicle speed, the steer angle, the vehicle understeer gradient, and the adjustment factor.

Abstract: A motor vehicle travel path control which monitors, during an autonomous braking event initiated by a collision preparation system the actual motor vehicle travel path in relation to the driver intended motor vehicle travel path, and in the event a departure from the driver intended motor vehicle path occurs, the motor vehicle travel path control adjusts braking so as to return the motor vehicle travel path to that intended by the driver.

Abstract: The present invention provides an acceleration sensation evaluating device that evaluates a sensory acceleration of a driver with respect to an expectation value of acceleration, and a vehicle controller that controls a vehicle according to the evaluation results. The evaluation device detects an amount of operation of the vehicle by the driver of when the vehicle is accelerated, detects an amount of vehicle behavior, computes a physical quantity of an expectation value indicating the expectation value of an acceleration performance which the driver expects based on the detected values, computes a sensory physical quantity indicating a sensation of the acceleration which the driver senses, and computes an evaluation value of the acceleration sensation based on difference or ratio between the physical quantity of the expectation value and the sensory physical quantity.

Abstract: A vehicle travel control system includes a cruise control ECU, an engine control ECU and a brake control ECU. The cruise control ECU checks whether a driver's actual concentration degree is insufficient relative to a required concentration degree in terms of safety in surrounding environments of the subject vehicle. When such possibility arises, even during the cruise control, the speed of the subject vehicle is controlled to match a control vehicle speed lower than a set vehicle speed or a control distance to a preceding vehicle.

Abstract: An on-board diagnostic system of a vehicle comprises disabling diagnostic operation, such as a misfire monitor, based on road roughness. In one example, the disabling of the diagnostic operation is based on brake actuation and degradation of an anti-lock braking system.

Abstract: An adaptive vehicle control system that classifies a driver's driving style based on vehicle passing maneuvers. A process determines whether the vehicle has started a lane change from a first lane to a second lane as a first phase of the passing maneuver. If so, the process determines whether the lane change to the second lane has been completed as a second phase of the passing maneuver. If the lane change to the second lane has been completed, the process determines whether there has been a lane change back to the first lane to complete the passing maneuver as a third phase of the passing maneuver. Further, the process determines whether a time threshold has been exceeded after the passing maneuver is in a second phase, but no lane change back to the first lane has occurred.

Abstract: 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.

Abstract: When swaying motions of a trailer or semi-trailer of a car-trailer combination are encountered, input signals which are taken into consideration to calculate a reference signal frequently include also oscillation components, due to which driving dynamics control for stabilization of the car-trailer combination can become very unreliable. To enhance the reliability of driving dynamics control of this type, a method is disclosed in which an input signal (Y) is sensed that includes signal oscillations which are due to a swaying motion of the trailer or semi-trailer and are superimposed on a base component (YBasis) of the input signal (Y). A reference signal is calculated from the input signal (Y), in which case the calculation is executed in such a way that the reference signal by approximation corresponds to a reference signal which is determined from the base component (YBasis) of the input signal (Y).

Abstract: A traveling safety device for a vehicle of the present invention includes a brake device, a brake operation detecting device, a storage device, a present vehicle position detecting device, a vehicle state detecting device, a road shape recognizing device, a proper vehicle state setting device, a comparing device, a brake assist control device, a brake assist control device. The brake assist control device calculates an initial brake assist pressure based on a comparison result of the comparing device, and changes a brake assist pressure in proportion to the brake operation of the driver when a change in the brake operation by the driver has been detected after start of brake assist control based on the initial brake assist pressure.

Abstract: A system, method and computer program product is provided for estimating the lateral velocity of a vehicle. The method comprises providing a plurality of estimation structures, each estimation structure corresponding to one of a plurality of dynamic regions in which a vehicle may operate, determining in which of the plurality of dynamic regions the vehicle is operating to identify a first dynamic region, and generating a first regional lateral velocity estimation from a first estimation structure corresponding to the first dynamic region.

Abstract: A driving assisting for calculating risk potential by considering a response delay by the driver and transmitting information related to the risk potential to the operator in a haptic manner. A controller is provided to estimate the response delay based on an operation performed by the operator. Based on the estimated response delay, the controller calculates a future position at which the risk potential is to be calculated. The longer the response delay, the remoter the future position is. The shorter the response delay, the nearer the future position is. The calculated risk potential at the future position may be transmitted to the operator via a pressing force from one of right and left side portions of a driver's seat occupied by the operator.

Abstract: A vehicle turning motion control apparatus includes a turning condition sensing section to sense a turning condition of the vehicle; and a vehicle deceleration control section to initiate a deceleration control to decelerate the vehicle when the turning condition exceeds a deceleration start threshold. The control apparatus further includes a running state sensing section configured to sense a running state of the vehicle, and a threshold setting section configured to set the deceleration start threshold in accordance with the running condition.

Abstract: A deceleration control apparatus and method for controlling deceleration of a vehicle where a controller is operable to set a target vehicular speed calculated based on a turning condition of the vehicle and a lateral acceleration limitation value. The controller is also operable to apply deceleration to the vehicle based on the actual vehicular speed and the target vehicular speed and to correct the deceleration used when the vehicle is traveling along a detected curve. Correcting the deceleration can be done by, for example, correcting the lateral acceleration limitation value.

Abstract: An FB distribution rule 20 determines an actual vehicle actuator operation control input and a vehicle model operation control input such that a difference between a reference state amount determined by a vehicle model 16 and an actual state amount of an actual vehicle 1 (a state amount error) approximates to zero, and the control inputs are used to operate an actuator device 3 of the actual vehicle 1 and the vehicle model 16. In the FB distribution law 20, when an actual vehicle feedback required amount based on the state amount error exists in a dead zone, then an actual vehicle actuator operation control input is determined by using the required amount as a predetermined value. A vehicle model manipulated variable control input is determined such that a state amount error is brought close to zero, independently of whether an actual vehicle feedback required amount exists in a dead zone.

Abstract: A vehicle steering controller produces a steering system friction value and a tire lateral force value. A steering reactive force having a magnitude based on the tire lateral force value and the steering system friction value is generated for application to a steering wheel of the vehicle. By reflecting both the tire lateral force and the steering system friction in the steering reactive force, a good steering sensation can be realized in a steer-by-wire system.

Abstract: A system for and a method of controlling the stability of a vehicle includes an electronic control system controlling a vehicle stability control subsystem based at least in part on static tire data received by the electronic control unit.

Abstract: According to the present invention, when a target braking/driving force and a vehicle target yaw moment required to a vehicle cannot be achieved through a control of a braking/driving forces of wheels, in a rectangular coordinate of the braking/driving force and the yaw moment, a polygon indicating the maximum range of the braking/driving force and the yaw moment attainable by the braking/driving forces of the wheels, and an ellipse that crosses each side of the polygon and has a major axis and a minor axis aligning with the coordinate axis of the rectangular coordinate are set, for example.

Abstract: In a vehicular control object determination system, locus correlation degree calculator calculates a degree of correlation between a future travel locus of a vehicle estimated by first travel locus estimator based on a vehicle speed and a yaw rate and a future travel locus of the vehicle estimated by second travel locus estimator based on a past travel locus of the vehicle calculated by travel locus calculator. When control object determiner determines a control object based on the travel locus estimated by the first travel locus estimator and predetermined control object determination conditions, the control object determination conditions are modified according to the degree of correlation, that is, the degree of reliability of the travel locus estimated by the first travel locus estimator, thereby achieving both accuracy with which the control object is determined and determination of the control object at a distance.

Abstract: A direction and speed control device for an electronic wheelchair includes: a base member mounted on the electronic wheelchair; a manually operable pointing unit mounted on the base member and including a control stick pivotable relative to the base member; first and second three-axis g acceleration sensors, each generating a voltage output indicative of tilt of a respective one of the control stick and the base member in three orthogonal axes; and a control unit operable so as to process the voltage outputs of the first and second three-axis g acceleration sensors to generate corresponding control signals for controlling rotation direction and speed of a wheel unit of the electronic wheelchair.

Abstract: A method for controlling rotation speed of at least one rotary element in the driveline of a vehicle is provided. At least one operating parameter is detected repeatedly, which operating parameter corresponds to an actual value of a torque in the driveline, which is delivered to the rotary element. A desired value of a torque to the rotary element is determined on the basis of friction against the ground of at least one of the ground engagement elements of the vehicle, which ground engagement element is driven via the rotary element. The rotation speed of the rotary element is controlled so that the actual value moves toward the desired value.

Abstract: A curving tendency detection device is provided to detecting a curving tendency (curving frequency and amount of curvature) in a vehicle roadway or a vehicle running state (behavior). Basically, the curving tendency detection device has a lateral acceleration differential value calculation section and a curving tendency estimation section. The lateral acceleration differential value calculation section calculates vehicle lateral acceleration differential values of a vehicle lateral acceleration acting on a vehicle as the vehicle lateral acceleration varies over time. The curving tendency estimation section estimates the curving tendency based on the vehicle lateral acceleration differential value calculated by the lateral acceleration differential value calculation section. Thus, the curving can be reliably detected by effectively avoiding a false curving tendency in cases in which the left and right wheels have different effective diameters, or the vehicle is driving straight along a laterally tilted road.

Abstract: A turning control apparatus for a vehicle that improves turning ability while avoiding degradation of acceleration ability is provided. The turning control apparatus comprises: a driving torque controller (31) for adjusting driving torque between a left and right wheels (14L and 14R); a unit (62) for calculating a necessary yaw momentum value indicating degree of necessary yaw momentum for the turning of the vehicle; and a clipping unit (63) for clipping the necessary yaw momentum value as a target yaw momentum at a maximum yaw momentum value, which is defined according to difference between rotation speeds of inside and outside wheels, if the necessary yaw momentum value is over the maximum yaw momentum value. The controller adjusts driving torque of the left and right wheels to generate target yaw momentum at the vehicle corresponding to the target yaw momentum value obtained by the clipping unit.

Abstract: A brake control apparatus which is used in a vehicle having wheels on left and right sides, and controls a braking force provided to each wheel is disclosed. The brake control apparatus is provided with a vehicle body speed calculating section, a steering angle calculating section, and an ECU. A braking force is provided to a wheel on the inner side with respect to the vehicle turning direction in the case where the absolute value of the steering angle is equal to or greater than the preset threshold value of the steering angle. In the case where the vehicle body speed is less than the preset speed threshold value, the braking force becomes smaller than the braking force in the case where the vehicle body speed is equal to or greater than the speed threshold value.

Abstract: A process of enabling and providing a service for improving haulage efficiency in a haulage system includes identifying a customer who may benefit from the service. Haulage vehicles of a fleet of haulage vehicles are equipped with a system for monitoring haulage parameters of the haulage vehicles. Equipment for gathering data on the monitored haulage parameters and for gathering information on haulage vehicle location along haul roads is provided. Target haulage parameters which result in desired haulage system performance are determined. The data is analyzed and deviations of actual haulage system performance from desired haulage system performance are determined.

Abstract: When a collision avoidance operation determiner determines a collision avoidance operation by a driver, a target assist electrical current calculator calculates a target assist electrical current based on a deviation between a standard yaw rate corrected in accordance with avoidance momentum calculated by an avoidance momentum calculator and an actual yaw rate; and the target assist electrical current is supplied to a steering actuator to assist the collision avoidance operation by the driver. At this time, when an under-steer determiner determines an under-steer state, an assist electrical current is decreased by a reaction force electrical current calculated in a reaction force electrical current calculator. Therefore, a steering angle is prevented from becoming too large due to excessive assist, thereby facilitating a return operation after avoiding an obstacle.

Abstract: A vehicle control architecture designed based on a top-down approach with abstraction and modularity. The control architecture includes a vehicle/environment sensing and perception processor that processes sensor signals, and motion planning processors that provide lane center trajectory planning and tracking command, lane change trajectory planning and tracking command, and forward and backward speed and target tracking command. The architecture also includes a driver command interpreter that interprets driver commands and a command integration processor that provides reference dynamics for vehicle lateral, roll and longitudinal dynamics. The architecture also includes a control integration and supervisory controller that provides control integration and outputs integrated longitudinal force command signals, integrated lateral force command signals, integrated yaw moment command signals and steering torque command signals that are used by a vehicle longitudinal controller and a vehicle lateral controller.

Abstract: A method is provided for efficiently decelerating a vehicle having a braking circuit for braking a set of brake actuators. A flow of pressurized brake fluid is generated within the braking circuit. Normal force parameters exerted on each wheel of the braking circuit are determined. At least one respective brake actuator is isolated from receiving pressurized brake fluid for increasing the flow of pressurized brake fluid to a non-isolated wheel of the brake circuit in response to the normal force parameters.

Abstract: A turning control apparatus for a vehicle to improve turning ability and to avoid degradation of acceleration ability is provided. The turning control apparatus comprises a first yaw controller for adjusting at least one of driving torque of a left wheel and a right wheel; a second yaw controller for adjusting a speeds difference between a front wheel and a rear wheel; and an integrated yaw controller for controlling yaw momentum of the vehicle by managing the first and second yaw controller, wherein when the yaw of the vehicle should be reduced, the integrated yaw controller controls the first yaw controller so as to decrease the driving torque of a inside wheel, which is one of the right and left wheel and is near to a center axis of turning, and the second yaw controller so as to decrease the speeds difference between the front and rear wheel.

Abstract: A vehicle motion control device is provided. The vehicle motion control device includes a steering angle deviation calculating unit which calculates a steering angle deviation of the vehicle, a frictional coefficient calculating unit which calculates each of road surface frictional coefficients for a traveling road surface of four wheels; and a pressure increasing and reducing controlling unit which performs a split control including applying a pressure increasing limitation of a pressure increasing control in an anti-skid control to a front wheel at a side of the traveling road surface having higher road surface frictional coefficient between the right and left wheels based on an absolute value of the steering angle deviation such that a pressure increasing gradient in the pressure increasing control is smaller as the absolute value is larger.

Abstract: In deceleration control apparatus and method for an automotive vehicle, a deceleration control is performed in accordance with a turning travel situation of the vehicle; and an engine throttle opening angle is controlled gradually in a closure direction at a preset variation degree.

Abstract: A system for controlling a vehicle having a brake assembly for exerting braking force on at least one wheel on the basis of a number of control parameters is provided. The system has a safety system configured to generate the control parameters as a function of a control quantity associated with the braking force to be exerted on the at least one wheel; and a vehicle handling enhancement system configured to: calculate a reference vehicle yaw acceleration on the basis of at least the longitudinal speed of the vehicle and the steer angle of the vehicle; and adjust the control quantity to zero the difference between the actual yaw acceleration and the reference vehicle yaw acceleration.

Abstract: There is provided an obstacle detection apparatus for detecting an obstacle based on an image of periphery of a vehicle and a distance to an obstacle present in the vehicle's periphery.

Abstract: The objective of the present invention is to provide a vehicle motion control device capable of controlling the driving force distribution to the wheels with superior stability and response while effectively utilizing the tire grip.

Abstract: A rear wheel toe angle control device that ensures a stable steering performance even when the cornering powers of laterally opposing rear wheels are different from each other. When a reduction in the cornering power of one of the rear wheels owing to a drop in the tire pressure or a temporary tire is determined, a control unit changes the toe angle of the other rear wheel in a direction to increase the slip angle of thereof, and additionally changes the toe angle of the one rear wheel in a direction to decrease the slip angle of thereof. The combined cornering power of the two rear wheels is maintained at a normal level, and the steering performance of the turning vehicle remains the same. This also contributes to a stable running performance of the vehicle, and a maximization of the total available cornering power of the rear wheels.

Abstract: When it is determined that the host vehicle is stopped at the intersection in the right turn waiting state, the navigation ECU forms a right turn waiting mark representing the right turn waiting state on the road surface of the opposing lane at the intersection where the host vehicle is stopped with a visually identifiable laser beam with a predetermined color. When it is determined that the host vehicle is brought into the right turn start state from the right turn waiting state where the host vehicle is stopped at the intersection, the navigation ECU forms the right turn start mark representing the right turn start state instead of the right turn waiting mark on the road surface of the opposing lane at the intersection where the host vehicle enters with the visually identifiable laser beam with the color (for example, red) different from that of the right turn waiting mark, at substantially the same position thereof in accordance with the traveling state of the host vehicle.

Abstract: The vehicle motion control device performs anti-lateral overturn control for increasing a brake force to be generated at a front inside wheel of a vehicle in order to cause skidding at the front inside wheel when a condition for increasing a brake force to be generated at an outside wheel is satisfied, wherein the condition is that the vehicle motion control device is in the anti-lateral overturn mode and the vehicle is turning.

Abstract: A method of determining the location information of a plurality of wheels mounted on a vehicle by obtaining a relationship between the lateral location of a wheel and the polarity of a transverse acceleration transmitted by an accelerometer of a wheel in response to a lateral turn of the vehicle in a direction of a lateral side of the vehicle and determining the lateral location of a wheel with reference to the polarity of the transverse acceleration signal transmitted by the accelerometer of the wheel upon the vehicle undergoing a lateral turn.

Abstract: In order to enhance the accuracy of estimation of a vehicle's sideslip angle, a sideslip angle estimation apparatus calculates an angle between the direction of centrifugal force acting on the vehicle body during cornering and the lateral direction of the vehicle body based on accelerations exerted on the vehicle body and acting in two different directions. A sideslip angle between the longitudinal direction of the vehicle body and the direction of travel of the vehicle is calculated based on the estimated angle.

Abstract: An adaptive vehicle control system that classifies a driver's driving style based on vehicle U-turn maneuvers. A process determines if the vehicle has started a turn if the yaw rate is greater than a first yaw rate threshold, and determines a vehicle heading angle based on the yaw rate and a sampling time if the vehicle has started a turn. The process then determines whether the vehicle maneuver has been completed by determining if the yaw rate is less than a second yaw rate threshold. The process then determines that the completed maneuver was a U-turn maneuver if the yaw rate is less than a third yaw rate threshold during the maneuver, the final vehicle heading angle is within a heading angle range and the duration of the maneuver is less than a predetermined time threshold. In one non-limiting embodiment, the heading angle range is between 165° and 195°.

Abstract: A driving assisting for calculating risk potential by considering a response delay by the driver and transmitting information related to the risk potential to the operator in a haptic manner. A controller is provided to estimate the response delay based on an operation performed by the operator. Based on the estimated response delay, the controller calculates a future position at which the risk potential is to be calculated. The longer the response delay, the remoter the future position is. The shorter the response delay, the nearer the future position is. The calculated risk potential at the future position may be transmitted to the operator via a pressing force from one of right and left side portions of a driver's seat occupied by the operator.

Abstract: A system including a vehicle body having a plurality of wheels and a brake subsystem associated with each wheel. The system further includes a plurality of remote controllers, wherein each remote controller is associated with one of the brake subsystem and is configured to calculate basic braking functions for the associated brake subsystem and for each of the other brake subsystems. The remote controllers are operatively coupled together. The system further includes a central controller operatively coupled to each remote controller, wherein each remote controller has about the same or less processing capability than the central controller.

Abstract: A method of calculating a cornering force to be applied to each wheel provided to a vehicle which is cornering, comprising the steps of: obtaining a magnitude of a centrifugal force to the vehicle in a direction substantially orthogonal to a vehicle traveling direction, a contact length of each wheel during the cornering of the vehicle, and an amount of deformation in a wheel width direction at the contact portion of each wheel of the vehicle, calculating a difference between the obtained amount of the deformation and an amount of deformation in the wheel width direction under a straight forward travel condition of the vehicle for each wheel, and calculating a cornering force for each wheel based on the magnitude of the centrifugal force, the contact length, and the difference between amounts of deformation in the wheel width direction.

Abstract: In turning control apparatus and method for an automotive vehicle, the vehicle through at least one of a deceleration action section and a brake mechanism is decelerated when a turning state of the vehicle satisfies a predetermined condition, an accelerator manipulated variable by a vehicle driver is detected, and the deceleration through the brake mechanism is limited and the deceleration through the deceleration action section is carried out, when the detected accelerator manipulated variable exceeds a predetermined value (?).

Abstract: The turning control apparatus for a vehicle has a driving torque controlling mechanism adjusting driving torque of left and right wheels. The apparatus includes a maximum-yaw momentum value calculating means having means for estimating an outside-wheel gripping capacity, which is capacity of adhesive friction between the outside-wheel and a road surface, and an inside-wheel gripping capacity, which is capacity of adhesive friction between the inside-wheel and the road surface, and means for calculating a torque adjustment limiting value indicating an adjustment amount of driving torque by the driving torque controlling mechanism so that the adjustment amount does not exceed the gripping capacity. The maximum-yaw momentum value calculating means sets the maximum-yaw momentum value indicating possible yaw momentum, which is estimated if the driving torque is adjusted along with the torque-adjustment-limit value calculated by the torque adjustment limiting value calculating means.

Abstract: A cruise control system includes a curve state detecting section, a target deceleration rate calculating section, a deceleration control section, a map matching detecting section, a position evaluating section and a revising section. The deceleration control section is configured to execute deceleration control within a deceleration control region before a curve existing in front of the vehicle. The map matching detecting section is configured to detect whether a map matching operation caused a vehicle traveling position to move onto a traveling road. The revising section is configured to perform at least one of increasing a deceleration rate of the vehicle and extending an end position of a deceleration control region to a position inside the curve based on a positional relationship between the vehicle traveling position and the curve when the vehicle traveling position after the map matching operation is within the deceleration control region.

Abstract: A method of estimating a speed of a vehicle is provided. The vehicle has a wheel and the method comprises receiving a first wheel speed signal indicating a rotation rate of the wheel, determining a first calculated forward speed of the vehicle based on the first wheel speed signal, receiving a first steering signal, determining the first steering signal contains information indicating large steering activity, receiving a second wheel speed signal at a later time than the first wheel speed signal, and determining, in response to receiving the first steering signal, a second calculated forward speed of the vehicle that is based on the second wheel speed signal and the first calculated forward speed.