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91. 发明专利

JP2005346395A Lane deviation alarm device 有权
标题翻译： LANE偏差报警装置
公开(公告)号：JP2005346395A
公开(公告)日：2005-12-15
申请号：JP2004165037
申请日：2004-06-02
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： NIWA SATORU , IWASAKI KATSUHIKO , KAWAKAMI SEIJI , KATAOKA HIROAKI , RATTAPON CHUMSAMUTR
IPC分类号： B60R21/00 , B60W10/20 , B62D15/02 , G08G1/16
CPC分类号： B62D15/029 , B60T2201/08 , B60T2201/082 , B60W10/20 , B60W50/14 , B62D15/025
摘要： PROBLEM TO BE SOLVED: To provide a lane deviation alarm device capable of preventing unnecessary operation of deviation alarm even when an error is included in a yaw angle. SOLUTION: The lane deviation alarm device is provided with a deviation alarm ECU 1. The deviation alarm ECU 1 decides a deviation by comparing the future position of its own vehicle with the future position of a lane by a deviation decision part 14. Before deciding the deviation, a mask processing part 13 decides whether the yaw angle of its own vehicle and a lateral position to a traveling lane exceed respective prescribed thresholds or not, and when either one or both of them are the thresholds or less, performs mask processing and does not perform deviation decision. When the yaw angle and the horizontal position to the traveling lane exceed the thresholds, a deviation decision part 14 performs deviation decision. COPYRIGHT: (C)2006,JPO&NCIPI
摘要翻译：要解决的问题：提供一种即使在偏航角中包括误差时也能够防止偏差警报的不必要的操作的车道偏离报警装置。车道偏离报警装置设置有偏差报警ECU 1.偏差报警ECU1通过偏差判定部14将本车的未来位置与车道的未来位置进行比较来判定偏差。在判定偏差之前，掩模处理部13判断本车辆的偏航角和行驶车道的横向位置是否超过规定的阈值，当其中的一方或者两者都为阈值以下时，进行掩模处理并不执行偏差判定。当行驶车道的偏航角和水平位置超过阈值时，偏差判定部14进行偏差判定。版权所有（C）2006，JPO＆NCIPI

92. 发明专利

JP2005343303A Operation support device 有权
标题翻译：操作支持设备
公开(公告)号：JP2005343303A
公开(公告)日：2005-12-15
申请号：JP2004165021
申请日：2004-06-02
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： KATAOKA HIROAKI , KAWAKAMI SEIJI , NIWA SATORU , IWASAKI KATSUHIKO , RATTAPON CHUMSAMUTR
IPC分类号： B60R21/00 , B60W30/00 , B60W30/12 , B62D6/00 , B62D15/02 , B62D101/00 , B62D119/00 , G08G1/16
CPC分类号： B62D15/029 , B60T2201/08 , B60T2201/087 , B60W30/12 , B62D15/025
摘要： PROBLEM TO BE SOLVED: To reduce behavior felt by a driver at control at a low vehicle speed area and to enhance a deviation margin time, a reaction time of the driver and feeling relative to an alarm torque when lane departure prevention control is performed.
SOLUTION: In a departure prevention support ECU 10 in a travel support device 1, application torque applied to a steering torque application means 17 is set based on a vehicle speed of the vehicle. The application torque is set to a large degree as the vehicle speed is high. The upper limit value corresponding to the vehicle speed is set to the application torque. Further, a variation ratio until it arrives at the maximum value in response to the maximum value of the application torque is determined at Start section when the application torque is applied. It is set such that the application torque is reduced at the variation ratio different from the Start section at Close section and an absolute value of the application torque at the Start section becomes larger than an absolute value of the application torque at the Close section.
COPYRIGHT: (C)2006,JPO&NCIPI
摘要翻译：要解决的问题：为了减少驾驶员在低车速区域的控制下感觉到的行为并且增强偏差裕度时间，驾驶员的反应时间和当车道偏离预防控制是相对于警报转矩时的感觉执行。解决方案：在行驶辅助装置1的防脱支援ECU10中，基于车辆的车速设定施加于转向转矩施加机构17的施加扭矩。当车速高时，施加扭矩被很大程度地设定。将与车速对应的上限值设定为施加扭矩。此外，当施加施加扭矩时，在启动部分确定响应于施加扭矩的最大值达到最大值的变化率。设定为使得施加扭矩以与关闭部分处的起始部分不同的变化率减小，并且启动部分处的施加扭矩的绝对值变得大于关闭部分处的施加扭矩的绝对值。版权所有（C）2006，JPO＆NCIPI

93. 发明专利

JP2005343302A Steering assistance device for vehicle 有权
标题翻译：车辆转向辅助装置
公开(公告)号：JP2005343302A
公开(公告)日：2005-12-15
申请号：JP2004164995
申请日：2004-06-02
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： RATTAPON CHUMSAMUTR , KAWAKAMI SEIJI , NIWA SATORU , IWASAKI KATSUHIKO , KATAOKA HIROAKI
IPC分类号： B60R11/04 , B62D1/28 , B62D5/04 , B62D5/30 , B62D6/00 , B62D6/04 , B62D15/02 , B62D101/00 , B62D111/00 , B62D113/00 , B62D137/00
CPC分类号： B62D1/28 , B62D6/00 , B62D6/001 , B62D6/04
摘要： PROBLEM TO BE SOLVED: To provide a steering assistance device for a vehicle realizing giving of assist torque consistent with target lateral acceleration.
SOLUTION: Characteristic diagram of lateral acceleration G-demand torque T when determining the demand torque T is switched between A-D in response to the time at increase and decrease of an absolute value of the lateral acceleration and a direction thereof. The diagrams A, C used when the absolute value of the lateral acceleration G is increased are set such that the absolute value of the demand torque T becomes large relative to the same lateral acceleration G (G≠0) as compared with the diagrams B, D when it is decreased. Difference of the diagram A and the diagram B relative to the same lateral acceleration G (difference of the diagram C and the diagram D is also same) is set such that the difference becomes smaller near the lateral acceleration 0 than an area other than it. Particularly, when the lateral acceleration G is 0, it is preferably set such that the demand torque T becomes 0.
COPYRIGHT: (C)2006,JPO&NCIPI
摘要翻译：要解决的问题：提供一种实现赋予与目标横向加速度一致的辅助转矩的车辆的转向辅助装置。解决方案：当确定需求扭矩T时，横向加速度G需求扭矩T的特性曲线在A-D之间根据横向加速度的绝对值的增加和减小的时间及其方向进行切换。当横向加速度G的绝对值增加时使用的图A，C被设定为相对于图B，相对于相同的横向加速度G（G≠0），需求扭矩T的绝对值变大，当D降低时图A和图B相对于相同横向加速度G（图C和图D的差异也相同）的差异被设定为使得该差异在横向加速度0附近比除了它之外的区域变小。特别地，当横向加速度G为0时，优选设定为使得需求扭矩T变为0. COPYRIGHT：（C）2006，JPO＆NCIPI

94. 发明专利

JP2005343210A Operation assistance device 有权
标题翻译：操作辅助装置
公开(公告)号：JP2005343210A
公开(公告)日：2005-12-15
申请号：JP2004162166
申请日：2004-05-31
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： IWASAKI KATSUHIKO , KAWAKAMI SEIJI , NIWA SATORU , KATAOKA HIROAKI , RATTAPON CHUMSAMUTR
IPC分类号： B60R21/00 , B62D1/28 , B62D5/04 , B62D6/00 , B62D15/02 , B62D101/00 , B62D113/00 , B62D137/00 , H04N7/18
CPC分类号： B62D15/025 , B62D1/28 , B62D15/029
摘要： PROBLEM TO BE SOLVED: To provide an operation assistance device capable of realizing operation assistance control with less incompatible sense.
SOLUTION: The operation assistance device performs control for assisting operation of a vehicle using an actuator 15 for steering vehicle steering wheels FR, FL and is provided with a photographing means 8 for photographing a front side of the vehicle 1; determination means for determining a control amount of the actuator 15 based on an image of the front side obtained by the photographing means 8; a restriction means 2 for providing restriction on the control amount when time variation of the control amount of the actuator determined by the determination means 2, 9 is the outside of a predetermined range; and a control means 2 for controlling the actuator 15. The restriction means 2 makes a restriction value for restricting the time variation of the control amount of the actuator 15 different at starting of the operation assistance control and continuation of the operation assistance control.
COPYRIGHT: (C)2006,JPO&NCIPI
摘要翻译：要解决的问题：提供一种操作辅助装置，其能够以不太相容的意义实现操作辅助控制。解决方案：操作辅助装置执行用于辅助车辆操作的控制，该车辆使用用于转向车辆方向盘FR，FL的致动器15，并且设置有用于拍摄车辆1的前侧的拍摄装置8; 确定装置，用于基于由拍摄装置8获得的正面的图像确定致动器15的控制量; 限制装置2，用于当由确定装置2,9确定的致动器的控制量的时间变化超出预定范围时，对控制量进行限制; 以及用于控制致动器15的控制装置2.限制装置2在开始操作辅助控制和继续操作辅助控制时，制定用于限制致动器15的控制量的时间变化不同的限制值。版权所有（C）2006，JPO＆NCIPI

95. 发明专利

JP2005343183A Abnormality detection device 有权
标题翻译：异常检测装置
公开(公告)号：JP2005343183A
公开(公告)日：2005-12-15
申请号：JP2004161592
申请日：2004-05-31
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： IWASAKI KATSUHIKO , KAWAKAMI SEIJI , NIWA SATORU , KATAOKA HIROAKI , RATTAPON CHUMSAMUTR
IPC分类号： B62D6/00 , B62D5/04 , B62D101/00 , B62D113/00 , B62D137/00
摘要： PROBLEM TO BE SOLVED: To provide an abnormality detection device capable of accurately determining abnormality of control of predetermined function of a vehicle even when permitted communication interruption is generated in a communication system.
SOLUTION: The abnormality detection device is provided with a traveling state detection means for detecting the predetermined traveling state of the vehicle; a control controller for controlling predetermined function of the vehicle; an instruction value determination means for determining an instruction value for controlling the predetermined function based on the vehicle traveling state by the control controller; and a communication means for communicating the instruction value determined by the instruction value determination means from the instruction value determination means to the control controller by a communication method for permitting the communication interruption. The control controller is characterized in that it changed a predetermined threshold value (S200-S235) in response to the number of interruptions generated between the former instruction value and the present instruction value when deviation of the former instruction value formerly received and the present instruction value received at present is compared with the predetermined threshold value to detect the abnormality of the predetermined function.
COPYRIGHT: (C)2006,JPO&NCIPI
摘要翻译：要解决的问题：提供一种即使在通信系统中产生允许的通信中断的情况下也能够精确地确定车辆的预定功能的控制异常的异常检测装置。解决方案：异常检测装置设置有用于检测车辆的预定行驶状态的行驶状态检测装置; 用于控制车辆的预定功能的控制控制器; 指令值确定装置，用于根据控制控制器的车辆行驶状态确定用于控制预定功能的指令值; 以及通信装置，用于通过用于允许通信中断的通信方式将由指令值确定装置确定的指令值从指令值确定装置传送到控制控制器。控制控制器的特征在于，当前一指令值以前接收的偏差和当前指令值的偏差时，响应于在前指令值和当前指令值之间产生的中断次数来改变预定阈值（S200-S235）目前接收的值与预定阈值进行比较以检测预定功能的异常。版权所有（C）2006，JPO＆NCIPI

96. 发明专利

JP2005247103A Dual type drive device 有权
标题翻译：双式驱动装置
公开(公告)号：JP2005247103A
公开(公告)日：2005-09-15
申请号：JP2004059086
申请日：2004-03-03
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： NIWA SATORU
IPC分类号： B60G3/28 , B60G17/015 , B62D6/00 , B62D7/14
摘要： PROBLEM TO BE SOLVED: To reduce the possibility that respective driving means are unsuitably controlled when the respective driving means are controlled by control means in correspondence based on actual drive positions detected by two detecting means in correspondence with the two driving means.
SOLUTION: This dural type drive device is provided with the first and second driving means 24L and 24R, the first and second detecting means 28L and 28R for detecting first and second detected values for controlling the first and second driving means, the first and second control means 32L and 32R for controlling the first and second driving means respectively, input means 42L and 42R for inputting the first detected value to the first and second control means, and a transmitting means 44 for transmitting information between the first and second control means. The first control means calculates a target drive position of the first driving means, and calculates a target control amount of the first driving means based on the first detected value indirectly inputted to the first control means and the target drive position through the directly inputted first detected value and the transmitting means.
COPYRIGHT: (C)2005,JPO&NCIPI
摘要翻译：要解决的问题：为了减少当根据由两个检测装置检测的与两个驱动装置相对应的实际驱动位置相应地控制相应的驱动装置时相应的驱动装置被不适当地控制的可能性。解决方案：该硬硬型驱动装置设置有第一和第二驱动装置24L和24R，第一和第二检测装置28L和28R用于检测用于控制第一和第二驱动装置的第一和第二检测值，第一和第二驱动装置以及用于分别控制第一和第二驱动装置的第二控制装置32L和32R，用于将第一检测值输入到第一和第二控制装置的输入装置42L和42R以及用于在第一和第二控制之间传送信息的发送装置44 手段。第一控制装置计算第一驱动装置的目标驱动位置，并且基于通过直接输入的第一检测到的间接输入到第一控制装置的第一检测值和目标驱动位置来计算第一驱动装置的目标控制量值和发送装置。版权所有（C）2005，JPO＆NCIPI

97. 发明专利

JP2005231500A Brake control device for vehicle 有权
标题翻译：车辆制动控制装置
公开(公告)号：JP2005231500A
公开(公告)日：2005-09-02
申请号：JP2004043079
申请日：2004-02-19
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： NIWA SATORU , OBUCHI HIROSHI
IPC分类号： B60T8/96
摘要： PROBLEM TO BE SOLVED: To smoothly perform switching of operation mode with no sense of incongruity by preventing rapid increase/variation of brake force when the operation mode of a control device is switched from a first mode to a second mode.
SOLUTION: The brake control device for the vehicle is provided with the control device 10 switched to a driver brake mode as the first mode and a brake control mode having a larger force-increase ratio than the driver brake mode. When the operation mode is in the driver brake mode (S40, 100), even if the operation mode becomes the circumstance where it should be switched to the brake control mode than the driver brake mode (S320, 380), when the vehicle is in the traveling state and the braking operation is performed by the driver (S210-250), it is inhibited that the operation mode is switched from the driver brake mode to the brake control mode (S50, 60, 330, 360, 110, 120, 390, 420).
COPYRIGHT: (C)2005,JPO&NCIPI
摘要翻译：要解决的问题：当控制装置的操作模式从第一模式切换到第二模式时，通过防止制动力的快速增加/变化来平滑地执行操作模式的切换，没有不协调的感觉。解决方案：车辆的制动控制装置设置有切换到作为第一模式的驾驶员制动模式的控制装置10和具有比驾驶员制动模式更大的增加力的制动控制模式。当操作模式处于驾驶员制动模式（S40，100）时，即使操作模式成为比驾驶员制动模式切换到制动控制模式的情况（S320,380），当车辆处于行驶状态和制动操作由驾驶员执行（S210-250），禁止将操作模式从驾驶员制动模式切换到制动控制模式（S50,60,330,310,110,120,120， 390,420）。版权所有（C）2005，JPO＆NCIPI

98. 发明专利

JP2005041423A Braking force control device for vehicle 有权
标题翻译：车辆制动力控制装置
公开(公告)号：JP2005041423A
公开(公告)日：2005-02-17
申请号：JP2003279734
申请日：2003-07-25
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： OBUCHI HIROSHI , NIWA SATORU
IPC分类号： B60T8/00 , B60T8/17
摘要： PROBLEM TO BE SOLVED: To prevent adding unnecessary braking force on a wheel caused by a back flow of high pressure hydraulic fluid to a master cylinder to raise master cylinder pressure when a communicating control valve is opened during operation of an automatic braking device. SOLUTION: When an abnormal condition occurs in a linear valve during execution of behavior controlling and the communicating control valve 24L or 24R is opened (S10 to 90), target wheel cylinder pressure Pti of each wheel is calculated on the basis of an only step-in stroke St detected by a stroke sensor 70 for a specified period since a point of time when the communicating control valve is opened (S180 to 200). The target wheel cylinder pressure is calculated on the basis of the master cylinder pressure raised by the back flow of high pressure oil in a wheel cylinder side rather than the communicating control valve to the master cylinder 14, and the unnecessary braking force is prevented from being added to the wheel. COPYRIGHT: (C)2005,JPO&NCIPI
摘要翻译：要解决的问题：为了防止在自动制动装置的操作期间当连通控制阀打开时由高压液压流体向主缸的后向流引起不必要的制动力以提高主缸压力。解决方案：当执行行为控制和通信控制阀24L或24R打开时，直线阀发生异常情况（S10至90）时，每个车轮的目标轮缸压力Pti基于仅在连通控制阀打开的时间点（S180〜200）之后，由行程传感器70检测到的步进行程St达到规定期间。目标轮缸压力基于由轮缸侧的高压油的回流而不是与主缸14的连通控制阀提升的主缸压力而计算，并且防止不必要的制动力成为加到车轮上版权所有（C）2005，JPO＆NCIPI

99. 发明专利

JP2003104196A BRAKE DEVICE 审中-公开
公开(公告)号：JP2003104196A
公开(公告)日：2003-04-09
申请号：JP2001298965
申请日：2001-09-28
申请人： TOYOTA MOTOR CORP
发明人： YAMAMOTO TAKAYUKI , NIWA SATORU
IPC分类号： B60T13/12 , B60T17/18
摘要： PROBLEM TO BE SOLVED: To suppress lowering of brake hydraulic pressure under abnormal conditions of a power hydraulic pressure supplying device, in a brake device including the power hydraulic pressure supplying device. SOLUTION: A first and a second power hydraulic pressure supplying devices are provided in a hydraulic brake device. When the first power hydraulic pressure supplying device is under a normal condition, brake hydraulic pressure control is determined as a first state (S3), and hydraulic pressure of the first power hydraulic pressure supplying device is supplied into a brake cylinder to actuate a brake. When the first power hydraulic pressure supplying device is under an abnormal condition, the brake hydraulic pressure control is determined as a second state (S4), and the brake is actuated by the hydraulic pressure of the second power hydraulic pressure supplying device. Therefore, even under the abnormal condition of the first power hydraulic pressure supplying device, the hydraulic pressure of a master cylinder is not supplied, so that lowering of brake hydraulic pressure can be suppressed.

100. 发明专利

JP2000062590A BRAKING FORCE CONTROL DEVICE 失效
公开(公告)号：JP2000062590A
公开(公告)日：2000-02-29
申请号：JP23901598
申请日：1998-08-25
申请人： TOYOTA MOTOR CORP
发明人： NIWA SATORU
IPC分类号： B60T8/00 , B60L7/24 , B60T8/17 , B60T8/1761 , B60T8/58
摘要： PROBLEM TO BE SOLVED: To ensure braking performance when a regenerative braking force is decreased at the start of ABS control and to maintain the execution state of ABS control, in a braking force control device to have an ABS control function and generate a regenerative braking force. SOLUTION: When ABS control is not executed, front wheel braking force Pf and rear wheel braking force Pr are generated along a regenerative coordination curve 1 through regenerative coordination control. When at a point A, lock tendency occurs to a front wheel and ABS control of front wheels is started, a regenerative braking force is reduced to zero. In this case, through the increase of a machine braking force on the front wheel side and the rear wheel side, total braking force is ensured through movement to a point C on a non-regeneration curve 2. Further, through the increase to the machine braking force on the wheel side, through movement to a point B on a front wheel lock curve 4, the ABS control state of the front wheels is maintained.

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