A water-impermeable cover includes an opening part extending toward an opening part of a holding ring of a stub shaft of a propeller shaft, and is disposed to face the opening part of the holding ring. The water-impermeable cover is fixed at a position to face the opening part of the holding ring of the stub shaft, and the opening part of the water-impermeable cover extends to approach the opening part of the holding ring: therefore, even if muddy water etc. scatters obliquely toward the opening part of the holding ring, the risk of muddy water etc. entering the opening part of the holding ring is reduced, and as a result, also the risk of muddy water etc. entering an interior of a center bearing is reduced.
F16J 15/52 - Sealings between relatively-movable members, by means of a sealing without relatively-moving surfaces, e.g. fluid-tight sealings for transmitting motion through a wall by means of sealing bellows or diaphragms
A software update device (gateway) 10 includes a first update control unit 140 that performs software update for a first software unit (for example, an ECU_A 13 and an ECU_B 16) and a second update control unit 150 that performs software update for a second software unit (for example, an ECU_C 17 and an ECU_D 19). Also, the first update control unit 140 includes a first sequence control unit 141 that transmits a control command directed to a first platform, and the second update control unit 150 includes a pseudo update execution unit 151 that simulates the second software unit as a software unit on the first platform and performs the software update for the second software unit on the basis of reception of a control command for the second software unit simulated on the first platform.
A steering device has a rib formed on a housing. The rib includes a first rib and a second rib intersecting with the first rib. When, in the two ends of the first rib, an end close to an intersection portion is defined as one end, the first rib includes a brittle portion which has reduced strength in comparison with those of the other portions and which is provided between the intersection portion and the one end.
A semiconductor device includes a semiconductor element having an Ni—V electrode and a conductor, the semiconductor element and the conductor being bonded via Sn-based lead-free solder. In the semiconductor device, an Sn—V compound layer and an (Ni, Cu)3Sn4 compound layer adjacent to the Sn—V compound are formed adjacent to an interface between the semiconductor element and the Sn-based lead-free solder. A manufacturing method for a semiconductor device according to the present invention includes: causing the Sn-based lead-free solder and the Ni—V electrode to react with each other to form an Sn—V layer and an (Ni, Cu)3Sn4 compound layer; and following formation of the Sn—V layer, leaving an unreacted layer of the Ni—V electrode, the unreacted layer having not reacted with the Sn-based lead-free solder, intact.
An internal combustion engine control device comprising: an exhaust gas flow rate calculation unit; an exhaust gas temperature detection unit; a catalyst upstream state quantity estimation unit that inputs a catalyst upstream air-fuel ratio, an exhaust gas flow rate, and an exhaust gas temperature and estimates a catalyst upstream NOx discharge quantity, a catalyst upstream HC discharge quantity, and a catalyst upstream CO discharge quantity as the catalyst upstream state quantities; a catalyst downstream state quantity estimation unit that inputs the catalyst upstream air-fuel ratio, exhaust gas flow rate, exhaust gas temperature, and catalyst upstream state quantities and estimates the catalyst temperature of a three-way catalyst, an oxygen storage capacity, a catalyst downstream air-fuel ratio, a catalyst downstream NOx discharge quantity, a catalyst downstream HC discharge quantity, and a catalyst downstream CO discharge quantity as catalyst downstream state quantities; and a correction unit that corrects the catalyst downstream NOx discharge quantity, catalyst downstream HC discharge quantity, and catalyst downstream CO discharge quantity by using the NOx sensor value detected by a downstream NOx sensor.
Provided are a positive electrode terminal and a negative electrode terminal being terminals of a capacitor element; a positive electrode conductor plate connected to the positive electrode terminal; a negative electrode conductor plate connected to the negative electrode terminal; and a power conversion module connected to the two conductor plates. The positive electrode terminal and the negative electrode terminal are formed along an arrangement direction of the capacitor element. The positive electrode conductor plate and the negative electrode conductor plate form a laminated conductor portion in which the positive electrode conductor plate and the negative electrode conductor plate have respective main surfaces disposed, to face the main surface of the capacitor element, and are laminated to each other. The laminated conductor portion has a first laminated region laminated to face a main surface of the negative electrode terminal and a second laminated region laminated to face a main surface of the positive electrode terminal.
H02M 7/00 - Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
H02M 7/48 - Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
H05K 7/20 - Modifications to facilitate cooling, ventilating, or heating
A stereo camera apparatus includes a housing, a first camera unit attached to the housing, a second camera unit attached to the housing, a processing device that performs image processing by using captured images acquired by capturing of the first camera unit and the second camera unit, and a circuit board on which the processing device is mounted. In the housing, a base length direction of the first camera unit and the second camera unit is a longitudinal direction, the housing and the circuit board are bonded to each other by an adhesive, and in a region in the housing, onto which the adhesive is applied, a length in the base line length direction is shorter than a length in an orthogonal direction that is a direction perpendicular to the base length direction.
H04N 13/239 - Image signal generators using stereoscopic image cameras using two 2D image sensors having a relative position equal to or related to the interocular distance
Provided are: a shock absorber of which the degree of freedom in caulking a tubular body is enhanced; and a method for attaching a damping force adjustment device. A slit (weak section) is formed at an end section of a valve case (second tubular body) to reduce the stiffness of the end section of the valve case, and thus caulking is performed with a smaller caulking force, that is, the end section of the valve case can be bent with a smaller pressing force, thereby enhancing the degree of freedom in caulking the valve case (tubular body).
F16F 9/46 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium - Details such means combined with temperature correction allowing control from a distance
F16F 9/34 - Special valve constructions; Shape or construction of throttling passages
This fuel pump comprises an electromagnetic suction valve having: a coil winding part formed by winding an electromagnetic coil on a bobbin; and a magnetic circuit formation part that constitutes a magnetic circuit when current flows in the electromagnetic coil. The magnetic circuit formation part has a yoke disposed so as to surround the coil winding part, and a prescribed portion opposing the coil winding part in the radial direction of the electromagnetic suction valve, with a gap therebetween. The size of the gap is set such that when impact force directed from the outside of the electromagnetic suction valve toward the inside in the radial direction is applied to the yoke or to the coil winding part, the coil winding part and the prescribed portion contact each other first.
Provided is an electric power converter control device for controlling an electric power converter which executes electric power conversion between a DC power supply and a motor, the electric power converter control device comprising a magnetic flux command value generation unit which obtains a magnetic flux command value on the basis of a torque command value and a rotation detection value indicating the number of rotations of the motor, a DC voltage value generation unit which obtains a DC voltage value indicating an output voltage of the DC power supply on the basis of at least a modulation factor coefficient serving as a target of the electric power converter and the magnetic flux command value, and a current command value generation unit which obtains a current command value for controlling the motor on the basis of the torque command value, the rotation detection value, and the DC voltage value.
H02M 7/48 - Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
H02P 21/00 - Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
H02P 27/08 - Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
Provided is a physical quantity detection device capable of measuring tire air pressure without using sensor components other than a strain sensor, and detecting load and wear from a strain signal corrected from the tire air pressure information. The physical quantity detection device according to the present invention detects the tire air pressure on the basis of the reference level of the signal waveform of the strain sensor, and detects the load and wear of the tire from the strain signal corrected on the basis of the tire air pressure. The physical quantity detection device according to the present invention retains reference values stored in a storage unit as a table, and detects each physical quantity by comparing with the reference values.
Provided is an electronic device capable of preventing cracking in a base material that occurs from a starting point between metal wiring patterns in a flexible portion of a multilayer wiring board. An electronic component is mounted on a multilayer wiring board on which first and second component-mounting region portions are disposed with a foldable and flexible portion therebetween. Metal wires formed on the base material of the flexible portion include: a positive pole-side power supply wire and a negative pole-side power supply wire that feed power supply from a first electronic circuit formed in the first component-mounting region portion to a second electronic circuit formed in the second component-mounting region portion; a signal wire for exchanging signals between the first electronic circuit and the second electronic circuit; and a non-conductive wire that is not connected to any of the positive pole-side power supply wire, the negative pole-side power supply wire, the signal wire, and the first and second electronic circuits. The electronic device is characterized in that the non-conductive wire is disposed so as to be adjacent to at least one side of the positive pole-side power supply wire and be sandwiched by the positive pole-side power supply wire or the signal wire.
The present invention provides an information processing device in an information collection system that collects information from a plurality of vehicles, the information processing device including: a reception unit that receives specific scene information including scene type data, sensor data, control data, and position data; a scene conformity determination unit that simulates behaviors of the vehicles on the basis of the received specific scene information and determines whether or not a result of the simulation conforms to a traffic scene indicated by the scene type data; a parameter conversion unit that generates a parameter for reproducing the traffic scene in another information processing device by converting the specific scene information having the result of the simulation determined to conform to the traffic scene; and a transmission unit that transmits the generated parameter to the other information processing device.
Provided is an electric actuator in which the number of movable parts in a motion conversion mechanism is small, and which has quietness of a small striking sound when an electrical driving part is operated. This electric actuator comprises: an electrical driving source which generates a rotary motion as a driving force; and a motion conversion mechanism which converts the rotary motion into a linear motion. The motion conversion mechanism has: a first member which is prevented from a rotary motion and a linear motion; and a second member which engages with the first member and rotates relative to the first member, thereby generating a linear motion, wherein the second member is rotationally driven by the driving force of the electrical driving source.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
F16H 25/24 - Elements essential to such mechanisms, e.g. screws, nuts
H02K 7/06 - Means for converting reciprocating motion into rotary motion or vice versa
15.
INFORMATION PROCESSING DEVICE AND INFORMATION PROCESSING METHOD
Provided is an information processing device which integrates and processes, for each period, pieces of object information acquired by a plurality of sensors that detect an object, and generates the integrated information, wherein the information processing device is characterized by comprising: a weight setting unit which sets weights for the pieces of object information; and an integration processing unit which integrates and processes the pieces of object information in a processing order determined by at least the weights and generates the integrated information, finishes the integration process in the current period according to the lapse of time or the number of objects pertaining to the pieces of object information provided to the integration process of the current period, wherein the weight setting unit sets the weights of the pieces of object information on the basis of an integration history indicating whether the pieces of object information are provided to the integration process for each period.
Provided is a vehicle drive motor capable of maintaining lubrication of a bearing even in a case where an electric vehicle is not operated for a long period of time. The vehicle drive motor includes a casing in which a cylindrical stator coil is fixed to an inner peripheral surface and an oil passage is provided in an upper portion, an output shaft arranged in the casing and having a rotor fixed to a position facing the stator coil, a bearing that supports the output shaft, and an oil retaining portion that is arranged to face the bearing and stores oil supplied from the oil passage. The oil retaining portion is a pocket-shaped receptacle in which an upper side is lower than a lower end of the output shaft and a lower side is along a lower outer periphery of the bearing as viewed from an axial direction of the output shaft in front view.
H02K 5/20 - Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
F16H 57/04 - Features relating to lubrication or cooling
H02K 9/197 - Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil in which the rotor or stator space is fluid-tight, e.g. to provide for different cooling media for rotor and stator
Provided is a failure sign diagnosable drive device that diagnoses the failure sign of a power device and limits the operation of the power device or excludes the power device to control the driving of a load, thereby preventing a power device replacement cycle from being shortened. A drive device 100 comprises: power devices 1a to 1f that drive a load; characteristic sensors 2a to 2f that detect the characteristics of the power devices 1a to 1f; a sense result holding unit 3 that holds the detection results by the characteristic sensors 2a to 2f in a time-series manner; a control signal change unit 4, 5 that detects the failure signs of the power devices 1a to 1f from the detection results of the sense result holding unit 3 and outputs a control change signal; and a drive control unit 10 that controls the drive of the power devices 1a to 1f. When detecting the failure signs of the power devices 1a to 1f on the basis of a control threshold value and detecting the failure signs of the power devices 1a to 1f, the control signal change unit 4, 5 outputs the control change signal 20 to the drive control unit 10 so as to drive the load 200 by the power devices 1a to 1f except the detected power devices 1a to 1f.
H02M 7/48 - Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
19.
DETECTION-FRAME POSITION-ACCURACY IMPROVING SYSTEM AND DETECTION-FRAME POSITION CORRECTION METHOD
Provided are a detection frame position accuracy improvement system and a detection frame position correction method capable of estimating a detection frame position with high accuracy using information before and after a target frame. The detection frame position accuracy improvement system includes a time-series image input unit 10 that inputs time-series images, an object detection unit 20 that detects a target object with the time-series images, a detection frame position distribution estimation unit 30 that estimates a distribution of detection frame position coordinates at time t from detection results of the target object up to time t−1 (t is a positive integer), a detection frame prediction unit 40 that predicts positions of a detection frame at times t+1 to t+n (n is a positive integer) according to the detection results and the distribution, a detection frame uncertainty estimation unit 50 that updates the distribution of the detection frame position coordinates at time t according to degrees of overlap between the detection results of the target object at the times t+1 to t+n and the predicted detection frame and estimates uncertainty of a detection frame at time t, and a detection frame correction unit 60 that corrects the detection frame at time t on the basis of the detection frame and the uncertainty.
G06V 10/22 - Image preprocessing by selection of a specific region containing or referencing a pattern; Locating or processing of specific regions to guide the detection or recognition
G06T 7/246 - Analysis of motion using feature-based methods, e.g. the tracking of corners or segments
G06T 7/73 - Determining position or orientation of objects or cameras using feature-based methods
G06V 20/58 - Recognition of moving objects or obstacles, e.g. vehicles or pedestrians; Recognition of traffic objects, e.g. traffic signs, traffic lights or roads
A motor drive device is a device that controls torque generated by a motor, based on a d-axis current and a q-axis current, to drive the motor. The motor drive device includes a d-axis current instruction generating unit that calculates a first d-axis current instruction, a current instruction correcting unit that generates a positive correction quantity that is added to the first d-axis current instruction when a voltage across terminals of the motor is equal to or larger than a given value, and a voltage feedback control unit that generates a negative correction quantity that is added to the first d-axis current instruction to prevent the voltage across the terminals of the motor from exceeding a given maximum output voltage. The motor drive device controls the torque, based on a second d-axis current instruction created by adding the positive correction quantity and the negative correction quantity to the first d-axis current instruction and on a q-axis current instruction.
H02P 21/22 - Current control, e.g. using a current control loop
B60K 1/00 - Arrangement or mounting of electrical propulsion units
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
Provided is a redundant system capable of executing a start request received during update of a microcomputer control program even when an external nonvolatile memory is employed in a redundant system in which one load is controlled by a plurality of control circuits having a redundant configuration, the redundant system being low in cost and excellent in responsiveness. In the redundant system that controls one load by a plurality of control systems having a redundant configuration, when an update program signal for the plurality of control systems is received, update of a control program for each of the plurality of control systems in a predetermined order is individually executed, and when a start request of the load is received during the execution of the update of a control program of one predetermined system, the load is controlled by a system other than the one predetermined system, and during the control, the update of the control program of the one predetermined system is continued.
This shock absorber (20, 20a) has: a first oil flow path (25) and a second oil flow path (27) that are connected to a damper case (23) and through which oil can flow; a compression resistance unit (30) that has a resistance unit oil chamber (31a) that is connected to the first oil flow path (25) and into which oil can flow when a rod (21) is displaced in the compression direction, and a receiving member (32) of which one end faces the resistance unit oil chamber (31a) and the other end receives an urging force of a spring (24); a reservoir tank (28) that is connected to the second oil flow path (27) and into which oil can flow; and a flow rate control unit (29) that is provided on the second oil flow path (27) and is able to control the flow rate of oil flowing toward the reservoir tank (28).
F16F 9/28 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with one or more cylinders, each having a single working space closed by a piston or plunger with two parallel cylinders and with the two pistons or plungers connected together
F16F 9/508 - Means responsive to the velocity of movement of the piston
F16F 9/512 - Means responsive to load action on the damper or fluid pressure in the damper
23.
ON-VEHICLE ELECTRIC POWER CONTROL SYSTEM, CONTROL DEVICE, AND AGGREGATED CONTROL DEVICE
The present invention reduces the influence of a drop in an electric power supply voltage that is caused by a smaller electric wire diameter of a wire harness, and ensures a guaranteed-operation voltage for components 501–503 that are connected to the wire harness. An on-vehicle electric power control system 1 comprises a low-voltage battery 50, a first control device 100, and components 501–503. The first control device 100 acquires wiring resistance values of a third electric power supply wire 60, a fourth electric power supply wire 80, and a fifth electric power supply wire 90, acquires an electric current value that is supplied to the components 501–503, and calculates a voltage drop amount in the electric power supply wires on the basis of the acquired wiring resistance values and electric current value. On the basis of the calculated voltage drop amount, the first control device 100 then determines a correction value for correcting an output voltage of a DC-DC converter 30, and transmits a correction request that indicates the determined correction value to a second control device 200.
The present disclosure provides a sensor for tires capable of measuring a physical quantity including a temperature of a tire. An aspect of the present disclosure is a sensor for tires including: a base portion 5 fixed to an inside of a tire T and in contact with the tire T, and a sensor chip 7 including a tire temperature detection unit that detects the temperature of the tire T through the base portion 5.
Provided is a brake control device which reliably generates wheel cylinder fluid pressure in all the wheels FR to RR even at the time of failure of the brake control device, can reliably decelerate or stop a vehicle, has a simplified system configuration, and has high reliability for automatic driving. A brake device 101 of the present invention includes a first fluid pressure unit 102p which supplies brake fluid to first wheel cylinders 118a and 118d, a second fluid pressure unit 102s which supplies brake fluid to second wheel cylinders 118b and 118c, and a connection pipe 119 which connects the first fluid pressure unit and the second fluid pressure unit to allow the brake fluid to flow. The first fluid pressure unit and the second fluid pressure unit open a first shut-off valve 104p and a second shut-off valve 104s, respectively, in a case where a failure is detected in at least one of the first fluid pressure unit and the second fluid pressure unit.
B60T 8/94 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action on a fluid pressure regulator
B60T 8/88 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
B60T 13/14 - Pressure supply arrangements using accumulators or reservoirs
B60T 13/62 - Combined or convertible systems both straight and automatic
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
An electric power conversion device (1000) comprising switching elements (411,421) connected in series as the upper arms and the lower arms, a gate drive circuit (900) which drives the switching elements, a controller (910) which is operated by a predetermined low voltage supplied from a low-voltage power supply (4000) and which outputs drive signals for driving the switching elements to the gate drive circuit, a gate power supply circuit (800) which generates gate drive voltages for operating the gate drive circuit and which supplies the generated gate drive voltages to the gate drive circuit, and a backup power supply circuit (700) which generates a backup voltage to be used in place of the low voltage by controlling a current supplied from a high-voltage power supply (2000) to the primary winding of an isolation transformer and which supplies the generated backup voltage to the controller, wherein the backup power supply circuit is activated by an activation voltage output from the gate power supply circuit.
H02M 1/08 - Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters
H02M 3/28 - Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
H02M 7/48 - Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
This inverter control device controls an inverter that converts a DC current into a three-phase AC current by driving a three-phase inverter circuit and outputs the resulting current to a motor. The inverter control device comprises: a PWM pulse generation unit that performs pulse-width modulation on a three-phase voltage command by using a carrier wave, which periodically changes, to generate a PWM pulse signal for controlling the drive for the three-phase inverter circuit; and a target harmonic current calculation unit that calculates, according to a drive condition of the motor, a target harmonic current for reducing stator loss and rotor loss respectively occurring at a stator and at a rotor of the motor due to harmonic current flowing through the motor in response to the PWM pulse signal. The PWM pulse generation unit generates, on the basis of the target harmonic current, the PWM pulse signal such that a zero-phase voltage, which is the sum of the three-phase output voltage from the three-phase inverter circuit, becomes a non-zero voltage.
H02M 7/48 - Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
H02P 27/08 - Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
28.
STATOR FOR ROTARY ELECTRIC MACHINE AND ROTARY ELECTRIC MACHINE
Provided are a stator for a rotary electric machine and the rotary electric machine. The stator includes a stator core, and a stator winding formed in a plurality of phases, the stator winding including a slot conductor and a crossover conductor configured to connect ends of a pair of the slot conductors, the ends placed at a same side of the pair of slot conductors. With the stator, the stator winding includes a plurality of phase winding groups configured to forma plurality of parallel circuits in each of the plurality of phases; the crossover conductor in each of the plurality of phase winding groups includes, at one of the coil ends, a first crossover conductor configured to connect the pair of slot conductors at Np=N1, and a second crossover conductor configured to connect the pair of slot conductors at Np=N1+Nspp, where Np represents a slot pitch, N1 represents a predetermined natural number, and Nspp represents a number of the plurality of slots per pole and phase; and the first crossover conductor and the second crossover conductor are alternately arranged in a circumferential direction of the stator core.
H02K 3/28 - Layout of windings or of connections between windings
H02K 21/14 - Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets rotating within the armatures
This camera system comprises: a first camera group that includes a plurality of cameras disposed to be capable of imaging the outside of the entire periphery continuous in at least one direction around a host vehicle; a second camera group that includes a plurality of cameras disposed to be capable of imaging the outside of the entire periphery continuous in at least one direction around the host vehicle, and disposed so as to have a stereo region that is an imaging field of view that overlaps at least the imaging field of view of the first camera group; and a stereo matching processing unit that performs stereo matching and derives parallax information by using the images captured by the first camera group and the images captured by the second camera group.
This image processing device comprises: a distance calculation unit that calculates the distance to a detection target searched from an acquired image; a speed calculation unit that calculates the speed of the detection target; and a filtering process unit that performs a filtering process on the calculated distance and speed. Here, the filtering process unit selects, after performing a plurality of the filtering processes for a prescribed period, one filtering process from the plurality of filtering processes.
In this electronic control device: a first software module provides a function for integrating external environment information about a host vehicle acquired by a plurality of sensors and estimating position information about a target present in the external environment; a second software module provides a function for generating a driving assistance plan for the host vehicle on the basis of the position information of the target as estimated by the first software module; and the first software module determines a second reference point serving as a reference for the position information of the target, on the basis of vehicle dimension information, determines second position information of the target for which the second reference point is the starting point, on the basis of first position information of the target in a coordinate system for which the first reference point is the point of origin, and provides the determined second position information to the second software module.
B60W 50/00 - CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT - Details of control systems for road vehicle drive control not related to the control of a particular sub-unit
The present invention provides a vehicle control device that enables correct AEB warning and braking earlier by improving the response and an accuracy of own vehicle travel path estimation. The present invention can prevent overestimation by, for example, responsively estimating a future steering angle from the yaw angle during a turn in consideration of a change in steering speed at a beginning/a return of steering and by limiting the estimated steering angle so as not to exceed a steady-state steering angle (≈ maximum steering angle) at the time of a right/left turn at an intersection obtained from a vehicle behavior at an early stage of the turn.
An electronic control device according to the present invention comprises: first software that executes a calculation process based on time-series sensor information, the process results thereof being used in vehicle control; second software that is executed in parallel with the first software, and outputs the results of the calculation process based on the sensor information, the process results thereof not being used in vehicle control; a comparison unit that compares the process results of the first software and the process results of the second software; and a transmission determination unit that determines to transmit, to a verification system, sensor information corresponding to the process results that have been determined to be mismatched by the comparison unit, and further determines to transmit, to the verification system and according to the number of pieces of information acquired from the sensor information, sensor information corresponding to the process results that have been determined to be matched by the comparison unit.
Provided is a vehicle control device provided with a function enabling proper setting of a travel procedure for resuming travel after a host vehicle has executed a turnout. The invention comprises: a candidate region determination unit (12) for determining a passable region (601) that is a region through which a host vehicle (2) and an oncoming vehicle (600) in the periphery of the host vehicle are able to pass on a road that includes a region through which the host vehicle (2) and the oncoming vehicle (600) are unable to pass; an action plan determination unit (13) for determining an action plan indicating an order of action steps (602, 605) for the host vehicle (2); a trajectory generation unit (14) for generating a travel trajectory for the host vehicle (2) in the passable region; an action plan update unit (15) able to update the action plan on the basis of the location of the oncoming vehicle (600) in the passable region (601) and the travel trajectory of the host vehicle generated by the trajectory generation unit (14); and a travel control unit (16) for controlling travel by the host vehicle (2) in accordance with the action plan.
Provided are a control system, a management method, and a management program for autonomous driving which can securely confirm the safety around an autonomous vehicle and reduce the risk of a collision which is caused by the omission of a confirmation at the time of start. The present invention causes the vehicle not to be erroneously started by identifying whether the safety has been confirmed by means of an in-vehicle camera which monitors the periphery of the vehicle or a QR code (registered trademark) or one-time password set around the vehicle, and by using a confirmation result for an instruction from an on-site manager to start the autonomous driving. In addition, according to the range in which the confirmation has been performed, a range for allowing autonomous driving or remote control is set. Accordingly, the risk of a collision is reduced at the time of start of the autonomous vehicle.
Provided is a software verification system, and the like, capable of facilitating the improvement of software that uses vehicle sensor data as an input. This software verification system: uses sensor data from a sensor installed in a vehicle as an input; uses first information, which is an output of a current version of control software used to control the vehicle, and the sensor data, as inputs; uses second information, which is an output of a new version of the control software not used to control the vehicle, and third information relating to control of the vehicle, other than the first and second information, to detect (performance determining unit 118) degradation of the new version of the control software; and uses the sensor data when degradation has been detected to verify the new version of the control software.
An electric vehicle control device that controls a vehicle traveling via a transmission coupled to a plurality of electric motors as a drive source, the electric vehicle control device including: a controller configured to control a first electric motor and a second electric motor that are in contact with a first transmission and a second transmission incorporating a liquid medium, respectively, in which in a heating period in which the first transmission or the second transmission is heated, the controller drives and controls one of the first electric motor and the second electric motor with a powering torque obtained by increasing a heating component torque to a required torque of the electric motor, and controls an other of the first electric motor and the second electric motor with a torque obtained by subtracting the heating component torque from the required torque of the electric motor.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B60L 58/12 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
In this electronic control device, an operation system includes a host OS library in which functions to be called during the execution of a program are recorded, the program includes a common IF unit in which executable instruction codes and the jump destination of functions called from the program are recorded, and a middle-layer library includes an emulation unit including a function emulator that combines functions stored in the host OS library to implement other functions, and an IF conversion unit that converts an address for the common IF unit to call the emulation unit and the host OS library. The operation system, the middle-layer library, and the program are installed in the electronic control unit separately.
The present invention provides an information processing device, a driving assistance system, and an information processing method that are capable of extracting driving experience information from vehicle driving data, distributing the extracted driving experience information according to the driving environment and conditions of the vehicle, and providing comfortable and highly available driving assistance. The server 1 updates effectiveness evaluation of driving experience information distributed to a vehicle on the basis of a result of evaluating the necessity to execute the driving experience information or whether the driving experience information has been executed.
Provided are an information processing method, a driving assistance system, and an information processing device whereby driving experience information that enables automatic driving at a minimum cost and the like can be extracted from driving data, the extracted driving experience information can be distributed according to a travel environment and travel conditions of a vehicle, and driving assistance can be provided with a high level of comfort and usability. A server 1 distributes, to the vehicle, driving experience information for which costs are minimized from among a plurality of driving behaviors calculated from a plurality of pieces of vehicle driving data with regard to a travel section and travel conditions.
Provided is an electronic control device characterized in that a time slot allocation unit: accepts input of data flow request information that includes information pertaining to a task for generating data to be inputted to a new task and information indicating a period before which data generated by the task is used, as reckoned from a time slot in which the new task is activated, and time slot request information that includes information pertaining to the number of time slots required in order to execute the new task; retrieves, on the basis of time slot allocation information, the data flow request information, and the time slot request information, a vacant time slot in which to execute the new task; and updates the time slot allocation information such that the new task is allocated to the retrieved vacant time slot.
A suspension system that associates sensor information and suspension condition information, and performs calculations using machine learning, said suspension system comprising: a weight parameter storage unit; a vehicle condition inference unit; a first vehicle behavior calculation unit that calculates a first physical value on the basis of inference results; a second vehicle behavior calculation unit that calculates a second physical value on the basis of the sensor information; an inference accuracy verification unit that compares the first physical value and the second physical value and outputs the inference accuracy for the suspension condition; and a travel data management unit that, on the basis of outputted results regarding the inference accuracy, orders that weight parameter training be performed.
B60G 17/015 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements
B60G 17/018 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
B60W 40/10 - Estimation or calculation of driving parameters for road vehicle drive control systems not related to the control of a particular sub-unit related to vehicle motion
Provided is an electric power source switching apparatus that is capable of inhibiting damage to a semiconductor switch even when there is a difference between the output voltages of a first electric power source and a second electric power source. This electric power supply switching apparatus (1) comprises a first semiconductor switch (3a) that is connected to a first electric power supply source (2a), a second semiconductor switch (3b) that is connected to a second electric power supply source (2b), and a switch control device (7) that controls driving voltages (Vga, Vgb) of the first semiconductor switch and the second semiconductor switch. When switching from one electric power supply source to the other electric power supply source among the first electric power supply source (2a) and the second electric power supply source (2b), the switch control device (7) provides an intermediate state in which the semiconductor switch that is connected to the electric power supply source supplying electric power after switching is kept in a non-saturated state, and changes the retention time of the intermediate state in accordance with a voltage difference between voltages (Va, Vb) that are outputted by the first electric power supply source and the second electric power supply source.
Provided is a shock absorber that can achieve damping force characteristics in which the above-spring portion of a vehicle is stable regardless of road surface. This shock absorber comprises an inner cylinder, a piston, a first oil passage, a piston extension-side valve, a second oil passage, and a piston contraction-side valve. Among the piston extension-side valve and the piston contraction-side valve, the valve having the more frequency-dependent damping force is configured so as to match the valve having the less frequency-dependent damping force. In order to do so, for example, among the piston extension-side valve and the piston contraction-side valve, the valve (e.g., the piston extension-side valve) with the higher valve opening pressure is provided with a valve opening promotion mechanism so as to match the valve opening timing of the valve (for example, the piston contraction-side valve) with the lower valve opening pressure.
F16F 9/19 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein with a single cylinder
F16F 9/348 - Throttling passages in the form of annular discs operating in opposite directions
F16F 9/50 - Special means providing automatic damping adjustment
45.
SHOCK ABSORBER AND METHOD FOR MANUFACTURING SHOCK ABSORBER
In the shock absorber, a piston includes a first piston body, a second piston body, and a piston band. The first piston body has a first passage, a second passage, a first seat, and a second seat. The first seat communicates with the first passage and has a first damping valve mounted thereon. A second damping valve is mounted on the second seat. The second piston body has a third passage, a fourth passage, a third seat, and a fourth seat. The third seat communicates with the fourth passage and has a third damping valve mounted thereon. A fourth damping valve is mounted on the fourth seat.
H02P 21/05 - Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for damping motor oscillations, e.g. for reducing hunting
H02P 23/04 - Arrangements or methods for the control of AC motors characterised by a control method other than vector control specially adapted for damping motor oscillations, e.g. for reducing hunting
H02P 27/06 - Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
This shock absorber includes a first valve assembly connected to one end of a tube in an axial direction, a piston assembly dividing an inner chamber of the tube into a first chamber and a second chamber, a piston rod extending from the tube through the first chamber with the piston assembly connected to an intermediate position in the axial direction, a cup provided in the second chamber, and a second valve assembly disposed in the second chamber to be connected to the piston rod and configured to enter and exit from the cup. The cup includes a sleeve disposed in the second chamber with a gap between itself and the tube in a radial direction, and a base adapter fixed to the sleeve by press fitting and provided between the sleeve and the first valve assembly.
F16F 9/18 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium - Details
B60G 15/12 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type having fluid spring and fluid damper
F16F 9/06 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
F16F 9/34 - Special valve constructions; Shape or construction of throttling passages
Provided is an electronic control system including: a security event analysis unit configured to read a log recording an operation of a device and to detect a security event that is an event related to information security; a safety feature execution unit created to execute a safety feature serving as a measure against a safety event that is an event related to functional safety; a security feature execution unit capable of executing a security feature serving as a measure against the security event; a storage unit that stores correspondence information indicating at least one of the safety feature and the security feature corresponding to the security event; and a determination unit configured to identify, based on the correspondence information, a feature corresponding to the security event detected by the security event analysis unit and to cause at least one of the safety feature execution unit and the security feature execution unit to execute the identified feature, wherein the correspondence information records the event classified into at least one of the security events so as to correspond to the safety feature.
Provided is a disc brake including a brake caliper. The brake caliper has a first bridge part positioned on a first pin disposition part side and on which a sprue mark formed at the time of casting a caliper main body part is provided, and a second bridge part positioned on a second pin disposition part side. The brake caliper has a shape in which a moment of inertia of area of the caliper main body part on the first bridge part side is larger than a moment of inertia of area of the caliper main body part on the second bridge part side when the caliper main body part is divided by a straight line that bisects a line segment connecting a center of the first pin disposition part and a center of the second pin disposition part when viewed from an axial direction of a disc.
This shock absorber includes a first valve assembly connected to one end of a tube in an axial direction, a piston assembly dividing an inner chamber of the tube into a first chamber and a second chamber, a piston rod extending from the tube through the first chamber with the piston assembly connected to an intermediate position in the axial direction, a cup provided in the second chamber, and a second valve assembly disposed in the second chamber to be connected to the piston rod and configured to enter and exit from the cup. The cup includes a sleeve disposed in the second chamber with a gap between itself and the tube in a radial direction, and a base adapter fixed to the sleeve by press fitting and provided between the sleeve and the first valve assembly.
F16F 9/348 - Throttling passages in the form of annular discs operating in opposite directions
B60G 13/08 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers dissipating energy, e.g. frictionally of fluid type hydraulic
B60G 15/06 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type having mechanical spring and fluid damper
F16F 9/22 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with one or more cylinders, each having a single working space closed by a piston or plunger
F16F 9/49 - Stops limiting fluid passage, e.g. hydraulic stops
The purpose of the present invention is to provide an image processing device capable of calculating an accurate disparity. An image processing device 20 comprises a disparity calculation unit 30 that calculates a disparity between images 111 and 112 captured by a plurality of cameras 11 and 12, a labeling unit 40 that classifies subjects shown in the images 111 and 112 and assigns, to each pixel of the classified subjects, a label according to the types of the subjects, a reliability calculation unit 50 that calculates the reliability of the disparity for each assigned label, and a disparity correction unit 60 that corrects the disparity according to the calculated reliability.
This method for manufacturing a valve seat member of a fuel injection valve makes it possible to shorten the manufacturing time and achieve more precise manufacturing of a valve seat member. This manufacturing method comprises a main step (S2) in which a billet material (17) that is to serve as a valve seat member (1) is molded into the shape of the valve seat member (1). In the main step (S2): a punch (18) is used that is shaped such that the cross-section reduction rate when side walls of the valve seat member (1) are formed will be less than 35% and the apex angle of a valve seat surface (5) will be an obtuse angle of at least 100°; and the punch is driven one time so that the thickness t of a bottom portion at a center position of a sack surface (4) is less than 2mm and at least 1mm.
In this shock absorber, a piston includes a first piston body, a second piston body, and a piston band. The first piston body includes a first passage, a second passage, a first seat, and a second seat. The first seat communicates with the first passage and on which a first damping valve is placed. A second damping valve is placed on the second seat. The second piston body includes a third passage, a fourth passage, a third seat, and a fourth seat. The third seat communicates with the fourth passage and on which a third damping valve is placed. A fourth damping valve is placed on the fourth seat.
F16F 9/18 - Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium - Details
F16F 9/348 - Throttling passages in the form of annular discs operating in opposite directions
F16F 9/36 - Special sealings, including sealings or guides for piston-rods
The present disclosure provides an electronic control device capable of both improving heat dissipation properties of an electronic component and achieving a reduced weight of a housing. An electronic control device 100 according to the present disclosure comprises a heat transfer protruding section 123 that protrudes from the outer surface of a first wall 121 of a housing 120 and extends from a heat-receiving region HTR of the first wall 121 of the housing 120 to a heat-dissipating region LTR of a second wall 122 of the housing 120. The heat transfer protruding section 123 transfers heat of the heat-receiving region HTR of the first wall 121 of the housing 120 to the heat-dissipating region LTR of the second wall 122 of the housing 120.
The present invention rotates a rotor of an electric motor by sequentially switching between energization modes that designate, from among the three phases of the electric motor, two phases in which a pulse voltage is applied. The pulse voltage alternately generates first pulses for rotating the rotor in one direction and second pulses for rotating the rotor in the reverse direction, the second pulses having a polarity opposite to that of the first pulses. The energization modes are switched to one direction or the reverse direction on the basis of the comparison between a first threshold value and the value of a first open phase voltage resulting from the application of the first pulses and the comparison between a second threshold value and the value of a second open phase voltage resulting from the application of the second pulses. When switching to the reverse direction, the first threshold value is set on the basis of the value of the first open phase voltage and the first initial threshold value preset for each energization mode. When switching to the one direction, the second threshold value is set on the basis of the value of the second open phase voltage and the second initial threshold value preset for each energization mode.
To achieve both guarantee of safety related to vehicle control and improvement of availability in an in-vehicle device that cannot independently perform automatic driving and needs assistance of vehicle control. To achieve the above object, a control system includes an in-vehicle device and a coordination device that are synchronized in time point. The control system includes a travelable time calculation unit that calculates a travelable time for guaranteeing that a vehicle does not collide with an obstacle on a travel trajectory in a target region through which the vehicle equipped with the in-vehicle device passes, a travelability determination unit that determines validity of the travelable time, and a trajectory following unit that permits the in-vehicle device to follow the travel trajectory when it is determined that the travelable time is valid.
The purpose of the present invention is to readily reduce any voltage error that is caused by dead time, in order to suppress torque shock. This inverter control device 100 controls, through pulse width modulation, a switching operation of an inverter 10 that converts a DC voltage to an AC voltage and applies the AC voltage to a motor 3. The inverter control device 100 according to an embodiment 1 comprises a dead time compensation unit 183 that performs dead time compensation to compensate for an error in the output voltage of the inverter 10, the error being caused by dead time of the inverter 10. The dead time compensation unit 183 performs dead time compensation on the basis of a difference θvi between an electric current phase angle θi indicating a phase angle for outputting the electric current of the motor 3, and a voltage phase angle θv for outputting a voltage that corresponds to the electric current.
H02P 27/08 - Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
The present disclosure provides an electronic control device that is capable of limiting noise from an electric motor when switching carrier frequencies. This electronic control device controls an electric motor for the travel of a vehicle, the device including a switching condition storage unit (122), a traveling load computing unit (121), a switching condition determining unit (123), and a frequency control unit (124). The switching condition storage unit (122) stores a switching condition in which the rotation speed of the electric motor is less than a predetermined lower limit value and a torque command of the electric motor is higher than a predetermined upper limit value. The traveling load computing unit (121) calculates a traveling load (Lt) of the vehicle on the basis of the rotation speed (ω) and the torque command (Tc) of the electric motor. The switching condition determining unit (123) determines whether the switching condition is satisfied after a predetermined time period has elapsed, on the basis of the traveling load (Lt) of the vehicle and the rotation speed (ω) and the torque command (Tc) of the electric motor. When the switching condition determining unit (123) has determined that the switching condition is satisfied, the frequency control unit (124) reduces the carrier frequency of the electric motor when the torque command of the electric motor is equal to or less than the upper limit value.
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
B60L 9/18 - Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
The present invention provides an electric power conversion device that converts DC power to three-phase AC power for output, the electric power conversion device comprising: an AC current sensor that detects current values in two phases of a three-phase AC current of the three-phase AC power; a target current calculation unit that calculates target currents on the basis of a target torque; a voltage command calculation unit that calculates voltage command values on the basis of the target currents and the detection values of the AC current sensor; and an AC current sensor diagnosis unit that determines an abnormality of the AC current sensor on the basis of the detection values of the AC current sensor. The AC current sensor diagnosis unit includes: a first diagnosis unit that determines the abnormality on the basis of two-phase voltage command values obtained by converting the voltage command values to values in a Cartesian coordinate system in two phases having one of the output phases as a reference; and a second diagnosis unit that determines the abnormality on the basis of two-phase current detection values obtained by converting the detection values of the AC current sensor to values in the Cartesian coordinate system in the two phases. The AC current sensor diagnosis unit switches between a determination of the abnormality by the first diagnosis unit and a determination of the abnormality by the second diagnosis unit according to an operating condition of the electric power conversion device.
H02M 7/48 - Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
H02P 27/06 - Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
An in-vehicle power supply network according to the present invention is an in-vehicle power supply network that supplies power to a load installed in a vehicle through a plurality of nodes in the vehicle. The plurality of nodes includes a first node that feeds out power, and a second node that receives the power fed out from the first node. The first and the second node are connected by a power line over which power is supplied, and a signal line over which information relating to the power is transmitted. Each of the first and second nodes includes a current measurement unit for measuring current values entering and exiting the own nodes via the power line, a current input/output unit that performs input/output of current proportionate to a current value between the signal line and the own node, and a potential measurement unit that measures potential of the signal line. The signal line is terminated at a terminal potential via a resistor, and in a case in which the potential of the signal line differs from the terminal potential, diagnosis is made that an abnormality is occurring somewhere in the in-vehicle power supply network.
A variable displacement pump (VP1) according to the present invention is provided, on a first end surface (FC1) of a cam ring (4), with a first recessed portion (471) which opens into a first discharge passage (ER1), and which has an axial-direction width (D1) that increases with increasing distance outward from a radially inner side of the cam ring (4). As a result, a sudden change in a flow passage cross-sectional area of the first discharge passage (ER1), in particular in the vicinity of an outer peripheral edge portion of the first end surface (FC1) of the cam ring (4), can be suppressed by means of the first recessed portion (471). The generation of vortices in the vicinity of the outer peripheral edge portion of the first end surface (FC1) of the cam ring (4) is thus suppressed, thereby enabling a pressure loss of the pump to be reduced.
F04C 2/344 - Rotary-piston machines or pumps having the characteristics covered by two or more of groups , , , or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group or and relative reciprocation between the co-operating members with vanes reciprocating with respect to the inner member
F04C 14/22 - Control of, monitoring of, or safety arrangements for, machines, pumps or pumping installations characterised by varying the volume of the working chamber by changing the eccentricity between cooperating members
F04C 15/06 - Arrangements for admission or discharge of the working fluid, e.g. constructional features of the inlet or outlet
The present invention provides a steering device which can achieve a weight reduction and a cost reduction. In this invention, a cover member includes a snap-fit portion for providing locking and holding onto a reduction gear housing, and a flange portion to which a liquid gasket for sealing a gap to the reduction gear housing is applied.
The present disclosure provides a vehicle control device capable of detecting overheating of a CPU or a heat dissipation failure of the cooling mechanism, while suppressing increases in the size, the number of components, and the cost. A vehicle control device according to the present embodiment includes a memory, a CPU, a temperature sensor that is provided internal of the CPU, and a cooling mechanism that cools the CPU. The memory stores therein a standard pattern SP1, a wait time tw, a standard temperature Ts, and a normal temperature difference. The CPU then stores the load of the CPU in the memory, and monitors the load. When the load changes in accordance with the standard pattern SP1, the CPU calculates a temperature difference ΔTse between the standard temperature Ts and an evaluation temperature Te of the temperature sensor at the time point when the wait time tw elapses from the first pattern SP1 has started, and determines a failure when the temperature difference ΔTse is larger than the normal temperature difference.
B60R 16/023 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric for transmission of signals between vehicle parts or subsystems
B60W 50/04 - Monitoring the functioning of the control system
B60W 50/14 - Means for informing the driver, warning the driver or prompting a driver intervention
66.
STEERING DEVICE AND METHOD FOR CONTROLLING STEERING DEVICE
National University Corporation Tokyo University of Agriculture and Technology (Japan)
Inventor
Sonoda, Hiroki
Hasegawa, Yoshiji
Fujlbayashi, Tomoaki
Mouri, Hiroshi
Abstract
A steering device and a method for controlling the steering device according to the present invention are capable of suppressing, in a steer-by-wire steering device including a steering operation input member and a turning actuator that applies a turning force to a road wheel based on a driving signal, a change in which a yaw rate gain of a vehicle rises with respect to the operation speed of the steering operation input member by changing a turning angle command value to an angle less than the angle before the change when a turning frequency of the road wheel is a predetermined frequency. As a result, it becomes possible to suppress a case in which the yaw rate gain of the vehicle becomes too sensitive with respect to a steering operation by a driver.
B62D 6/02 - Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to vehicle speed
B62D 5/00 - Power-assisted or power-driven steering
B62D 5/04 - Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
Provided is a bumper cap to be attached to a shock absorber main body, and includes a cover part having an opening at one end, having a bottom part and a through hole penetrating the bottom part at another end, and configured to cover the shock absorber main body, and a plurality of protruding parts protruding from the bottom part of the cover part toward the opening side, and in which a gap is formed between the adjacent protruding parts, in which a suppression part configured to suppress a rotation of a fluid, which has flowed into a space between the inside of the cover part and the shock absorber main body from an outside of the cover part through the through hole, in the cover part is further provided.
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium - Details
One aspect of the present invention is configured in such a manner that a main valve (a valve member) is in abutment with only a ridge portion (a second protrusion portion) on the inner peripheral side of a seat portion (a first seat portion) in a state of being mounted on a piston. This configuration can reduce the radial contact width between the main valve and the seat portion, and contribute to preventing or reducing variations in the valve-opening point and the damping force by managing the radial dimension of the ridge portion on the inner peripheral side of the seat portion to allow the contact diameter between the main valve and the seat portion to be kept constant.
A first power semiconductor element and a second power semiconductor element of a power semiconductor device are such that, when heat generated by the first power semiconductor element is larger than heat generated by the second power semiconductor element, a first distance from an end of the first power semiconductor element to an end of the conductor plate is larger than a second distance from an end of the second power semiconductor element to an end, connected to the second power semiconductor element, of a second conductor plate.
This power conversion device comprises: an inverter circuit formed by connecting, in series, switching elements of an upper arm and a lower arm; an output current detector that outputs a detection value of AC current output from a connection point between the switching elements of the upper arm and the lower arm; a driver circuit that drives the switching elements by driving signals via a switched gate resistor; an overcurrent detection circuit that compares the detection value and one of a predetermined plurality of overcurrent thresholds and, when the detection value is greater than the overcurrent threshold, outputs an overcurrent detection signal; and a controller that sends the driving signals, sends, to the driver circuit, a gate resistance switching signal for switching the gate resistor, and sends an overcurrent threshold switching signal for switching the overcurrent threshold. When the controller has been switched, by using the gate resistance switching signal, to the gate resistor for which a resistance value is lower, the controller sets the overcurrent threshold to a small value, by using the overcurrent threshold switching signal.
H02M 1/08 - Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters
H02M 7/48 - Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
Provided is a physical quantity detection device capable of achieving low current consumption through control of an energization method even during a ground-contact period. A physical quantity detection device 2 according to the present invention is characterized by: extracting a stepping-in peak value 43 of strain generated at stepping-in time Pa when a strain detection area 10a of a tire 10 comes into ground-contact with a road surface 30, and an intermediate time-point peak value 42 of strain generated at an intermediate time point Pb between the stepping-in time and kicking-out time when the strain detection area of the tire moves away from the road surface; calculating the cycle of subsequent generations of stepping-in peak values and intermediate time peak values from a time difference t between the stepping-in peak value and the intermediate time-point peak value or inclination of a strain change; and energizing a strain detection unit 3 in accordance with the cycle.
Provided is an electric drive device of which the outer diameter size can be reduced, and the layout of a power harness and a signal harness can be changed. The electric drive device is one in which a motor and a control unit are integrated coaxially with a motor output shaft. The control unit is arranged on the side of motor that is opposite from the output side, and is electrically connected to the outside via a wire harness. The electric drive device has a connector block having first and second connector parts each having a connector connection opening to be connected to a mating connector, and a circuit board to which connection terminals of the first and second connector parts are electrically connected. The second connector part is arranged on an exterior surface different from a connector formation surface where the first connector part is located, or on an exterior surface different from the exterior surface that covers the circuit board.
This electric motor control device comprises: a first drive system including a first MCU and a first inverter; and a second drive system including a second MCU and a second inverter. The first MCU performs drive control on an electric motor by the first inverter and also performs a failure diagnosis by energizing the first inverter. When a failure occurs in the first drive system, the second MCU performs drive control on the electric motor by the second inverter connected to an electrical path connecting the first inverter and the electric motor to each other and also performs the failure diagnosis by energizing the second inverter. The first MCU performs the failure diagnosis on the first inverter when the second inverter is not energized in the second drive system, and the second MCU performs the failure diagnosis on the second inverter when the first inverter is not energized in the first drive system.
H02P 27/06 - Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
The present invention is related to a propeller shaft (PS1) that is a power transmission shaft, in which a first collapse length (S1) of a first joint member (J1) that bends on the basis of a first bending load is set to be longer than a second collapse length (S2) of a second joint member (J2) that bends on the basis of a second bending load that is greater than the first bending load. As a result, even when an axial load is applied from the first end portion (11) side, the second end portion (12) side, or both of the first end portion (11) side and the second end portion (12) side, the second joint member (J2) can be smoothly inserted into a tube (1), and the collision performance of the propeller shaft (PS1) can be stabilized.
B60K 17/22 - Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
F16D 1/06 - Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end
F16D 3/50 - Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
A propeller shaft (PS1) according to the present invention is a power transmission shaft, and is configured such that when a second collision load (F2), which is greater than a first collision load (F1) at which an anchored condition of a first insertion section (22) and a tube (1) is released, has acted thereon, an anchored condition of a second insertion section (32) and the tube (1) is released. Thus, at the time of a vehicle collision, i.e. when an axial direction load (Fx) has acted on the propeller shaft (PS1), the anchored condition of the first insertion section (22) is released before that of the second insertion section (32), allowing the order of release of the anchoring of the first insertion section (22) and the second insertion section (32) to the tube (1) to be controlled. Consequently, stability in the collision performance of the propeller shaft (PS1) can be improved.
B60K 17/22 - Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
A motor control device and an electric steering device according to the present invention comprise: a driving circuit for a motor; a semiconductor switching element that connects and disconnects a conduction path between the driving circuit and a neutral point of a multiphase winding set of the motor; a control unit that controls the driving circuit and the semiconductor switching element; and a control element that is provided in a ground path connecting a signal path for a control signal of the semiconductor switching element to the ground and that turns on the semiconductor switching element when a predetermined potential difference is reached between the potential on the winding side of the semiconductor switching element and the potential of the ground. Thus, the semiconductor switching element can be inhibited from being damaged by the counter electromotive voltage of the motor.
Provided is a steering device that can improve workability during assembly. A sensor-side connector is oriented at an angle with respect to a pinion shaft. An EPP has a first terminal to which a first harness is connected and a second terminal to which a second harness is connected. The first terminal is provided at a position closer to the pinion shaft than the second terminal. The length of the first harness is set shorter than the second harness.
In a steering device according to the present invention, a recess (33) has a first inclined surface (831) and a second inclined surface (832) that are asymmetric in the axial direction of a rack bar (3), and the second inclined surface (832) has a gentler slope than the first inclined surface (831). Thus, when a cushioning member (8) is interposed between a ball joint (40) and a rack bar storage part (13) of a housing 1 at a stroke end of the rack bar (3), the cushioning member (8) can be guided to the second inclined surface (832) side. Resultantly, it is possible to inhibit a change in cushioning properties caused by interposing, between the rack bar (3) and a rack bar insertion hole (130) of the housing (1), a portion of a thick section (81) of the cushioning member (8) that has bulged and deformed in the radial direction in conjunction with compressive deformation in the axial direction, and it is possible to ensure stable cushioning properties of the cushioning member (8).
This electric power steering device is configured so that a ball bearing (7) is retained by a retaining member (8) the axial-direction movement of which is restricted by a second housing (12). More specifically, because the retaining member (8) is not screwed into a housing, there is no risk of the occurrence of galling or loosening due to thermal expansion. Further, if thermal expansion occurs in the retaining member (8), such thermal expansion is absorbed by a first elastic member (91) or a second elastic member (92), and thus there is no risk of a reduction, due to the thermal expansion, in the retaining properties of the retaining member (8) with respect to the ball bearing (7).
Provided is a map storage device that generates a map by automatically determining and storing a necessary map without a user's operation. The map storage device includes: a map creation unit that creates map data of a route traveled by a vehicle; a map data temporary storage unit that temporarily stores the map data; a map data storage unit that non-temporarily stores a part of the map data temporarily stored in the map data temporary storage unit; a behavior history information storage unit that stores behavior history information that is a behavior history of the vehicle; and a vehicle behavior determination unit that determines whether or not to store, in the map data storage unit, the map data temporarily stored in the map data temporary storage unit, based on the behavior history information.
This electronic control unit, which stores and provides experience information including probe data and map data to a computer with which the electronic control unit communicates, has a memory for storing probe data, acquires and records the probe data in the memory at each recording cycle, and transmits the probe data recorded in the memory to the computer. A base recording cycle is set as the initial value of said recording cycle. If the communication with the computer is interrupted, the electronic control unit updates the recording cycle to a cycle longer than the base recording cycle.
Provided is a rotary electrical machine comprising: a rotor which has a rotor core that is configured by stacking a plurality of electromagnetic steel sheets and a shaft that supports the rotor core; a stator which, on the radially outward side of the rotor, is opposite from the rotor with an air gap therebetween, said air gap being a prescribed space; and a housing which houses the rotor and the stator. The housing forms an air flow path between the rotor and the stator. The shaft has a shaft flow path that is in communication with the air flow path. The rotor has a pump which is connected to the shaft and which is synchronized with rotation of the shaft, and a radial flow path which is in communication with the shaft flow path and the air gap.
Provided is an AC motor control device that drives and controls an AC motor through voltage phase control, and is capable of speeding up the overall response while suppressing reverse current response. The AC motor control device converts DC power to AC power on the basis of a voltage phase command output from a voltage phase control unit and outputs the AC power to an AC motor. The AC motor control device is characterized in that the voltage phase control unit includes a change amount limiting unit that limits the amount of change in the voltage phase.
The present invention relates to a vehicle control device, a vehicle control method, and a steering system that, if there is an anomaly in a vehicle that would cause an anomalous behavior of the vehicle when a braking device generates a braking force, determines a predicted behavior, which is a vehicle behavior predicted to occur in the vehicle in accordance with activation of the braking device, and causes a steering force to be generated in a direction in which the predicted behavior is suppressed, so that a vehicle behavior based on the amount of operation of a steering operation input member is achieved when the braking device is activated. In this way, the stability of the vehicle can be increased.
B62D 6/00 - Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
B60T 17/22 - Devices for monitoring or checking brake systems; Signal devices
B62D 5/04 - Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
85.
STEERING CONTROL DEVICE, STEERING CONTROL METHOD, AND STEER-BY-WIRE SYSTEM
The present invention pertains to a steering control device, a steering control method, and a steer-by-wire system. In one embodiment thereof, the steer-by-wire system has a first actuator that applies torque to a steering operation input member and a second actuator that applies steering force to wheels. If a deviation amount of the steering angle of the wheels relative to the operation position of the steering operation input member is not less than an acceptable amount when the system has been turned on, the first actuator is controlled such that the deviation amount decreases when the vehicle speed is not more than a threshold, and the second actuator is controlled such that the deviation amount decreases when the vehicle speed is more than the threshold. Therefore, it is possible to prevent control for adjustment of the operation position and the steering angle from adversely affecting on vehicle maintenance or vehicle travel.
A plated member, the outer surface of which has a plating film thereon which contains at least chromium, carbon and oxygen and has chromium which uses a trivalent chromium bath as a main component thereof, wherein: the plating film contains chromium in the amount of 60 at% or more, and carbon in the amount of 1-30 at%; the indentation hardness of the outer surface is at least 11.1 GPa; and the degree of crystallization calculated on the basis of formula (1) and the peak integrated intensity ratio of a measured value obtained by X-ray diffraction measurement is at least 5%. Formula (1): degree of crystallization (peak integrated intensity ratio)={(crystalline)/(crystalline+amorphous)}×100%. Herein, the indentation hardness expresses the value of an instrumented indentation hardness measurement via a nano-indentation method (ISO14577), and the integrated intensity ratio in formula (1) expresses a value obtained in X-ray diffraction (XRD) analysis with 2θ being 30-60°, the crystalline half-value width being <3 and the amorphous half-value width being ≥3.
This plated member has a plating film, which contains at least chromium, carbon and oxygen, while having chromium that is precipitated from a trivalent chromium bath as a main component, on the outer surface; the plating film contains 60 at% to 80 at% of chromium and 16.5 at% to 30 at% of carbon; the indentation hardness of the outer surface is 7 GPa or more; and the crystallinity, which is calculated from the peak integrated intensity ratio of the measurement values in the X-ray diffractometry and formula (1), is 4% or less. Formula (1): Crystallinity (peak integrated intensity ratio) = ((crystalline)/(crystalline + amorphous)) × 100% Meanwhile, the indentation hardness is the measurement value of instrumented indentation hardness obtained by a nanoindentation method; and the integrated intensity ratio of formula (1) is a value obtained by XRD analysis wherein 2θ is 30° to 60°, the half width of crystalline is less than 3, and the half width of amorphous is 3 or more.
A suspension control system according to the present invention comprises: a road-surface-distance detection unit (12) which, by means of a distance sensor (11) mounted to a vehicle body, detects a surface distance from the distance sensor to a position on a road surface where a wheel W passes; a mean-road-surface-displacement calculation unit (4) which calculates a mean road surface displacement of a plurality of road surface displacements that are obtained by subtracting a vehicle height from road surface distances at multiple positions corresponding to the length of tire-ground contact length in the rolling direction of the wheel; and an actuator control unit (5) which, on the basis of the mean road surface displacement, controls an active suspension in such a manner as to cause the attitude of the vehicle body to stabilize at a prescribed vehicle height. The suspension control system is configured to perform appropriate preview control according to road surface unevenness.
A software component update system is connected to a first database and a second database and includes a component tree rebuilding unit that rebuilds a software component tree of the second database on the basis of tag information and software component tree information of the first database; a component extraction unit that specifies the software components of the second database requiring update mirroring, on the basis of the rebuilt software component tree; and a file update unit that updates the software component file of the specified software components.
In a vehicular steering control device, a steer-by-wire system, and a method for controlling a steer-by-wire system according to the present invention, if an abnormality of a rotation angle sensor of a turning motor is detected, open-loop control is performed on the turning motor based on a rotation angle of a motor shaft before the abnormality of the rotation angle sensor is detected and information concerning a reaction generation device that applies reaction torque to steering wheel. Consequently, it is possible to continue control of a turning angle even if the rotation angle sensor of the turning motor fails, while suppressing an increase in system cost.
Provided is a solenoid comprising a molded coil, an anchor, and an armature. In the anchor, an outer peripheral convex portion and an inner peripheral convex portion are formed. When no current is being applied, axial distance between the outer peripheral convex portion of the anchor and an outer peripheral portion of the armature which is radially closest to the outer peripheral convex portion is smaller than axial distance between the inner peripheral convex portion of the anchor and an inner peripheral portion of the armature which is radially closest to the inner peripheral convex portion. In other words, timing at which the outer peripheral convex portion of the anchor and the outer peripheral portion of the armature face each other in a radial direction is shifted from timing at which the inner peripheral convex portion of the anchor and the inner peripheral portion of the armature face each other in the radial direction.
B60G 17/015 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements
An object of the present invention is to provide a strain amount detection device capable of accurately detecting deformations, in multiple directions, of a tire by one strain measuring element. A strain amount detection device according to the present invention includes a disk-shaped base member that holds a strain measuring element, in which the base member acts as a strain body by transmitting strain of a tire to the strain measuring element.
G01L 1/22 - Measuring force or stress, in general by making use of electrokinetic cells, i.e. liquid-containing cells wherein an electrical potential is produced or varied upon the application of stress using resistance strain gauges
The present invention provides an electronic control device that is able to prevent valve opening failure of an injector when an abnormality occurs in a fuel pressure sensor that detects the pressure of a fuel supplied by the injector, and prevent the engine from stopping or prevent a reduction in rotation speed. This electronic control device (ECU5) comprises a target fuel pressure calculating unit (501), a fuel pressure acquiring unit (502), a failure detecting unit (503), a failure confirming unit (504), an abnormality detecting unit (505), an abnormality confirming unit (506), and a drive current setting unit (507). The failure confirming unit (504) confirms a fuel pressure sensor failure when the detection of a sensor failure has continued for longer than a first time period. The abnormality confirming unit (506) confirms a sensor value abnormality when the detection of a detection value abnormality has continued for longer than a second time period. The drive current setting unit (507) sets a provisional drive current based on a fuel pressure detection value detected before the fuel pressure sensor failure and the detection value abnormality were detected, when the drive current of the injector over a period from the detection of the fuel pressure sensor failure until the first time period has elapsed or from the detection of the detection value abnormality until the second time period has elapsed.
This own position estimation device has: a position information acquiring unit of a vehicle; a first memory having encoded map information stored therein; a microcomputer that reads the map information, performs a computation based on information obtained from the position information acquiring unit, and outputs driving assistance information; and a second memory that holds the map information and current position information transferred by the microcomputer. The position information acquiring unit, the first memory, and the second memory are connected to the microcomputer via a communication line. The second memory is a non-volatile memory in the vehicle, and stores own position information, encoded surrounding area map information, and decoded surrounding area map information, during operation of the vehicle.
The purpose of the present invention is to improve magnet temperature estimation accuracy by correcting the current dependency of magnetic flux variation due to a temperature change when estimating magnet temperature. A motor control unit 10 of the present invention comprises a magnet temperature estimation unit 40 that receives a q-axis voltage command value calculated on the basis of either a motor rotational speed command value or a motor torque command value, an electrical angular speed, and d-axis current detection value and q-axis current detection value which are calculated on the basis of a current detection value and estimates the temperature of a permanent magnet. The magnet temperature estimation unit 40 comprises: a d-axis magnetic flux variation calculation unit 41 that receives the q-axis voltage command value, the electrical angular speed, the d-axis current detection value, and the q-axis current detection value and calculates a d-axis magnetic flux variation; a d-axis magnetic flux variation correction unit 42 that calculates a corrected d-axis magnetic flux variation obtained by correcting the d-axis magnetic flux variation; a magnet magnetic flux reference-value calculation unit 43 that calculates a magnet magnetic flux reference value; and a magnet temperature calculation unit 44 that calculates a magnet temperature estimation value of the permanent magnet on the basis of the corrected d-axis magnetic flux variation and the magnet magnetic flux reference value.
Provided is a vehicle control device in which a collision avoidance main body can create a space necessary for collision avoidance and assist collision avoidance between other vehicles when a plurality of vehicles are traveling. The vehicle control device comprises: a virtual vehicle setting unit (204) that among a plurality of other vehicles assumed by an assumed situation setting unit (203), sets a virtual vehicle at a future traveling position of another vehicle traveling parallel to the host vehicle (position on the host vehicle's traveling lane or on the own lane); and a following distance calculation unit (205) that, on the basis of the position of the virtual vehicle set by the virtual vehicle setting unit (204) and the current position of the own vehicle, calculates a degree of overlap or the relative distance between the host vehicle and the virtual vehicle, determines whether the host vehicle departs from in front or behind the virtual vehicle, depending on the degree of overlap or relative distance, and determines a target following distance of the host vehicle with respect to the virtual vehicle.
The present disclosure provides a cover for a radar device, said cover being positioned so as to cover an array antenna of the radar device, and having a flat section that has a flat surface shape and a curved section that is curved in a curved surface shape, wherein the cover makes it possible for the radar device to more accurately estimate an arrival angle. A cover C1 for a radar device comprises a path adjustment section PA1 that is positioned on the path of radar waves passing through a curved section 142 and arriving at an array antenna, said radar waves being among radar waves that were emitted from the array antenna and reflected by an object. At least one of the thickness and the relative permittivity of the path adjustment section PA1 is changed so as to reduce estimation error for the arrival angle of the radar waves that pass through the the curved section 142 and arrive at the array antenna.
G01S 7/03 - RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES - Details of systems according to groups , , of systems according to group - Details of HF subsystems specially adapted therefor, e.g. common to transmitter and receiver
H01Q 1/42 - Housings not intimately mechanically associated with radiating elements, e.g. radome
Provided is a brake control device that makes it possible to both reduce costs and suppress enlargement if creating redundancy for only necessary systems. The present invention comprises: a solenoid valve device having, in parallel, a first coil to which a first terminal and a second terminal are connected, and a second coil to which a third terminal and a fourth terminal are connected; a housing in which the solenoid valve device is disposed; and one control board arranged offset from one end surface of the housing in the direction of the winding axis of the first coil. All the terminals are connected to the one control board.
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
B60T 8/36 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
B60T 8/92 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
The purpose of the present invention is to comprehensively perform a noise countermeasure even for electronic components mounted to any of a plurality of circuit boards provided in an electronic control device. This electronic control device 100 comprises a first circuit board 4 and a second circuit board 5 in which respective mounting surfaces 4a, 5a for electronic components 8 are disposed facing each other with a gap therebetween. Furthermore, this electronic control device 100 of a first embodiment comprises a shielding member 9 that is disposed in the gap between the first circuit board 4 and the second circuit board 5 and shields noise, and conductive members 10a, 10b that connect the first circuit board 4 and the second circuit board 5 to the shielding member 9. The shielding member 9 is a frame body that surrounds the entire circumference around the electronic components 8 mounted on each of the first circuit board 4 and the second circuit board 5 and forms a closed path that has a width corresponding to the gap.
The purpose of the present invention is to reliably take countermeasures against heat for electronic components mounted on a plurality of circuit boards provided to an electronic control device. An electronic control device 100 comprises: a first circuit board 4 and a second circuit board 5 that are disposed such that respective mounting surfaces 4a, 5a thereof, on which electronic components 8 are mounted, are disposed to be opposite to each other with a gap therebetween; a heat dissipation plate 15 disposed between the electronic components 8 that are mounted on the first circuit board 4 and the electronic components 8 that are mounted on the second circuit board 5; heat dissipation materials 18 that come into contact with the electronic components 8 and the heat dissipation plate 15; housings 1, 2 that accommodate the first circuit board 4, the second circuit board 5, the heat dissipation plate 15, and the heat dissipation materials 18; and a heat sink 17 provided outside the housings 1, 2. The heat dissipation plate 15 is connected to the heat sink 17 by penetrating through, or having interposed therebetween, the housings 1, 2.
