Hitachi Astemo Patente

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The present invention includes: a path control unit (102) that performs switching or routing control of data or signals; an update control unit (101) that is connected to the path control unit via a first update path (111) and that distributes update data including a program or program setting information of the path control unit; an update processing unit (103) that is connected to the path control unit via a second update path (112) and that, on the basis of the update data, performs update processing of the path control unit; and a storage region (104) where the program or the program setting information is held through the update processing, wherein the update control unit is connected to the update processing unit via a recovery path (113) which is different from the first update path.

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A vehicle motion control device is provided with an information acquisition unit that acquires a plurality of pieces of environment information relating to surrounding environment of a subject vehicle, a limit value setting unit that calculates the plurality of limit values for physical quantities relating to motion of the subject vehicle on the basis of the plurality of pieces of environment information, and sets, on a map, a final limit value determined on the basis of the plurality of limit values, and a trajectory planning unit that generates a travel trajectory of the subject vehicle on the basis of the final limit value.

In the invention, a provisional static roll angle is calculated using previous values of a yaw angular speed ω_y, a pitch angular speed ω_p, and a roll angle φ measured by an IMU (300), a yaw angular speed of a gravitational direction axis, and a wheel speed. A riding posture correction value is calculated based on a difference between a first posture angle obtained based on a center of gravity generated by a riding posture and a second posture angle obtained based on a center of gravity of a vehicle, the first posture angle being an angle obtained from a lateral acceleration A_y acting in a lateral direction of the vehicle and an upper-lower acceleration A_z acting in a gravity direction of the vehicle. A confirmed static roll angle φ_s is calculated by correcting the provisional static roll angle with the riding posture correction value. A dynamic roll angle error is estimated based on a difference between the confirmed static roll angle φ_s and a dynamic roll angle φ_d.

A riding posture correction value calculation unit (4) (posture angle calculation unit) that calculates a riding posture of a vehicle includes a first posture angle estimation unit (41), a second posture angle acquisition unit (42), and a posture angle difference calculation unit (43). The first posture angle estimation unit (41) estimates a first posture angle with respect to a vertical direction of a center of gravity of a moving vehicle based on a lateral acceleration A_y acting in a lateral direction of the moving vehicle including the vehicle and a load of the vehicle and an upper-lower acceleration A_z acting in a gravity direction of the moving vehicle. The second posture angle acquisition unit (42) acquires a second posture angle with respect to the vertical direction of a center of gravity of the vehicle. The posture angle difference calculation unit (43) obtains a difference between the first posture angle and the second posture angle.

The present invention provides an electric brake apparatus having a structure that, even when some failure has occurred on an electric driving source side in a parking brake state, allows this braking state to be easily forcibly released. An electric actuator of a drum brake includes an electric motor, a rotational shaft of the electric motor, a rotation-linear motion conversion mechanism configured to allow the drum brake to be switched to a braking state or a non-braking state by converting a rotation from the rotational shaft into a linear motion, and a housing containing the rotational shaft. The housing includes a braking forcible release mechanism capable of forcibly releasing the braking state into the non-braking state. Due to this braking forcible release mechanism, even when some failure has occurred on an electric motor side in a parking brake state, this braking state can be easily forcibly released.

A geometrical calculation unit (1) calculates a traveling direction angle of a vehicle from a yaw angular speed of a gravitational direction axis calculated from a yaw angular speed ω_y measured by an IMU(300) and a vehicle speed V. Further, a steering angle δ_H is calculated using the traveling direction angle and a roll angle φ. Further, the geometrical calculation unit (1) preferably calculates the traveling direction angle based on a height of the IMU(300) from a road surface. According to such a configuration, the steering angle δ_H can be calculated without using a steering angle sensor, and a configuration of a control system can be simplified.

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Provided is an in-vehicle image processing device capable of efficiently measuring a distance to an object. Included are: an image acquisition unit B03 that acquires images from a plurality of imaging devices that capture a plurality of images having different viewpoints; a parallelizing optical axis priority determination unit B07 that determines priority for a plurality of optical axis candidates that are arbitrary optical axes on a plane orthogonal to a base line direction of the plurality of imaging devices; a parallelization processing unit B04 that performs parallelization processing on the plurality of images and outputs the images by using at least one optical axis among the optical axis candidates for which the priority has been determined; a parallax calculation unit B05 that obtains parallax on the basis of the plurality of images output from the parallelization processing unit B04; and an object detection unit B06 that detects an object (in the image) on the basis of the parallax.

Provided is a vehicle motion control device capable of suppressing deterioration of ride comfort during the turning travel of a vehicle. A vehicle motion control device includes an information acquisition unit that acquires information on a curved portion in front of a vehicle, a turning control planning unit that plans turning control for controlling a posture of the vehicle when the vehicle travels in the curved portion based on information of the curved portion, and a notification control planning unit that controls a posture of the vehicle before execution of the turning control and plans notification control for notifying an occupant of the vehicle of execution of the turning control in advance. The turning control is planned to continue after the notification control. The notification control planning unit plans the notification control such that a peak of a temporal change rate of a physical quantity related to a posture of the vehicle is located between a start time of the notification control and a start time of the turning control.

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This disc brake makes it possible to stabilize the position of a dust seal in a dust seal mounting groove and stabilize the roll-back amount of a piston while minimizing costs. A dust seal mounting groove 8 has: a cylinder hole opening-side surface 8a and a cylinder hole bottom-side surface 8b formed in a direction intersecting a cylinder axis CL1; and a mounting groove bottom surface 8c formed between the cylinder hole bottom-side surface 8b and the cylinder hole opening-side surface 8a. The mounting groove bottom surface 8c constitutes a regulating section and is formed as a conical surface in which the inner diameter around the cylinder axis CL1 of the dust seal mounting groove 8 gradually decreases toward the cylinder hole opening-side surface 8a. A separation section E1 in which a tip surface 10b and the cylinder hole opening-side surface 8a do not abut each other when not operating is provided between the tip surface 10b and the cylinder hole opening-side surface 8a.

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Provided is a map distribution device that can prevent delay or omission of distribution of surroundings map information in distribution of map information on the surroundings of a host vehicle to an autonomous driving control device. The map providing device measures a map data amount of map information based on a planned traveling route in advance while the vehicle travels in a section where a load is low, and when finding a section where delay or omission of distribution of map data could occur, starts distribution of the map data to the autonomous driving control device at timing earlier than usual timing, according to the map data amount. When a load factor offers an extra margin, a map data amount or the like in a case where the vehicle departs from the planned traveling route at a branch point is measured as well.