JPH09142284A - Collision relaxing device - Google Patents
Collision relaxing deviceInfo
- Publication number
- JPH09142284A JPH09142284A JP7306277A JP30627795A JPH09142284A JP H09142284 A JPH09142284 A JP H09142284A JP 7306277 A JP7306277 A JP 7306277A JP 30627795 A JP30627795 A JP 30627795A JP H09142284 A JPH09142284 A JP H09142284A
- Authority
- JP
- Japan
- Prior art keywords
- collision
- vehicle
- braking
- wheel
- yaw
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/02—Active or adaptive cruise control system; Distance control
- B60T2201/024—Collision mitigation systems
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は車両用衝突緩和装置
に関し、衝突した際の衝撃力を緩和する車両用衝突緩和
装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle collision mitigation device, and more particularly to a vehicle collision mitigation device for mitigating impact force in a collision.
【０００２】[0002]
【従来の技術】従来より、衝突のおそれを推定して衝突
警報を発する衝突警報装置がある。例えば、特開平５−
２１０７９９号公報には、車間距離又は障害物を検出す
る検出手段と、運転者の運転状態を検出する運転状態検
出手段とを持ち、これらの検出出力から衝突のおそれが
高いとき警報を発する衝突警報装置が記載されている。2. Description of the Related Art Conventionally, there has been a collision warning device for estimating a possibility of collision and issuing a collision warning. For example, Japanese Patent Application Laid-Open
Japanese Patent Laid-Open No. 210799 has a collision warning that has a detection unit that detects an inter-vehicle distance or an obstacle and a driving state detection unit that detects a driving state of a driver, and that issues a warning from a detected output when there is a high possibility of a collision. The device is described.
【０００３】[0003]
【発明が解決しようとする課題】従来、衝突のおそれが
あるとき警報を発して衝突を回避することを目的とする
衝突警報装置はあるものの、衝突が発生したとき、衝突
の衝撃力を緩和する装置は存在しなかった。Conventionally, although there is a collision warning device for issuing an alarm to avoid a collision when there is a risk of collision, when a collision occurs, the impact force of the collision is mitigated. No device was present.
【０００４】本発明は上記の点に鑑みなされたもので、
衝突時の車両状態に応じて駆動輪の制動力制御を行うこ
とにより、衝突の衝撃を緩和する車両用衝突緩和装置を
提供することを目的とする。[0004] The present invention has been made in view of the above points,
An object of the present invention is to provide a vehicle collision mitigation device that mitigates the impact of a collision by controlling the braking force of the drive wheels according to the vehicle state at the time of the collision.
【０００５】[0005]
【課題を解決するための手段】請求項１に記載の発明
は、図１（Ａ）に示す如く、駆動輪を左右独立して制動
する制動手段Ｍ１を持つ車両の車両用衝突緩和装置であ
って、衝突により発生する車両状態を検出する衝突状態
検出手段Ｍ２と、上記衝突状態検出手段で検出された車
両状態に応じて左右いずれか一方の駆動輪を制動する第
１の制動制御手段Ｍ３とを有する。The invention according to claim 1 is a vehicle collision mitigation device for a vehicle having braking means M1 for independently braking the driving wheels as shown in FIG. 1 (A). A collision state detecting means M2 for detecting a vehicle state generated by the collision, and a first braking control means M3 for braking one of the left and right drive wheels according to the vehicle state detected by the collision state detecting means. Have.
【０００６】このため、衝突時に一方の駆動輪が制動さ
れ、他方の駆動輪はデファレンシャルギアによって駆動
力が増大してヨー運動が発生し、このヨー運動の方向を
衝突によるヨー運動の方向と一致させることにより衝突
の衝撃を緩和できる。請求項２に記載の発明は、請求項
１記載の車両用衝突緩和装置において、前記衝突状態検
出手段Ｍ２は車両に発生するヨー運動を検出し、前記第
１の制動制御手段Ｍ３は、衝突によるヨー運動を促進す
る方向に左右いずれか一方の駆動輪を制動する。Therefore, at the time of a collision, one driving wheel is braked, and the driving force of the other driving wheel is increased by the differential gear to generate a yaw motion, and the direction of this yaw motion coincides with the direction of the yaw motion due to the collision. By doing so, the impact of collision can be mitigated. According to a second aspect of the present invention, in the vehicle collision mitigation device according to the first aspect, the collision state detecting means M2 detects a yaw motion generated in the vehicle, and the first braking control means M3 is caused by a collision. Either the left or right drive wheel is braked in the direction that promotes yaw motion.
【０００７】これによって、駆動輪を制動することによ
って発生するヨー運動の方向を衝突によって発生するヨ
ー運動の方向と一致させることができる。請求項３に記
載の発明は、図１（Ｂ）に示す如く、請求項１又は２記
載の車両用衝突緩和装置において、前記第１の制動制御
手段による一方の駆動輪の制動後、他方の駆動輪の制動
制御を行う第２の制動制御手段Ｍ４を有する。As a result, the direction of the yaw motion generated by braking the drive wheels can be made coincident with the direction of the yaw motion generated by the collision. According to a third aspect of the present invention, as shown in FIG. 1B, in the vehicle collision mitigation device according to the first or second aspect, after braking of one driving wheel by the first braking control means, It has a second braking control means M4 for controlling the braking of the drive wheels.
【０００８】このため、衝突による衝撃を緩和した後の
車両の動きを抑制することができ、運転者の操舵操作を
妨げることがなくなる。Therefore, it is possible to suppress the movement of the vehicle after the impact due to the collision is alleviated, and the steering operation of the driver is not disturbed.
【０００９】[0009]
【発明の実施の形態】図２は本発明装置の一実施例のブ
ロック図、図３はその概略配置図を示す。図２，図３に
おいて、車両１０の重心位置近傍にはヨーレートセンサ
１１及び横方向加速度センサ（横Ｇセンサ）１２が設置
されている。ヨーレートセンサ１１は車両に働くヨーレ
ートＹＡＷを検出して電子制御回路（ＥＣＵ）１４に供
給し、横Ｇセンサ１２は車両に発生する横加速度Ｇｙを
検出してＥＣＵ１４に供給する。また、車輪速センサ１
３ａ〜１３ｄは４輪夫々の車輪速を検出してＥＣＵ１４
に供給する。2 is a block diagram of an embodiment of the device of the present invention, and FIG. 3 is a schematic layout diagram thereof. 2 and 3, a yaw rate sensor 11 and a lateral acceleration sensor (lateral G sensor) 12 are installed near the center of gravity of the vehicle 10. The yaw rate sensor 11 detects the yaw rate YAW acting on the vehicle and supplies it to the electronic control circuit (ECU) 14, and the lateral G sensor 12 detects the lateral acceleration Gy generated in the vehicle and supplies it to the ECU 14. In addition, the wheel speed sensor 1
3a to 13d detect the wheel speed of each of the four wheels to detect the ECU 14
To supply.
【００１０】ＥＣＵ１４はセンサ１１，１２で検出され
たヨーレートＹＡＷ及び横加速度Ｇｙから衝突を検出
し、この衝突状態に応じて制動手段Ｍ１としての左前
輪、右前輪、左後輪、右後輪夫々のブレーキ１７ａ〜１
７ｄ夫々の制動を制御する。図４はＥＣＵ１４が実行す
る衝突緩和処理の一実施例のフローチャートを示す。同
図中、衝突状態検出手段Ｍ２に対応するステップＳ１０
では衝突が発生したか否かを判別する。ここでは、ヨー
レートセンサ１１で検出したヨーレートＹＡＷがしきい
値ＹＴＨを超え、かつヨーレートの微分値ＤＹＡＷがし
きい値ＤＹＴＨを超え、かつ、横Ｇセンサ１２の検出し
た横加速度Ｇｙがしきい値ＧＴＨを超えたとき衝突発生
と判別し、衝突発生ならばステップＳ２０に進み、そう
でなければステップＳ１０を繰り返す。The ECU 14 detects a collision from the yaw rate YAW and the lateral acceleration Gy detected by the sensors 11 and 12, and the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel as the braking means M1 are detected according to the collision state. Brakes 17a-1
Control the braking of each 7d. FIG. 4 shows a flowchart of an embodiment of the collision mitigation process executed by the ECU 14. In the figure, step S10 corresponding to the collision state detecting means M2.
Then, it is determined whether or not a collision has occurred. Here, the yaw rate YAW detected by the yaw rate sensor 11 exceeds the threshold value YTH, the yaw rate differential value DYAW exceeds the threshold value DYTH, and the lateral acceleration Gy detected by the lateral G sensor 12 is the threshold value GTH. When it exceeds, it is determined that a collision has occurred. If a collision has occurred, the process proceeds to step S20, and if not, step S10 is repeated.
【００１１】ステップＳ２０では、衝突により発生した
ヨー運動の方向が車両の上方から見て時計回りか否かを
判別する。ここでヨー運動の方向が時計回りの場合はス
テップＳ３０に進み、右側の駆動輪（後輪駆動車ならば
右後輪、前輪駆動車ならば右前輪）の制動を行う。ま
た、反時計回りの場合はステップＳ４０に進み、左側の
駆動輪（後輪駆動車ならば左後輪、前輪駆動車ならば左
前輪）の制動を行う。In step S20, it is determined whether or not the direction of the yaw motion generated by the collision is clockwise as viewed from above the vehicle. If the yaw motion is clockwise, the process proceeds to step S30, and the right drive wheel (the right rear wheel in the case of a rear wheel drive vehicle, the right front wheel in the case of a front wheel drive vehicle) is braked. If it is counterclockwise, the process proceeds to step S40, and the left driving wheel (the rear left wheel in the case of a rear wheel drive vehicle, the left front wheel in the case of a front wheel drive vehicle) is braked.
【００１２】図５に示す如く、車両１０の右前部に矢印
Ｃ1 で示す方向から衝突され、車両１０に矢印Ｄ1 で示
す反時計方向のヨー運動が発生した場合、車両１０が後
輪１８ｃ，１８ｄを駆動輪とする後輪駆動車ならば、左
後輪１８ｃの制動を行う。なお、図５において、１８
ａ，１８ｂは前輪、１９はデファレンシャルギアであ
る。As shown in FIG. 5, when the vehicle 10 collides with the front right portion of the vehicle 10 in the direction indicated by the arrow C 1 and a yaw motion in the counterclockwise direction indicated by the arrow D 1 occurs in the vehicle 10, the vehicle 10 is moved to the rear wheel 18c. , 18d is a rear wheel drive vehicle, the left rear wheel 18c is braked. In FIG. 5, 18
Reference numerals a and 18b are front wheels, and 19 is a differential gear.
【００１３】ここで、左右の駆動輪の間にはデファレン
シャルギアがあるため、左右の駆動輪のうちいずれか一
方の駆動輪（例えば左の駆動輪）の制動を行うと、他方
の駆動輪（例えば右の駆動輪）の駆動力が増加する。従
って、右側の駆動輪の制動を行うと、右側の駆動輪の駆
動力が低下し、左側の駆動輪の駆動力が増大するため、
車両に時計回り方向のヨー運動が発生する。このヨー運
動の方向は衝突により発生するヨー運動と同一方向であ
り、制動によって発生するヨー運動によって衝突の衝撃
力を緩和することが可能となる。Since there is a differential gear between the left and right drive wheels, if one of the left and right drive wheels (for example, the left drive wheel) is braked, the other drive wheel ( For example, the driving force of the right driving wheel) increases. Therefore, when the right driving wheel is braked, the driving force of the right driving wheel decreases and the driving force of the left driving wheel increases,
A clockwise yaw motion occurs in the vehicle. The direction of this yaw motion is the same as the yaw motion generated by the collision, and the yaw motion generated by the braking can reduce the impact force of the collision.
【００１４】上記の第１の制動制御手段Ｍ３に対応する
ステップＳ３０又はＳ４０の制動は例えば所定時間行わ
れる。なお、これはヨーレートが所定値未満となるまで
継続するように構成しても良い。ステップＳ３０の実行
後はステップＳ５０でヨー打ち消し制御を行う。ここで
はステップＳ３０で行った右側の駆動輪の制動とは逆に
左側の駆動輪の制動を行って衝突により発生したヨー運
動を打ち消し、ステップＳ７０に進む。同様にステップ
Ｓ４０実行後はステップＳ６０でヨー打ち消し制御を行
う。ここではステップＳ４０とは逆に右側の駆動輪の制
動を行って衝突により発生したヨー運動を打ち消し、ス
テップＳ７０に進む。上記のステップＳ５０，Ｓ６０が
第２の制動制御手段Ｍ４に対応する。The braking in step S30 or S40 corresponding to the first braking control means M3 is performed for a predetermined time, for example. Note that this may be configured to continue until the yaw rate becomes less than the predetermined value. After execution of step S30, yaw cancellation control is performed in step S50. Here, contrary to the braking of the right drive wheel performed in step S30, the left drive wheel is braked to cancel the yaw motion caused by the collision, and the process proceeds to step S70. Similarly, after executing step S40, yaw cancellation control is performed in step S60. Here, contrary to step S40, the right drive wheel is braked to cancel the yaw motion generated by the collision, and the process proceeds to step S70. The above steps S50 and S60 correspond to the second braking control means M4.
【００１５】このため、衝突による衝撃を緩和した後の
車両の動きを抑制することができ、運転者の操舵操作を
妨げることがなくなる。ステップＳ７０では制御終了か
否かを判別する。ここでは一定時間連続してヨーレー
ト，ヨーレート微分値、横加速度夫々が所定値（この所
定値はしきい値ＹＴＨ，ＤＹＴＨ，ＧＴＨ夫々より充分
に小さい値である）未満であれば制御終了とする。制御
終了でなければステップＳ２０に進んでステップＳ２０
〜７０を繰り返す。制御終了の場合にはステップＳ８０
に進み、駆動輪の制動を止め、ステップＳ１０に進んで
衝突判別を行う。Therefore, it is possible to suppress the movement of the vehicle after alleviating the impact caused by the collision, and the steering operation of the driver is not hindered. In step S70, it is determined whether the control is ended. Here, if the yaw rate, the yaw rate differential value, and the lateral acceleration are continuously less than the predetermined values (the predetermined values are sufficiently smaller than the threshold values YTH, DYTH, and GTH), the control ends. If control is not completed, the process proceeds to step S20 and step S20.
Repeat ~ 70. When the control ends, step S80
In step S10, the braking of the drive wheels is stopped, and in step S10, collision determination is performed.
【００１６】ここで、自車の側方から他車が衝突した場
合、ヨーレートＹＡＷは図６（Ａ）に示す如く時点ｔ01
でしきい値ＹＴＨを超え、ヨーレートの微分値ＤＹＡＷ
は同図（Ｂ）に示す如く時点ｔ02でしきい値ＤＹＴＨを
超え、横加速度Ｇｙは同図（Ｃ）に示す如く時点ｔ03で
しきい値ＧＴＨを超える。従来の如く駆動輪制動制御を
行わない場合には、ヨーレートＹＡＷ，ヨーレート微分
値ＤＹＡＷ，横加速度Ｇｙ夫々は実線Ｉａ，IIａ， III
ａ夫々に示す如く変化する。しかし、時点ｔ1から開始
される駆動輪制動制御によりヨーレートＹＡＷは破線Ｉ
ｂに示す如く変化し、ヨーレート微分値ＤＹＡＷは破線
IIｂに示す如く変化する。この後、時点ｔ2 からｔ3 の
間にヨー打ち消し制御が行われることによってヨーレー
トＹＡＷはＩｂに示す如く逆極性となり、ヨーレート微
分値ＤＹＡＷはIIｂに示す如くIIａより絶対値が大きく
なる。また横加速度Ｇｙも破線 IIIｂに示す如く、 III
ａより逆極性の絶対値が大きくなる。Here, when another vehicle collides from the side of the own vehicle, the yaw rate YAW becomes the time t 01 as shown in FIG. 6 (A).
Exceeds the threshold value YTH at, and the yaw rate differential value DYAW
Indicates that the threshold value DYTH is exceeded at time t 02 as shown in FIG. 7B, and the lateral acceleration Gy exceeds the threshold value GTH at time t 03 as shown in FIG. When the drive wheel braking control is not performed as in the conventional case, the yaw rate YAW, the yaw rate differential value DYAW, and the lateral acceleration Gy are represented by solid lines Ia, IIa, and III, respectively.
It changes as shown in a. However, the yaw rate YAW is changed to the broken line I by the drive wheel braking control started from the time point t 1.
The yaw rate differential value DYAW changes as shown in FIG.
It changes as shown in IIb. After that, the yaw cancellation control is performed between the times t 2 and t 3 , so that the yaw rate YAW has a reverse polarity as shown by Ib, and the yaw rate differential value DYAW has an absolute value larger than IIa as shown by IIb. The lateral acceleration Gy is also III as shown by the broken line IIIb.
The absolute value of the reverse polarity is larger than that of a.
【００１７】なお、一方の駆動輪を制動したときデファ
レンシャルギアによって他方の駆動輪の駆動力が増大す
るのは、駆動輪が駆動されているとき、つまり車速が０
でないときである。車速センサで検出できる最低車速は
数ｋｍ／ｈであり、車速０ｋｍ／ｈ近傍は検出不可能で
ある。しかし、本実施例では車速センサで検出できない
車速０ｋｍ／ｈ近傍においても、一方の駆動輪の制動と
他方の駆動輪の駆動力増大によってヨー運動を発生でき
る。When one driving wheel is braked, the driving force of the other driving wheel is increased by the differential gear because the driving wheel is being driven, that is, the vehicle speed is zero.
When not. The minimum vehicle speed that can be detected by the vehicle speed sensor is several km / h, and it cannot be detected near the vehicle speed of 0 km / h. However, in this embodiment, the yaw motion can be generated by braking one driving wheel and increasing the driving force of the other driving wheel even in the vicinity of the vehicle speed of 0 km / h, which cannot be detected by the vehicle speed sensor.
【００１８】[0018]
【発明の効果】上述の如く、請求項１に記載の発明は、
駆動輪を左右独立して制動する制動手段を持つ車両の車
両用衝突緩和装置であって、衝突により発生する車両状
態を検出する衝突状態検出手段と、上記衝突状態検出手
段で検出された車両状態に応じて左右いずれか一方の駆
動輪を制動する第１の制動制御手段とを有する。As described above, the invention according to claim 1 is
A vehicle collision mitigation device for vehicles having braking means for independently braking drive wheels, the collision state detecting means detecting a vehicle state caused by a collision, and the vehicle state detected by the collision state detecting means. And a first braking control means for braking one of the left and right drive wheels in accordance with the above.
【００１９】このため、衝突時に一方の駆動輪が制動さ
れ、他方の駆動輪はデファレンシャルギアによって駆動
力が増大してヨー運動が発生し、このヨー運動の方向を
衝突によるヨー運動の方向と一致させることにより衝突
の衝撃を緩和できる。また、請求項２に記載の発明は、
請求項１記載の車両用衝突緩和装置において、前記衝突
状態検出手段は車両に発生するヨー運動を検出し、前記
第１の制動制御手段は、衝突によるヨー運動を促進する
方向に左右いずれか一方の駆動輪を制動する。Therefore, at the time of a collision, one driving wheel is braked, and the driving force of the other driving wheel is increased by the differential gear to generate a yaw motion. The direction of this yaw motion coincides with the direction of the yaw motion due to the collision. By doing so, the impact of collision can be mitigated. The invention according to claim 2 is
2. The vehicle collision mitigation device according to claim 1, wherein the collision state detecting means detects a yaw motion generated in the vehicle, and the first braking control means is either left or right in a direction of promoting a yaw motion due to a collision. Brake the drive wheels of.
【００２０】これによって、駆動輪を制動することによ
って発生するヨー運動の方向を衝突によって発生するヨ
ー運動の方向と一致させることができる。また、請求項
３に記載の発明は、請求項１又は２記載の車両用衝突緩
和装置において、前記第１の制動制御手段による一方の
駆動輪の制動後、他方の駆動輪の制動制御を行う第２の
制動制御手段を有する。Thus, the direction of the yaw motion generated by braking the drive wheels can be made to coincide with the direction of the yaw motion generated by the collision. According to a third aspect of the present invention, in the vehicle collision mitigation device according to the first or second aspect, after braking of one driving wheel by the first braking control means, braking control of the other driving wheel is performed. It has a second braking control means.
【００２１】このため、衝突による衝撃を緩和した後の
車両の動きを抑制することができ、運転者の操舵操作を
妨げることがなくなる。Therefore, it is possible to suppress the movement of the vehicle after the impact due to the collision is alleviated, and the steering operation of the driver is not disturbed.
【図１】本発明の原理図である。FIG. 1 is a principle diagram of the present invention.
【図２】本発明の一実施例のブロック図である。FIG. 2 is a block diagram of one embodiment of the present invention.
【図３】本発明の一実施例の概略配置図である。FIG. 3 is a schematic layout diagram of an embodiment of the present invention.
【図４】衝突緩和処理のフローチャートである。FIG. 4 is a flowchart of a collision mitigation process.
【図５】本発明を説明するための図である。FIG. 5 is a diagram for explaining the present invention.
【図６】本発明を説明するための図である。FIG. 6 is a diagram for explaining the present invention.
１０，３０ 車両 １１ ヨーレートセンサ １２ 横Ｇセンサ １４ ＥＣＵ １７ａ〜１７ｄ ブレーキ Ｍ１ 制動手段 Ｍ２ 衝突状態検出装置 Ｍ３ 第１の制動制御手段 Ｍ４ 第２の制動制御手段 10, 30 vehicle 11 yaw rate sensor 12 lateral G sensor 14 ECU 17a to 17d brake M1 braking means M2 collision state detection device M3 first braking control means M4 second braking control means
Claims (3)
を持つ車両の車両用衝突緩和装置であって、 衝突により発生する車両状態を検出する衝突状態検出手
段と、 上記衝突状態検出手段で検出された車両状態に応じて左
右いずれか一方の駆動輪を制動する第１の制動制御手段
とを有することを特徴とする車両用衝突緩和装置。1. A vehicle collision mitigation device for a vehicle having braking means for independently braking the driving wheels, the collision state detecting means detecting a vehicle state caused by a collision, and the collision state detecting means. A vehicle collision mitigation device comprising: first braking control means for braking one of the left and right drive wheels in accordance with the detected vehicle state.
いて、 前記衝突状態検出手段は車両に発生するヨー運動を検出
し、 前記第１の制動制御手段は、衝突によるヨー運動を促進
する方向に左右いずれか一方の駆動輪を制動することを
特徴とする車両用衝突緩和装置。2. The collision mitigation device for a vehicle according to claim 1, wherein the collision state detecting means detects a yaw motion generated in the vehicle, and the first braking control means promotes a yaw motion due to a collision. A vehicle collision mitigation device characterized in that either one of the left and right drive wheels is braked.
置において、 前記第１の制動制御手段による一方の駆動輪の制動後、
他方の駆動輪の制動制御を行う第２の制動制御手段を有
することを特徴とする車両用衝突緩和装置。3. The vehicle collision mitigation device according to claim 1, wherein after braking of one driving wheel by the first braking control means,
A vehicle collision mitigation device comprising second braking control means for controlling the braking of the other driving wheel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7306277A JPH09142284A (en) | 1995-11-24 | 1995-11-24 | Collision relaxing device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7306277A JPH09142284A (en) | 1995-11-24 | 1995-11-24 | Collision relaxing device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH09142284A true JPH09142284A (en) | 1997-06-03 |
Family
ID=17955159
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7306277A Pending JPH09142284A (en) | 1995-11-24 | 1995-11-24 | Collision relaxing device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH09142284A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002178904A (en) * | 2000-12-14 | 2002-06-26 | Toyota Motor Corp | Device for controlling vehicle |
| EP1369327A1 (en) * | 2002-06-06 | 2003-12-10 | Honda Giken Kogyo Kabushiki Kaisha | Vehicle brake system |
| DE102021132124A1 (en) | 2020-12-24 | 2022-06-30 | Subaru Corporation | VEHICLE CONTROL UNIT |
| US11945431B2 (en) | 2020-12-24 | 2024-04-02 | Subaru Corporation | Vehicle control apparatus |
-
1995
- 1995-11-24 JP JP7306277A patent/JPH09142284A/en active Pending
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002178904A (en) * | 2000-12-14 | 2002-06-26 | Toyota Motor Corp | Device for controlling vehicle |
| EP1215097A3 (en) * | 2000-12-14 | 2003-02-12 | Toyota Jidosha Kabushiki Kaisha | Vehicle control apparatus and vehicle control method |
| AU757843B2 (en) * | 2000-12-14 | 2003-03-06 | Toyota Jidosha Kabushiki Kaisha | Vehicle control apparatus and vehicle control method |
| US6657539B2 (en) | 2000-12-14 | 2003-12-02 | Toyota Jidosha Kabushiki Kaisha | Vehicle control apparatus and vehicle control method |
| EP1369327A1 (en) * | 2002-06-06 | 2003-12-10 | Honda Giken Kogyo Kabushiki Kaisha | Vehicle brake system |
| DE102021132124A1 (en) | 2020-12-24 | 2022-06-30 | Subaru Corporation | VEHICLE CONTROL UNIT |
| US11945431B2 (en) | 2020-12-24 | 2024-04-02 | Subaru Corporation | Vehicle control apparatus |
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