SUBARU CORPORATION patent applications published on November 30th, 2023

Summary of the patent applications from SUBARU CORPORATION on November 30th, 2023

SUBARU CORPORATION has recently filed several patents related to various aspects of vehicle technology. These patents cover areas such as flight simulation systems, driving environment recognition, oil temperature estimation, shift control devices, exhaust catalyst management, vehicle body front structures, road surface condition estimation, traveling control apparatus, driving/braking force control, and occupant protection apparatus.

In terms of notable applications, SUBARU CORPORATION has filed patents for a flight simulation system that utilizes virtual reality technology, allowing users to experience a realistic cockpit environment. Another notable application is a device that can recognize stop lines in a driving environment, enhancing safety by providing accurate detection of stop line locations. Additionally, SUBARU CORPORATION has filed a patent for an apparatus that estimates the oil temperature of a vehicle's driving system, enabling efficient monitoring and control of the oil temperature. Another notable application is a shift control device for vehicles with automatic transmission, providing a seamless transition between manual and automatic shifting modes based on specific conditions. Lastly, SUBARU CORPORATION has filed a patent for an apparatus that manages the exhaust catalyst in a vehicle, ensuring optimal performance and reducing emissions.

Overall, these patents demonstrate SUBARU CORPORATION's commitment to innovation in various aspects of vehicle technology, with a focus on enhancing safety, performance, and user experience.

• Flight simulation system using virtual reality technology.
• Device for recognizing stop lines in a driving environment.
• Apparatus for estimating the oil temperature of a vehicle's driving system.
• Shift control device for vehicles with automatic transmission.
• Apparatus for managing the exhaust catalyst in a vehicle.
• Vehicle body front structure for a vehicle.
• Vehicle system for estimating friction coefficient based on road surface conditions.
• Traveling control apparatus for vehicles integrating driver and environment-based brake commands.
• Driving/braking force control apparatus for vehicles adjusting output allocation ratio between front and rear wheel generators.
• Occupant protection apparatus for vehicles detecting frontal contact and lifting rear end part of the hood in underride contact situations.

Patent applications for SUBARU CORPORATION on November 30th, 2023

VEHICLE BODY FRONT STRUCTURE (18317357)

Main Inventor

Isamu NAGASAWA

Brief explanation

The patent application describes a front structure for a vehicle body.

• The front structure includes front side frames, a cross member, a bumper beam, a reinforce, and truss chassis members.
• The front side frames are in a pair and the cross member is coupled to one of the front side frames.
• The bumper beam has one end coupled to a bent portion and another end extending to a joint where the front side frame and the cross member are coupled.
• The reinforce is connected to the front side frame and the cross member via the truss chassis member.
• Each truss chassis member has three pinned supports: a first pinned support fixed in the cross member, a second pinned support movable and rotatable in the joint, and a third pinned support movable and rotatable in the front side frame.
• The third pinned support is closer to the rear of the vehicle than the second pinned support.

Abstract

A vehicle body front structure includes: front side frames in a pair; a cross member; a bumper beam, a reinforce having one end coupled to a bent portion of the bumper beam and another end extending to a joint where one of the front side frames and the cross member are coupled to each other; and truss chassis members. Each truss chassis member includes, as vertices: a first pinned support pivotally fixed in the cross member; a second pinned support movable and rotatable, and disposed in the joint between the corresponding front side frame and the cross member; and a third pinned support movable and rotatable, and disposed in the corresponding front side frame and closer to a rear of the vehicle than the second pinned support. The reinforce is secured to the front side frame and the cross member via the truss chassis member.

OCCUPANT PROTECTION APPARATUS (18313702)

Main Inventor

Isamu NAGASAWA

Brief explanation

The patent application describes an occupant protection apparatus for vehicles.

• The apparatus includes a contact detector, a control processor, and a lifting mechanism.
• The contact detector detects frontal contact of the vehicle.
• The control processor determines whether the frontal contact is underride contact.
• The lifting mechanism includes a lifting member and a lifting driver.
• The lifting member is located below the rear end part of the hood in a downward direction of the vehicle.
• The lifting driver applies a driving force to the lifting member.
• If the frontal contact is determined to be underride contact, the lifting mechanism lifts the rear end part of the hood.

Abstract

An occupant protection apparatus to be applied to a vehicle includes a contact detector, a control processor, and a lifting mechanism. The contact detector detects frontal contact of the vehicle. The control processor includes a contact determination unit determining whether the frontal contact of the vehicle is underride contact based on a result of detecting by the contact detector. The lifting mechanism includes a lifting member and a lifting driver. The lifting member is disposed below a rear end part of a hood in a downward direction of the vehicle. The hood is disposed on a frontal part of the vehicle. The lifting driver transmits a driving force to the lifting member. When the contact determination unit determines that the frontal contact is the underride contact, the rear end part of the hood is lifted by the lifting mechanism.

DRIVING/BRAKING FORCE CONTROL APPARATUS (18303215)

Main Inventor

Koji MATSUNO

Brief explanation

The patent application describes a driving/braking force control apparatus for vehicles.

• The apparatus includes a front-wheel longitudinal force generator and a rear-wheel longitudinal force generator.
• It also includes units to measure tire slip angle, tire lateral force, slip ratio, and tire lateral force change rate.
• There is a target yaw moment setting unit and a driving/braking force distribution control unit.
• The driving/braking force distribution control unit adjusts the output allocation ratio between the front and rear wheel generators.
• This adjustment is based on the target value of an additional yaw moment, the change rate of tire lateral force of the front and rear wheels to their respective slip ratios.

Abstract

A driving/braking force control apparatus includes a front-wheel longitudinal force generator, a rear-wheel longitudinal force generator, a tire slip angle output unit, a tire lateral force output unit, a slip ratio output unit, a tire lateral force change rate output unit, a target yaw moment setting unit, and a driving/braking force distribution control unit. The driving/braking force distribution control unit performs a control of an output allocation ratio between the front-wheel longitudinal force generator and the rear-wheel longitudinal force generator based on a target value of an additional yaw moment, a change rate of a tire lateral force of a front wheel to a slip ratio of the front wheel, and a change rate of a tire lateral force of a rear wheel to a slip ratio of the rear wheel.

TRAVELING CONTROL APPARATUS (18133068)

Main Inventor

Akinori NAKAMURA

Brief explanation

The patent application describes a traveling control apparatus for vehicles.

• The apparatus includes a speed control processor, brake command detectors, a brake control processor, and an operational state setting unit.
• The speed control processor is responsible for controlling the vehicle's speed to match a target speed and can be switched between an active and inactive state.
• The first brake command detector detects a brake command from the driver's operation.
• The brake control processor generates a second brake command based on the external environment.
• The second brake command detector detects the second brake command.
• The operational state setting unit keeps the speed control processor in the active state when the first brake command is detected while it is active.
• The operational state setting unit switches the speed control processor to the inactive state when the second brake command is detected.
• The innovation aims to improve the control of vehicle speed and braking by integrating both driver and environment-based brake commands.

Abstract

A traveling control apparatus includes a speed control processor, first and second brake command detectors, a brake control processor, and an operational state setting unit. The speed control processor controls a vehicle speed to cause a vehicle to travel at a target speed, and is switchable between an active operational state and an inactive operational state. The first brake command detector detects a first brake command based on a driver's operation. The brake control processor generates a second brake command based on an environment outside the vehicle. The second brake command detector detects the second brake command. The operational state setting unit maintains the speed control processor in the active operational state when the first brake command is generated while the speed control processor is in the active operational state, and switches the speed control processor to the inactive operational state when the second brake command is generated.

VEHICLE (18140815)

Main Inventor

Fumiya Sato

Brief explanation

The patent application describes a vehicle system that uses detectors to gather information about the condition of different road surfaces. This information is used to estimate the friction coefficient, which is then used to control the driving force of the vehicle. 

• The vehicle has detectors that collect information about the condition of the first and second road surfaces.
• A controller uses this information to estimate the friction coefficient.
• The controller determines if the conditions of the road surfaces are the same or different.
• If the conditions are different, the driving force is controlled using the friction coefficient estimated from the second road surface information.
• If the conditions are the same, the driving force is controlled using the friction coefficient estimated from the first road surface information.

Abstract

A vehicle includes a first detector detecting first information related to a condition of a first road surface; a second detector contactlessly detecting second information related to a condition of a second road surface; and a controller controlling a driving force of the vehicle using a friction coefficient estimated based on the first and/or second information. A processor(s) of the controller execute(s) a process including: determining whether the conditions are of a same type based on the first and second information; when the conditions are of different types, controlling the driving force using a friction coefficient estimated based on the second information as a friction coefficient of the second road surface; and based on determining that the conditions are of the same type, controlling the driving force using a friction coefficient estimated based on the first information as the road surface friction coefficient of the second road surface.

VEHICLE BODY FRONT STRUCTURE (18317329)

Main Inventor

Isamu NAGASAWA

Brief explanation

The patent application describes a vehicle body front structure for a vehicle.

• The structure includes front side frames, sub-frames, a torque box, and a toeboard.
• The front side frames and sub-frames are paired and connected to each other.
• The torque box is located on the bottom surface of the vehicle and connected to the front side frames.
• The toeboard is connected to the upper portions of the front side frames.
• First transmission members connect the front side frames to the sub-frames.
• Second transmission members connect the torque box to the sub-frames.
• Operation levers are located on the lower surface of the sub-frames.
• The operation levers are connected to the sub-frames and the first transmission members.

Abstract

A vehicle body front structure for a vehicle includes front side frames in a pair, sub-frames in a pair disposed under the front side frames, a torque box extending on a bottom surface of the vehicle and coupled to the front side frames, a toeboard coupled to upper portions of the front side frames, first transmission members each configured to couple a corresponding one of the front side frames and a corresponding one of the sub-frames, second transmission members each configured to couple the torque box and a corresponding one of the sub-frames, and operation levers each disposed along a lower surface of a corresponding one of the sub-frames. Each operation lever has a one end on a front side secured to the corresponding one of the sub-frames and has another end on a rear side secured to a corresponding one of the first transmission members.

EXHAUST CATALYST MANAGEMENT APPARATUS TO BE APPLIED TO VEHICLE (18318253)

Main Inventor

Shinji ADACHI

Brief explanation

This patent application describes an apparatus for managing the exhaust catalyst in a vehicle. It includes a differential pressure sensor that detects the accumulation of exhaust-containing substances in a catalyst device. The apparatus also includes one or more processors that are connected to the differential pressure sensor and a vehicle outside sensor.

• The apparatus detects the accumulation state of exhaust-containing substances in the catalyst device using a differential pressure sensor.
• It also uses a vehicle outside sensor to determine the suitability of the travel environment for carrying out an output control for removal.
• The one or more processors analyze the data from the sensors to determine if the travel environment is suitable for output control for removal.
• If the travel environment is deemed suitable, the processors carry out the output control for removal while the vehicle is traveling.
• The output control for removal is based on the determination of the accumulation state of the exhaust-containing substances in the catalyst device.

Abstract

An exhaust catalyst management apparatus to be applied to a vehicle includes a differential pressure sensor and one or more processors. The differential pressure sensor detects an accumulation state of an exhaust-containing substance in a catalyst device. The one or more processors are coupled to the differential pressure sensor and a vehicle outside sensor. The one or more processors determine whether or not travel environment is suited to carrying out an output control for removal, based on a result of the detection of surroundings of the vehicle by a vehicle outside sensor. Upon determining that the travel environment is suited to carrying out the output control for removal, the one or more processors carry out the output control for removal, while the vehicle is traveling, in accordance with a result of the determination of the accumulation state of the exhaust-containing substance in the catalyst device.

SHIFT CONTROL DEVICE (18144515)

Main Inventor

Kazufumi MAEHARA

Brief explanation

This patent application describes a shift control device for vehicles with automatic transmission.

• The device includes a detector that detects when the vehicle passes through a tollgate without stopping.
• When the vehicle passes through the tollgate and meets certain conditions related to speed and accelerator opening degree, the shift mode of the vehicle is switched from a first mode to a second mode.
• In the first shift mode, the driver can manually perform the shift operation.
• In the second shift mode, the automatic transmission system takes over and performs the shift operation.
• The purpose of this innovation is to provide a seamless transition between manual and automatic shifting modes based on the vehicle's passage through a tollgate and specific conditions.

Abstract

A shift control device to be applied to a vehicle provided with an automatic transmission includes a detector and a shift mode control processor. The detector detects that the vehicle has passed through a tollgate through which the vehicle is able to pass without stopping. The shift mode control processor switches a shift mode of the vehicle from a first shift mode to a second shift mode the shift mode of the vehicle upon passing through the tollgate is the first shift mode and a predetermined condition regarding one or both of a speed of the vehicle and an accelerator opening degree of the vehicle is satisfied after the vehicle passes through the tollgate. In the first shift mode, a shift operation is performable by a driver, and in the second shift mode, a shift operation is performable by the automatic transmission.

OIL TEMPERATURE ESTIMATION APPARATUS AND OIL TEMPERATURE ESTIMATION METHOD (18200176)

Main Inventor

Ryusei WADA

Brief explanation

The patent application describes an apparatus for estimating the oil temperature of a vehicle's driving system. Here are the key points:

• The apparatus includes various components such as a vehicle speed sensor, a saturated oil temperature acquirer, an oil temperature deviation acquirer, an oil temperature feedback value acquirer, and an estimated oil temperature acquirer.
• The saturated oil temperature acquirer determines the saturated oil temperature during vehicle operation, taking into account factors like vehicle speed.
• The oil temperature deviation acquirer calculates the difference between the saturated oil temperature and the previously estimated oil temperature.
• The oil temperature feedback value acquirer determines an oil temperature feedback value based on the oil temperature deviation and the vehicle speed.
• The estimated oil temperature acquirer calculates the current estimated oil temperature using the previous estimated oil temperature and the oil temperature feedback value.

Abstract

An oil temperature estimation apparatus that estimates an oil temperature of a driving system of a vehicle includes a vehicle speed sensor, a saturated oil temperature acquirer, an oil temperature deviation acquirer, an oil temperature feedback value acquirer, and an estimated oil temperature acquirer. The saturated oil temperature acquirer acquires a saturated oil temperature in a running state of the vehicle at least including a vehicle speed based on the running state. The oil temperature deviation acquirer acquires an oil temperature deviation between the saturated oil temperature and an estimated oil temperature previous value. The oil temperature feedback value acquirer acquires an oil temperature feedback value based on the oil temperature deviation and the vehicle speed. The estimated oil temperature acquirer acquires an estimated oil temperature current value based on the estimated oil temperature previous value and the oil temperature feedback value.

INFORMATION PROCESSING DEVICE, INFORMATION PROCESSING METHOD, AND NON-TRANSITORY STORAGE MEDIUM (18326365)

Main Inventor

Norihide KOHMOTO

STOP LINE RECOGNITION DEVICE (18312049)

Main Inventor

Hiroaki KURAMOCHI

Brief explanation

- The patent application describes a device that can recognize stop lines in a driving environment.

- The device includes a driving environment information obtainer and a driving environment recognizer. - The driving environment recognizer includes various components to detect and determine stop lines. - A stop line candidate detector detects potential stop lines based on the difference in brightness on the road surface. - A stop line determiner then determines whether the candidate is indeed a stop line. - The device also includes a section line detector to identify section lines that intersect with the stop line candidate. - A luminance distribution processor analyzes the brightness distribution of the section line. - A luminance for stop line false detection pattern detector examines whether a bright portion is detected between dark portions in a specific search range of the section line. - If a bright portion sandwiched between dark portions is detected in the search range, the stop line determiner concludes that the candidate is not a stop line.

Abstract

A stop line recognition device includes a driving environment information obtainer obtaining driving environment information; and a driving environment recognizer recognizing a driving environment. The driving environment recognizer includes: a stop line candidate detector detecting a stop line candidate from a luminance difference of a road surface; a stop line determiner determining whether the stop line candidate is a stop line; a section line detector detecting at least one section line intersecting the stop line candidate; a luminance distribution processor obtaining a luminance distribution of the section line; and a luminance for stop line false detection pattern detector examining whether a bright portion sandwiched between dark portions is detected in a pre-set search range of the section line. The stop line determiner determines that the stop line candidate is not a stop line when a bright portion sandwiched between dark portions has been detected in the search range.

FLIGHT SIMULATION SYSTEM (18140802)

Main Inventor

Hiroshi FUJISAWA

Brief explanation

- The patent application describes a flight simulation system that uses virtual reality technology.

- The system includes a head-mounted display that shows a virtual cockpit with operational interfaces. - It also includes a haptic device with a touch sensor and vibrator. - The system is controlled by a processor and memory. - The processor performs flight simulation of a user-selected aircraft model. - The head-mounted display shows the virtual reality image of the cockpit and interfaces. - When the user touches the haptic device, the vibrator causes a vibration at the touch location. - The system identifies the operational interface corresponding to the touch location using coordinate data. - Changes are applied to the flight simulation based on the user's interaction with the identified interface.

Abstract

A flight simulation system for performing flight simulation of aircraft models includes a head-mounted display for displaying a virtual reality image of a cockpit including operational interfaces, a haptic device including a touch sensor for detecting a touch location touched by a user and a vibrator for causing a vibration, and a control device including a processor and a memory. The processor execute a process including: performing flight simulation of a model selected by the user; causing the head-mounted display to display the virtual reality image picturing the operational interfaces; when the user touches the haptic device, causing the vibrator to cause a vibration at the touch location; based on coordinate data indicating coordinate locations of the operational interfaces and the touch location, identifying an operational interface corresponding to the touch location; and applying a change based on an operation performed on the identified operational interface to flight simulation.