| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 81 | Continuous correction for steering wheel angle offset | US13271303 | 2011-10-12 | US08571758B2 | 2013-10-29 | Willy Klier; David VanderLugt |
| A system and method of continuously updating a steering wheel angle offset value to adapt to changing road conditions. A vehicle control system receives a plurality of vehicle parameter values each from a different vehicle sensor. The system then calculates a plurality of observed steering angle values, each using a different calculation method based on one or more of the plurality of vehicle parameter values. The plurality of observed steering angle values are then used to calculate a vehicle steering angle. A steering wheel angle offset value is then calculated based on the steering wheel angle and the calculated vehicle steering angle. The steering wheel angle offset value and the steering wheel angle are used to control the vehicle's steering system. | ||||||
| 82 | Method for influencing the transverse dynamics of a vehicle | US12937186 | 2009-01-27 | US08554409B2 | 2013-10-08 | Jens Kalkkuhl; Daniel Keppler; Magnus Rau; Avshalom Suissa |
| In a method for influencing the transverse dynamics of a vehicle, a transverse dynamics disturbance variable acting on the vehicle is detected by a disturbance variable determination device and a counter-yaw moment counteracting the transverse dynamics disturbance variable is produced. For this purpose, the dynamic transverse dynamics disturbance variable is detected by the disturbance variable determination device, and a first counter-yaw moment is produced to compensate at least partially for the dynamic transverse dynamics disturbance variable with the help of a first vehicle system. The first counter-yaw moment is reduced following the at least partial compensation, and with the help of the disturbance variable determination device, a check is made whether a stationary transverse dynamics disturbance variable exists. If so, a second counter-yaw moment is produced with the help of a second vehicle system to at least partially compensate for the stationary transverse dynamics disturbance variable. | ||||||
| 83 | Optimal Fusion Of Electric Park Brake And Hydraulic Brake Sub-System Functions To Control Vehicle Direction | US13894674 | 2013-05-15 | US20130253793A1 | 2013-09-26 | JIN-WOO LEE; BAKHTIAR BRIAN LITKOUHI |
| A method, for controlling direction of a vehicle as desired in connection with operation of an autonomous driving maneuver using selectively, independently and/or in combination, multiple electrical park brakes (EPBs) and multiple hydraulic brakes (HBs). The method includes determining a total brake force needed for redirecting the vehicle in a pre-determined manner, and determining whether an applicable EPB can provide the total brake force needed. The method further includes providing, if it is determined that the applicable EPB can provide the total brake force needed, a brake command instructing the applicable EPB to apply the total brake force. The method also includes determining, if it is determined that the EPB is alone insufficient, an optimal fusion of the EPBs and the HBs, including two front and two rear HBs, two rear EPBs, and in some embodiments, also two front EPBs. | ||||||
| 84 | COLLISION AVOIDANCE MANEUVER THROUGH DIFFERENTIAL BRAKING | US13190111 | 2011-07-25 | US20130030651A1 | 2013-01-31 | Nikolai K. Moshchuk; Shih-Ken Chen; Jin-Woo Lee; Chad T. Zagorski; Aamrapali Chatterjee |
| A collision avoidance system in a host vehicle that provides automatic steering control using differential braking in the event that the normal steering control fails. The system determines whether a collision with an object, such as a target vehicle, in front of the host vehicle is imminent, and if so, determines an optimal path for the host vehicle to travel along to avoid the object if the collision is imminent. The collision avoidance system may determine that automatic steering is necessary to cause the vehicle to travel along the optimal path to avoid the target. If the collision avoidance system does determine that automatic steering is necessary and detects that normal vehicle steering has failed, the system uses differential braking to steer the vehicle along the path. | ||||||
| 85 | Reducing The Steering Torque During Braking Maneuvers | US13517902 | 2010-10-21 | US20120330525A1 | 2012-12-27 | Robert Kornhaas; Achim Schoen |
| A method for reducing the steering torque in a motor vehicle in a driving situation in which the vehicle is being braked and steered at the same time. By shifting the brake force to the rear wheels, the front wheels become easier to steer compared to a standard brake force distribution. The maximum required power of an electric steering assistance system is thus greatly reduced. | ||||||
| 86 | VEHICLE DRIVING SUPPORT APPARATUS | US13411419 | 2012-03-02 | US20120226423A1 | 2012-09-06 | Hiroyuki SEKIGUCHI |
| In a vehicle driving support apparatus, a cruise control unit determines a possibility of a collision of a subject vehicle 1 and an obstacle. If it is determined that there is a high possibility of a collision of the subject vehicle and the obstacle, the cruise control unit previously sets a braking force for preventing a collision against the obstacle and outputs a signal regarding the set braking force to an automatic braking control to generate deceleration. If a steering operation by a driver is detected at this time, the braking force to be generated is adjusted to a lower value. | ||||||
| 87 | Motion control device of vehicle | US12705858 | 2010-02-15 | US08234043B2 | 2012-07-31 | Toshio Yasutake; Fuminori Kato; Jouji Nishioka; Lodewijk Wijffels; Oliver Nehls |
| A motion control device of a vehicle comprises: a steering angle controller which controls a steering angle of a steering wheel so that an actual turning control variable becomes a target turning control variable; and a braking force controller which controls a vehicle braking force so that the actual turning control variable becomes the target turning control variable. The braking force controller selectively uses, as a steering angle signal for control, a first steering angle signal which reflects a steering angle compensation quantity compensated by the steering angle controller at the time of the oversteering of the vehicle is reflected, and a second steering angle signal which does not reflect the steering angle compensation quantity. | ||||||
| 88 | Driving dynamics control system for vehicles | US10556575 | 2004-05-07 | US08204634B2 | 2012-06-19 | Ralf Schwarz; Stefan Fritz; Sighard Schräbler; Urs Bauer; Steffen Tröster; Markus Weinreuter |
| The present device relates to a driving dynamics control system for vehicles, including at least one signal distribution to which vehicle data, environment data and data regarding the driver's request are sent in the form of input data, and including several controllable or regulatable subsystems which modify the dynamics of the vehicle such as a driver-independently adjustable steering system, a driver-independently adjustable chassis, a driver-independently adjustable brake, and a driver-independently adjustable driving track. The system is characterized in that the data of the signal distribution is sent to a central determining unit (driving condition detection, driver request detection), in that the central determining unit determines from the data of the signal distribution a central control target, and these items of data regarding the central control target are sent to a central regulating variable distribution or a central driving condition controller, respectively, which, in an interactive communication with the subsystems, actuates these subsystems in such a way that the control target is realized by the subsystems on the vehicle. | ||||||
| 89 | Apparatus and process for vehicle driving assistance | US12362583 | 2009-01-30 | US08155879B2 | 2012-04-10 | Yoshitaka Takagi; Hikaru Nishira; Yoshitaka Deguchi; Taketora Negome |
| A vehicle driving assistance apparatus includes a brake operation sensing device to sense a driver's brake operation, a steering operation sensing device to sense a driver's steering operation, a forward, and a controller. The controller is configured to determine whether there is a need for avoiding the obstacle, by examining a possibility of contact of the vehicle with the obstacle, and to produce a yaw moment to an obstacle avoiding direction advantageous for avoiding the obstacle, from the time of detection of the driver's brake operation, to the time of detection of the driver's steering operation, by adjusting a wheel brake/drive force distribution among wheels resulting from the driver's brake operation when there is the need for avoiding the obstacle. | ||||||
| 90 | METHOD FOR DETERMINING THE COEFFICIENT OF FRICTION IN A VEHICLE | US13190026 | 2011-07-25 | US20120024038A1 | 2012-02-02 | Georg von Tardy-Tuch; Daniel Lunkeit; Leonardo Pascali |
| A method and an arrangement for determining the coefficient of friction in a vehicle are proposed. In the method, the lateral guidance force at the at least one steered wheel is determined, wherein a steering rack force is sensed and a restoring torque at the steered wheel is determined as a function of the steering rack force and the lateral guidance force as a function of a caster, and the coefficient of friction is determined on the basis of the restoring torque. | ||||||
| 91 | Method and driving dynamics control system for stabilizing a car-trailer combination | US12094435 | 2006-11-16 | US08046147B2 | 2011-10-25 | Dirk Waldbauer; Urs Bauer; Lothar Rogowski; Tobias Preusser |
| When swaying motions of a trailer or semi-trailer of a car-trailer combination are encountered, input signals which are taken into consideration to calculate a reference signal frequently include also oscillation components, due to which driving dynamics control for stabilization of the car-trailer combination can become very unreliable. To enhance the reliability of driving dynamics control of this type, a method is disclosed in which an input signal (Y) is sensed that includes signal oscillations which are due to a swaying motion of the trailer or semi-trailer and are superimposed on a base component (YBasis) of the input signal (Y). A reference signal is calculated from the input signal (Y), in which case the calculation is executed in such a way that the reference signal by approximation corresponds to a reference signal which is determined from the base component (YBasis) of the input signal (Y). A correcting variable for influencing the driving behavior of the towing vehicle of the car-trailer combination is then determined depending on a deviation between the reference signal and a detected actual signal. Furthermore, the invention discloses a driving dynamics control system which is appropriate to implement the method. | ||||||
| 92 | VEHICLE BEHAVIOR CONTROLLING APPARATUS | US13132830 | 2008-12-16 | US20110238268A1 | 2011-09-29 | Ryochi Watanabe |
| An electronic control unit is provided with a preparatory brake pressure controlling unit that, when steering operation in an opposite direction is detected after the steering operation of a steering wheel in one direction, applies a preparatory brake pressure to a wheel, which becomes an outer wheel in turning next along with the steering operation in the opposite direction, and the preparatory brake pressure controlling means is configured to inhibit application control of the preparatory brake pressure when returning operation of the steering wheel to a steering center is detected while the steering operations in the one direction and in the opposite direction are repeated. | ||||||
| 93 | System For And Method Of Maintaining A Driver Intended Path | US12725587 | 2010-03-17 | US20110231052A1 | 2011-09-22 | Nathaniel Ellis; Christopher J. Cymbal |
| A system and method of maintaining a vehicle on a driver intended path is disclosed. The method includes steps of detecting a failure in a power steering system and controlling a braking system to maintain the motor vehicle approximately on a driver intended path. The driver intended path can be a straight path or a curved path. | ||||||
| 94 | Understeer suppressing apparatus for vehicle | US11374702 | 2006-03-14 | US08016365B2 | 2011-09-13 | Masato Yuda; Yoshimichi Kawamoto; Norio Yamazaki; Shigenori Takimoto |
| An understeer suppressing apparatus for a vehicle includes an electric power steering device S for suppressing steering when the vehicle is in the understeer state, an alarm device A for informing a driver that the vehicle is in the understeer state, and a braking force distribution device B for generating moment of the vehicle by applying braking forces different from each other to the left and right wheels. As the degree of understeer is increased, the electric power steering device S, the alarm device A, and the braking force distribution device B are operated in this order. | ||||||
| 95 | Device and Method for Driving Dynamics Control in a Vehicle | US11795845 | 2006-07-27 | US20110054736A1 | 2011-03-03 | Bernhard Giers; Robert Schmidt; Thomas Sticher; Thorsten Ullrich |
| Disclosed is a device for influencing the driving dynamics of a vehicle with an electronic brake system. The device includes a brake actuator for adjusting a brake torque at least one wheel brake of the vehicle. The brake torque can be determined in a torque distributing device according to a yaw torque requirement. A first control unit can be activated in the presence of a critical driving condition as is used to determine a first yaw torque requirement due to driving dynamics control. A management device (12) has a second control unit, which can be activated in the presence of a subcritical driving condition, and a second yaw torque requirement (R:D_GM) can be determined by the second control unit due to driving dynamics control, and the second yaw torque requirement (R:D_GM) can be sent to the torque distributing device (20), and an activated state of the first control unit a signal (I:EBS_Status; R: D_GM; R:[S1, S2, . . . ]) can be sent from the electronic brake system (2) to the management device (12), which causes deactivation of the second control unit. | ||||||
| 96 | Method for setting an actuator that influences the driving dynamics of a vehicle | US12848538 | 2010-08-02 | US20110035106A1 | 2011-02-10 | Florian Hauler |
| In a method for setting an actuator that influences the driving dynamics of a vehicle as a function of signals of a surround sensor system, the lateral distance of the vehicle from another vehicle is determined, and in case a minimum lateral distance is undershot, the actuator in the vehicle is actuated for the generation of a yawing moment. | ||||||
| 97 | Driving intention estimation system, driver assisting system, and vehicle with the system | US11285778 | 2005-11-23 | US07809506B2 | 2010-10-05 | Nobuyuki Kuge; Takeshi Kimura |
| A driving intention estimation, driver assistance and vehicle with the driver assistance for providing a stable estimation of a driver's driving intention even if detection of a relationship between an own vehicle and lane markers is lost. A plurality of imaginary drivers of a first type and a second type, each being given a respective driving intention, are provided. When detection of lane markers is reliably kept, a driving intention by a real driver is estimated based on a comparison between an operation of the real driver to operations of the imaginary drivers of the first type that are calculated based on the relative positional relationship of the own vehicle to the detected lane marker. When the detection of lane markers is lost, operations of the plurality of imaginary drivers are calculated based on the relative positional relationship of the own vehicle to a preceding vehicle. In response to the status of detection of the lane marker, either the imaginary drivers of the first type or the second type are selected. | ||||||
| 98 | Integrated control of brake and steer by wire system using optimal control allocation methods | US11489811 | 2006-07-10 | US07734406B1 | 2010-06-08 | Michael W. Oppenheimer; David B. Doman; Aleksander B. Hac |
| A method, computer usable medium including a program, and a system for braking a vehicle during brake failure. The method and computer usable medium include the steps of determining a brake force lost corresponding to a failed brake, and determining a brake force reserve corresponding to at least one non-failed brake. At least one commanded brake force is determined based on the brake force lost and the brake force reserve. Then at least one command brake force is applied to the at least one non-failed brake wherein at least one of an undesired yaw moment and a yaw moment rate of change are limited to predetermined values. The system includes a plurality of brake assemblies wherein a commanded brake force is applied to at least one non-failed brake. | ||||||
| 99 | METHOD FOR COMPENSATING STEERING OF MOTOR DRIVE POWER STEERING SYSTEM | US12345759 | 2008-12-30 | US20100125391A1 | 2010-05-20 | Seung Hoon YANG |
| Disclosed herein is a method for compensating steering of a motor drive power steering (MDPS) system. In this method, the MDPS system determines a slip of a vehicle, calculates a steering compensation value and controls a gain based on moment input from an electronic stability program (ESP) system under coordinate control between the MDPS system and the ESP system, so that stability of the vehicle can be enhanced by reducing heterogeneous steering and preventing over steering. | ||||||
| 100 | Control device for electric power steering system of vehicle having wheel slip control system active on steered vehicle wheels | US11663213 | 2005-10-11 | US07647149B2 | 2010-01-12 | Yoshiaki Tsuchiya |
| The operations of an electric power steering system and a wheel slip control system such as a traction control system or an anti-lock brake system are co-related so as not to undesirably affect one another, by the target assisting steering force for the electric power steering system being modified differently according to whether or not the wheel slip control system is in operation. In doing so, the target value of assisting steering force according to an increase of the steering torque of the steering wheel is increased by a degree increased along with increase of a time based differential of the steering torque of the steering wheel, or the degree of increasing the target value of assisting steering force according to an increase of the steering torque of the steering wheel is decreased along with increase of a time based differential of steering angle of the steering wheel. | ||||||
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