| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 101 | Electronic Stabilty Program for a Land Vehicle | US12083403 | 2006-10-12 | US20090319118A1 | 2009-12-24 | Josef Knechtges |
| The invention concerns an electronic vehicle dynamics regulation system for a land vehicle, which system is set up for steering and braking intervention, and with which a sensor arrangement is associated, which sensor arrangement, for a steering intervention device and for a braking system which builds up braking forces independently of or in addition to the driver, captures the yaw angular velocity and/or the transverse acceleration and feeds them to the steering intervention device and braking system. | ||||||
| 102 | Driving dynamics control adapted to driving conditions and based on steering interventions | US11921264 | 2006-06-02 | US20090306856A1 | 2009-12-10 | Stefan Fritz; Thomas Raste; Matthias Muntu; Urs Bauer; Peter Cisarz |
| A device for controlling the driving dynamics of a vehicle senses at least one driving condition variable being representative of a driving condition and has a driving dynamics controller for determining an additional steering angle, according to which a steering motion can be carried out in addition to the steering motion commanded by an operator.The driving dynamics controller (100, 110) has at least two control units (340, 350), which are respectively associated with one driving condition range. It includes a determinator for determining a prevailing driving condition, in which the prevailing driving condition can be established based on the driving condition variable ({dot over (Ψ)}, {dot over (β)}, ay), and in that it includes an activation logic (360) being in connection with the determination means and being adapted to enable a control unit (340, 350), which is associated with the established driving condition range. | ||||||
| 103 | Vehicle running control device | US11110926 | 2005-04-21 | US07584042B2 | 2009-09-01 | Masato Suzumura; Yoshikazu Hattori |
| There is provided a new and novel vehicle running control device for correcting a yaw angle of a vehicle toward the yaw direction intended by a driver, together with vehicle stability control, through generating yaw moments. In order to accomplish the yaw angle correction, the inventive device operates a yaw moment generating apparatus e.g. a steering apparatus, so as to generate a direction correcting yaw moment based upon an integration value of the deviations between an actual yaw rate and its target value. The direction correcting yaw moment may be generated for correcting the yaw angle deviation remaining after the stability control is ended. | ||||||
| 104 | Motor vehicle state detecting system | US11030309 | 2005-01-07 | US07571033B2 | 2009-08-04 | Hiroshi Fujioka; Takanori Matsunaga; Takashi Maeda; Toshinori Matsui; Masahiko Kurishige; Hideyuki Tanaka |
| System for detecting stability/instability of behavior of a motor vehicle upon occurrence of tire slip or lock. State of the motor vehicle is determined on the basis of an alignment torque (Ta) applied from a road and a side slip angle (β). By taking advantage of such torque/slip-angle characteristic that although the alignment torque is proportional to a side slip angle when the latter is small, the alignment torque becomes smaller as the side slip angle increases, a normal value is determined from a straight line slope and the side slip angle in a region where the latter is small. Unstable behavior of the motor vehicle is determined when deviation of actual measured value from the normal value increases. Further, unstable state is determined when the slope of the alignment torque for the slip angle departs significantly from that of approximate straight line slope. | ||||||
| 105 | Vehicular driving control apparatus and method | US11488725 | 2006-07-19 | US07558662B2 | 2009-07-07 | Naoshi Yamaguchi; Mitsuo Sasaki; Kazuya Yamano; Toru Takahashi; Motohiro Higuma |
| In vehicular driving control apparatus and method, a steering assistance force provided for steerable road wheels of the vehicle in a direction at which a sideslip angle is decreased when a vehicular sideslip angle which is a difference between a forwarding direction of the vehicle and a steering direction of a steering wheel of the vehicle is detected and a vehicular oversteer state is detected, and thereafter, each of road wheels of the vehicle is controlled to decrease the sideslip angle when the steering assistance force is provided in a direction at which the vehicular sideslip angle is decreased and when the sideslip angle is equal to or larger than a predetermined value. | ||||||
| 106 | METHOD FOR OPERATING A SUPERPOSED STEERING SYSTEM FOR A MOTOR VEHICLE | US12323048 | 2008-11-25 | US20090138158A1 | 2009-05-28 | Roland GREUL; Joerg Strecker; Christopher Kreis |
| In a method for controlling a motor vehicle via driving dynamics, using an auxiliary steering system, including a power steering assistance unit, a superposed transmission, and a final control element to correct a driver-steering angle by applying an auxiliary steering angle, an overall steering angle is formed to modify the wheel-steering angle of steered wheels with the aid of the superposed transmission, and a control and regulation unit assigned to the final control element determines a setpoint for the auxiliary steering angle. When an understeering state is detected, the setpoint of the auxiliary steering angle is modified such that the lateral wheel force is kept within a range of a maximally achievable maximum value for the lateral wheel force, which is dependent upon environmental influences, for the duration of the understeering state. | ||||||
| 107 | Running stability control device for vehicle for turn running along curved road | US11067663 | 2005-02-28 | US07519464B2 | 2009-04-14 | Jun Sakugawa |
| A running stability control device for a vehicle capable of controlling a steering angle of steered vehicle wheels independently of a steering operation by a driver, and a driving/braking force applied to each vehicle wheel computes a target turn running control quantity of the vehicle, and shares the target turn running control quantity into a first part for the steering angle control and a second part for the driving/braking force control according to a sharing ratio, wherein the sharing ratio is variably changed according to a running condition of the vehicle relative to a road. | ||||||
| 108 | Vehicle steering apparatus and vehicle steering method | US11148334 | 2005-06-09 | US07416264B2 | 2008-08-26 | Yuichiro Tsukasaki |
| A wheel adjusting device can adjust separately the wheel angles of left and right wheels. A judgment portion which determines whether vehicle braking is to be permitted or not based on the driving state of the vehicle. A control portion controls the wheel adjusting device. More specifically, under conditions where the vehicle braking is permitted by the judgment portion, the control portion defines the wheel angles of the left and right wheels to be in opposite phase and adjusts the wheel angles in accordance with the braking force to be applied to the left and right wheels. | ||||||
| 109 | Motor vehicle state detecting system | US11030437 | 2005-01-07 | US07412319B2 | 2008-08-12 | Hiroshi Fujioka; Takanori Matsunaga; Takashi Maeda; Toshinori Matsui; Masahiko Kurishige; Hideyuki Tanaka |
| System for detecting stability/instability of behavior of a motor vehicle upon occurrence of tire slip or lock. State of the motor vehicle is determined on the basis of an alignment torque (Ta) applied from a road and a side slip angle (β). By taking advantage of such torque/slip-angle characteristic that although the alignment torque is proportional to a side slip angle when the latter is small, the alignment torque becomes smaller as the side slip angle increases, a normal value is determined from a straight line slope and the side slip angle in a region where the latter is small. Unstable behavior of the motor vehicle is determined when deviation of actual measured value from the normal value increases. Further, unstable state is determined when the slope of the alignment torque for the slip angle departs significantly from that of approximate straight line slope. | ||||||
| 110 | Motor vehicle state detecting system | US11030306 | 2005-01-07 | US07412318B2 | 2008-08-12 | Hiroshi Fujioka; Takanori Matsunaga; Takashi Maeda; Toshinori Matsui; Masahiko Kurishige; Hideyuki Tanaka |
| System for detecting stability/instability of behavior of a motor vehicle upon occurrence of tire slip or lock. State of the motor vehicle is determined on the basis of an alignment torque (Ta) applied from a road and a side slip angle (β). By taking advantage of such torque/slip-angle characteristic that although the alignment torque is proportional to a side slip angle when the latter is small, the alignment torque becomes smaller as the side slip angle increases, a normal value is determined from a straight line slope and the side slip angle in a region where the latter is small. Unstable behavior of the motor vehicle is determined when deviation of actual measured value from the normal value increases. Further, unstable state is determined when the slope of the alignment torque for the slip angle departs significantly from that of approximate straight line slope. | ||||||
| 111 | Turning behavior control device for vehicle | US11256100 | 2005-10-24 | US07377600B2 | 2008-05-27 | Sumio Motoyama |
| A turning behavior control device for vehicle has a left and right wheel driving force adjustment mechanism for adjusting a difference in driving force between rear wheels, a braking force adjustment mechanism for adjusting a difference in braking force between the wheels, a vehicle velocity sensor, a steering wheel sensor and a yaw rate sensor for detecting the behavior of the vehicle, and a control unit for controlling the left and right wheel driving force adjustment mechanism and the braking force adjustment mechanism, based on the vehicle velocity, the steering angle and the yaw rate detected by the sensors, and changing at least one of the left and right driving force control amount of the left and right wheel driving force adjustment mechanism and the braking force control amount of the braking force adjustment mechanism. | ||||||
| 112 | Running Control Apparatus For Vehicle | US11794123 | 2006-05-15 | US20080114511A1 | 2008-05-15 | Jun Sakugawa; Shiro Monzaki |
| A target yaw moment Mt of a vehicle is calculated to make the vehicle run stably (S20). The change rate φd of an accelerator pedal operation amount φ is calculated (S30). Based on the change rate φd, a proportion ωs1 for a steering angle control is calculated (S50). When the change rate φd is a positive value, the proportion ωs1 gradually increases as the change rate φd increases. A proportion ωb for a braking force control is calculated by subtracting the proportion ωs1 from 1 (1−ωs1) (S60). Based on the proportions ωs1 and ωb, a target yaw moment Mts for the steering angle control and a target yaw moment Mtb for the braking force control are calculated (S70). A steering-angle changing device (24) and a braking device (36) are controlled based on the target yaw moments Mts and Mtb, respectively (S400 to S430). | ||||||
| 113 | Vehicle steering control system | US11808720 | 2007-06-12 | US20070284181A1 | 2007-12-13 | Hidefumi Muranaka |
| A vehicle steering control system is provided which can appropriately control a steering angle and provide sufficient braking force even when the brake pedal is fully pressed down during cornering thereby causing wheels to lock. When it is determined that the ABS is active during cornering while braking and the vehicle is not traveling in the intended cornering direction, a steering control section computes a front wheel steering angle correction amount for correcting the front wheel steering angle, and added in the intended cornering direction so as to set front wheels in a vehicle traveling direction. | ||||||
| 114 | Vehicle traveling control device | US10998946 | 2004-11-30 | US07243026B2 | 2007-07-10 | Shinya Kudo |
| A control device sets avoidance traveling reaching points, avoidance traveling target points, and a final avoidance target point of an obstacle to be avoided based on the position of the obstacle to be avoided and the position of the vehicle for the target passing position based on obstacle information recognized by a stereo camera, and an environment recognition unit, inputs the target actual steering angle as a vehicle motion parameter obtained according to a vehicle motion model to an electric power steering control device with these target passing positions as a target, and guides the avoidance traveling. The increase of the number of operations is controlled thereby to a minimum, and the obstacle is smoothly, efficiently and stably avoided based on actual behavior of the vehicle. | ||||||
| 115 | Yaw control for an automotive vehicle using steering actuators | US10065246 | 2002-09-27 | US07143864B2 | 2006-12-05 | Keith Glenn Mattson; Douglas Scott Rhode; Todd Allen Brown |
| A stability control system (24) for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include a steering angle sensor (35) and a yaw rate sensor (28). The controller (26) is coupled to the steering angle sensor (35) and the yaw rate sensor (28). The controller (26) determines a desired yaw rate in response to the steering wheel angle input, determines a corrected steering wheel input as a function of the desired yaw rate of an ideal vehicle and the vehicle yaw rate, and controls the road wheel steer angle (front, rear, or both) steering actuator in response to the corrected steering wheel input, the yaw rate and the modified steering wheel input, vehicle speed, lateral acceleration, longitudinal acceleration, yaw rate, steering wheel angle, and road wheel angles. | ||||||
| 116 | Method for regulating the dynamic drive of motor vehicles | US11407377 | 2006-04-19 | US20060259224A1 | 2006-11-16 | Egon Auer; Horst Krimmel |
| A method of regulating a dynamic drive of a motor vehicle. The regulation of the dynamic drive is based on the measured transverse acceleration of the vehicle, the difference A between the calculated transverse acceleration and the measured transverse acceleration is used as a criterion for the convertibility of the driver's wish under the actual driving conditions and, as a function of the difference, an additional positive or negative value steering wheel angle is superimposed on the driver's wish, that is, on the steering angle preset by the driver. | ||||||
| 117 | Driving intention estimating system, driver assisting system, and vehicle with the system | US11285778 | 2005-11-23 | US20060145827A1 | 2006-07-06 | 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. | ||||||
| 118 | Active front steer control for vehicle stability enhancement | US11017412 | 2004-12-20 | US20060136112A1 | 2006-06-22 | William Lin; Youssef Ghoneim |
| An AFS control system that combines and weights yaw rate feedback and side-slip rate feedback to provide increased vehicle stability enhancement control. The AFS system includes a yaw rate sub-system that generates a desired yaw rate signal. The AFS system also includes a side-slip rate sub-system that generates a desired side-slip rate feedback signal. The AFS system further includes a side-slip rate feedback sub-system that generates a side-slip rate feedback signal. The AFS system also includes a yaw rate feedback sub-system that generates a yaw rate feedback signal. The yaw rate feedback signal and the side-slip rate feedback signal are integrated in a control integration sub-system that generates a stability enhancement control signal. The control integration sub-system determines whether the vehicle is in an oversteer or understeer condition, and weights the desired yaw rate feedback signal accordingly based on the vehicle condition. | ||||||
| 119 | Method for increasing the stability of a motor vehicle | US10518857 | 2003-04-04 | US20060100766A1 | 2006-05-11 | Ralf Schwarz; Stefan Fritz; Rex Schilasky; Urs Bauer |
| In a method for increasing the driving stability of a vehicle during braking, compensation steering angles for a regulated and/or controlled steering system are calculated from several input parameters, so that the driving stability of the vehicle is increased by steering interventions. During the steering interventions at least two interference compensation portions for the compensation steering angles are taken into consideration in order to obtain a more comfortable control, from which an interference compensation portion is calculated on the basis of the vehicle course. | ||||||
| 120 | Steering characteristic control apparatus and method for a vehicle | US11072637 | 2005-03-07 | US07035726B2 | 2006-04-25 | Kunio Sakata |
| A steering characteristic control apparatus and method for a vehicle is disclosed which can carry out behavior control of the vehicle regarding a steering characteristic and so forth appropriately in accordance with the type of turning and the road surface situation. To this end, if the steering characteristic of the vehicle is placed into an oversteer or understeer state exceeding a reference level, then the control end condition when the steering characteristic is controlled to the neutral steer side by control of a braking mechanism is set in accordance with an estimated road surface μ state and the type of turning (steady turning or non-steady turning) of the vehicle. Upon steady turning, during traveling on a low μ road, it is set as the control end condition that the stability of the vehicle behavior is restored sufficiently, but during traveling on a high μ road, it is set as the condition that the stability of the vehicle behavior is restored to some degree so that the control can be ended rapidly. Upon non-steady turning, the condition is set such that the stability of the vehicle behavior is higher than that upon steady turning during traveling on a high μ road but lower than that upon steady turning during traveling on a low μ road. | ||||||
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