| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 1 | 车辆转向控制设备 | CN200710110766.5 | 2007-06-13 | CN101088828B | 2010-09-15 | 安井由行; 儿玉博之; 浅野宪司; 加藤平久 |
| 本发明提供了一种用于控制施加到车辆方向盘的转向扭矩的转向装置。提供了用于控制施加到各个车轮的纵向力的制动装置，并且提供了用于执行防滑控制和牵引力控制至少之一的控制装置。监测控制装置是否在分离路面上执行控制。基于施加到左右车轮的纵向力差以及转弯状态量和其目标量之间的转弯状态量偏差控制转向扭矩。基于在分离路面上执行防滑控制和牵引力控制之一时所得到的车辆转弯状态计算目标转弯状态量。 | ||||||
| 2 | 制动控制装置 | CN201080069774.X | 2010-11-04 | CN103201149A | 2013-07-10 | 成田哲博; 谷本充隆; 藤田好隆; 土屋义明 |
| 制动控制装置被安装在车辆(10)中，所述车辆(10)具备：转角可变单元(400、800)，其能够独立于促使该转角的变化的驾驶者的转向而改变前轮(FL、FR)和后轮(RL、RR)中的至少一者的转角；制动力可变单元(600)，其能够改变前轮和后轮中的至少一者的左右制动力差；控制单元，其分别控制转角可变单元和制动力可变单元。制动控制装置具备限制单元(100)，所述限制单元根据转角可变单元是否能够工作，来改变所述至少一者的左右制动力差的限制。 | ||||||
| 3 | 车辆转向控制设备 | CN200710110766.5 | 2007-06-13 | CN101088828A | 2007-12-19 | 安井由行; 儿玉博之; 浅野宪司; 加藤平久 |
| 本发明提供了一种用于控制施加到车辆方向盘的转向扭矩的转向装置。提供了用于控制施加到各个车轮的纵向力的制动装置，并且提供了用于执行防滑控制和牵引力控制至少之一的控制装置。监测控制装置是否在分离路面上执行控制。基于施加到左右车轮的纵向力差以及转弯状态量和其目标量之间的转弯状态量偏差控制转向扭矩。基于在分离路面上执行防滑控制和牵引力控制之一时所得到的车辆转弯状态计算目标转弯状态量。 | ||||||
| 4 | 运行具有制动防滑控制装置的车辆制动设备的方法和装置 | CN201180015612.2 | 2011-03-23 | CN102822024B | 2015-12-02 | 法尔克·赫克; 马尔科·施密特 |
| 本发明涉及一种在车道上运行具有制动防滑控制装置(ABS)的车辆制动设备的方法，车道在不同侧面上具有不同的摩擦系数，因而在制动过程中在车辆上产生制动-偏转力矩。根据本发明设计为，在车辆的至少一个轴上，取决于驾驶员的和/或自动干预的辅助转向系统的、用于产生相对于制动-偏转力矩起反作用的偏转力矩的转向干预，调节在具有较高的摩擦系数的车轮处的制动压力和具有较低的摩擦系数的车轮处的制动压力之间的绝对的制动压力差。 | ||||||
| 5 | 测定方法和机动车 | CN201410051583.0 | 2014-02-14 | CN103991447A | 2014-08-20 | 简斯·多恩黑格; 马丁·塞杰; 弗兰克·皮特·恩格斯 |
| 本发明披露了用于测定对于反扭矩的需求（19）的测定方法（30），该对于反扭矩的需求用于补偿在机动车（10）制动情形中的转向系统（11）的噪音变量。在按照本发明的测定方法（30）中，实际的转向扭矩（32）被测定（29），对反扭矩的需求（19）测定（34）为实际转向扭矩（29）与预定义的目标转向扭矩（33）之间的差值。在情形测定方法（31）中，如果从实际的车辆信息（36）中检测出该机动车（10）的制动情形，就产生可以由转向控制单元（41）所实施的对于反扭矩的请求（35）。本发明也披露了具有电动马达推进的转向系统（11）、转向控制单元（41）和制动装置（28）的机动车（10），其设计用于实施至少一个实施例中的测定方法（30）。 | ||||||
| 6 | 用于运行具有在轴上取决于转向干预调节的制动压力差的车辆制动设备的方法 | CN201180015612.2 | 2011-03-23 | CN102822024A | 2012-12-12 | 法尔克·赫克; 马尔科·施密特 |
| 本发明涉及一种用于运行车辆的制动设备的方法，所述制动设备具有车道上的制动防滑控制装置（ABS），车道在不同侧面上具有不同的摩擦值，在制动时基于该摩擦值而在车辆上施加制动-偏转力矩。根据本发明设计为，在车辆的至少一个轴上，取决于驾驶员的和/或自动干预的辅助转向系统的、用于产生相对于制动-偏转力矩起反作用的偏转力矩的转向干预，调节在具有较高的摩擦值的车轮处的制动压力和具有较低的摩擦值的车轮处的制动压力之间的绝对的制动压力差。 | ||||||
| 7 | Method and device for the automated braking and steering of a vehicle | US14648427 | 2013-12-18 | US09569968B2 | 2017-02-14 | Matthias Strauss; Juergen Pfeiffer; Stefan Lueke |
| A method for the automated braking and/or steering of a vehicle uses at least one sensor system for detecting the vehicle's surroundings, a potential collision object in the vehicle's surroundings, and a relative speed of the vehicle relative to the potential collision object. The activation and/or the sequence of an automated steering intervention and/or an automated braking intervention is determined based on the relative speed. The braking intervention is activated at first when the relative speed is below or equal to a predefined threshold, and the steering intervention is activated at first when the relative speed is above the predefined threshold. | ||||||
| 8 | Motor-driven steering controller and automobile anti-skid controller | US12718545 | 2010-03-05 | US08997919B2 | 2015-04-07 | Yoshiyuki Yasui; Wataru Tanaka; Yuji Muragishi; Eiichi Ono; Katsuhiro Asano; Minekazu Momiyama; Hiroaki Kato; Kenji Asano |
| A motor-driven steering controller for controlling a steering wheel of a vehicle. The controller includes a steering torque controlling unit, a braking force estimating unit, a right and left braking force difference estimating unit and an assist steering torque providing unit. The steering torque controlling unit controls a steering torque on the steering wheel depending on a steering operation. The braking force estimating unit estimates braking forces to be imposed on wheels of the vehicle. The right and left braking force difference estimating unit estimates difference between the braking forces to be imposed on the right and left wheels each estimated by the braking forces estimating unit. The assist steering torque providing unit provides an assist steering torque for the steering torque controlling unit on the basis of the difference in braking force between right and left wheels estimated by the right and left braking force difference estimating unit. | ||||||
| 9 | BRAKING CONTROL DEVICE | US13882018 | 2010-11-04 | US20130226410A1 | 2013-08-29 | Tetsuhiro Narita; Mitsutaka Tanimoto; Yoshitaka Fujita; Yoshiaki Tsuchiya |
| A braking control apparatus is mounted on a vehicle provided with: a wheel angle varying device capable of changing a wheel angle of at least one of front wheels and rear wheels, independently of steering by a driver for facilitating a change in the wheel angle; a braking force varying device capable of changing a left-right braking force difference of at least one of the front wheels and the rear wheels; and a controlling device for controlling each of the wheel angle varying device and the braking force varying device. The braking control apparatus is provided with: a limiting device for changing a limit of the left-right braking force difference of the at least one of the front wheels and the rear wheels in accordance with whether or not the wheel angle varying device can operate. | ||||||
| 10 | Method of controlling an inhomogeneous roadway | US12065760 | 2006-09-14 | US08068967B2 | 2011-11-29 | Christof Schütz; Yann Andrè; Robert Gutwein |
| To determine an inhomogeneous roadway in μ-split situation during active ABS control and active yaw torque control (YTC) of a front wheel (HM-wheel) on the high-coefficient-of-friction side, it is arranged that at least the following conditions must be satisfied before the μ-split situation is flagged: a) a front wheel (LM wheel) undergoes ABS control in a pressure reduction phase; a1) the LM front wheel is in the first ABS control cycle; b) the LM front wheel exhibits a deceleration exceeding a defined threshold; c) the locking pressure level of the LM front wheel is lower than a defined threshold; d) the front wheel on the high-coefficient-of-friction side (HM wheel) exhibits a filtered deceleration that is lower than a defined threshold; e) the vehicle deceleration calculated by ABS is lower than a defined threshold. | ||||||
| 11 | Method of Controlling an Inhomogeneous Roadway | US12065760 | 2006-09-14 | US20080312793A1 | 2008-12-18 | Christof Schutz; Yann Andre |
| To determine an inhomogeneous roadway in μ-split situation during active ABS control and active yaw torque control (YTC) of a front wheel (HM-wheel) on the high-coefficient-of-friction side, it is arranged that at least the following conditions must be satisfied before the μ-split situation is flagged: a)a front wheel (LM wheel) undergoes ABS control in a pressure reduction phase; a1) the LM front wheel is in the first ABS control cycle; b)the LM front wheel exhibits a deceleration exceeding a defined threshold; c)the locking pressure level of the LM front wheel is lower than a defined threshold; d) the front wheel on the high-coefficient-of-friction side (HM wheel) exhibits a filtered deceleration that is lower than a defined threshold; e) the vehicle deceleration calculated by ABS is lower than a defined threshold. | ||||||
| 12 | Steering control apparatus for a vehicle | US11067720 | 2005-03-01 | US07337873B2 | 2008-03-04 | Hiroaki Aizawa; Hiroaki Niino; Minekazu Momiyama; Hiroaki Kato |
| A steering control apparatus is provided for controlling a steered wheel angle of a wheel to be steered. On the basis of a road coefficient of friction estimated between right and left wheels, a braking force difference between the right and left wheels is calculated. A slip angle—total lateral force characteristic indicative of a relationship between a slip angle and a total lateral force of a wheel to be steered is provided on the basis of the estimated coefficient of friction. Then, a steered wheel angle of the wheel to be steered is set on the basis of the braking force difference and the slip angle—total lateral force characteristic. | ||||||
| 13 | Method for applying torque overlay during split-mu braking conditions | US11170805 | 2005-06-30 | US07331642B2 | 2008-02-19 | Joe Miller |
| A method is provided for vehicle stability control of a vehicle where the vehicle includes a slip control braking system that applies independent braking pressure to respective vehicle brakes of the vehicle. The vehicle further includes a steering system for applying steering intervention for stability control. The method includes detecting a split-mu braking condition and applying a steering assist torque to the steering system. A determination is made whether a steering wheel angle condition is within a predetermined threshold. An aggressive braking strategy is applied if the steering wheel angle condition is within the predetermined threshold, else applying a non-aggressive braking strategy. | ||||||
| 14 | Method for applying torque overlay during split-mu braking conditions | US11170805 | 2005-06-30 | US20070001510A1 | 2007-01-04 | Joe Miller |
| A method is provided for vehicle stability control of a vehicle where the vehicle includes a slip control braking system that applies independent braking pressure to respective vehicle brakes of the vehicle. The vehicle further includes a steer-by-wire assist steering system for applying steering intervention for stability control. The method includes detecting a split-mu braking condition and applying a steering assist torque to the steering system. A determination is made whether a steering wheel angle condition is within a predetermined threshold. An aggressive braking strategy is applied if the steering wheel angle condition is within the predetermined threshold, else applying a non-aggressive braking strategy. | ||||||
| 15 | STEERING CONTROL DURING SPLIT-MU ABS BRAKING | US10665724 | 2003-09-19 | US20050189163A1 | 2005-09-01 | Andrew Barton; James Patrick Farrelly; Mark Tucker; Edward Milbourn; Michael Bayes |
| A vehicle stability compensation system which is arranged to adjust dynamically the self-centering position and the steering feel of the steering system during split mu braking operation, the adjustment being based on at least one operational variable representing a corrective steer angle for the vehicle which is added to the main electrically assisted steering system assistance torque via driver feedback controller whereby to maintain the vehicle stable and controllable. | ||||||
| 16 | Steering control apparatus for vehicle and method for steering control | US10960226 | 2004-10-08 | US20050080532A1 | 2005-04-14 | Hiroaki Kato; Minekazu Momiyama; Yoshiyuki Yasui; Hiroaki Aizawa; Hiroaki Niino |
| A steering control apparatus obtains a steered amount by which a steered wheel is steered based on a left-and-right braking force difference control amount, a vehicle state control amount, and a steering control amount. The apparatus changes the magnitude of the braking force difference control amount and the magnitude of the vehicle state control amount according to a vehicle speed or to time elapsed from when braking started to be applied to the left and right wheels. Accordingly, the vehicle driving on μ-split road is prevented from being deflected toward a side of higher friction coefficient due to the left-and-right braking force difference when the braking is applied. | ||||||
| 17 | Motor vehicle steering system having a yaw rate controller | US10681313 | 2003-10-09 | US20040070268A1 | 2004-04-15 | Goetz Baumgarten |
| A motor vehicle steering system includes a yaw rate controller that continuously detects a yaw rate representing the vehicle yawing motion, forms a control signal as a function thereof, and causes a steering movement that counteracts the undesired yawing motion. The control signal is formed differently in the unbraked driving condition than when the vehicle is braked. In addition, the control signal in the case of a control intervention of a brake control system may be formed differently than when the vehicle is braked without such a control intervention. Preferably, the control signal which is determined from the deviation between a desired yaw rate value and the actual yaw rate value, in the case of a controlled braking operation, is formed by means of at least one other amplification factor (kp) that differs from that which is used in the unbraked driving condition. In the deviation branch, in addition to the proportional fraction, an integral fraction may be provided whose amplification factor (kI) in the case of a braking operation has a different value than in the unbraked driving condition. | ||||||
| 18 | Method for operating electric power steering system of automobile | US09995841 | 2001-11-20 | US06550569B2 | 2003-04-22 | Seong Joo Kim; Seong Kyu Kim; Dai Jong Chung; Wan Seop Kim |
| A method for operating an automobile electric power steering (EPS) system is provided. Whether or not the automatic adjustment of the steering angle is performed is decided based on a speed of the automobile and a rotational state of each wheel. A cooperative steering angle to cooperate a braking state of the automobile is set based on the decision and the speed of the automobile. A target steering angle is determined to adjust the steering angle based on the cooperative steering angle and a manual steering angle; and a feedback control on the steering angle is performed such that the steering angle of each wheel become to close to the determined target steering angle. | ||||||
| 19 | INTEGRATED CONTROL OF ACTIVE TIRE STEER AND BRAKES | US09769676 | 2001-01-25 | US20020143451A1 | 2002-10-03 | Aleksander B. Hac; Hsien H. Chen; Edward J. Bedner; Steven P. Loudon |
| An integrated active steering and braking control system for providing one or more corrective yaw moments to a vehicle in response to a plurality of signals indicative of operational and environmental conditions related to the vehicle is disclosed. The system comprises a reference model, an estimator, a vehicle level brake/steer controller, and an actuator controller. The reference model provides a feedforward front steering angle correction signal a feedforward rear steering angle correction signal, a desired yaw rate signal, a desired lateral velocity signal, and a desired side slip angle signal. The estimator provides an estimated surface coefficient of adhesion signal, an estimated lateral velocity signal, and an estimated side slip angle signal. In response to the signals from the reference model and the estimator, the vehicle level brake/steer controller provides either a desired speed differential signal, a desired front steering angle signal and/or a desired rear steering angle signal. The actuator controller selectively provides a corrective braking signal to a brake actuator, a corrective front steering signal to a steering actuator, and a corrective rear steering signal to the steering actuator as a function of the desired speed differential signal, the desired front steering angle signal, and the desired rear steering angle signal, respectively. | ||||||
| 20 | Motor vehicle with supplemental rear steering having open and closed loop modes | US09921634 | 2001-08-03 | US20020042671A1 | 2002-04-11 | Hsien Heng Chen; Karen Ann Boswell; Edward John Bedner |
| A rear steer control for a motor vehicle considers vehicle velocity in three ranges and provides an out of phase rear steer angle in open loop control within a low velocity range for oversteer assistance of parking and similar vehicle maneuvers, an in phase rear steer angle in closed loop control responsive to vehicle yaw rate within a high velocity range for understeer vehicle stability assistance, and a steer angle in closed loop control responsive to vehicle yaw rate within an intermediate velocity range. In a preferred embodiment, the closed loop control in the high velocity range may be combined with an open loop control. The control further provides supplemental throttle adjustments in coordination with the rear steer control for increased traction and stability in a turn. | ||||||
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