| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 181 | METHOD OF ADJUSTING A MOTOR VEHICLE ELECTRONIC STABILITY PROGRAM | US12185435 | 2008-08-04 | US20080288139A1 | 2008-11-20 | Christophe Bouchard; Richard Sautereau |
| The invention relates to a method of adjusting an electronic stability program (ESP) for a motor vehicle. This method comprises various steps, including in particular: establishing the curve of the consumption values (Cesp) as a function of time, said curve being representative of the differences (dCM) of the measured yaw angles and the setpoint yaw angles (dCM=LM−LC) versus the measured triggering threshold values (St), modifying the nominal threshold values (Sv) by a percentage that is proportional to the consumption values (Cesp). | ||||||
| 182 | Vehicle control device and vehicle control method | US10864820 | 2004-06-10 | US07373236B2 | 2008-05-13 | Koji Matsuno; Masaru Kogure |
| Steering stability of a vehicle under a traveling state such as cornering is enhanced by controlling a state of the vehicle based on cornering powers of right and left wheels. A detecting unit 1 detects action force containing longitudinal force Fx, lateral force Fy and vertical force Fz which act on each wheel. A specifying unit 2 specifies a friction coefficient between the wheels and road surface. An estimating unit 6 estimates cornering power ka of each wheel based on the action force and the friction coefficient. A processing unit 7 determines control values so that the representative value ka_ave of the cornering powers concerning the right and left wheels is larger than the present value of the representative value ka_ave of the cornering powers concerning the right and left wheels. Controlling units 8 to 10 control the state of the vehicle based on the control values thus determined. | ||||||
| 183 | Yaw moment control system of vehicle | US11901709 | 2007-09-18 | US20080084110A1 | 2008-04-10 | Kazuasa Suzuki; Minoru Higuchi; Yasuji Shibahata |
| A rotatable grip (ancillary operation member) is provided on a part of a steering wheel body of a steering wheel (main operation member) for turning wheels. When the grip is rotated, a difference is generated between left and right wheels, and a yaw moment generated with this difference can assist or suppress the turning of a vehicle. Because the grip constitutes a part of the steering wheel body, it is possible to rotate the grip to assist or suppress the turning of the vehicle, while operating the steering wheel to turn the vehicle. Because both the steering wheel body and the grip can be operated by the same hand of a driver, operational burden on the driver is alleviated. Thus, it is possible to concurrently provide an excellent operability of the main operation member for controlling a kinetic state of the vehicle, and an excellent operability of the ancillary operation member for controlling the operation of a yaw moment generating device. | ||||||
| 184 | METHOD OF ADJUSTING A MOTOR VEHICLE ELECTRONIC STABILITY PROGRAM | US11746840 | 2007-05-10 | US20070265737A1 | 2007-11-15 | Christophe Bouchard; Richard Sautereau |
| The invention relates to a method of adjusting an electronic stability program (ESP) for a motor vehicle. This method comprises various steps, including in particular: establishing the curve of the consumption values (Cesp) as a function of time, said curve being representative of the differences (dCM) of the measured yaw angles and the setpoint yaw angles (dCM=LM−LC) versus the measured triggering threshold values (St), modifying the nominal threshold values (Sv) by a percentage that is proportional to the consumption values (Cesp). | ||||||
| 185 | Vehicle stability control enhancement using tire force characteristics | US10978915 | 2004-11-01 | US07292924B2 | 2007-11-06 | Danny R. Milot |
| A method of controlling an advanced chassis control system of a vehicle such as an anti-lock brake system, traction control system, vehicle stability control system, or roll control system affecting the vehicle dynamic performance and safety is disclosed. A control unit controls the operation of the advanced chassis control system based at least in part upon predictions of force generating characteristics of tires of the vehicle and driver input signals. The advanced chassis control system of the vehicle is controlled in one manner if the tire is determined to be inflated, controlled in another, different manner if the tire is determined to be deflated. During normal driving, the chassis control systems can operate to control the vehicle according to the desires of the driver while accounting for at least one tire being deflated. During braking the controller can act to distribute braking forces in order to divert forces from the deflated tire to the inflated tires. | ||||||
| 186 | VEHICLE CONTROL SYSTEM | US11627074 | 2007-01-25 | US20070192002A1 | 2007-08-16 | Ikuhide Iyoda |
| A vehicle control system for controlling a vehicle having a body, a pair of front wheels, and a pair of rear wheels, including a body-height adjusting device which adjusts four body heights each of which is defined as a relative-position relationship between corresponding one wheel of the pair of front wheels and the pair of rear wheels, and the body; and a brake-operation-force control device which controls respective operation forces of a pair of front-wheel brakes and a pair of rear-wheel brakes that restrain respective rotations of the pair of front wheels and the pair of rear wheels. The brake-operation-force control device includes an operation-force lowering portion which lowers, when the body-height adjusting device is adjusting at least one of the four body heights, the respective operation forces of at least one pair of brakes of the pair of front-wheel brakes and the pair of rear-wheel brakes, as compared with the respective operation forces when the body-height adjusting device is not adjusting any of the four body heights. | ||||||
| 187 | Driving dynamics control system for vehicles | US10556575 | 2004-05-07 | US20070150116A1 | 2007-06-28 | Ralf Schwarz; Stefan Fritz; Sieghard Schrabler; Urs Bauer; Steffen Troster; 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. | ||||||
| 188 | Drive train and brakes coordinator subsystem and method | US10063954 | 2002-05-29 | US07120529B2 | 2006-10-10 | Erik Coelingh; Jonas Ekmark |
| A vehicle control system (10) including a vehicle motion control subsystem (12) that has an input receiving an intended driving demand (14) and a plurality of coordinator subsystems (16) for coordinating actuators of the vehicle. The vehicle motion control subsystem (12) communicates with the coordinator subsystems (16) to determine whether a single coordinator subsystem (16) can carry out the intended driving demand (14). The vehicle motion control subsystem (12) will distribute demand signals among one or more of the coordinator subsystems (16) to allow the vehicle to implement the intended driving demand (14). | ||||||
| 189 | Enhanced system for yaw stability control system to include roll stability control function | US10705513 | 2003-11-10 | US07027902B2 | 2006-04-11 | Jianbo Lu; Todd Allen Brown; Joseph Carr Meyers |
| A yaw stability control system (18) is enhanced to include roll stability control function for an automotive vehicle and includes a plurality of sensors (28–39) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor (20), a lateral acceleration sensor (32), a yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (20), the lateral acceleration sensor (32), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) generates both a yaw stability feedback control signal and a roll stability feedback control signal. The priority of achieving yaw stability control or roll stability control is determined through priority determination logic. If a potential rollover event is detected, the roll stability control will take the priority. The controller for roll stability control function determines a roll angle of the vehicle from the lateral acceleration sensor signal and calculates the feedback control signal based on the roll angle. | ||||||
| 190 | Method and apparatus for estimating steering behavior for integrated chassis control | US10812438 | 2004-03-30 | US20050222731A1 | 2005-10-06 | Youssef Ghoneim |
| A method and apparatus for providing integrated chassis control of a vehicle over the entire range of the vehicle dynamic state, including steady state and non-steady state steering conditions and linear and non-linear tire behavior, based on the general steer equation by using an estimated understeer and oversteer steering behavior indicator. The method and apparatus are particularly adapted to provide a yaw control apparatus and method. The steering behavior indicator may be calculated as a function of certain vehicle dynamic state inputs. A weighting factor for the calculation of the steering behavior indicator is determined as a function of certain vehicle dynamic state indication parameters. | ||||||
| 191 | Method for coordinating a vehicle dynamics control system with an active normal force adjustment system | US10875472 | 2004-06-25 | US20040267428A1 | 2004-12-30 | Michael Knoop; Martin Kieren; Andreas Schumann |
| A vehicle dynamics control system for a motor vehicle having an active normal force adjustment system with which the normal force acting on a wheel may be adjusted is described. For coordinating the vehicle dynamics control system with the active normal force adjustment system, information about a change in the normal force is to be supplied to a control unit of the vehicle dynamics control system and may be taken into account in the vehicle dynamic control. | ||||||
| 192 | Method of operating an anti-lock braking system | US10853531 | 2004-05-25 | US20040220715A1 | 2004-11-04 | Andrew Kingston |
| The invention relates to an anti-lock braking system as well as to a method of operating the anti-lock braking system. As a function of the motional state of at least one wheel control commands are generated for at least one actuator (12) of the anti-lock braking system. During generation of the control commands a quantity characteristic of the vertical tyre force is taken into account. | ||||||
| 193 | Enhanced system for yaw stability control system to include roll stability control function | US10705513 | 2003-11-10 | US20040117085A1 | 2004-06-17 | Jianbo Lu; Todd Allen Brown; Joseph Carr Meyers |
| A yaw stability control system (18) is enhanced to include roll stability control function for an automotive vehicle and includes a plurality of sensors (28-39) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor (20), a lateral acceleration sensor (32), a yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (20), the lateral acceleration sensor (32), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) generates both a yaw stability feedback control signal and a roll stability feedback control signal. The priority of achieving yaw stability control or roll stability control is determined through priority determination logic. If a potential rollover event is detected, the roll stability control will take the priority. The controller for roll stability control function determines a roll angle of the vehicle from the lateral acceleration sensor signal and calculates the feedback control signal based on the roll angle. | ||||||
| 194 | DRIVE TRAIN AND BRAKES COORDINATOR SUBSYSTEM AND METHOD | US10063954 | 2002-05-29 | US20030225496A1 | 2003-12-04 | Erik Coelingh; Jonas Ekmark |
| A vehicle control system (10) including a vehicle motion control subsystem (12) that has an input receiving an intended driving demand (14) and a plurality of coordinator subsystems (16) for coordinating actuators of the vehicle. The vehicle motion control subsystem (12) communicates with the coordinator subsystems (16) to determine whether a single coordinator subsystem (16) can carry out the intended driving demand (14). The vehicle motion control subsystem (12) will distribute demand signals among one or more of the coordinator subsystems (16) to allow the vehicle to implement the intended driving demand (14). | ||||||
| 195 | Tire contact load control system | US83718 | 1998-05-22 | US6036199A | 2000-03-14 | Kei Oshida; Masaki Izawa |
| An active actuator is interposed between the unsprung mass and the sprung mass of a vehicle, and a controller selectively extends and retracts the actuator at a prescribed acceleration so as to selectively apply an additional contact load to the wheel by making use of the inertial force of the sprung mass and/or the unsprung mass of the vehicle. A particularly advantageous result can be achieved by increasing the tire contact load according to the judgment of the vehicle operator who would, for example, actuate a switch at a desired or appropriate time such as when braking the vehicle, turning a curve or accelerating on a slippery road surface. | ||||||
| 196 | Vehicle chassis system control method and apparatus | US660150 | 1996-05-23 | US5895433A | 1999-04-20 | Hsien Heng Chen; Eldon Gerrald Leaphart; Edward John Bedner; Yuen-Kwok Chin |
| A vehicle chassis system control method, comprising the steps of: measuring vehicle yaw rate, vehicle speed, and vehicle lateral acceleration; determining, responsive to the yaw rate, vehicle speed and lateral acceleration, an index ratio; comparing the index ratio to a predetermined threshold indicating a limit above which active chassis control is not desired; and responsive to the comparison, setting a signal indicating termination of active chassis control if the index ratio is above the predetermined threshold. | ||||||
| 197 | Automotive apparatus and method for dynamically determining centripetal force of a vehicle | US631120 | 1990-12-20 | US5123497A | 1992-06-23 | Wilford T. Yopp; Sam M. Mackool |
| An apparatus and method for determining the centripetal force of an automotive vehicle operating on a roadway includes a vehicle speed measuring mechanism and a steering force measuring mechanism. Information regarding vehicle speed and steering force are fed into a processor which determines the centripetal force of the vehicle. | ||||||
| 198 | Method for Operating a Transversal Guidance System of a Motor Vehicle, and Motor Vehicle | US15571383 | 2016-03-11 | US20180304883A1 | 2018-10-25 | Christoph MUELLER |
| The invention relates to a method for operating a transversal guidance system of a motor vehicle through two independent channels to perform automatic transversal guidance interventions. Through the first channel, transversal interventions are performed via a first transversal guidance actuator controlled by means of a driver-operated steering handle. Through the second channel, a vehicle system sets a target roll angle, and a second transversal guidance actuator is controlled by a transversal guidance system that performs a transversal guidance intervention based on the roll angle. The vehicle system displays the roll angle as a notification to the driver of the transversal guidance intervention. The invention also relates to a motor vehicle configured to perform the method. | ||||||
| 199 | VEHICLE SPEED CONTROL SYSTEM AND METHOD | US16018856 | 2018-06-26 | US20180297595A1 | 2018-10-18 | Andrew Fairgrieve; James Kelly; Simon Gilling; Daniel Woolliscroft |
| A vehicle control system having a plurality of speed control systems, each operable to cause the vehicle to operate in accordance with a respective target speed. The system is operable wherein one of the plurality of speed control systems may be selected to control vehicle speed at a given moment in time, wherein when responsibility for speed control is transferred from a first one of the plurality of speed control systems to a second one of the speed control systems, the second one of the speed control systems is operable to set a value of target speed thereof to a value corresponding to that of the target speed of the first. | ||||||
| 200 | DRIVING CONTROL APPARATUS FOR A VEHICLE | US15835915 | 2017-12-08 | US20180162393A1 | 2018-06-14 | Jinkyo LEE; Taeho NOH |
| A driving control apparatus for a vehicle is disclosed. The driving control apparatus includes: an object detection device configured to detect objects in the vicinity of the vehicle and generate information on the objects; a sensing unit configured to detect a state of the vehicle and generate vehicle state information; and a processor configured to: based on the vehicle state information and the information on the objects, generate information on collision with a first object out of the objects, and based on the information on the collision, generate a control signal for at least one of steering, partial braking, and partial driving of the vehicle and provide the generated control signal so as to control operation of the vehicle after the collision through at least one of a steering control action, a partial braking control action, and a partial driving control action. | ||||||
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