| 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 | DRIVER ASSISTANCE APPARATUS CAPABLE OF PERFORMING DISTANCE DETECTION AND VEHICLE INCLUDING THE SAME | US14671190 | 2015-03-27 | US20150344032A1 | 2015-12-03 | Sangguel OH; Ikkyu KIM |
| A driver assistance apparatus and a vehicle including the same are disclosed. The driver assistance apparatus includes a stereo camera and a processor to perform a calibration based on first regions that include objects for vehicle structures or external to the vehicle in stereo images acquired by the stereo camera in a calibration mode and to detect a distance to an object ahead of the vehicle based on second regions not including the objects for the vehicle structures in the stereo images acquired by the stereo camera in a normal mode. Consequently, it is possible to accurately perform distance detection based on images photographed by the stereo camera. | ||||||
| 82 | Control apparatus for vehicle | US14366547 | 2012-12-28 | US09187080B2 | 2015-11-17 | Hironobu Kikuchi; Katsuhiko Hirayama |
| A control apparatus for a vehicle is configured to detect an abnormality of shock absorbers. When an abnormality detection means has detected an abnormality, braking/driving force posture control amount computation means computes an amount of braking/driving force posture control controlled by means of braking/driving force of the vehicle on the basis of target posture control amount. | ||||||
| 83 | Vehicle control device and vehicle control method | US14386851 | 2013-05-13 | US09156328B2 | 2015-10-13 | Hironobu Kikuchi |
| A vehicle control device includes a wheel speed sensor and a controller. The wheel speed sensor detects wheel speed. The controller estimates a sprung mass state based on information in a predetermined frequency region of wheel speed and controls an actuator to bring the estimated sprung mass state to a target sprung mass state. The controller calculates a first wheel speed as a reference wheel speed for individual wheels. The controller calculates a second wheel speed as a reference wheel speed of front and rear wheels. The controller calculates a third wheel speed as a reference wheel speed of all wheels. The controller calculates a reference wheel speed of each wheel. The controller detects that the estimation accuracy has deteriorated when a differential among reference wheel speeds of the wheels is equal to or greater than a prescribed value. | ||||||
| 84 | SPEED CONTROL SYSTEM AND METHOD OF OPERATING THE SAME | US14421862 | 2013-08-16 | US20150217766A1 | 2015-08-06 | James Kelly; Andrew Fairgrieve; Daniel Woolliscroft |
| A method for operating an off-road speed control system of a vehicle is provided. The method comprises identifying a pattern or change in at least one component of vehicle drag. The method further comprises monitoring vehicle speed to predict where a change in the at least one component of vehicle drag may result in a speed overshoot event or a speed undershoot event. The method still further comprises, in response to the predicted speed overshoot event or speed undershoot event, automatically commanding the application of an appropriate opposing torque to one or more wheels of the vehicle to counteract the predicted speed overshoot or undershoot. An off-road speed control system for a vehicle comprising an electronic control unit (ECU) configured to perform the above-described methodology is also provided. | ||||||
| 85 | Control apparatus for vehicle and control method for vehicle | US13829699 | 2013-03-14 | US09079579B2 | 2015-07-14 | Hironobu Kikuchi; Katsuhiko Hirayama |
| A control apparatus for a vehicle is provided with a plurality of actuators which perform sprung vibration suppression control, a vertical acceleration sensor configured to detect sprung vertical acceleration, and a plurality of actuator attitude control units which control the respective actuators such that the vertical acceleration detected by the vertical acceleration sensor becomes vertical acceleration corresponding to a target sprung state. | ||||||
| 86 | Vehicle control device and vehicle control method | US14365664 | 2013-01-22 | US09061561B2 | 2015-06-23 | Hironobu Kikuchi; Katsuhiko Hirayama |
| A driving state estimator unit configured to detect a state quantity indicating vehicle body orientation, and a control unit configured to control vehicle body orientation using drive force from an engine when the absolute value of the amplitude of the detected state quantity is less than a second predetermined value, and using force generated by a second orientation control device instead of the drive force from the engine when the absolute value of the amplitude is equal to or greater than the second predetermined value. | ||||||
| 87 | VEHICLE CONTROL DEVICE, AND VEHICLE CONTROL METHOD | US14386829 | 2013-04-08 | US20150039199A1 | 2015-02-05 | Hironobu Kikuchi |
| A vehicle control device includes a sensor and a controller. The sensor detects wheel speed. The controller estimates an amount of pitch motion made by a vehicle based on information in a prescribed frequency range of wheel speed detected by the sensor. The controller control friction brakes so as to bring the pitch motion amount to a target pitch motion amount, as well as gradually lowering an amount by which the friction brakes are controlled, in instances where an estimation accuracy of the pitch motion amount deteriorates. | ||||||
| 88 | VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD | US14365648 | 2012-12-27 | US20150006031A1 | 2015-01-01 | Hironobu Kikuchi; Katsuhiko Hirayama |
| A vehicle control device includes a friction brake orientation control device, a damping force control device, a state quantity detection device, and an orientation control device. The damping force control device calculates a brake orientation control amount for a friction brake to change the orientation of a vehicle body to a target orientation. The damping force control device calculates a shock absorber orientation control amount for a variable-damping-force shock absorber to change the orientation of the vehicle body to the target orientation. The state quantity detection device detects a state quantity indicating vehicle body orientation. The orientation control device controls vehicle body orientation when the value of the detected state quantity is less than a predetermined value, and controls vehicle body orientation via the friction brake orientation control device when the value of the detected state quantity is equal to or greater than the predetermined value. | ||||||
| 89 | VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD | US14368629 | 2013-01-22 | US20140336894A1 | 2014-11-13 | Hironobu Kikuchi; Katsuhiko Hirayama |
| A vehicle control device includes a state quantity detection device and a friction brake orientation control device. The state quantity detection device is configured to detect a state quantity indicating a vehicle body orientation. The friction brake orientation control device is configured to minimize pitching motion in the vehicle body orientation by applying braking torque from a friction brake at least to a front wheel, and minimize bouncing motion in the vehicle body orientation by applying braking torque from the friction brake to four wheels. The friction brake orientation control device is configured to prioritize minimizing the pitching motion over minimizing the bouncing motion. | ||||||
| 90 | Vehicle using tire temperature to adjust active chassis systems | US13173577 | 2011-06-30 | US08718868B2 | 2014-05-06 | Michael G. Petrucci; Alexander J. MacDonald |
| In accordance with exemplary embodiments, a system and method are provided for using tire temperature for dynamically adjusting active chassis systems of a vehicle. The method comprises determining a tire temperature value for at least one tire of a vehicle using at least one sensor and adjusting at least one active chassis system of the vehicle responsive to the tire temperature value. The system comprises a chassis having an engine providing power to tires to propel the vehicle. At least one active chassis system is configured to control braking, power applied or control inputs to the tires, and a controller is configured to determine a tire temperature value for adjusting the at least one active chassis systems. The at least one active chassis systems are adjusted responsive to the tire temperature value provided by the controller to control braking, power applied or control inputs to the tires. | ||||||
| 91 | STABLIZATION METHOD FOR VEHICLES | US13959806 | 2013-08-06 | US20140046539A1 | 2014-02-13 | LODEWIJK WIJFFELS; PETER ZEGELAAR; OLIVER NEHLS; SERGIO CODONESU |
| Stabilization method and system for performing dynamic chassis control in a vehicle. An electronic stability control (ESC) includes an ESC sensor set; at least one chassis actuator; and a dynamic controller operably connected to at the least one chassis actuator. The ESC sensor set generates one or more sensor fault signals. Then, the method employs a dynamic controller to evaluate the signals corresponding to the sensor fault at least after a first fast fault signal, or a second slow fault signal. If the first fast fault signal is detected, the dynamic controller generates a signal for at least one of partially or completely temporarily switching off the at least one chassis actuator, while maintaining ESC in an active state. Conversely, if the second slow fault signal is detected, the dynamic controller generates a signal for temporarily switching off the ESC. | ||||||
| 92 | VEHICLE CONTROLLING APPARATUS AND METHOD | US13828888 | 2013-03-14 | US20130245888A1 | 2013-09-19 | Hironobu KIKUCHI; Katsuhiko Hirayama |
| A vehicle controlling apparatus includes: a vertical acceleration sensor configured to detect a vertical acceleration of a sprung mass; a power-source attitude controller configured to compute a power-source attitude control amount for a driving force outputted from a power source, the control amount making the acceleration detected by the vertical acceleration sensor an appropriate acceleration for attaining a target sprung-mass state, and to control the power source based on the power-source attitude control amount; a stroke sensor configured to detect a stroke speed of a shock absorber; and a friction-brake attitude controller configured to compute a brake attitude control amount for a braking force outputted from a friction brake, the control amount making the stroke speed detected by the stroke sensor an appropriate stroke speed for attaining a target sprung-mass state, and to control the friction brake based on the brake attitude control amount. | ||||||
| 93 | Vehicle control apparatus | US12879172 | 2010-09-10 | US08380395B2 | 2013-02-19 | Satoshi Kashiwamura; Hiroyuki Shimizu |
| A vehicle control apparatus including a road wheel speed detecting section, a vehicle body speed detecting section, a slip ratio calculating section configured to calculate slip ratios which are ratios of respective road wheel speeds with respect to vehicle body speed, an anti-skid brake control section configured to control wheel cylinder fluid pressures for respective wheel cylinders such that the slip ratios fall within a predetermined range, a wheel cylinder fluid pressure acquiring section, damping force variable shock absorbers which are disposed between the respective road wheels and the vehicle body and constructed to variably adjust respective damping force characteristics thereof, and a damping force variable shock absorber control section configured to set the damping force characteristics in accordance with the acquired wheel cylinder fluid pressures. | ||||||
| 94 | Method for Automatically Preventing Aquaplaning | US13579412 | 2011-01-22 | US20130035836A1 | 2013-02-07 | Wilfried Mehr; Matthias Strauss; Alfred Eckert |
| The invention relates to a method for automatically preventing aquaplaning during the driving operation of a motor vehicle on a route, which method provides according to the invention that a) information relating to a section of the route and regarding the risk of aquaplaning is provided in the motor vehicle, b) at least one sensor device for determining a wet pavement is provided, and c) an assistance function for preventing aquaplaning is carried out if there is a section of the route having a risk of aquaplaning and if a wet pavement is detected. | ||||||
| 95 | 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. | ||||||
| 96 | Optimization of vehicle stability and steering during a regenerative braking event | US12248083 | 2008-10-09 | US08190344B2 | 2012-05-29 | Eric E. Krueger; Matthew M. Karaba; Kevin S. Kidston |
| A method of optimizing steering and stability performance of a vehicle includes measuring a set of inertial data during a regenerative braking event (RBE), calculating a set of vehicle performance data using the inertial data, and comparing the performance data to calibrated threshold data to determine a maximum regenerative braking torque (RBT). The maximum RBT is automatically applied during the active RBE. The vehicle includes a chassis, an electric motor/generator for applying an RBT, a frictional braking system, chassis inertial sensors for measuring a set of chassis inertial data, and a controller having an algorithm for calculating a set of vehicle performance data using the chassis inertial data. The controller determines the maximum RBT by comparing the vehicle performance data to corresponding threshold data. The chassis inertial sensors can include accelerometers, a yaw rate sensor, a steering rate sensor, speed sensors, and/or a braking input sensor. | ||||||
| 97 | VERTICAL LOAD CONTROL APPARATUS FOR A VEHICLE | US13263937 | 2010-03-26 | US20120046831A1 | 2012-02-23 | Seiji Hidaka; Yoshiyuki Yasui; Keita Nakano; Chihiro Nitta |
| A first stabilizer (SBr) is disposed on an axle for driving wheels, a second stabilizer (SBf) is disposed on a different axle from the axle for driving wheels, a stabilizer control unit (RT, FT) is provided for adjusting torsional rigidity of the first stabilizer and second stabilizer, a turning state amount obtaining unit is provided for obtaining a turning state amount of the vehicle, and an accelerating operation amount obtaining unit is provided for obtaining an accelerating operation amount operated by a vehicle driver. Based on these obtained results, the torsional rigidity of at least one of the first stabilizer and second stabilizer is adjusted by the stabilizer control unit, when the turning state amount of the vehicle is equal to or more than a predetermined turning state amount, and the accelerating operation amount is equal to or more than a predetermined accelerating operation amount. | ||||||
| 98 | Motion control system for vehicle | US12377083 | 2008-01-25 | US08108106B2 | 2012-01-31 | Yasuo Takahara; Haruo Arakawa; Takayuki Takeshita; Chihiro Nitta |
| A motion control system is applied to a vehicle, which has front wheel side suspensions with an anti-dive geometry and rear wheel side suspensions with an anti-lift geometry. When abrupt steering operation is started from a straight-ahead driving state of the vehicle in a non-operating period of a brake pedal of the vehicle, a controller controls a hydraulic unit such that a brake force is applied to a radially outer one of front left and right wheels, which is located on an outer side in a radial direction of an arc of turn of the vehicle upon starting the steering operation, and also to a radially inner one of rear left and right wheels, which is located on an inner side in the radial direction of the arc of the turn for a predetermined short time period. | ||||||
| 99 | System for regulating the position of the chassis of a motor vehicle | US12224266 | 2007-02-26 | US08079603B2 | 2011-12-20 | Klaus Voigtlaender; Lars von Jakubowski |
| A system for regulating the position of a chassis of a motor vehicle has actuators which are to be set via actuating signals of a regulating and control unit, the position of the chassis or a part of the chassis being recorded via a gap sensor, and an adjustment is carried out via the actuators in case the measured sensor signals of the gap sensor deviate from specified setpoint values. On the vehicle's underside, at least three displacement measuring sensor device are located at positions that are at a distance from one another, each sensor device having a gap sensor that works in a contactless manner, via which at least two displacement measurements are able to be carried out in different directions. | ||||||
| 100 | Motion control system for vehicle | US12377077 | 2008-01-25 | US08046130B2 | 2011-10-25 | Yasuo Takahara; Haruo Arakawa; Takayuki Takeshita; Chihiro Nitta |
| A motion control system is applied to a vehicle, which has front wheel side suspensions with an anti-dive geometry and rear wheel side suspensions with an anti-lift geometry. A degree of an anti-lift effect of the anti-lift geometry is larger than a degree of an anti-dive effect of the anti-dive geometry. Normally, a controller controls a hydraulic unit such that a brake force distribution between front wheels and rear wheels during a braking-period is adjusted to a basic distribution. In contrast, in a state where abrupt application of brakes is started, the controller controls the hydraulic unit such that the brake force distribution is adjusted to a first distribution, at which a brake force respectively applied to the rear wheels is larger than that of the basic distribution only for a predetermined short time period upon starting of the application of the brakes. | ||||||
QQ群二维码
意见反馈
意见反馈