| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 161 | ABSOLUTE ACCELERATION SENSOR FOR USE WITHIN MOVING VEHICLES | US14263629 | 2014-04-28 | US20140324313A1 | 2014-10-30 | Alfred S. Braunberger; Beau M. Braunberger |
| A method of and system for detecting absolute acceleration along various axes relative to a desired movement vector while moving relative to a gravity source includes steps of determining a vertical acceleration, perpendicular to the desired movement vector and substantially anti-parallel to a gravitational acceleration due to the gravity source; determining a longitudinal acceleration, parallel to the desired movement vector and to output at vertical acceleration signal and a longitudinal acceleration signal; determining an inclination of the desired movement vector relative to the gravitational acceleration; and processing the vertical acceleration signal, the longitudinal acceleration signal, and the inclination signal to produce an absolute vertical acceleration signal and an absolute longitudinal acceleration signal. | ||||||
| 162 | VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD | US14365677 | 2013-01-22 | US20140316653A1 | 2014-10-23 | Hironobu Kikuchi; Katsuhiko Hirayama |
| A vehicle control device includes a motive power source orientation control device, a friction brake orientation control device, a damping force control device, and an orientation control device. The orientation control device controls vehicle body orientation via the motive power source orientation control device when the absolute value of the amplitude of a detected state quantity is less than a first predetermined value, via the damping force control device in addition to the motive power source orientation control device when the absolute value of the amplitude is equal to or greater than the first predetermined value and less than a second predetermined value greater than the first predetermined value, and via the friction brake orientation control device in addition to the motive power source orientation control device and the damping force control device when the absolute value of the amplitude is equal to or greater than the second predetermined value. | ||||||
| 163 | Active aerodynamic chassis control | US13250866 | 2011-09-30 | US08798868B2 | 2014-08-05 | Mark E. Mares |
| The automobile described herein employs an aerodynamic chassis control system to limit and/or control the affect of yaw and roll created by environmental and operating conditions on an automobile with minimal penalty to improve ride comfort and performance of the automobile. The aerodynamic chassis control system employs various movable stabilization elements to control yaw and roll. Moreover, aerodynamic chassis control system constantly monitors environmental and operating conditions of the automobile and adjusts the stabilization elements to provide ride comfort and automobile performance. | ||||||
| 164 | CONTROL APPARATUS FOR VEHICLE | US13829386 | 2013-03-14 | US20130245889A1 | 2013-09-19 | Hironobu KIKUCHI; Katsuhiko Hirayama |
| A control apparatus for a vehicle according to the present invention is configured to control a friction brake by calculating a brake attitude control amount outputted from the friction brake such that the acceleration detected by the vertical acceleration sensor becomes an acceleration corresponding to a target sprung state, and to control a damping force variable shock absorber by calculating a damping force control amount of the damping force variable shock absorber such that the stroke speed detected by the stroke sensor becomes a stroke speed corresponding to the target sprung state and/or a target unsprung state. | ||||||
| 165 | Absolute acceleration sensor for use within moving vehicles | US11821352 | 2007-06-21 | US08532896B2 | 2013-09-10 | Alfred S. Braunberger; Beau M. Braunberger |
| A method of and system for detecting absolute acceleration along various axes relative to a desired movement vector while moving relative to a gravity source includes steps of determining a vertical acceleration, perpendicular to the desired movement vector and substantially anti-parallel to a gravitational acceleration due to the gravity source; determining a longitudinal acceleration, parallel to the desired movement vector and to output at vertical acceleration signal and a longitudinal acceleration signal; determining an inclination of the desired movement vector relative to the gravitational acceleration; and processing the vertical acceleration signal, the longitudinal acceleration signal, and the inclination signal to produce an absolute vertical acceleration signal and an absolute longitudinal acceleration signal. | ||||||
| 166 | VEHICLE BRAKING/DRIVING FORCE CONTROL SYSTEM AND VEHICLE BRAKING/DRIVING FORCE CONTROL METHOD | US13877539 | 2011-10-20 | US20130218388A1 | 2013-08-22 | Etsuo Katsuyama |
| Braking/driving force control that includes: detecting a driver's operating state for causing the vehicle to run; detecting a vehicle body motional state while the vehicle is running; computing a target longitudinal driving force for causing the vehicle to run and motional state amounts for controlling a vehicle body behavior on the basis of the detected operating state and motional state; and computing driving or braking forces allocated to the wheels so as to achieve the computed target longitudinal driving force and target motional state amounts and that the braking/driving force generating mechanism causes the wheels to generate independently. | ||||||
| 167 | ACTIVE AERODYNAMIC CHASSIS CONTROL | US13250866 | 2011-09-30 | US20130085641A1 | 2013-04-04 | Mark E. Mares |
| The automobile described herein employs an aerodynamic chassis control system to limit and/or control the affect of yaw and roll created by environmental and operating conditions on an automobile with minimal penalty to improve ride comfort and performance of the automobile. The aerodynamic chassis control system employs various movable stabilization elements to control yaw and roll. Moreover, aerodynamic chassis control system constantly monitors environmental and operating conditions of the automobile and adjusts the stabilization elements to provide ride comfort and automobile performance. | ||||||
| 168 | VEHICLE SYSTEMS CONTROL FOR IMPROVING STABILITY | US13529488 | 2012-06-21 | US20120265402A1 | 2012-10-18 | James W. Post, II; Xiaodi Kang; William Monsma |
| Improved methods of controlling the stability of a vehicle are provided via the cooperative operation of vehicle stability control systems such as an Active Yaw Control system, Antilock Braking System, and Traction Control System. These methods use recognition of road surface information including the road friction coefficient (mu), wheel slippage, and yaw deviations. The methods then modify the settings of the active damping system and/or the distribution of drive torque, as necessary, to increase/reduce damping in the suspension and shift torque application at the wheels, thus preventing a significant shift of load in the vehicle and/or improving vehicle drivability and comfort. The adjustments of the active damping system or torque distribution temporarily override any characteristics that were pre-selected by the driver. | ||||||
| 169 | Vehicle systems control for improving stability | US12019341 | 2008-01-24 | US08229642B2 | 2012-07-24 | James W. Post, II; Xiaodi Kang; William Monsma |
| Improved methods of controlling the stability of a vehicle are provided via the cooperative operation of vehicle stability control systems such as an Active Yaw Control system, Antilock Braking System, and Traction Control System. These methods use recognition of road surface information including the road friction coefficient (mu), wheel slippage, and yaw deviations. The methods then modify the settings of the active damping system and/or the distribution of drive torque, as necessary, to increase/reduce damping in the suspension and shift torque application at the wheels, thus preventing a significant shift of load in the vehicle and/or improving vehicle drivability and comfort. The adjustments of the active damping system or torque distribution temporarily override any characteristics that were pre-selected by the driver. | ||||||
| 170 | Device and method for driving dynamics control in a vehicle | US11795845 | 2006-07-27 | US08121756B2 | 2012-02-21 | 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. | ||||||
| 171 | Yaw moment control system of vehicle | US11901709 | 2007-09-18 | US08095272B2 | 2012-01-10 | 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. | ||||||
| 172 | VEHICLE CONTROL APPARATUS | US12879172 | 2010-09-10 | US20110066326A1 | 2011-03-17 | 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. | ||||||
| 173 | Electronic control system for vehicle and control method thereof | US11716391 | 2007-03-09 | US07739010B2 | 2010-06-15 | Bon Gyeong Koo |
| The present invention relates to an electronic control system for a vehicle and a control method thereof, wherein communication is made between a main controller and at least one local controller to control a brake apparatus and a suspension apparatus in consideration of information of the controllers, thereby further improving and activating unique features of the respective controllers as well as simplifying the system. An embodiment of the present invention provides an electronic control system for a vehicle having a main controller for receiving vehicle information and creating and outputting a brake control signal and a suspension control signal for a vehicle; at least one local controller for controlling a damper of each wheel according to the suspension control signal outputted from the main controller; and an interface unit for performing data communication between the main controller and the local controller. | ||||||
| 174 | Method for Controlling Vehicle Dynamics | US12262702 | 2008-10-31 | US20100114431A1 | 2010-05-06 | Joshua Switkes; Arne Stoschek |
| A method for controlling vehicle dynamics includes acquiring steering torque data indicative of forces acting on at least one tire of a vehicle and acquiring image data by capturing images of an area outside the vehicle. The friction coefficient between a tire of the vehicle and a road surface is determined as a function of vehicle data including at least the steering torque data. The lateral velocity of the vehicle is determined as a function of vehicle data including the steering torque data and/or the image data. A vehicle dynamics control is performed as a function of the lateral velocity and the friction coefficient. | ||||||
| 175 | DEVICE FOR INCREASING THE DOWNWARD FORCE OF A CAR | US12532612 | 2008-03-21 | US20100063688A1 | 2010-03-11 | Frantisek Hrabal |
| The invention concerns a device for increasing the downward force pressing a car to the road, mainly while braking, accelerating, or turning, consisting of a wheel hub, at least one control arm, a brake system, and a damping unit. The brake system consists of a brake drum and brake shoes or a brake disc and brake pads mounted on a caliper. At least one brake shoe and/or caliper and/or brake pad and/or additional mass element is placed in a pushing plane parallel with at least one tangent to the circle or on the segment of a circle with the same center of rotation as the wheel hub and where the trajectory of movement is limited by at least one brake stop. | ||||||
| 176 | MOTION CONTROL SENSOR SYSTEM FOR A MOVING UNIT AND MOTION CONTROL SYSTEM | US12503532 | 2009-07-15 | US20100063678A1 | 2010-03-11 | Satoshi YAMAMOTO |
| A motion control sensor system and motion control system for a moving unit have a physical quantity sensor in an unsprung mass of the moving unit so that physical quantities in the unsprung mass can be detected, bypassing the spring. An acceleration sensor for detecting acceleration exerted on the unsprung mass of the moving unit is placed so that its detection axis crosses the operation axis of the moving unit, so acceleration due to angular acceleration around the operation axis is not detected. Accordingly, the motion control sensor system and motion control system are suitable for running stability control during cornering of the moving unit. | ||||||
| 177 | System for Influencing the Driving Behavior of a Vehicle | US12296916 | 2007-03-29 | US20100010710A1 | 2010-01-14 | Johannes Kopp; Martin Moser; Reinhold Schneckenburger; Christian Urban |
| A system and a device are provided for influencing the driving behavior of a vehicle by way of first and second closed-loop controls. | ||||||
| 178 | METHOD OF REGULATING A CHASSIS OF A MOTOR VEHICLE, REGULATING SYSTEM FOR A MOTOR VEHICLE, AND MOTOR VEHICLE | US12325654 | 2008-12-01 | US20090143945A1 | 2009-06-04 | Christian Steinle |
| In a regulating system and method of regulating the chassis of a motor vehicle, sensor data which are present for regulating the suspension and the damping of a vehicle body vehicle and describe the suspension state are forwarded to the regulating module of an antilock brake system. A state of the motor vehicle with regard to a brow situation can be determined from the sensor data. The sensor data or the state with regard to the brow situation are/is taken into consideration in the regulating module of the antilock brake system when determining control signals for regulating the brake pressure in brake apparatuses which are assigned to the wheels, in particular in the brake cylinders. This increases the driving safety considerably when driving over a brow and immediately after driving over a brow and increases the efficiency and reliability of the antilock brake system substantially in corresponding driving situations. | ||||||
| 179 | Method of adjusting a motor vehicle electronic stability program | US12185435 | 2008-08-04 | US07542838B2 | 2009-06-02 | 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). | ||||||
| 180 | Variable rear wheel toe angle control system for a vehicle | US11831415 | 2007-07-31 | US07516965B2 | 2009-04-14 | Yutaka Horiuchi |
| A variable rear wheel toe angle control system for a vehicle that can appropriately control a rear wheel toe angle without detecting a turning movement of the vehicle. Because the rear wheel toe angle can be appropriately controlled according to acceleration/deceleration of the vehicle, the turning and straight traveling performance of the vehicle can be improved. In particular, if the acceleration is computed from an output of an accelerator pedal sensor and/or an output of the brake pedal sensor, the response delay is minimized, and a favorable handling of the vehicle can be achieved. Also, the variable toe angle control may be used for favorably compensating for the change in the toe angle owing to the tendency of the vehicle to nose lift in acceleration and nose dive in deceleration caused by geometry of a rear suspension system, thereby enhancing freedom in design of the rear suspension system. | ||||||
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