| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 141 | VEHICLE MOTION CONTROL SYSTEM | US13203424 | 2010-03-05 | US20110307142A1 | 2011-12-15 | Takashi Yanagi; Kiyoshi Wakamatsu; Takayuki Seki |
| Provided is a vehicle motion control system that comprises a plurality of vehicle behavior control units that are controlled in a mutually coordinated manner, and is configured to operate as designed even when one of the vehicle motion control units should fail. If a RTC-ECU (61) has ceased a control action thereof owing to a failure thereof, a VSA-ECU (31) retains the last received coordination control signal from the RTC-ECU in EEPROM (37) so that the VSA-ECU (31) is enabled to continue the coordinated control according to the retained coordination control signal. At the same time, the VSA-ECU (31) transmits the coordination control signal retained in the EEPROM onto a CAN so that the transmitted coordination control signal may be used by other ECUS of other vehicle behavior control units such as an ATTS-ECU (41) and a STG-ECU (51). In this manner, the behavior of the vehicle may be optimized by the coordination control of the VSA unit and other vehicle behavior control units. | ||||||
| 142 | Camera Device | US13131426 | 2009-11-19 | US20110261168A1 | 2011-10-27 | Takeshi Shima; Mirai Higuchi; Shoji Muramatsu; Tatsuhiko Monji |
| Provided is a camera device which is capable of estimating a road shape ahead of a target vehicle or capable of determining whether or not the target vehicle needs to be decelerated by controlling a brake before a curve, even in the situation where a white line of a traveling road or a roadside three-dimensional object is difficult to detect. A camera device 105 including a plurality of image capturing units 107 and 108 which each take an image of a traveling road ahead of a target vehicle 106, includes: a three-dimensional object ahead detection unit 114 which detects three-dimensional objects ahead 101 existing in a vicinity of a vanishing point of the traveling road 102 on the basis of the images picked up by the plurality of image capturing units 107 and 108; and a road shape estimation unit 113 which estimates a road shape of a distant portion on the traveling road 102 on the basis of a detection result detected by the three-dimensional object ahead detection unit 114. | ||||||
| 143 | DRIVING DYNAMICS CONTROL SYSTEM FOR VEHICLES | US13124249 | 2009-10-15 | US20110202237A1 | 2011-08-18 | Peter Lauer; Thomas Raste; Roger Bauer |
| A driving dynamics control system for vehicles. The control system including at least one driving dynamics controller that is fed setpoint specifications and driving state variables as input data. The control system also includes a plurality of actuators that can be controlled and/or regulated to modify the dynamics of the vehicle, such as steering, adjustable independently of the driver, on a front and/or rear axle of the vehicle, a chassis adjustable independently of the driver, a brake adjustable independently of the driver, and a drive train adjustable independently of the driver. The driving dynamics controller determines a central control specification from the setpoint specifications and the driving state variables and sends it to a distribution algorithm that distributes the control specification into manipulated variables for driving the actuators. | ||||||
| 144 | Device and Method for Driving Dynamics Control in a Vehicle | US11795845 | 2006-07-27 | US20110054736A1 | 2011-03-03 | 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. | ||||||
| 145 | Integrated control of brake and steer by wire system using optimal control allocation methods | US11489811 | 2006-07-10 | US07734406B1 | 2010-06-08 | Michael W. Oppenheimer; David B. Doman; Aleksander B. Hac |
| A method, computer usable medium including a program, and a system for braking a vehicle during brake failure. The method and computer usable medium include the steps of determining a brake force lost corresponding to a failed brake, and determining a brake force reserve corresponding to at least one non-failed brake. At least one commanded brake force is determined based on the brake force lost and the brake force reserve. Then at least one command brake force is applied to the at least one non-failed brake wherein at least one of an undesired yaw moment and a yaw moment rate of change are limited to predetermined values. The system includes a plurality of brake assemblies wherein a commanded brake force is applied to at least one non-failed brake. | ||||||
| 146 | METHOD FOR COMPENSATING STEERING OF MOTOR DRIVE POWER STEERING SYSTEM | US12345759 | 2008-12-30 | US20100125391A1 | 2010-05-20 | Seung Hoon YANG |
| Disclosed herein is a method for compensating steering of a motor drive power steering (MDPS) system. In this method, the MDPS system determines a slip of a vehicle, calculates a steering compensation value and controls a gain based on moment input from an electronic stability program (ESP) system under coordinate control between the MDPS system and the ESP system, so that stability of the vehicle can be enhanced by reducing heterogeneous steering and preventing over steering. | ||||||
| 147 | Vehicle lateral control system | US11838032 | 2007-08-13 | US07706945B2 | 2010-04-27 | Weiwen Deng; Yong H. Lee |
| A vehicle lateral control system that integrates both vehicle dynamics and kinematics control. The system includes a driver interpreter that provides desired vehicle dynamics and predicted vehicle path based on driver input. Error signals between the desired vehicle dynamics and measured vehicle dynamics, and between the predicted vehicle path and the measured vehicle target path are sent to dynamics and kinematics control processors for generating a separate dynamics and kinematics command signals, respectively, to minimize the errors. The command signals are integrated by a control integration processor to combine the commands to optimize the performance of stabilizing the vehicle and tracking the path. The integrated command signal can be used to control one or more of front wheel assist steering, rear-wheel assist steering or differential braking. | ||||||
| 148 | Vehicle control system and vehicle control method | US11363066 | 2006-02-28 | US07698043B2 | 2010-04-13 | Eiichi Ono; Yoshikazu Hattori; Yuji Muragishi |
| A vehicle control system includes a calculator that calculates an integrated controlled variable including a first controlled variable used for controlling the braking/driving force of each wheel so as to optimize the μ utilization ratio of the wheel and a second controlled variable used for controlling the steering angle of each wheel, based on constraints including a target resultant force to be applied to the vehicle body and a limit friction circle of each wheel, a calculator that calculates a steering controlled variable used for controlling only the steering angle of each wheel so as to achieve the target resultant force, and a controller that controls only the steering angle of each wheel, or the steering angle and braking/driving force of each wheel, based on a controlled variable obtained by linearly interpolating the integrated controlled variable and the steering controlled variable. | ||||||
| 149 | Vehicle integrated controller for integratively performing vehicle driving support control, driving force control, and braking force control | US11794720 | 2006-01-05 | US20090281704A1 | 2009-11-12 | Hirotada Otake |
| A driving support target braking/driving force is calculated by a driving support electronic controller, and transmitted to a first arbiter of a driving force control electronic controller. A vehicle driver requested target braking/driving force and the driving support target braking/driving force are arbitrated by the first arbiter, whereby a vehicle total target braking/driving force is calculated, and the vehicle total target braking/driving force is distributed to a vehicle target driving force and a vehicle target braking force by a braking/driving force distributor. A final target driving force is calculated by a second arbiter on the basis of the target driving force, and a driver requested braking force and the target braking force are arbitrated by an arbiter of a braking force control electronic controller, whereby a vehicle total target braking force is calculated. | ||||||
| 150 | Vehicle control system | US11627074 | 2007-01-25 | US07613557B2 | 2009-11-03 | 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. | ||||||
| 151 | Vehicle Integrated-Control Apparatus and Vehicle Integrated-Control Method | US11885668 | 2006-04-12 | US20090259370A1 | 2009-10-15 | Masato Kaigawa; Seiji Kuwahara; Ken Koibuchi; Hirotada Otake |
| The invention relates to a vehicle integrated-control apparatus and method that controls at least a drive control system, a brake control system, and a dynamic behavior control system in an integrated manner. A temporary control target (F0) is set in response to the operation of an input member operated by a driver: a signal indicating the temporary control target (F0) is transmitted to the dynamic behavior control system: the temporary control target (F0) is partitioned into a control target allocated to the drive control system and a control target allocated to the brake control system based on a predetermined allocation rate: a signal indicating a post-partition control target (F1) is output to the appropriate system for achieving the post-partition control target (F1): an instruction from the dynamic behavior control system to correct the temporary control target (F0) is received: the temporary control target (F0) is corrected in accordance with the instruction from the dynamic behavior control system: and a signal indicating a corrected control target (F3) is output to the appropriate system for achieving the corrected control target (F3). | ||||||
| 152 | VEHICLE DYNAMICS CONTROL SYSTEM AND METHOD OF CONTROLLING VEHICLE DYNAMICS | US12159862 | 2007-03-30 | US20090018725A1 | 2009-01-15 | Eiichi Ono; Yoshikazu Hattori |
| A vehicle dynamics control system and a method of controlling vehicle dynamics that includes calculating a tire force to achieve target vehicle force and moment; calculating a longitudinal μ rate that a longitudinal force of each tire is normalized with the size of the tire friction circle of each wheel, representing the maximum tire force at each wheel; calculating a steering angle equalized for right and left wheels based on the longitudinal μ rate of each tire, a lateral force of each tire, and a vertical load of each tire; and controlling vehicle dynamics based on the calculated steering angle. | ||||||
| 153 | Coordination of a vehicle dynamics control system with other vehicles stability systems | US11101810 | 2005-04-08 | US07305292B2 | 2007-12-04 | Herbert Lohner; Ansgar Traechtler; Sylvia Futterer; Armin Verhagen; Karlheinz Frese; Manfred Gerdes; Martin Sackmann; Dietmar Martini |
| Described is a device for stabilizing a vehicle in critical driving situations, including a vehicle dynamics control system having a control unit, including a vehicle dynamics control algorithm, and at least one actuator and an additional vehicle stability system having an associated actuator. Vehicle dynamics control may be executed in a particularly simple and trouble-free manner when the vehicle dynamics control algorithm is retrofitted with a distribution function which derives an actuating request for an actuator of the vehicle dynamics control system as well as an actuating request for at least one actuator of the vehicle stability system from a controller output variable. | ||||||
| 154 | Control System for a Vehicle | US10578191 | 2004-10-26 | US20070260382A1 | 2007-11-08 | Gerhard Frey; Harro Heilmann; Klaus-Dieter Holloh; Eilert Martens; Christian Quinger; Andreas Schwarzhaupt; Gernot Spiegelberg; Armin Sulzmann |
| A control system having an electronically controllable drive train. A coordination level is assigned to a system control device in which set point values are generated from state variables of the vehicle and from driver's wishes and actuation signals for actuating actuators are generated therefrom. An execution level is subordinate to the coordination level and has actuators for executing the actuation signal. An axle electronic module activates at least one brake actuator assigned to the vehicle axle, and is arranged in the region of the vehicle axle. The axle electronic module is connected to the coordination level in order to transmit set point values, and is designed to determine actuation signals from the set point values in order to control the respective axle actuator. The axle electronic module is connected to a controllable differential lock in order to transmit the actuation signals. | ||||||
| 155 | VEHICULAR ELECTRONIC CONTROL DEVICE | US11762181 | 2007-06-13 | US20070239332A1 | 2007-10-11 | Masaya MORIKAMI; Yoshiki Sugita |
| A vehicular electronic control device includes plural electronic control units installed in the same vehicle. The plural electronic control units include at least one specific electronic control unit and at least one other electronic control unit. The specific electronic control unit and the other electronic control unit respectively include a memory. Specific data used by the specific electronic control unit are also stored in the memory of the other electronic control unit. | ||||||
| 156 | Method of coordinating pressure demands in an electronically controlled brake system | US11393405 | 2006-03-30 | US20070236080A1 | 2007-10-11 | Christopher Harrison; Thomas Alban |
| In an unstable driving situation of a vehicle with an electronically controlled hydraulic brake system with a front/rear split of brake circuits, for instance during a lane change, the inlet valve of one of the two front wheel brakes may be closed for the ESC in order to raise the pressure in only the other wheel brake of the brake circuit. If then the vehicle runs the risk of tipping over, ARP sets in. The vehicle path needs to be readjusted to reduce lateral forces. The ARP demands a pressure build-up in the curve-outer front wheel brake. The corresponding inlet valve will be opened for the ARP to allow a pressure build-up. However, the ESC may still demand a higher pressure on the initially actuated wheel brake to counter understeering. In this event, the inlet valve of the curve-inner wheel brake, which is under high pressure from the ESC intervention, will remain open to allow a cross-flow of brake fluid from the ESC wheel to the ARP wheel. | ||||||
| 157 | Vehicle control apparatus, vehicle control method, and computer program | US10805423 | 2004-03-22 | US07194347B2 | 2007-03-20 | Satoshi Harumoto; Toshitaka Yamato; Hiroshi Takeuchi; Yoshihiko Maeno; Naotoshi Miyamoto; Kazuhiro Sakiyama |
| A vehicle control apparatus includes an information acquiring/managing unit that acquires information for controlling various units in a vehicle instead of a driver of the vehicle, and manages the information acquired, a situation determining unit that determines a situation under which the vehicle is placed, based on the information, a danger determining unit that selects predetermined information corresponding to the situation from among the information, and determines degree of danger of the situation based on the predetermined information, and a vehicle controller that controls predetermined units in the vehicle in such a manner that the degree of danger is reduced. | ||||||
| 158 | Method and apparatus for preview-based vehicle lateral control | US11220996 | 2005-09-07 | US20070055431A1 | 2007-03-08 | Weiwen Deng; Yong Lee |
| A vehicle lateral control system that integrates both vehicle dynamics and kinematics control. The system includes a driver interpreter that provides desired vehicle dynamics and predicted vehicle path based on driver input. Error signals between the desired vehicle dynamics and measured vehicle dynamics, and between the predicted vehicle path and the measured vehicle target path are sent to dynamics and kinematics control processors for generating a separate dynamics and kinematics command signals, respectively, to minimize the errors. The command signals are integrated by a control integration processor to combine the commands to optimize the performance of stabilizing the vehicle and tracking the path. The integrated command signal can be used to control one or more of front wheel assist steering, rear-wheel assist steering or differential braking. | ||||||
| 159 | Vehicle control system and vehicle control method | US11363066 | 2006-02-28 | US20060217867A1 | 2006-09-28 | Eiichi Ono; Yoshikazu Hattori; Yuji Muragishi |
| A vehicle control system includes a calculator that calculates an integrated controlled variable including a first controlled variable used for controlling the braking/driving force of each wheel so as to optimize the μ utilization ratio of the wheel and a second controlled variable used for controlling the steering angle of each wheel, based on constraints including a target resultant force to be applied to the vehicle body and a limit friction circle of each wheel, a calculator that calculates a steering controlled variable used for controlling only the steering angle of each wheel so as to achieve the target resultant force, and a controller that controls only the steering angle of each wheel, or the steering angle and braking/driving force of each wheel, based on a controlled variable obtained by linearly interpolating the integrated controlled variable and the steering controlled variable. | ||||||
| 160 | Control system for a vehicle | US11065447 | 2005-02-25 | US07032981B2 | 2006-04-25 | Gerhard Frey; Harro Heilmann; Klaus-Dieter Holloh; Eilert Martens; Christian Quinger; Andrewas Schwarzhaupt; Gernot Spiegelberg; Armin Sulzmann |
| A control system for a vehicle having an electronically actuated drive train includes a coordination level which is assigned to a system control device, and in which setpoint values are generated from state variables (ZG) of the vehicle and from driver's requests. Actuation signals for actuating actuators are generated from the latter. An execution level, which is subordinate to the coordination level, has actuators for executing the actuation signals. An axle electronic module for activating at least one brake actuator which is assigned to the chassis is arranged in the region of the steerable vehicle axle. The axle electronic module is connected to the coordination level in order to receive transmittal setpoint values, and determines actuation signals for actuating the respective axle actuator from the setpoint values. The axle electronic module is connected to an electronically actuated steering system for transmitting the actuation signals. | ||||||
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