| 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 | Coordination of a vehicle dynamics control system with a rear-wheel steering system | US11193800 | 2005-07-28 | US20060025896A1 | 2006-02-02 | Ansgar Traechtler; Thomas Ehret; Manfred Gerdes; Volker Mehl; K. Wu; Daniel Patient |
| A device is described for stabilizing a vehicle in critical driving situations, including a vehicle dynamics control system having a control unit, in which a vehicle dynamics controller is stored, at least one final control element, and a sensor system for measuring different driving condition variables, and including a rear-wheel steering system having a control unit and a final control element. The electronic stability program may be integrated into a control unit if the electronic stability program algorithm includes a distributor unit which, from a regulator output variable, generates both a setpoint requirement for the final control element of the vehicle dynamics control system and also a setpoint requirement for the final control element of the rear-wheel steering system. | ||||||
| 162 | System and method for operating a rollover control system during an elevated condition | US11120016 | 2005-05-02 | US20050256628A1 | 2005-11-17 | Albert Salib; Hani Ghani; Mathijs Geurink; Todd Brown |
| A method of controlling a safety system 38 of a vehicle 10 include determining a roll rate, determining a first control pressure in response to roll rate, determining a roll angle, and determining a second control pressure in response to the roll angle. The method further includes determining a final control pressure in response to the first control pressure and the second control pressure and controlling the safety system in response to the final control pressure. | ||||||
| 163 | Driving stability management by a vehicle regulator system | US10517254 | 2003-03-18 | US20050256622A1 | 2005-11-17 | Sylvia Futterer; Armin-Maria Verhagen; Karlheinz Frese; Manfred Gerdes |
| A method and a device for influencing the handling characteristics of a vehicle, by increasing the vehicle stability and hence increasing the driving comfort for the driver of the vehicle. This is done by activating at least two systems in the vehicle, which improve the handling characteristics and thus the vehicle stability. The activation of a system occurs in a specified sequence as a function of the activation and/or of the effect of the preceding systems on the handling characteristics achieved by the activation. The sequence provided for this purpose is the initial activation of a chassis system, followed by a steering system and finally by a brake system. | ||||||
| 164 | Vehicle integrated control system | US11009467 | 2004-12-13 | US20050137766A1 | 2005-06-23 | Tsuneo Miyakoshi; Hiroshi Mizuno; Hideki Takamatsu; Hirotada Otake; Masami Kondo; Katsuyuki Kawai |
| An integrated control system includes a main control system (accelerator) controlling a driving system, a main control system (brake) controlling a brake system, and a main control system (steering) controlling a steering system, based on manipulation by a driver, as well as an adviser unit generating and providing information to be used at each main control system based on environmental information around the vehicle or information on a driver. The advisor unit outputs to the main control system (accelerator) sudden acceleration/deceleration risk information having the risk set to “high” when the vehicle is parked in a parking lot, based on information from a navigation device or a surroundings monitoring sensor. The main control system (accelerator) selects a parking state property map based on the sudden acceleration/deceleration risk information having the risk set to “high”, and calculates a target driving force smaller than that corresponding to accelerator pressing by the driver. | ||||||
| 165 | Co-ordination method for a regenerative and anti-skid braking system | US10502428 | 2003-02-03 | US20050127750A1 | 2005-06-16 | Jochen Fuhrer; Gregor Schmitt |
| In a method, which is intended for a motor vehicle with a regenerative and an anti-lock conventional brake system (ABS) and is used for coordinating the application of the regenerative and the anti-lock system, the regenerative brake system is switched off upon entry into an ABS control, however, upon termination of the ABS control or ABS control phase, regenerative braking is admitted again in dependence on the respective driving situation and/or criteria representative of the brake demand and the instantaneous coefficient of friction, in a modified form as compared to the regenerative braking operation prior to the entry into the ABS control mode. | ||||||
| 166 | Integrated control apparatus for vehicle | US10957541 | 2004-10-01 | US20050096830A1 | 2005-05-05 | Takayuki Ohta; Minekazu Momiyama; Hiroaki Kato; Akira Kodama |
| In a vehicle of a four-wheel independent steering type, an electronic control unit calculates a target yaw rate in accordance with a vehicle speed and a steering angle, and calculates a vehicle-control target value on the basis of the target yaw rate and an actual yaw rate. The electronic control unit estimates the grip factors of the individual wheels to road surface, and sets a distribution ratio for distribution of the vehicle-control target value among actuators of a steering system, a brake system, and a drive system in accordance with the estimated grip factors. The electronic control unit controls the actuators of the three systems in accordance with control instruction values determined on the basis of the vehicle-control target value and the distribution ratio. | ||||||
| 167 | Method and device for the predictive regulation of the dynamics of vehicle movement regarding the tracking stability and stabilizing of a vehicle | US10502968 | 2002-12-07 | US20050071084A1 | 2005-03-31 | Michael Knoop; Michael Weilkes; Fred Oechsle |
| A method for influencing a system that controls or regulates the position and/or the orientation of a motor vehicle with respect to a traffic lane is provided. The system is deactivated if a danger of collision with an obstacle in the traffic lane is detected, and that the system is activated only if a potentially dangerous situation with respect to the driving dynamics of the motor vehicle is detected. | ||||||
| 168 | Method and device for co-ordinating multiple driving system devices of a vehicle | US10296386 | 2001-05-10 | US06873891B2 | 2005-03-29 | Martin Moser; Reinhold Schneckenburger |
| The invention relates to a method and a device for coordinating multiple driving system devices of a vehicle by means of a co-ordination device. The driving system devices produce output signals according to the current driving state of the vehicle. In the coordination device, a result control signal is produced from the output signals and is used as a standard set value for directly influencing the driving state by means of the actuator devices of the vehicle and/or a parameter result signal is produced and used for influencing the regulating and/or control parameters of a driving state regulating system or driving state control system. | ||||||
| 169 | Electronic system for a vehicle and system layer for operational functions | US10129683 | 2001-08-31 | US06865459B2 | 2005-03-08 | Klaus Harms; Rainer Kallenbach; Wolfgang Hermsen; Werner Folkendt; Thomas Schuster; Werner Kind; Holger Huelser; Reiner Folke; Rasmus Frei; Rainer Mayer |
| An electronic system for a vehicle includes first components for carrying out control tasks in response to operating sequences and second components that coordinate a cooperation of the components for carrying out control tasks. The first components carry out the control tasks by using operating functions and basis functions, wherein the system is constructed such that the basis functions are combined in a basis layer, and a system layer is superimposed on the basis functions, which includes at least two of the second components. At least one open interface of the system layer is provided for the operating functions, and the system layer links the basis functions to any and all operating functions, such that the operating functions can be interconnected and/or used in a modular fashion. | ||||||
| 170 | Vehicle torque coordination | US10605148 | 2003-09-11 | US06862511B1 | 2005-03-01 | Anthony Phillips; Diana Yanakiev; Bengt Norin; Jonas Jerrelind |
| Torque demand is coordinated in a vehicle. Information defining at least one torque production limitation for a first torque producing device is received. A request for torque is compared with the first torque producing device torque production limitation. If the comparison does not result in the request for torque exceeding a limitation, a first coordinated torque request is determined as the request for torque and a null torque is determined as a second coordinated torque request. Otherwise, a first excess requested torque is determined as the difference between the request for torque and the exceeded limitation, the first coordinated torque request is determined as the exceeded limitation, and the second coordinated torque request is determined as the first excess requested torque. | ||||||
| 171 | Integration of active assist and vehicle dynamics control and method | US10063951 | 2002-05-29 | US06856877B2 | 2005-02-15 | 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). | ||||||
| 172 | Vehicle control apparatus, vehicle control method, and computer program | US10805423 | 2004-03-22 | US20040193347A1 | 2004-09-30 | 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. | ||||||
| 173 | Unified control of vehicle dynamics using force and moment control | US10331526 | 2002-12-30 | US20040128044A1 | 2004-07-01 | Aleksander B. Hac |
| In an unified control of a plurality of active chassis systems a role of each chassis system in applying a corrective net force and a corrective moment to a vehicle is determined. In determining the roles, control influence coefficients and a control authority of each active chassis system is determined. An activation status of each active chassis system based on the control influence coefficients and the control authority is subsequently determined. | ||||||
| 174 | Vehicle control system and method for controlling a vehicle | US10069938 | 2002-07-08 | US06665596B2 | 2003-12-16 | Wolf-Dietrich Bauer; Carsten Hämmerling; Albert Kirchmann; Andreas Schwarzhaupt; Gernot Spiegelberg; Wolfgang Stahl; Udo Weitze |
| A control system for a vehicle having a plurality of signal processing levels and actuators, in particular for brake, steering, engine and gearbox, for converting actuation signals and a method for controlling a vehicle. The system employs the following levels: an input level for continuous stipulations or an input level for discrete stipulations and an automation level for generating setpoint value signals, a predictive level and/or a reactive level for correcting the setpoint value signals, a coordination level for converting the set point value signals into actuation signals, and an execution level with the actuators. The actuators are connected to one another and to the coordination level by a fault-tolerant, redundant and bidirectional databus. Measures for redundant signal processing are taken, and data is transmitted in a fault-tolerant, redundant and bidirectional fashion. | ||||||
| 175 | Complete vehicle control | US10063953 | 2002-05-29 | US20030225495A1 | 2003-12-04 | Erik Coelingh; Jonas Ekmark; Mats Andersson |
| 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). | ||||||
| 176 | Integration of active assist and vehicle dynamics control and method | US10063951 | 2002-05-29 | US20030225494A1 | 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). | ||||||
| 177 | Vehicle Control | US10249551 | 2003-04-17 | US20030200016A1 | 2003-10-23 | Anthony Francis Spillane; William Burdock; David Andrew Clare; Derek Leslie Jones; John Anthony Kellett; Jan Pieter Prins; Keith Gary Reginald Parsons; Paul Malcolm Darnell |
| A vehicle control system comprises a plurality of subsystem controllers including an engine management system 28, a transmission controller 30, a steering controller 48, a brakes controller 62 and a suspension controller 82. These subsystem controllers are each operable in a plurality of subsystem modes, and are all connected to a vehicle mode controller 98 which controls the modes of operation of each of the subsystem controllers so as to provide a number of driving modes for the vehicle. Each of the modes corresponds to a particular driving condition or set of driving conditions, and in each mode each of the functions is set to the function mode most appropriate to those conditions. | ||||||
| 178 | Brake control apparatus | US10364362 | 2003-02-12 | US20030173826A1 | 2003-09-18 | Kazuhiko Tazoe; Hideo Nakamura; Junji Tsutsumi; Hiroki Sasaki |
| A brake control apparatus is configured to suppress fluctuations in the deceleration when transferring from cooperative braking to regenerative braking or hydraulic braking. The brake control apparatus calculates a braking torque command value feed forward component for reaching a target deceleration corresponding to the master cylinder pressure according to an ideal reference model. The brake control apparatus also calculates the braking torque command value feedback component to find a base deceleration for feeding back the difference between the base deceleration and the vehicle deceleration. The brake control apparatus then calculates the braking torque command value by adding the components together. After apportioning the braking torque command value into hydraulic and regenerative braking torque command values, the brake control apparatus phase compensates the braking torque command values to match their braking response characteristic with a vehicle model having a slower response characteristic than the ideal reference model. | ||||||
| 179 | Overall motor vehicle control | US09376772 | 1999-08-17 | US06292741B1 | 2001-09-18 | Rainer Bitzer; Juergen Bauer; Udo Diehl; Werner Kind; Holger Bellmann; Volker Pitzal; Martin-Peter Bolz; Werner Hess; Rainer Mayer; Christian Tischer; Christian Grosse; Udo Schulz; Marko Pojansek; Torsten Heidrich |
| A computer system for controlling the operation of a drive of a motor vehicle includes a plurality of different predetermined components each including at least one functional unit. Such components include a first component representing the motor vehicle as a whole and second component representing the drive. A plurality of interfaces is interposed between these components, being operative for transmitting data between such components. At least one storage stores information concerning such components and interfaces. The functional units mentioned above and the vehicle as a whole are controlled by controlling the above-mentioned components inclusive of the first component. In performing the control, request signals and inquiry signals are generated and transmitted through the interfaces between the components. The operation of the drive is controlled in dependence on the data exchanged between the components through the interfaces. | ||||||
| 180 | Vehicle control system | US09530356 | 2000-04-24 | US06263262B1 | 2001-07-17 | Rainer Bitzer; Juergen Bauer; Udo Diehl; Holger Bellmann; Martin-Peter Bolz; Rainer Mayer; Uwe Maienberg; Christian Grosse; Marko Poljansek; Torsten Heidrich |
| A control system of a vehicle is suggested, which has several components (10 to 1014), which are arranged in different logical levels with at least one coordination component (14), which monitors the making available of power and the power requirement of at least one type of resource which is needed by at least two consumers, and with at least one component (101, 1011-1013) which makes the resource available, with at least two components (10, 12 ) which consume the resource; coordination components and consuming components are arranged in one logical level, characterized in that the component, which makes available the resource, is arranged in a subordinated level of a consuming component (10, 12) and the coordination component (14) inquires of the component, which makes available the resource, as to its power capacity with respect to the resource. | ||||||
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