子分类：
| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 1 | 车辆控制装置 | CN200980162920.0 | 2009-12-17 | CN102725188B | 2015-05-13 | 大石俊弥; 高木雅史; 岛田道仁; 水濑雄树; 冈谷贤一; 宫崎究 |
| 本发明提供能够防止驾驶性能恶化的车辆控制装置。ECU（100）将控制许可条件成立时变换的控制加速器开度设定为大于判定基于经济行驶而执行发动机（12）自动停止的怠速判定值的加速器下限值以上，因此即使因控制许可条件成立而变换加速器开度来使发动机扭矩降低，发动机（12）也不会自动停止，能够防止驾驶性能恶化。 | ||||||
| 2 | 车辆控制装置 | CN200980162920.0 | 2009-12-17 | CN102725188A | 2012-10-10 | 大石俊弥; 高木雅史; 岛田道仁; 水濑雄树; 冈谷贤一; 宫崎究 |
| 本发明提供能够防止驾驶性能恶化的车辆控制装置。ECU（100）将控制许可条件成立时变换的控制加速器开度设定为大于判定基于经济行驶而执行发动机（12）自动停止的怠速判定值的加速器下限值以上，因此即使因控制许可条件成立而变换加速器开度来使发动机扭矩降低，发动机（12）也不会自动停止，能够防止驾驶性能恶化。 | ||||||
| 3 | 车辆控制装置 | CN201280043875.9 | 2012-09-10 | CN103796859B | 2016-08-10 | 田中信行; 天野正弥; 尾山俊介; 永田章二 |
| 本发明涉及一种车辆控制装置。在手动变速模式下，作为驾驶者对变速杆进行操作的结果，位置传感器输出降挡指令信号，并且变速范围被降低一个挡位。车辆的驱动力通过降挡而增大。在预定时间内降挡的次数被限制为预定次数。通过降挡而获得的驱动力的增量随着车速提高而越小，并且随着车速提高而将所述预定时间内驱动力的增大次数限制为越多的驱动力增大次数。 | ||||||
| 4 | 车辆以及控制车辆的方法和系统 | CN201280018972.2 | 2012-02-20 | CN103517821B | 2016-08-03 | 皮特·斯泰尔斯 |
| 一种机动车辆，其具有：原动机装置；至少第一和第二组一个或更多个车轮；以及动力传动系，用于将原动机装置连接至第一和第二组一个或更多个车轮，使得当动力传动系处于第一运行模式中时第一组而非第二组一个或更多个车轮由原动机装置驱动，当动力传动系处于第二运行模式中时第一和第二组一个或更多个车轮均由原动机装置驱动，该动力传动系包括辅助部分，该辅助部分包括第一可释放扭矩传输装置、后驱传动轴以及第二可释放扭矩传输装置，第一可释放扭矩传输装置能够操作成将后驱传动轴的第一端部连接至原动机装置，第二可释放扭矩传输装置能够操作成将后驱传动轴的第二端部连接至第二组一个或更多个车轮，该车辆还包括控制装置，该控制装置能够操作成控制第一和第二扭矩传输装置以在第一运行模式与第二运行模式之间切换动力传动系，使得在第一模式中后驱传动轴与原动机装置和第二组一个或更多个车轮二者都断开连接，动力传动系能够操作成当满足第二模式触发条件时从第一模式转变到第二模式，第二模式触发条件包括第一组一个或更多个车辆运行参数中的一车辆运行参数的值的大小超过第一阈值的要求，动力传动系还能够操作成随后当满足第一模式触发条件时从第二模式转变到第一模式，第一模式触发条件包括以下要求：第一组的所述车辆运行参数的值的大小为小于第二阈值，第二阈值具有不同于第一阈值的值。 | ||||||
| 5 | 车辆以及控制车辆的方法和系统 | CN201280018972.2 | 2012-02-20 | CN103517821A | 2014-01-15 | 皮特·斯泰尔斯 |
| 一种机动车辆，其具有：原动机装置；至少第一和第二组一个或更多个车轮；以及动力传动系，用于将原动机装置连接至第一和第二组一个或更多个车轮，使得当动力传动系处于第一运行模式中时第一组而非第二组一个或更多个车轮由原动机装置驱动，当动力传动系处于第二运行模式中时第一和第二组一个或更多个车轮均由原动机装置驱动，该动力传动系包括辅助部分，该辅助部分包括第一可释放扭矩传输装置、后驱传动轴以及第二可释放扭矩传输装置，第一可释放扭矩传输装置能够操作成将后驱传动轴的第一端部连接至原动机装置，第二可释放扭矩传输装置能够操作成将后驱传动轴的第二端部连接至第二组一个或更多个车轮，该车辆还包括控制装置，该控制装置能够操作成控制第一和第二扭矩传输装置以在第一运行模式与第二运行模式之间切换动力传动系，使得在第一模式中后驱传动轴与原动机装置和第二组一个或更多个车轮二者都断开连接，动力传动系能够操作成当满足第二模式触发条件时从第一模式转变到第二模式，第二模式触发条件包括第一组一个或更多个车辆运行参数中的一车辆运行参数的值的大小超过第一阈值的要求，动力传动系还能够操作成随后当满足第一模式触发条件时从第二模式转变到第一模式，第一模式触发条件包括以下要求：第一组的所述车辆运行参数的值的大小为小于第二阈值，第二阈值具有不同于第一阈值的值。 | ||||||
| 6 | 一种智能控制混合动力汽车 | CN201610611279.6 | 2016-07-30 | CN106114490A | 2016-11-16 | 倪晋挺; 王波; 丁芳; 方胜; 孔静 |
| 本发明提供一种智能控制混合动力汽车，包括车本体，以及嵌入车本体的各个装置：传感与通信模组，中枢控制模组，直流供蓄电模组，动力与制动执行装置，直流供蓄电算法。通过一种基于动态2‑均值算法的决策树，不断地根据新数据动态更新对超级电容和锂离子蓄电池操作的条件，得到最优的混合动力控制效果。优化了用户对汽车的操控体验，使得汽车在不同环境条件下行驶时稳定性更高，节约了能源，在提高经济效益的同时也获得了较高的环保效益。 | ||||||
| 7 | 一种机电复合传动履带车辆功率分配方法 | CN201610147378.3 | 2016-03-15 | CN105730439A | 2016-07-06 | 刘辉; 李训明; 项昌乐; 韩立金 |
| 本发明公开了一种机电复合传动履带车辆功率分配方法，所述机电复合传动履带车辆功率分配方法将驾驶员的需求功率视为一个离散的随机动态过程，通过总结多个循环工况的驾驶员功率，建立驾驶员需求功率的马尔可夫模型，利用随机动态规划的思想建立递推决策方程，求解获得随机条件的最优功率分配方法。本发明克服了基于规则的控制策略和基于瞬时优化控制策略不能在全局过程实现最优燃油经济性的缺点，兼顾了动态规划求解全局最优的特点和马尔可夫决策处理随机过程的优势，能够实现全局最优，从而有效提高机电复合传动履带车辆的燃油经济性。 | ||||||
| 8 | 车辆控制装置 | CN201280043875.9 | 2012-09-10 | CN103796859A | 2014-05-14 | 田中信行; 天野正弥; 尾山俊介; 永田章二 |
| 在手动变速模式下，作为驾驶者对变速杆进行操作的结果，位置传感器输出降档指令信号，并且变速范围被降低一个档位。车辆的驱动力通过降档而增大。在预定时间内降档的次数被限制为预定次数。 | ||||||
| 9 | Electric vehicle drive system | JP33814091 | 1991-12-20 | JP3200901B2 | 2001-08-20 | 真 塩谷; 力 大前; 俊昭 奥山; 三四郎 小原; 良三 正木; 啓吾 直井 |
| 10 | Vehicle control apparatus | US14343633 | 2012-09-10 | US09273777B2 | 2016-03-01 | Nobuyuki Tanaka; Masaya Amano; Shunsuke Oyama; Shoji Nagata |
| In a manual transmission mode, a downshift instruction signal is outputted by a position sensor, and a shift range is lowered by one gear, as a result of an operation of a shift lever by the driver. The driving force of the vehicle is increased through downshifting. The number of times of downshifting within a predefined time is limited to a predefined number of times. | ||||||
| 11 | VEHICLE CONTROL APPARATUS | US14343633 | 2012-09-10 | US20140366670A1 | 2014-12-18 | Nobuyuki Tanaka; Masaya Amano; Shunsuke Oyama; Shoji Nagata |
| In a manual transmission mode, a downshift instruction signal is outputted by a position sensor, and a shift range is lowered by one gear, as a result of an operation of a shift lever by the driver. The driving force of the vehicle is increased through downshifting. The number of times of downshifting within a predefined time is limited to a predefined number of times. | ||||||
| 12 | Path planning | US12096329 | 2006-12-07 | US08428820B2 | 2013-04-23 | Thomas Ottenhues; Peter Magyar; Joachim Wassmuth; Norbert Höver; Sven Heinig |
| The present invention relates to a method of determining the path of a vehicle along a two-dimensional plane intended to control the movement of the vehicle by means of a driver-assisting system, where the path interconnects an initial state and a terminal state and each of the states Zi=[xi, yi, ψi, ci] along the path is characterized by four state coordinates with xi and yi being the Cartesian coordinates of a point Pi, ψi being the direction angle of the tangent line, and ci being the curvature of the path at point Pi, and where the path is made up of a number of elementary paths meeting at junction points JPi such that the four state coordinates of state Zi are characterized by a continuous transition at the junction points JPi. | ||||||
| 13 | Path Planning | US12096329 | 2006-12-07 | US20080255728A1 | 2008-10-16 | Thomas Ottenhues; Norbert Hover; Peter Magyar; Wassmuth Joachim; Heinig Sven |
| The present invention relates to a method of determining the path of a vehicle along a two-dimensional plane intended to control the movement of the vehicle by means of a driver-assisting system, where the path interconnects an initial state and a terminal state and each of the states Zi=[xi, yi, ψi, ci] along the path is characterized by four state coordinates with xi and yi being the Cartesian coordinates of a point Pi, ψi being the direction angle of the tangent line, and ci being the curvature of the path at point Pi, and where the path is made up of a number of elementary paths meeting at junction points JPi such that the four state coordinates of state Zi are characterized by a continuous transition at the junction points JPi. | ||||||
| 14 | POWER ASSIST DEVICE, AND VEHICLE EQUIPPED WITH SAID POWER ASSIST DEVICE | US15760355 | 2016-08-23 | US20180257740A1 | 2018-09-13 | Jun KIKKAWA |
| A power assist device may include a motor, a motor driving circuit, sensors to output signals in accordance with a rotational speed of the wheel, a memory, and a signal processor. The memory stores information of a parameter defining a transfer function that interrelates a total torque to be input to the vehicle and a rotational speed of the wheel, and an inverse transfer function thereof. Based on the inverse transfer function, the signal processor determines an estimated value of total torque from a detected value of rotational speed of the wheel. Moreover, based on the transfer function, the signal processor updates at least a portion of the information of the parameter so that, for example, an error between a detected value of rotational speed of the wheel and an estimated value of rotational speed of the wheel as determined from the estimated value of total torque is reduced. | ||||||
| 15 | VEHICLE CONTROL DEVICE, REPROGRAMMING SYSTEM | US15502552 | 2015-08-17 | US20170228236A1 | 2017-08-10 | Fumiharu NAKAHARA; Kenichi KUROSAWA |
| Provided is a vehicle control device with which it is possible to reduce the time required to rewrite a control program. In the vehicle control device according to the present invention, after an updated version of the control program has been stored in a second storage unit, a first storage unit is initialized in advance before the instruction to update the control program has been executed. | ||||||
| 16 | Vehicle and method of controlling a vehicle | US14000378 | 2012-02-20 | US09365111B2 | 2016-06-14 | Pete Stares |
| A vehicle having a prime mover and a driveline to connect the prime mover to first and second groups of wheels such that the first group is driven by the prime mover when the driveline is in a first mode, and the first and second groups are driven when the driveline is in a second mode. The driveline comprises an auxiliary portion comprising first and second releasable torque transmitting mechanisms and a prop shaft. The first and second torque transmitting mechanisms are respectively operable to connect the prop shaft to the prime mover and to the second group of wheels. The driveline is operable to transition to the second mode when a second condition is met that includes a vehicle operating parameter exceeding a first threshold, and to transition to the first mode when a first condition is met that includes the operating parameter being less than a second threshold. | ||||||
| 17 | Control apparatus and control method for motor drive vehicle | US992112 | 1992-12-17 | US5355749A | 1994-10-18 | Sanshiro Obara; Ryoso Masaki; Toshiaki Okuyama; Tsutomu Ohmae; Keigo Naoi; Makoto Shioya |
| A control apparatus of a motor drive vehicle includes a unit for generating a target vehicle speed; a speed instruction unit for generating a target motor rotational speed of the motor based upon a preset motor control pattern in response to the target vehicle speed; a power circuit for operating the motor at the target motor rotational speed upon receipt of the target motor rotational speed; a variable transmission unit for converting a drive output from the motor into a transmission ratio for instructing a rotational speed of the drive output, and transferring the converted transmission ratio to a drive shaft of the motor drive vehicle; and a transmission ratio calculating unit for determining the transmission gear ratio based on the target vehicle speed and the target motor rotational speed thereby to instruct the determined transmission gear ratio to the variable transmission unit. A control method sets a target vehicle speed value; produces a target motor rotational speed based upon the target vehicle speed value and a preset motor control pattern; operates the motor at the target motor rotational speed; determines a transmission gear ratio based upon both of the target vehicle speed and the target motor rotational speed; and converts a rotational speed of a drive output into the transmission ratio and transfers the converted transmission ratio to a drive shaft. | ||||||
| 18 | パワーアシスト装置および当該パワーアシスト装置を備えた車両 | JP2016074435 | 2016-08-23 | JPWO2017047333A1 | 2018-07-05 | 吉川 潤 |
| パワーアシスト装置(100)は、人力で駆動される車両(1)のパワーアシストのために用いられる。当該装置は、モータ(30)と、モータ駆動回路(25)と、車輪の回転速度に応じた信号を出力するセンサ(30a)〜(30c)と、メモリ(22)と、信号処理装置(20)とを備える。メモリは、車両に入力される合計トルクと車輪の回転速度とを関係づける伝達関数、および逆伝達関数、を規定するパラメータ(24b)の情報を記憶する。信号処理装置は、当該逆伝達関数に基づいて、車輪の回転速度の検出値から合計トルクの推定値を決定する。また信号処理装置は、当該伝達関数に基づいて、たとえば合計トルクの推定値から決まる車輪の回転速度の推定値と、車輪の回転速度の検出値との間の誤差を低減するように、パラメータの情報の少なくとも一部を更新する。 | ||||||
| 19 | 車両の制御装置 | JP2011198216 | 2011-09-12 | JP5917866B2 | 2016-05-18 | 田中 信行; 天野 正弥; 尾山 俊介; 永田 章二 |
| 20 | SYSTEMS AND METHODS FOR PATH DETERMINATION | US16236281 | 2018-12-28 | US20190204841A1 | 2019-07-04 | Wei LUO |
| Systems and methods for path determination are provided. The system, comprise a mounting structure configured to mount on a vehicle; and a control module attached on the mounting structure. The control module includes at least one storage medium storing a set of instructions, an output port, and, a microchip in connection with the storage medium, wherein during operation, the microchip executing the set of instructions to: obtain vehicle status information; determine a reference path based on vehicle status information; determine a loss function incorporating the reference path, vehicle status information, and a candidate path; obtain an optimized candidate path by optimizing the loss function; send an electronic signal encoding the optimized candidate path to the output port. | ||||||
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