With Yaw Control Patents (Class 303/146)
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Patent number: 6481806Abstract: A vehicle brake control providing understeer correction through an increase in differential brake pressure favoring the inside wheel applies the increase, in the absence of anti-lock braking activity, across the rear wheels unless one or more sensors indicates a likely low traction condition on the inside rear wheel, in which case the increase is applied to the front pair of wheels. Preferred sensors include a suspension position sensor for the inside rear wheel or other sensor derived information from a suspension control system that indicates large body roll in a turn together with forward body pitch. In the absence of a suspension control system, preferred sensors include vehicle lateral and longitudinal accelerometers indicating vehicle roll and pitch together with a steer angle sensor indicating a significant turn. An indication could also be derived from a normal force sensor on the wheel or normal force information derived from other sensors such as a tire pressure sensor.Type: GrantFiled: October 31, 2000Date of Patent: November 19, 2002Assignee: Delphi Technologies, Inc.Inventors: Eric Edward Krueger, Raymond Kurt Schubert, Steven Paul Loudon, Eldon Gerrald Leaphart
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Publication number: 20020153770Abstract: A vehicle behavior control apparatus is divided into three major parts, sensors for detecting engine and vehicle operating conditions, a target yaw rate establishing section for establishing the rate and differential limiting apparatuses for selectively varying distribution ratios of driving force between front and rear wheels and/or between left and right wheels. The target yaw rate establishing section calculates a target yaw rate based on a vehicle mass, a mass distribution ratio between front and rear axles, front and rear axle mass, distances between front and rear axles and a center of gravity, a steering angle of a front wheel, and front and rearwheels equivalent cornering powers. A steady state yaw rate gain is separately calculated for left and right steering, respectively. A reference yaw rate is calculated by correcting a time constant of lag of yaw rate with respect to steering based on estimated road friction coefficient.Type: ApplicationFiled: April 22, 2002Publication date: October 24, 2002Applicant: Fuji Jukogyo Kabushiki KaishaInventors: Koji Matsuno, Katsufumi Ichikawa, Masaru Kogure, Yutaka Hiwatashi, Takayuki Ushijima
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Patent number: 6470250Abstract: A vehicle attitude control apparatus, wherein a corrected behavior index value for steering is determined in such a manner that the deviation between a target behavior index value for a vehicle and a corrected behavior index value for steering decreases, as an instability index value correlating to the amount of under-steer increases, and when the target behavior index value and the behavior index value are equal, the corrected behavior index value for steering is set to equal the behavior index value. A corrected behavior index value for braking is determined in such a manner that the deviation between the target behavior index value and a corrected behavior index value for braking increases, as the instability index value increases, and when the target behavior index value and the behavior index value are equal, the corrected behavior index value for braking is set to equal the behavior index value.Type: GrantFiled: June 5, 2001Date of Patent: October 22, 2002Assignees: Koyo Seiko Co., Ltd., Sumitomo (SEI) Brake Systems, Inc.Inventors: Katsutoshi Nishizaki, Shiro Nakano, Masaya Segawa, Ryouhei Hayama, Kazuhiro Kato
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Publication number: 20020145333Abstract: A method and system for avoiding rollovers during braking of motor vehicles using an apparatus, including an arrangement or structure to reduce the braking force at at least one wheel, an apparatus, arrangement or structure to determine an angle of inclination of the vehicle and an apparatus, arrangement or structure to reduce the braking force that is activatable as a function of the angle of inclination.Type: ApplicationFiled: December 28, 2001Publication date: October 10, 2002Inventor: Ian Faye
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Publication number: 20020139599Abstract: A stability control system (24) for an automotive vehicle includes a rollover sensor that may include one or more sensor to a various dynamic conditions of the vehicle and a controller to control a steering force to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors may include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), a yaw rate sensor (20) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), front steering angle sensor (35), pitch rate (38), rear steering position sensor (40), and a longitudinal acceleration sensor (36). The controller (26) determines a roll angle estimate in response at least one or more of the signals. The controller (26) changes a tire force vector using by changing the direction and/or force of the rear steering actuator and brakes in response to the likelihood of rollover.Type: ApplicationFiled: February 21, 2001Publication date: October 3, 2002Inventors: Jianbo Lu, Todd Allen Brown
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Publication number: 20020135228Abstract: A method for the open-loop or closed-loop control of the braking action at at least one wheel of a vehicle. In this method, a transverse-dynamics quantity is ascertained which describes the transverse dynamics of the vehicle. As a function of a vehicle-dynamics quantity which describes the vehicle dynamics, or a wheel-dynamics quantity which describes the wheel dynamics of at least one wheel, it is determined whether a driver-independent braking intervention is necessary. In the event that a driver-independent braking intervention is necessary, a pulse-shaped signal is determined for triggering the actuators assigned to at least one wheel. The first pulse of the pulse-shaped signal is influenced in its time duration as a function of the transverse-dynamics quantity.Type: ApplicationFiled: February 5, 2002Publication date: September 26, 2002Inventors: Thomas Sauter, Johannes Schmitt
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Patent number: 6445994Abstract: A method and device for detecting cornering of a vehicle, or for ascertaining the transverse acceleration (ay) of a vehicle, where a signal indicating cornering of the vehicle, a measure of the curve radius, or the transverse acceleration (ay) of the vehicle is detected, using a reference speed (vS, vSL, vSR) for at least each side of the vehicle; and where a reference speed (vS, vSL, vSR) of one side of the vehicle is determined as a function of the deceleration of at least one wheel on this side of the vehicle.Type: GrantFiled: December 22, 2000Date of Patent: September 3, 2002Assignee: Robert Bosch GmbHInventors: Ruediger Poggenburg, Uwe Pruhs, Stefan Diehle
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Patent number: 6442470Abstract: The invention consists in the determination of road conditions during unbraked or partially braked ride of a vehicle through a time derivative of characteristics which are detected on at least one wheel of the vehicle and whose averages are created.Type: GrantFiled: December 16, 2000Date of Patent: August 27, 2002Assignee: Continental Teves AG & Co., OHGInventors: Wolfgang Kling, Robert Schmidt
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Publication number: 20020109403Abstract: A brake control apparatus for controlling at least three brake devices provided for braking respective at least three wheels of an automotive vehicle which includes two wheels located on respective left and right sides of the vehicle, wherein an emergency brake control portion is provided for controlling at least two normal brake devices when at least one of the at least three brake devices is defective, such that a difference between a total left-side braking force to be generated by at least one normal brake device located on the left side of the vehicle and a total right-side braking force to be generated by the other normal brake device or devices located on the right side is made larger when operations of all of the normal brake devices in a detected running condition of the vehicle are not likely to deteriorate the vehicle running stability, than when the operations of all of the normal brake devices in the detected running condition are likely to deteriorate the vehicle running stability.Type: ApplicationFiled: April 23, 2002Publication date: August 15, 2002Inventors: Takayuki Yamamoto, Seiichi Kojima, Hiroaki Aizawa, Naoki Sawada
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Publication number: 20020109402Abstract: Vehicle motion control devices and methods systematically treat a conditions of each wheel to acquire and maintain the vehicle behavior stability together with anti wheel lock and wheel spin processing, braking forces distribution. Device for controlling a running behavior of a vehicle comprises means for estimating a road reaction force on each wheel, means for calculating a yaw moment around a centroid of the vehicle body generated by the road reaction force on each wheel, and means for controlling driving and braking forces on each wheel based upon the yaw moments so as to stabilize a running of the vehicle. Spin and Drift conditions are detected through presently generated yaw moments and critical yaw moments which can be generated by a road reaction force assumed to be maximized. Physical parameters of each wheels, required for detecting and controlling the behavior of the vehicle are estimated with a theoretical tire model.Type: ApplicationFiled: November 13, 2001Publication date: August 15, 2002Applicant: Toyota Jidosha Kabushiki KaishaInventor: Akira Nakamura
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Patent number: 6431663Abstract: To improve the control behavior of an anti-lock brake system, which also permits active braking intervention when the brake pedal is not applied, braking pressure is introduced into the wheel brake of the bend-outward front wheel, or asymmetrically into the wheel brakes of both front wheels upon identification of a cornering situation and simultaneous deceleration of the vehicle if additionally the slip on the bend-outward rear wheel exceeds the slip on the bend-outward front wheel. ‘Veering’ or overspinning of the vehicle is this way counteracted.Type: GrantFiled: August 12, 1999Date of Patent: August 13, 2002Assignee: Continental Teves AG & Co., oHGInventors: Helmut Fennel, Holger Schmidt, Ivica Batistic
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Publication number: 20020101116Abstract: A vehicle having a steering mechanism and a vehicle control system which cooperate to improve the performance of the vehicle and the vehicle control system. The vehicle also includes an input device adapted to produce a steering signal indicative of a manual steering input received from a vehicle operator. The steering mechanism has an input member operable for receiving a steering input and output member moveable in response to the steering input. The output member is positionable to control the direction in which the vehicle travels. The vehicle control system is operable for controlling a performance characteristic of the vehicle, and may include an anti-lock brake system, a traction control system or a stability system. The vehicle control system receives the steering signal and tailors its operation in response thereto.Type: ApplicationFiled: December 5, 2000Publication date: August 1, 2002Inventor: Robert D. Kostadina
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Patent number: 6416140Abstract: A brake control apparatus for controlling at least three brake devices provided for braking respective at least three wheels of an automotive vehicle which includes two wheels located on respective left and right sides of the vehicle, wherein an emergency brake control portion is provided for controlling at least two normal brake devices when at least one of the at least three brake devices is defective, such that a difference between a total left-side braking force to be generated by at least one normal brake device located on the left side of the vehicle and a total right-side braking force to be generated by the other normal brake device or devices located on the right side is made larger when operations of all of the normal brake devices in a detected running condition of the vehicle are not likely to deteriorate the vehicle running stability, than when the operations of all of the normal brake devices in the detected running condition are likely to deteriorate the vehicle running stability.Type: GrantFiled: September 20, 2000Date of Patent: July 9, 2002Assignees: Toyota Jidosha Kabushiki Kaisha, Denso Corporation, Aisin Seiki Kabushiki KaishaInventors: Takayuki Yamamoto, Seiichi Kojima, Hiroaki Aizawa, Naoki Sawada
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Patent number: 6415212Abstract: In a steering device for a vehicle, the movement of a steering actuator driven by operation of an operating member is transmitted to vehicle wheels, in such a manner that the steering angle changes, without the operating member being coupled mechanically to the vehicle wheels. A first target yaw rate is calculated in accordance with the detected vehicle speed and a first steering angle set value, which corresponds to the detected amount of operation and vehicle speed. A second target yaw rate corresponding to the detected lateral acceleration and vehicle speed is calculated. A second steering angle set value, which corresponds to the difference between the detected yaw rate and a target yaw rate, as which the first target yaw rate or the second target yaw rate whichever has the smaller absolute value is taken, is calculated.Type: GrantFiled: January 17, 2001Date of Patent: July 2, 2002Assignees: Koyo Seiko Co., Ltd., Sumitomo (SEI) Brake Systems, Inc.Inventors: Katsutoshi Nishizaki, Shiro Nakano, Takanobu Takamatsu, Masaya Segawa
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Patent number: 6412885Abstract: In order to prevent a needlessly excessive yaw moment from being applied to the vehicle, thereby improving the running stability of the vehicle when either one of the braking force generation units went wrong, a brake system for vehicles having electric brake units (14) each provided for each of the wheels to generate a braking force by its actuator (22) being driven according to the amount of depression of a brake pedal, and a controller (38) for controlling each of the electric brake units independently of others, is so constructed as to judge if any of the electric brake units went wrong (step 253, 259, 550, 650), and when either one of the electric brake units went wrong, to control the electric brake units other than the wrong unit according to the depression amount of the brake pedal so as to accomplish a best available stability of running of the vehicle.Type: GrantFiled: January 10, 2000Date of Patent: July 2, 2002Assignee: Toyota Jidosha Kabushiki KaishaInventors: Kenji Shirai, Yasunori Yoshino, Akihiro Otomo, Hideyuki Inoue
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Patent number: 6415215Abstract: In a vehicle attitude control apparatus, a steering actuator is controlled so that a steering angle matches a target steering angle. In an understeer condition; the braking force on the inside wheels is increased and drive power applied to the outside wheels is larger than applied to inside wheels. In an oversteer condition, the braking force on the outside wheels is increased and drive power applied to the inside wheels is larger than applied to outside wheels. The steering actuator is controlled so that a behavior index value corresponding to the change in the vehicle'behavior, that occurs based on the change in the steering angle, matches a target behavior index value that reflects the amount of operation of an operation member. A vehicle yaw moment and an amount of control of the steering actuator vary due to steer conditions, wheel lateral slip angle and brake force control.Type: GrantFiled: February 6, 2001Date of Patent: July 2, 2002Assignee: Koyo Seiko Co., Ltd.Inventors: Katsutoshi Nishizaki, Shiro Nakano, Masaya Segawa, Ryouhei Hayama
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Patent number: 6409287Abstract: A yaw controller for a vehicle allows easy manipulation of controls for actively developing brake force in an particular right or left wheel to achieve the turning performance and cornering desired by the driver. A pair of lever style yaw moment booster switches [Y2 and Y1) extending out from the steering column is provided at the front (driver side) of the steering wheel (S3) along the right and left spokes (3b and 3a) from the center pad (1). The yaw moment booster switches (Y2 and Y1) can then be easily operated by the driver while holding the steering wheel (ST3) with both hands by simply extending a thumb to press the desired switch. More particularly, the switches are placed at approximately the ten o'clock and two o'clock positions of the steering wheel (ST3) slightly above the left and right spokes (3a and 3b).Type: GrantFiled: August 23, 2000Date of Patent: June 25, 2002Assignee: Mazda Motor CorporationInventors: Martin Leach, Shouichi Kamimura
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Patent number: 6406104Abstract: A braking control system for a motor vehicle has an analysis unit for generating a signal proportional to the lateral acceleration of the vehicle and actuators for reducing the brake pressure on at least one wheel during cornering and with a simultaneous brake operation. A symmetrical reduction of the brake pressure is carried out on both wheels of an axle when the amount of the signal proportional to the lateral acceleration is larger than a first lower threshold value.Type: GrantFiled: October 23, 1996Date of Patent: June 18, 2002Assignee: Bayerische Motoren Werke AktiengesellschaftInventor: Gerhard Fischer
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Patent number: 6397135Abstract: A rear-wheel steering angle control device which improves the running stability of a vehicle by steering the rear wheels as well as the front. Based on the vehicles speed and angle of the turned front wheels, the option angle to turn the rear wheels can be determined. When the rear wheels are turned and continually monitored, the vehicles' turning radius is improved while eliminating the driver's feeling of wrongness which occurs when the rear wheel is over-turned.Type: GrantFiled: July 13, 2001Date of Patent: May 28, 2002Assignee: Aisin Seiki Kabushiki KaishaInventor: Tokihiko Akita
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Patent number: 6375280Abstract: A method and a device for adjusting a braking action at wheels of a motor vehicle are described. In response to a detected &mgr;-split situation, a reduction of the braking action at a low wheel of a rear axle is brought about as a function of a reduction of the braking action at a same-side wheel of a front axle. One variant of the method and device no braking action is applied to the low wheel of the rear axle. As a result of the two variants, the low wheel of the rear axle, which is at a side that has a lower coefficient of friction and does not significantly contribute to the overall braking action, is rendered virtually without brake pressure and can therefore function as a reference variable, i.e., vehicle reference velocity. As a result, especially in light commercial vehicles, the braking distances are shorter in response to braking actions in a &mgr;-split while maintaining stable driving performance during the entire braking action.Type: GrantFiled: November 16, 2000Date of Patent: April 23, 2002Assignee: Robert Bosch GmbHInventors: Ruediger Poggenburg, Stefan Diehle
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Patent number: 6366844Abstract: A method for limiting the transverse acceleration of a traveling vehicle consisting of the steps: detection of a driving condition with a critical transverse acceleration, influencing the braking pressure on at least one wheel, and/or influencing the driving torque when the driving condition having a critical transverse acceleration has been detected. A device for limiting the transverse acceleration of a traveling vehicle has a detection device for detecting a driving condition with a critical transverse acceleration, and an influencing device for influencing the braking pressure on at least one wheel and/or for influencing the driving torque when the detection device has detected a driving condition with a critical transverse acceleration.Type: GrantFiled: September 8, 2000Date of Patent: April 2, 2002Assignee: Continental Teves AG & Co., OHGInventors: Jürgen Woywod, Ralph Gronau, Dieter Burkhard, Hans-Georg Ihrig, Lothar Kienle
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Patent number: 6364435Abstract: A device for controlling the driving stability of a vehicle includes a detection device for detecting an operating condition of the vehicle, a device for building up braking pressure for at least one of the wheels, and an influencing device which influences the braking pressure of one or more wheels in dependence on the detected operating condition of the vehicle. The above device also comprises a starting device which activates the device for building up braking pressure in idle mode before the commencement of an operating condition which initiates influencing of the braking pressure.Type: GrantFiled: May 10, 2000Date of Patent: April 2, 2002Assignee: Continental Teves AG & Co., OHGInventors: Ralph Gronau, Jürgen Woywod, Gunther Buschmann, Thomas Kranz
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Patent number: 6363309Abstract: In a behavior control device of a vehicle adapted to control the brake system according to a calculation based upon vehicle speed detected by a vehicle speed sensor, steering angle detected by a steering angle sensor, and yaw rate detected by a yaw rate sensor such that, when a deviation of the yaw rate detected by the yaw rate sensor relative to a standard yaw rate estimated from the vehicle speed and the steering angle increases beyond a threshold value, at least one of the wheels is braked by the brake system so as to generate a yaw moment in the vehicle body for decreasing the deviation of the yaw rate, the threshold value is temporarily increased until the yaw rate sensor is warmed up.Type: GrantFiled: June 16, 1998Date of Patent: March 26, 2002Assignee: Toyota Jidosha Kabushiki KaishaInventors: Yoshiaki Irie, Yoshiaki Matsuo
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Patent number: 6363305Abstract: A closed loop steer by wire control system has three main components, a steering wheel unit, a roadwheel unit, and a master control unit. Signals generated by sensors in the steering wheel unit and roadwheel unit are passed back to the master control unit for processing. These signals include tie-rod force signals, and a steering wheel position signal. The master control unit uses these signals to calculate a steering wheel reaction torque signal which is sent back to the steering wheel unit to provide the operator with tactile feedback, while roadwheel command signals are sent to roadwheel units to provide steering direction. An Ackerman correction unit is also used to correct the left and right roadwheel positions to track about a common center.Type: GrantFiled: September 18, 2000Date of Patent: March 26, 2002Assignee: Delphi Technologies, Inc.Inventors: Timothy Wesley Kaufmann, Michael D. Byers
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Publication number: 20020030406Abstract: A method or apparatus for controlling a braking system in a vehicle, the vehicle including an inside front wheel and outside front wheel, whereby a determination is made of whether a drifting and/or an oversteering condition exists; and, if so, a predetermined braking pressure is applied to the outside front wheel.Type: ApplicationFiled: March 14, 2001Publication date: March 14, 2002Inventors: Ruediger Poggenburg, Stefan Diehle, Werner Langer
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Publication number: 20020030407Abstract: A braking system for a motor vehicle is provided, which has an attitude control function. The system includes: a first attitude control circuit for stabilizing the behavior of the motor vehicle by controlling the operation of a steering mechanism of the motor vehicle; a second attitude control circuit for stabilizing the behavior of the motor vehicle by controlling a braking mechanism for applying a braking force to vehicle wheels of the motor vehicle; and a braking control circuit for causing the braking mechanism to generate a maximum braking force on condition that an attitude control is performed for the stabilization of the behavior of the motor vehicle by the first attitude control circuit when a braking command is inputted thereto.Type: ApplicationFiled: June 5, 2001Publication date: March 14, 2002Inventors: Katsutoshi Nishizaki, Shiro Nakano, Masaya Segawa, Ryouhei Hayama, Kazuhiro Kato
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Patent number: 6334656Abstract: The favorable responsiveness and the stability of a vehicle is sought to be achieved even under extreme traveling conditions. A yawing moment which a vehicle is desired to produce is computed according to a dynamic state quantity of the vehicle such as the vehicle speed and the cornering force of each of the wheels, and a braking force or a traction which is applied to each of the wheels is individually controlled so as to achieve the computed yawing moment. Therefore, even under conditions where the gripping force of the tires is close to a limit, it is possible to improve the responsiveness and stability of the behavior of the vehicle. Further, by using the sliding mode control, it is possible to improve the stability and the robustness of the control system.Type: GrantFiled: May 8, 1997Date of Patent: January 1, 2002Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Yoshimi Furukawa, Masato Abe
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Patent number: 6330496Abstract: Taking into account the signals of tire sensors to adjust the driving performance of a vehicle is known. For example, the signals of contact sensors can be used to indicate the forces which act on the individual vehicle tires. According to this new method, to permit a control intervention in the shortest possible real time, especially those forces are used as a control quantity which are determined by the signals from tire sensors. This means that nominal conditions of the vehicle are converted into nominal forces Fi,Soll which are compared to the actually applied forces Fi,Ist. The so produced differences in forces &Dgr;Fi are then converted by a wheel force controller (2), for example, into brake pressure variations or variations of the engine drive torque which then influence the vehicle (3) as a controlled system.Type: GrantFiled: May 21, 1999Date of Patent: December 11, 2001Assignee: Continental Teves AG & Co., OHGInventors: Michael Latarnik, Helmut Fennel
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Patent number: 6325469Abstract: A brake system control for use in a vehicle with four wheels comprising the steps of: determining a desired yaw rate (454); determining a yaw torque command responsive to the desired yaw rate (806); if the vehicle is in an anti-lock braking mode during driver commanded braking, applying the yaw torque command to only one of the four wheels to release brake pressure in said one of the four wheels (258-266, 274, 278, 280, 410-418); if the vehicle is in a positive acceleration traction control mode during driver commanded acceleration, applying the yaw torque command to only one of the four wheels to apply brake pressure in said one of the four wheels (258-266, 288-292, 410-418); and if the vehicle is not in the anti-lock braking mode or in the positive acceleration traction control mode, then: (i) determining whether a vehicle brake pedal is depressed (370); (ii) if the vehicle brake pedal is depressed, applying brake force to the vehicle wheels responsive to the depression of the brake pedal (374, 412, 418), wType: GrantFiled: September 7, 1999Date of Patent: December 4, 2001Assignees: General Motors Corporation, Delphi Technologies, Inc.Inventors: Douglass L Carson, Ronald Paul, Michael D Rizzo, Stephen R Pastor, Duane E Bassett, Hsien H Chen, Yuen-Kwok Chin, Youssef A Ghoneim, Hong X Hu, Alan J Lee, William C Lin, Michael P Turski
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Patent number: 6322167Abstract: A method and an apparatus are described for controlling the braking force distribution in a vehicle between front and rear axles, such that at least while the vehicle is traveling in a curve, the braking force at the rear wheels is established individually in such a way that the difference between the velocity of that rear wheel and a front wheel velocity assumes defined values.Type: GrantFiled: August 4, 1998Date of Patent: November 27, 2001Assignee: Robert Bosch GmbHInventors: Uwe Pruhs, Stefan Diehle, Thomas Meier
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Patent number: 6324445Abstract: The present invention is directed to a yaw rate detecting system for a vehicle, which includes a yaw rate sensor for measuring a yaw rate of the vehicle. The apparatus is adapted to determine a stopped state of the vehicle, set a zero point at the yaw rate measured by the yaw rate sensor when the stopped state of the vehicle is determined, and calculate an actual yaw rate in response to an output of the yaw rate sensor, on the basis of the zero point. The actual yaw rate is calculated by subtracting the yaw rate at the zero point from the yaw rate measured by the yaw rate sensor. It may be so arranged that a desired yaw rate is set on the basis of a vehicle speed and a steering angle, and the zero point is corrected in response to a comparison of the desired yaw rate and the actual yaw rate. For example, a temporary zero point is set when the stopped state of the vehicle is determined, and a deviation between the desired yaw rate and the actual yaw rate is calculated.Type: GrantFiled: October 12, 1999Date of Patent: November 27, 2001Assignee: Aisin Seiki Kabushiki KaishaInventors: Kenji Tozu, Akitaka Nishio
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Publication number: 20010043010Abstract: In a vehicle having an ABS control system, a braking control of a right and left rear wheels can be independently carried out when a lateral acceleration exceeds a lateral acceleration value set beforehand. When the ABS control is operated at one of the right and left rear wheels, the control system executes a stepwise pressure increase control which provides a stepwise pressure increase for the other rear wheel up to a braking pressure to be reached at a start of the control.Type: ApplicationFiled: April 26, 2001Publication date: November 22, 2001Inventors: Yuji Soejima, Tohru Akiyama
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Publication number: 20010038242Abstract: A braking force distribution control apparatus for a vehicle has a lateral acceleration detecting unit detecting lateral acceleration of the vehicle, a longitudinal acceleration detecting unit detecting longitudinal acceleration of the vehicle, a vehicle speed detecting unit detecting a vehicle speed, and a braking control unit adapted to select. When preset conditions for brake operating time are satisfied, the braking control unit executes one of select-low control and independent braking control in accordance with the lateral acceleration, the longitudinal acceleration and the vehicle speed, the select-low control controlling braking forces of left and right wheels depending on a wheel on the side with a large slipping condition. The independent braking control system independently controls the braking force for each wheel in dependency on the slipping condition of each of the wheels.Type: ApplicationFiled: April 26, 2001Publication date: November 8, 2001Inventors: Yuji Soejima, Tohru Akiyama
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Patent number: 6308126Abstract: A control device for controlling the running behavior of a four wheeled vehicle has a mathematical tire model of each wheel defining a relationship between longitudinal and lateral forces vs. slip ratio, synthesizes the mathematical tire model at zero slip and a control input from an outside running behavior controller such as a spin controller or a driftout controller to generate nominal values of longitudinal force, lateral force and yaw moment of the vehicle body, and controls the slip ratio of the wheels through cyclic adjustment so as to approach the differences between the nominal values and the actual values in the longitudinal force, lateral force and yaw moment of the vehicle body to the corresponding differences of those parameters due to differentiation thereof by the slip ratio based upon the mathematical tire model.Type: GrantFiled: March 31, 1999Date of Patent: October 23, 2001Assignee: Toyota Jidosha Kabushiki KaishaInventors: Tatsuaki Yokoyama, Toshihiro Tsuboi
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Patent number: 6308127Abstract: In driving force controlling apparatus and method for a vehicle, the driving force controlling apparatus includes: a driver's demanding torque setting device that sets a driver's demanding torque; a slip condition detector to detect a slip condition of vehicular road wheels; a target engine torque setting device that sets a target engine torque in accordance with the slip condition; a driving force control execution determining section that determines whether the driving force control should be executed in accordance with the slip condition; and an engine output torque determining section that gives a determination of an output torque developed by an engine of the vehicle on the basis of the driver's demanding torque and the target engine torque, the engine output torque determining section determining the engines output torque determining section determining the engine output torque in accordance with the driver's demanding torque when the driving force control execution determining sectiType: GrantFiled: January 27, 2000Date of Patent: October 23, 2001Assignee: Nissan Motor Co., Ltd.Inventor: Hiroshi Tsunehara
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Publication number: 20010025210Abstract: The present invention is directed to a yaw rate detecting system for a vehicle, which includes a yaw rate sensor for measuring a yaw rate of the vehicle. The apparatus is adapted to determine a stopped state of the vehicle, set a zero point at the yaw rate measured by the yaw rate sensor when the stopped state of the vehicle is determined, and calculate an actual yaw rate in response to an output of the yaw rate sensor, on the basis of the zero point. The actual yaw rate is calculated by subtracting the yaw rate at the zero point from the yaw rate measured by the yaw rate sensor. It may be so arranged that a desired yaw rate is set on the basis of a vehicle speed and a steering angle, and the zero point is corrected in response to a comparison of the desired yaw rate and the actual yaw rate. For example, a temporary zero point is set when the stopped state of the vehicle is determined, and a deviation between the desired yaw rate and the actual yaw rate is calculated.Type: ApplicationFiled: October 12, 1999Publication date: September 27, 2001Inventors: KENJI TOZU, AKITAKA NISHIO
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Patent number: 6290311Abstract: In a brake system of a four-wheel vehicle having a powered fluid pressure source, fluid flow control circuit including control valves, and an automatic controller for selectively operating the powered fluid pressure source and the control valves so as to supply a controlled fluid pressure based upon the powered fluid pressure source to a selected one or more of the wheel cylinders for an execution of a behavior control of the vehicle according to running conditions of the vehicle, the automatic controller also executes a brake control of supplying a controlled fluid pressure based upon the powered fluid pressure source to at least one of the wheel cylinders according to a depression of a brake pedal by a driver during the execution of the behavior control, the at least one wheel cylinder being one or more of the wheel cylinders not selected for the behavior control.Type: GrantFiled: August 7, 1998Date of Patent: September 18, 2001Assignee: Toyota Jidosha Kabushiki KaishaInventors: Ryochi Watanabe, Shirou Monzaki, Hiroaki Endo
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Patent number: 6292735Abstract: Wheelslip is controlled in an automotive vehicle having at least one wheel for which control is desired. Each wheel is controlled by a corresponding element of a command wheelslip vector. The method includes determining a minimizing wheelslip vector minimizing the time rate of change of weighted vehicle kinetic energy and a resulting minimum time rate of change of weighted vehicle kinetic energy. A maximizing wheelslip vector maximizing the time rate of change of weighted vehicle kinetic energy and a resulting maximum time rate of change of weighted vehicle kinetic energy are also found. The command wheelslip vector is determined from an interpolation of the minimizing wheelslip vector and the maximizing wheelslip vector. The interpolation is based on a desired time rate of change of weighted vehicle kinetic energy.Type: GrantFiled: August 10, 1998Date of Patent: September 18, 2001Assignee: Ford Global Technologies, Inc.Inventor: Scott Stephen Kimbrough
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Patent number: 6286915Abstract: A vehicle speed, an actual steering angle, an actual vehicle yaw rate, and a lateral vehicle acceleration are detected. On the basis of the detected vehicle speed, the detected actual vehicle yaw rate, and the detected lateral vehicle acceleration, the vehicle body slip angular velocity calculating section (32) calculates a vehicle body slip angular velocity. On the basis of the detected actual yaw rate, the detected vehicle speed, and the corrected actual steering angle, the target yaw moment calculating section (34) calculates a target yaw moment. Further, on the basis of the target yaw moment, the target braking force calculating section (35) calculates a target braking force to be applied to the braked wheel. Therefore, even if the driver unavoidably turns the steering wheel excessively on a slippery road, for instance, the target braking force is not set to a large value beyond necessity, with the result that a stable vehicle turning travel can be attained.Type: GrantFiled: January 26, 2001Date of Patent: September 11, 2001Assignee: Fuji Jukogyo Kabushiki KaishaInventor: Koji Matsuno
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Patent number: 6285944Abstract: When it is detected that a vehicle is running on a road surface which has a coefficient of friction sufficiently low as to invite ready road wheel slippage, a control which enables the vehicle to automatically follow a preceding vehicle at a predetermined inter-vehicle distance, is inhibited. In one embodiment, when a request for vehicle follow-up is issued by the driver, and the follow-up is inhibited, the driver is informed of the low frictional coefficient of the road and is required to issue a confirmation that follow-up is required before its implementation can be carried out.Type: GrantFiled: June 18, 1999Date of Patent: September 4, 2001Assignee: Nissan Motor Co., Ltd.Inventors: Satoshi Tange, Kenichi Egawa
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Patent number: 6283560Abstract: A vehicle speed, an actual steering angle, an actual vehicle yaw rate, and a lateral vehicle acceleration are detected. On the basis of the detected vehicle speed, the detected actual vehicle yaw rate, and the detected lateral vehicle acceleration, the vehicle body slip angular velocity calculating section (32) calculates a vehicle body slip angular velocity. On the basis of the calculated vehicle body slip angular velocity, the front wheel steering wheel angle correcting section (33) corrects the actual steering angle. Further, the braking signal output section (37) outputs a braking signal to the brake driving section (16) so that the target braking force calculated by the target braking force calculating section (35) can be applied to the braked wheel selected by the braked wheel selecting section (36).Type: GrantFiled: January 26, 2001Date of Patent: September 4, 2001Assignee: Fuji Jukogyo Kabushiki KaishaInventor: Koji Matsuno
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Patent number: 6282479Abstract: A method is disclosed for improving the estimate of vehicle yaw rate in the computer of the brake or traction control system of a vehicle, like a truck or sport utility vehicle, having a relatively high center of gravity and tending to roll during yaw. Yaw is typically estimated by sensing the speed of the non-driven wheels, determining the difference between the wheel velocities and dividing the difference by the track of the wheels. A table of correction factors correlated with vehicle speed is prepared and used to compensate for the effect of roll on yaw rate.Type: GrantFiled: August 16, 1999Date of Patent: August 28, 2001Assignee: General Motors CorporationInventors: Youssef Ahmed Ghoneim, David Michael Sidlosky
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Patent number: 6280003Abstract: It is an object of this invention to provide a method for when and on which wheel to initiate braking force distribution. In a brake hydraulic device for a motor vehicle, a rear wheel subject to control is an inner or outer wheel is checked; if the outer wheel is to be controlled, deceleration threshold value is increased according to the lateral acceleration, and if the absolute value of the vehicle deceleration exceeds the deceleration threshold value, the braking distribution control is operated on the rear wheel; and if the inner wheel is to be controlled, deceleration threshold value is decreased according to the lateral acceleration, and if the absolute value of vehicle deceleration exceeds the deceleration threshold value, the braking distribution control is operated on the rear wheel.Type: GrantFiled: December 8, 1999Date of Patent: August 28, 2001Assignee: Nisshinbo Industries, Inc.Inventors: Hiroshi Oshiro, Hiromitsu Nishizawa, Makoto Taguchi
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Patent number: 6280007Abstract: A vehicle speed, an actual steering angle, an actual vehicle yaw rate, and a lateral vehicle acceleration are detected. On the basis of the detected vehicle speed, the detected actual vehicle yaw rate, and the detected lateral vehicle acceleration, the vehicle body slip angular velocity calculating section (32) calculates a vehicle body slip angular velocity. On the basis of the calculated vehicle body slip angular velocity, the front wheel steering wheel angle correcting section (33) corrects the actual steering angle. On the other hand, the braked wheel selecting section (36) selects a braked wheel. Further, the braking signal output section (37) outputs a braking signal to the brake driving section (16) so that the target braking force calculated by the target braking force calculating section (35) can be applied to the braked wheel selected by the braked wheel selecting section (36).Type: GrantFiled: January 26, 2001Date of Patent: August 28, 2001Assignee: Fuji Jukogyo Kabushiki KaishaInventor: Koji Matsuno
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Patent number: 6276766Abstract: A brake system of a vehicle for a vehicle behavior stabilizing control has a working fluid circuit including wheel cylinders, a pump to produce a raised pressure source of a working fluid without an accumulator, fluid flow control valves for selectively supplying the working fluid from the raised pressure source to each wheel cylinder for applying braking, and an automatic controller for controlling the pump and the fluid flow control valves, wherein the automatic controller starts to operate the pump when a first parameter suggestive of a first running condition of the vehicle increases across its threshold value and starts to operate the fluid flow control valves for the vehicle behavior stabilizing control when a second parameter suggestive of a second running condition of the vehicle increases across its threshold value.Type: GrantFiled: March 6, 1998Date of Patent: August 21, 2001Assignee: Toyota Jidosha Kabushiki KaishaInventor: Yoshihisa Yamada
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Patent number: 6278930Abstract: A moving behavior control device for a vehicle calculates first target braking forces to be applied to the respective wheels for stabilizing the vehicle against a turn instability, second target braking forces to be applied to the respective wheels for stabilizing the vehicle against a roll instability, and target overall braking forces to be applied to the respective wheels by integrating the first and second target braking forces, and applies braking forces to the respective wheels according to the target overall braking forces, wherein the applied braking forces are decreased according to a first rate schedule by which the applied braking forces are decreased at a first rate according to an excess of the applied braking forces relative to the target overall braking forces when the vehicle is running at no probability of rolling beyond a predetermined threshold roll, and according to a second rate schedule by which the braking forces are lowered at a second rate smaller than the first rate according to theType: GrantFiled: April 25, 2000Date of Patent: August 21, 2001Assignee: Toyota Jidosha Kabushiki KaishaInventors: Noritaka Yamada, Akira Nagae
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Patent number: 6272420Abstract: A method and an apparatus relate to the detection of a tilt tendency of a vehicle about a vehicle axis oriented in the longitudinal direction of the vehicle. For this purpose, for at least one wheel, a variable describing the wheel rotation speed and at least one variable representing the transverse dynamics of the vehicle are ascertained. As a function of one of the variables representing the transverse dynamics of the vehicle, braking torques and/or drive torques are briefly generated and/or modified at at least one wheel. While the braking torques and/or drive torques at the at least one wheel are being briefly generated and/or modified, and/or after they have been briefly generated and/or modified, a variable which quantitatively describes the wheel behavior is determined for that at least one wheel, as a function of the variable describing the wheel rotation speed of that wheel.Type: GrantFiled: October 18, 1999Date of Patent: August 7, 2001Assignee: Robert Bosch GmbHInventors: Herbert Schramm, Peter Dominke, Klaus-Dieter Leimbach, Gabriel Wetzel
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Patent number: 6272418Abstract: An integrated vehicle control system including: contact possibility determining means for determining whether a possibility of contact with an obstacle is great, first brake control means for controlling operation of the vehicle brake in response to the possibility of contact, vehicle behavior detecting means for detecting parameters such as the vehicle yaw rate, vehicle behavior control means for calculating a value such as the error between the detected yaw rate and a reference yaw rate and calculating a manipulated variable (braking force difference) to make vehicle behavior stable, and second brake control means for controlling operation of the vehicle brake in response to the calculated manipulated variable.Type: GrantFiled: November 25, 1998Date of Patent: August 7, 2001Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Tomoyuki Shinmura, Kenji Kodaka, Yoichi Sugimoto, Shohei Matsuda
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Patent number: 6266601Abstract: A control device for controlling the running behavior of a four wheeled vehicle has a mathematical tire model of each wheel defining a relationship between longitudinal and lateral forces vs.Type: GrantFiled: December 22, 1999Date of Patent: July 24, 2001Assignee: Toyota Jidosha Kabushiki KaishaInventors: Masayuki Soga, Yoshikazu Hattori
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Patent number: RE37522Abstract: The present invention relates to an apparatus and method for controlling vehicle motion. More specifically, the invention relates to an apparatus for improving vehicle stability by controlling the brake torque of a vehicle during, for example, cornering manuevers. In accordance with the present invention, vehicle stability is improved by independently controlling brake torque in response to sensed yaw rate.Type: GrantFiled: August 27, 1999Date of Patent: January 22, 2002Assignee: Aisin Seiki Kabushiki KaishaInventors: Dean C. Karnopp, Yoshiyuki Yasui