公开(公告)号：US07143856B2

公开(公告)日：2006-12-05

申请号：US10791038

申请日：2004-03-01

申请人： Akio Takahashi ,  Nobuyoshi Asanuma

发明人： Akio Takahashi ,  Nobuyoshi Asanuma

IPC分类号： B60R21/34

CPC分类号： B60R21/013 ,  B60R21/0132 ,  B60R21/0134 ,  B60R21/0136 ,  B60R21/36 ,  B60R21/38

摘要： An apparatus for a vehicle for protection of a colliding object is provided, which includes one of a collision prediction module that delivers a precautionary signal when the collision prediction module predicts a collision of the vehicle with the object and a collision detection module that delivers a collision signal when the collision detection module detects the collision, an air bag which deploys on either a hood of the vehicle or an outside of its windshield when the collision is either predicted by the collision prediction module or detected by the collision detection module, a camera for taking a forward image of the vehicle and a monitor disposed in a cabin of the vehicle. In the apparatus, the monitor displays the image taken by the camera when the monitor receives one of the precautionary signal and the collision signal.

摘要翻译： 提供了一种用于保护碰撞对象的车辆的装置，其包括碰撞预测模块之一，当碰撞预测模块预测车辆与对象的碰撞时，提供预防信号;以及碰撞检测模块，其发送碰撞 当碰撞检测模块检测到碰撞时发出信号，当冲突是由碰撞预测模块预测的或由碰撞检测模块检测到时，展开在车辆的发动机罩上或其挡风玻璃外部的气囊， 拍摄车辆的前方图像和设置在车辆的舱室中的监视器。 在该装置中，当监视器接收到预防信号和冲突信号之一时，监视器显示由照相机拍摄的图像。

公开(公告)号：US5854987A

公开(公告)日：1998-12-29

申请号：US620193

申请日：1996-03-22

申请人： Hiroshi Sekine ,  Nobuyoshi Asanuma

发明人： Hiroshi Sekine ,  Nobuyoshi Asanuma

IPC分类号： B62D1/28 ,  B62D6/00 ,  G01C21/26 ,  G01C21/28 ,  G01S5/14 ,  G01S13/93 ,  G01S19/14 ,  G01C21/20

CPC分类号： G01C21/28 ,  B62D1/28 ,  B62D6/00 ,  G01C21/26 ,  G01S13/931 ,  G01S2013/9321 ,  G01S2013/9325 ,  G01S2013/9342 ,  G01S2013/9353 ,  G01S2013/9357 ,  G01S2013/9375 ,  G01S2013/9385

摘要： An azimuth change quantity .theta. of a road during traveling of a vehicle for a time .delta.t is calculated based on road data provided by a navigation system and a vehicle speed provided by a vehicle speed sensor (at step S3 in FIG. 2). On the other hand, an azimuth change quantity .THETA. of the vehicle is calculated by integrating a yaw rate .gamma. obtained from a yaw rate sensor over the time .delta.t (at step S5). A deviation D between the azimuth change quantity .theta. of the road and the azimuth change quantity .THETA. of the vehicle is calculated (at step S6). When the deviation D becomes equal to or larger than a reference value .beta., it is determined that there is a possibility that the vehicle will depart from the road (at step S9), and a predetermined steering torque is applied to a steering device, so that the deviation is converged into zero (at steps S10 and S11).

摘要翻译： 根据由导航系统提供的道路数据和由车速传感器提供的车速（在图2中的步骤S3），计算在车辆行驶期间的时间段Δt的道路的方位角变化量θ。 另一方面，车辆的方位角变化量THETA通过对从时差Δt得到的横摆率传感器的偏航率γ进行积分来计算（步骤S5）。 计算道路的方位角变化量θ与车辆的方位角变化量THETA之间的偏差D（步骤S6）。 当偏差D变得等于或大于参考值β时，确定存在车辆将离开道路的可能性（在步骤S9），并且将预定的转向扭矩施加到转向装置，因此 偏差收敛于零（步骤S10和S11）。

公开(公告)号：US5627754A

公开(公告)日：1997-05-06

申请号：US398138

申请日：1995-03-03

申请人： Nobuyoshi Asanuma ,  Kiyoshi Wakamatsu ,  Manabu Ikegaya

发明人： Nobuyoshi Asanuma ,  Kiyoshi Wakamatsu ,  Manabu Ikegaya

IPC分类号： B62D6/00 ,  B62D7/14 ,  B62D7/15

CPC分类号： B62D7/159

摘要： To the end of ensuring a brisk maneuverability of a front and rear wheel steering vehicle without causing any unstable behavior of the vehicle, the rear wheels are steered in an opposite phase relationship to the front wheels to offset an under-steer tendency of the vehicle when a lateral acceleration acting on the vehicle is between a first prescribed value and a second prescribed value higher than the first prescribed value, and the vehicle would otherwise demonstrate an under-steer tendency, and in a same phase relationship to the front wheels to prevent an excessive slip angle from developing in the rear wheels when the detected lateral acceleration is greater than the second prescribed value, and the slip angle of the rear wheels would otherwise develop an excessive slip angle. In other words, the rear wheels are steered in an opposite phase relationship to the front wheels so long as a lateral acceleration acting on the vehicle is within a range which would not give rise to any excessive slip angle of the rear wheels.

摘要翻译： 为了确保前轮和后轮转向车辆的轻松的机动性而不会引起车辆的不稳定行为，尾轮以与前轮相反的相位关系转向，以抵消车辆的转向倾向， 作用在车辆上的横向加速度处于高于第一规定值的第一规定值和第二规定值之间，并且车辆否则将表现出转向倾向，并且以与前轮相同的相位关系来防止 当检测到的横向加速度大于第二规定值时，在后轮中产生过大的滑移角，否则后轮的滑移角度将产生过大的滑移角。 换句话说，只要作用在车辆上的横向加速度在不会产生后轮的任何过大的滑移角的范围内，则后轮与前轮成相反的相位关系。

公开(公告)号：US5399000A

公开(公告)日：1995-03-21

申请号：US986190

申请日：1992-12-07

申请人： Yasushi Aoki ,  Nobuyoshi Asanuma ,  Takeshi Ohba ,  Atsuo Ohno

发明人： Yasushi Aoki ,  Nobuyoshi Asanuma ,  Takeshi Ohba ,  Atsuo Ohno

IPC分类号： B60L7/24 ,  B60L7/26 ,  B60T8/26

CPC分类号： B60T8/267 ,  B60L7/26 ,  B60T8/1766 ,  B60W10/08 ,  B60W10/188 ,  B60W30/18127 ,  B60T2270/608 ,  B60W2710/086 ,  B60W2710/182

摘要： In a brake system in an electric vehicle comprising a follower wheel capable of being hydraulically braked by the operation of a brake operating element, and a driving wheel connected to and driven by a motor using a battery as an energy source and capable of being hydraulically braked and regeneratively braked by the operation of the brake operating element, the regenerative braking force for the driving wheel exceeds a theoretic distribution characteristic of the braking forces for the follower and driving wheels at least during an initial braking. Thus, it is possible to sufficiently perform the recovery of the kinetic energy of the vehicle by the regenerative braking to increase the possible travel distance of the vehicle. In addition, at least during an initial braking, the hydraulic braking of the driving wheel and the hydraulic braking of the follower wheel are inhibited, and substantially only the regenerative braking of the driving wheel is performed. Thus, it is possible to recover the kinetic energy of the vehicle without consumption thereof by the hydraulic braking to increase the possible travel distance of the vehicle.

摘要翻译： 在电动车辆的制动系统中，其包括能够通过制动操作元件的操作而被液压制动的从动轮，以及连接到电动机并由电动机驱动的驱动轮，所述电动机使用电池作为能源并能够被液压制动 并且通过制动操作元件的操作再生制动，至少在初始制动期间，驱动轮的再生制动力超过了从动件和驱动轮的制动力的理论分布特性。 因此，可以通过再生制动充分地执行车辆的动能的恢复，以增加车辆的可能行驶距离。 此外，至少在初始制动期间，驱动轮的液压制动和从动轮的液压制动被禁止，并且基本上仅执行驱动轮的再生制动。 因此，可以通过液压制动来恢复车辆的动能而不消耗其动能，以增加车辆的可能的行驶距离。

公开(公告)号：US4754992A

公开(公告)日：1988-07-05

申请号：US868809

申请日：1986-05-29

申请人： Nobuyoshi Asanuma

发明人： Nobuyoshi Asanuma

IPC分类号： B60G3/20 ,  B60G3/22 ,  B60G7/00 ,  B60G15/06 ,  B60G3/00

CPC分类号： B60G15/062 ,  B60G3/22 ,  B60G7/001 ,  B60G2200/182 ,  B60G2202/312 ,  B60G2206/16 ,  B60G2206/162

摘要： An independent rear suspension for use on a motor vehicle having a vehicle body includes a knuckle for supporting a wheel rotatably thereon, a trailing arm having one end rigidly coupled to the knuckle and the opposite end adapted to be pivotally mounted on the vehicle body for pivotal movement about a first pivot, a pair of spaced lower arms pivotally mounted on the knuckle, a knuckle arm extending substantially upwardly from the knuckle, and an upper arm having one end pivotally mounted on the knuckle arm by a ball-and-socket joint and the opposite end adapted to be pivotally mounted on the vehicle body for pivotal movement about a second pivot, the second pivot having a central axis, the extension of which passes substantially through the first pivot. The aforesaid one end of the upper arm has a third pivot about which it is pivotally movable, the third pivot having a central axis, the extension of which is substantially parallel to the extension of the central axis of the second pivot.

摘要翻译： 用于具有车身的机动车辆的独立后悬架包括用于支撑可转动地在其上的车轮的转向节，具有刚性地联接到转向节的一端的后臂，并且相对端适于枢转地安装在车体上用于枢转 围绕第一枢轴的运动，枢转地安装在转向节上的一对间隔开的下臂，从转向节基本上向上延伸的转向节臂，以及一个上端臂，其一端通过球窝接头枢转地安装在转向节臂上， 相对端适于枢转地安装在车体上用于围绕第二枢轴枢转运动，第二枢轴具有中心轴线，该中心轴线的延伸部基本上穿过第一枢轴。 所述上臂的上述一端具有第三枢轴，所述第三枢轴围绕所述第三枢轴可枢转地移动，所述第三枢轴具有中心轴线，所述中心轴线的延伸部基本上平行于所述第二枢轴的中心轴线的延伸部。

公开(公告)号：US4690426A

公开(公告)日：1987-09-01

申请号：US773438

申请日：1985-09-06

申请人： Kanji Kubo ,  Nobuyoshi Asanuma ,  Kazuo Saito ,  Yasuhiko Yamamoto

发明人： Kanji Kubo ,  Nobuyoshi Asanuma ,  Kazuo Saito ,  Yasuhiko Yamamoto

IPC分类号： B60G3/20 ,  B60G3/28 ,  B60G3/00

CPC分类号： B60G3/285 ,  B60G3/202 ,  B60G2200/182 ,  B60G2202/312

摘要： A trailing arm joint structure includes a knuckle for supporting a wheel and a substantially plate-like trailing arm lying in a vertical plane and having a front end adapted to be pivotally coupled to a vehicle frame and a rear end pivotally coupled to the knuckle. The knuckle has a front bifurcated portion composed of first upper and lower joint fingers extending forwardly and spaced vertically from each other, the knuckle having a link joint positioned between the first upper and lower joint fingers. The rear end of the trailing arm has a rear bifurcated portion composed of second upper and lower joint fingers extending rearwardly and spaced vertically from each other, the front and rear bifurcated portions being held against each other with said first and second upper and lower joint fingers being fastened together.

摘要翻译： 牵引臂接头结构包括用于支撑车轮的转向节和位于垂直平面中的基本上板状的后臂，并且具有适于枢转地联接到车架的前端和枢转地联接到转向节的后端。 转向节具有由分别向上延伸并彼此间隔开的第一上下关节指形成的前分叉部，转向节具有定位在第一上下关节指之间的连接关节。 牵引臂的后端具有后分叉部分，其由向后延伸并彼此垂直间隔开的第二上下关节指部组成，前分叉部分和后分叉部分由第一和第二上下关节指 被紧固在一起。

公开(公告)号：US4568093A

公开(公告)日：1986-02-04

申请号：US564331

申请日：1983-12-22

申请人： Yasuo Shimizu ,  Masaaki Ohshima ,  Nobuyoshi Asanuma

发明人： Yasuo Shimizu ,  Masaaki Ohshima ,  Nobuyoshi Asanuma

IPC分类号： B60G17/015 ,  B60G17/033 ,  B60G17/052 ,  B60G13/06

CPC分类号： B60G17/0523 ,  B60G17/0155 ,  B60G17/033

摘要： A method of operating a vehicle height adjusting apparatus including a vehicle body having front and rear wheels, contractible and extensible dampers disposed between the front and rear wheels and the vehicle body, a motor, a pump unit having inlet and outlet ports and drivable by the motor for supplying a working fluid under pressure to the dampers, a first valve member disposed in a first fluid passage between the pump unit and the dampers for adjusting the height of the vehicle, and a second valve member disposed in a second fluid passage between the inlet and outlet ports of the pump unit and connected to the first fluid passage for discharging the fluid from the dampers to the outlet port of the pump unit. The method comprises the steps of actuating the pump unit, opening the second valve member no later than simultaneously with the actuation of the pump unit, and closing the second valve member a predetermined period of time after it has been opened, whereby the height of the vehicle can be increased.

摘要翻译： 一种操作车辆高度调节装置的方法，所述车辆高度调节装置包括具有前轮和后轮的车身，设置在所述前轮和后轮与所述车体之间的收缩和可延展的阻尼器，马达，具有入口和出口并可由所述车身驱动的泵单元 电动机，用于将压力下的工作流体供应到所述阻尼器;第一阀构件，设置在所述泵单元和所述阻尼器之间的第一流体通道中，用于调节所述车辆的高度;以及第二阀构件，设置在所述第二流体通道之间， 泵单元的入口和出口连接到第一流体通道，用于将流体从阻尼器排放到泵单元的出口。 该方法包括以下步骤：致动泵单元，不迟于泵单元的致动同时打开第二阀构件，并且在其打开之后预定的时间段闭合第二阀构件，由此， 车辆可以增加。

公开(公告)号：US5928299A

公开(公告)日：1999-07-27

申请号：US127934

申请日：1998-08-03

申请人： Hiroshi Sekine ,  Nobuyoshi Asanuma

发明人： Hiroshi Sekine ,  Nobuyoshi Asanuma

IPC分类号： B62D1/28 ,  B62D6/00 ,  G01C21/26 ,  G01C21/28 ,  G01S5/14 ,  G01S13/93 ,  G01S19/14 ,  G06F19/00 ,  G01C21/20

CPC分类号： G01C21/28 ,  B62D1/28 ,  B62D6/00 ,  G01C21/26 ,  G01S13/931 ,  G01S2013/9321 ,  G01S2013/9325 ,  G01S2013/9342 ,  G01S2013/9353 ,  G01S2013/9357 ,  G01S2013/9375 ,  G01S2013/9385

摘要： An azimuth change quantity .theta. of a road during traveling of a vehicle for a time .delta.t is calculated based on road data provided by a navigation system and a vehicle speed provided by a vehicle speed sensor (at step S3 in FIG. 2). On the other hand, an azimuth change quantity .THETA. of the vehicle is calculated by integrating a yaw rate .gamma. obtained from a yaw rate sensor over the time .delta.t (at step S5). A deviation D between the azimuth change quantity .theta. of the road and the azimuth change quantity .THETA. of the vehicle is calculated (at step S6). When the deviation D becomes equal to or larger than a reference value .beta., it is determined that there is a possibility that the vehicle will depart from the road (at step S9), and a predetermined steering torque is applied to a steering device, so that the deviation is converged into zero (at steps S10 and S11).

摘要翻译： 根据由导航系统提供的道路数据和由车速传感器提供的车速（在图2中的步骤S3），计算在车辆行驶期间的时间段Δt的道路的方位角变化量θ。 另一方面，车辆的方位角变化量THETA通过对从时差Δt得到的横摆率传感器的偏航率γ进行积分来计算（步骤S5）。 计算道路的方位角变化量θ与车辆的方位角变化量THETA之间的偏差D（步骤S6）。 当偏差D变得等于或大于参考值β时，确定存在车辆将离开道路的可能性（在步骤S9），并且将预定的转向扭矩施加到转向装置，因此 偏差收敛于零（步骤S10和S11）。

公开(公告)号：US5878362A

公开(公告)日：1999-03-02

申请号：US128001

申请日：1998-08-03

申请人： Hiroshi Sekine ,  Nobuyoshi Asanuma

发明人： Hiroshi Sekine ,  Nobuyoshi Asanuma

IPC分类号： B62D1/28 ,  B62D6/00 ,  G01C21/26 ,  G01C21/28 ,  G01S5/14 ,  G01S13/93 ,  G01S19/14 ,  G01C21/20

CPC分类号： G01C21/28 ,  B62D1/28 ,  B62D6/00 ,  G01C21/26 ,  G01S13/931 ,  G01S2013/9321 ,  G01S2013/9325 ,  G01S2013/9342 ,  G01S2013/9353 ,  G01S2013/9357 ,  G01S2013/9375 ,  G01S2013/9385

摘要： An azimuth change quantity .theta. of a road during traveling of a vehicle for a time .delta.t is calculated based on road data provided by a navigation system and a vehicle speed provided by a vehicle speed sensor (at step S3 in FIG. 2). On the other hand, an azimuth change quantity .THETA. of the vehicle is calculated by integrating a yaw rate .gamma. obtained from a yaw rate sensor over the time .delta.t (at step S5). A deviation D between the azimuth change quantity .theta. of the road and the azimuth change quantity .THETA. of the vehicle is calculated (at step S6). When the deviation D becomes equal to or larger than a reference value .beta., it is determined that there is a possibility that the vehicle will depart from the road (at step S9) , and a predetermined steering torque is applied to a steering device, so that the deviation is converged into zero (at steps S10 and S11).

摘要翻译： 根据由导航系统提供的道路数据和由车速传感器提供的车速（在图2中的步骤S3），计算在车辆行驶期间的时间段Δt的道路的方位角变化量θ。 另一方面，车辆的方位角变化量THETA通过对从时差Δt得到的横摆率传感器的偏航率γ进行积分来计算（步骤S5）。 计算道路的方位角变化量θ与车辆的方位角变化量THETA之间的偏差D（步骤S6）。 当偏差D变得等于或大于参考值β时，确定存在车辆将离开道路的可能性（在步骤S9），并且将预定的转向扭矩施加到转向装置，因此 偏差收敛于零（步骤S10和S11）。

公开(公告)号：US5869753A

公开(公告)日：1999-02-09

申请号：US697233

申请日：1996-08-21

申请人： Nobuyoshi Asanuma ,  Kiyoshi Wakamatsu ,  Yoshimitsu Akuta ,  Manabu Ikegaya ,  Nobuo Sugitani ,  Yukihiro Fujiwara

发明人： Nobuyoshi Asanuma ,  Kiyoshi Wakamatsu ,  Yoshimitsu Akuta ,  Manabu Ikegaya ,  Nobuo Sugitani ,  Yukihiro Fujiwara

IPC分类号： B60K28/16 ,  B60T8/172 ,  B62D7/15 ,  G01M15/00

CPC分类号： B62D7/159 ,  B60T8/172 ,  B60K28/16 ,  B60T2210/12

摘要： The road friction is determined from the deviation of the estimated yaw rate under a standard condition from the actually measured yaw rate. The system for determining the road friction includes a parameter identification unit which determines a parameter of a variation term defined in the transfer function of the model for the vehicle response. The variation term may consist of a zero-th order or a first-order transfer function which would not cause any large computation load, and may not depend on the vehicle speed. The determined road friction may be used for controlling the rear wheel steering angle of a four wheel steering vehicle.

摘要翻译： 道路摩擦是根据标准状况下的估计横摆角速度与实际测量的横摆角速度的偏差来确定的。 用于确定道路摩擦的系统包括参数识别单元，其确定在车辆响应的模型的传递函数中定义的变化项的参数。 变化项可以由零级或一阶传递函数组成，其不会导致任何大的计算负载，并且可以不依赖于车辆速度。 确定的道路摩擦可以用于控制四轮转向车辆的后轮转向角。