公开(公告)号：US06931313B2

公开(公告)日：2005-08-16

申请号：US10932114

申请日：2004-09-02

Applicant: Hiroaki Kato ,  Minekazu Momiyama ,  Takayuki Ohta ,  Yoshiyuki Yasui ,  Yuzo Imoto ,  Hiroaki Aizawa ,  Eiichi Ono ,  Yuji Muragishi

Inventor： Hiroaki Kato ,  Minekazu Momiyama ,  Takayuki Ohta ,  Yoshiyuki Yasui ,  Yuzo Imoto ,  Hiroaki Aizawa ,  Eiichi Ono ,  Yuji Muragishi

IPC: B60T8/172 ,  B62D5/00 ,  B62D6/00 ,  B62D101/00 ,  B62D103/00 ,  B62D111/00 ,  B62D113/00 ,  B62D119/00 ,  B62D137/00 ,  G06F7/00

CPC classification number: B62D5/008 ,  B60T8/172 ,  B60T2210/12 ,  B60T2220/03 ,  B62D6/003 ,  B62D6/006

Abstract: A first ECU 30 detects a steering torque applied to a steering system, estimates a self-aligning torque generated in a front wheel on the basis of the steering torque, and estimates a side force for the front wheel on the basis of lateral acceleration and a yaw rate. The first ECU 30 estimates a grip factor ε for the front wheel on the basis of a change of the self-aligning torque to the side force. The first ECU 30 judges whether the grip factor is below a second OS (oversteer) start threshold value. A second ECU 40 controls the transfer ratio according to the vehicle state when the grip factor is less than the second OS start threshold value.

Abstract translation: 第一ECU30检测施加于转向系统的转向转矩，基于转向转矩来估计在前轮中产生的自对准转矩，并且基于横向加速度估计前轮的侧向力，并且 横摆率。 第一ECU30基于自对准转矩与侧向力的变化来估计前轮的抓地系数ε。 第一ECU30判断握持系数是否低于第二OS（过度转向）开始阈值。 当夹紧系数小于第二OS起始阈值时，第二ECU40根据车辆状态控制传送比。

公开(公告)号：US20050167181A1

公开(公告)日：2005-08-04

申请号：US10507374

申请日：2003-04-21

Applicant: Hiroaki Kato ,  Minekazu Momiyama ,  Yoshiyuki Yasui ,  Wataru Tanaka ,  Kenji Asano ,  Yuzou Imoto ,  Eiichi Ono ,  Yuji Muragishi

Inventor： Hiroaki Kato ,  Minekazu Momiyama ,  Yoshiyuki Yasui ,  Wataru Tanaka ,  Kenji Asano ,  Yuzou Imoto ,  Eiichi Ono ,  Yuji Muragishi

IPC: B62D6/00 ,  B62D5/00 ,  B62D5/04 ,  B62D5/22 ,  B62D15/02 ,  B62D101/00 ,  B62D113/00 ,  B62D119/00

CPC classification number: B62D15/0235 ,  B62D5/008

Abstract: In accordance with a vehicle motion control apparatus, a steering angle (θh) of a steering wheel is determined on the basis of a rotation angle (θpm) of an assist motor (24m) detected by a rotation angle sensor (24s) and a rotation angle (θvm) of a gear ratio variable motor (32m) detected by a rotation angle sensor (32s), and a VGRS control process (40a) of a gear ratio variable mechanism is executed on the basis of the determined steering angle (θh). Accordingly, since the steering angle (θh) of the steering wheel is determined on the basis of the rotation angle (θvm) used for the VGRS control process (40a) of the gear ratio variable mechanism and the rotation angle (θpm) used for an EPS control process (30a) of an EPS actuator, it is possible to obtain the steering angle (θh) of the steering wheel without a steering angle sensor. Therefore, it is possible to reduce the number of the parts of a vehicle motion control apparatus.

Abstract translation: 根据车辆运动控制装置，基于由旋转角度传感器（24s）检测到的辅助马达（24m）的旋转角度（ttm）来确定方向盘的转向角（thetah），并且 通过旋转角度传感器（32s）检测到的齿轮比可变马达（32m）的旋转角（tavm）和齿轮比可变机构的VGRS控制处理（40a），基于所确定的 转向角（thetah）。 因此，由于根据用于变速比可变机构的VGRS控制处理（40a）的旋转角（tavm）和用于变速比可变机构的旋转角度（ttm）来确定方向盘的转向角（thetah） EPS致动器的EPS控制过程（30a），可以获得没有转向角传感器的方向盘的转向角（thetah）。 因此，可以减少车辆运动控制装置的部件的数量。

公开(公告)号：US06832144B2

公开(公告)日：2004-12-14

申请号：US10617122

申请日：2003-07-11

Applicant: Minekazu Momiyama ,  Shinji Takeuchi ,  Toshio Kohno ,  Yuzo Imoto ,  Yoshiyuki Yasui ,  Wataru Tanaka ,  Yuji Muragishi

Inventor： Minekazu Momiyama ,  Shinji Takeuchi ,  Toshio Kohno ,  Yuzo Imoto ,  Yoshiyuki Yasui ,  Wataru Tanaka ,  Yuji Muragishi

IPC: B62D1100

CPC classification number: B62D6/002 ,  B62D5/008

Abstract: The vehicle operation control apparatus multiplies the variable gain G controlled based on the vehicle velocity V, the steering angle &thgr;h, the steering angle velocity &ohgr;h and the actual steering angle &thgr;T with the steering angle &thgr;h, and controls the actual steering angle &thgr;T of the driven wheels on a result of this multiplication. Consequently, the additional turning time gear ratio Ga1 or the turning-back gear ratio Ga2, set up individually, can be selected depending on the turning direction of the steering wheel. Therefore, the steering feeling both at the time of additional turning and turning-back can be improved.

Abstract translation: 车辆操作控制装置将基于车速V控制的可变增益G，转向角θt，转向角速度ωgah和实际转向角θT与转向角atah相乘，并且控制被驱动的实际转向角θT 轮对这个乘法的结果。 因此，可以根据方向盘的转向方向来选择单独设置的附加转弯时间齿轮比Ga1或回转齿轮比Ga2。 因此，可以提高在追加转弯和回转时的转向感。

公开(公告)号：US5529388A

公开(公告)日：1996-06-25

申请号：US475819

申请日：1995-06-07

Applicant: Yoshiyuki Yasui

Inventor： Yoshiyuki Yasui

IPC: B60T8/173 ,  B60T8/40 ,  B60T8/42 ,  B60T8/44

CPC classification number: B60T8/4275 ,  B60T8/173 ,  B60T8/4063 ,  B60T8/42 ,  B60T8/445

Abstract: The present invention relates to an antilock brake system having an electrically controlled hydrostatic motor and pump system. The inventive ABS improves stability and maneuverability during braking by reducing or eliminating vibration and noise problems due to conventional on/off solenoid valve control. In accordance with exemplary embodiments, a two position solenoid is actuated (i.e., energized) in response to initiation of an ABS control mode. Once activated, the solenoid remains energized for the duration of the ABS control mode. Because the solenoid remains continuously activated during the ABS control mode, the vibration and noise associated with repeatedly activating and deactivating a solenoid is reduced or eliminated. To effect pressure increases and decreases in a braking channel during the ABS control mode, a reversible (i.e., bi-directional) pump is provided in each braking channel. To further enhance the smoothness of the braking, the reversible pump is controlled with an analog command signal that is, for example, proportional to a difference between wheel deceleration/acceleration detected for the channel and a vehicle's deceleration/acceleration.

Abstract translation: 本发明涉及一种具有电控液压马达和泵系统的防抱死制动系统。 本发明的ABS通过减少或消除由于常规的开/关电磁阀控制引起的振动和噪声问题而改善了制动期间的稳定性和机动性。 根据示例性实施例，响应于ABS控制模式的启动，两位置螺线管被致动（即，通电）。 一旦激活，电磁阀在ABS控制模式的持续时间内保持通电。 因为在ABS控制模式期间螺线管保持连续的激活，所以减少或消除与反复激活和停用螺线管相关联的振动和噪音。 为了在ABS控制模式期间实现制动通道中的压力增加和减小，在每个制动通道中提供可逆（即，双向）泵。 为了进一步提高制动的平滑度，可逆泵由模拟命令信号控制，该模拟指令信号例如与通道检测到的车轮减速度/加速度差与车辆的减速/加速度成比例。

公开(公告)号：US5313389A

公开(公告)日：1994-05-17

申请号：US551127

申请日：1990-07-11

Applicant: Yoshiyuki Yasui

Inventor： Yoshiyuki Yasui

IPC: B62D5/04 ,  B62D5/22 ,  B62D5/30 ,  B62D6/00 ,  B62D6/04 ,  B62D7/15 ,  B62D9/00 ,  B62D101/00 ,  B62D111/00 ,  B62D113/00 ,  B62D123/00 ,  B62D137/00 ,  F16H19/04

CPC classification number: B62D5/22 ,  B62D5/30 ,  B62D6/04 ,  B62D7/159 ,  B62D9/00

Abstract: The steering stability of a moving vehicle is maintained by measuring an actual yaw rate of the vehicle and determining a desired yaw rate of the vehicle and producing an output signal in response to a comparison of the actual and desired yaw rates. The steering angle of steerable wheels of the vehicle is controlled in response to the output signal in a manner tending to substantially conform the actual yaw rate to the desired yaw rate, thereby maintaining vehicle stability. The steerable wheels are steered by a steering wheel, and are independently steered by a motor in response to the output signal. The motor comprises a fluid motor. Additionally, valves are provided to stop the flow of fluid in the event that a malfunction occurs.

Abstract translation: 通过测量车辆的实际横摆角速度和确定车辆的期望偏航角速度并响应于实际和期望的偏航率的比较来产生输出信号来维持移动车辆的转向稳定性。 响应于输出信号控制车辆的可转向车轮的转向角度，其倾向于基本上使实际的横摆率与所期望的横摆角速度一致，从而保持车辆的稳定性。 可转向的车轮由方向盘转向，并响应于输出信号由电动机独立转向。 马达包括流体马达。 此外，提供阀门以在发生故障的情况下停止流体流动。

公开(公告)号：US5267627A

公开(公告)日：1993-12-07

申请号：US858719

申请日：1992-03-27

Applicant: Andrew A. Frank ,  Yoshiyuki Yasui

Inventor： Andrew A. Frank ,  Yoshiyuki Yasui

IPC: B62D6/02 ,  B62D5/00 ,  B62D5/04 ,  B62D5/06 ,  B62D5/065 ,  B62D5/09 ,  B62D6/00

CPC classification number: B62D5/008 ,  B62D5/065 ,  B62D5/09 ,  B62D6/003

Abstract: A stability augmentation system and hydrostatic power steering system including an electric motor is provided for a automotive vehicle. The hydrostatic power steering system utilizes a power steering piston responsive to movement of the rack element of the rack and pinion steering connection. A torque sensor is connected to the steering shaft for providing an output torque signal to a power steering controller. The electric motor of the system is responsive to a command signal generated by the power steering controller. An electrically operated valve is connected to the hydraulic lines and is adapted to receive a signal from the power steering controller for controlling flow of hydraulic fluid to the power steering chamber. The electrically operated valve arrangement is rendered inoperative within a predetermined zone defined by the command signal and the output torque signal. The stability augmentation system includes a hydraulic system having a separate oil pump and electric motor. The motor is controlled by a stability augmentation system controller through inputs from a steering wheel angle sensor, vehicle speed sensor, yaw rate sensor and a position sensor.

Abstract translation: 提供了一种用于机动车辆的稳定性增强系统和包括电动机的静液压动力转向系统。 液压动力转向系统利用响应于齿条和小齿轮转向连接的齿条元件运动的动力转向活塞。 扭矩传感器连接到转向轴，用于向动力转向控制器提供输出转矩信号。 该系统的电动机响应于由动力转向控制器产生的指令信号。 电动阀连接到液压管路，并且适于接收来自动力转向控制器的信号，用于控制液压流体到动力转向室的流动。 电动阀装置在由指令信号和输出转矩信号限定的预定区域内不起作用。 稳定性增强系统包括具有单独的油泵和电动机的液压系统。 通过来自方向盘角度传感器，车速传感器，偏航率传感器和位置传感器的输入，电动机由稳定性增强系统控制器控制。

公开(公告)号：US4844428A

公开(公告)日：1989-07-04

申请号：US32254

申请日：1987-03-31

Applicant: Donald L. Margolis ,  Yoshiyuki Yasui

Inventor： Donald L. Margolis ,  Yoshiyuki Yasui

IPC: B60G11/26 ,  B60G17/015 ,  B60G17/04 ,  B60G17/052 ,  F16F9/08 ,  F16F9/084

CPC classification number: B60G17/0416 ,  B60G17/052 ,  F16F9/084

Abstract: An air spring assembly which includes a main air chamber and an interconnected auxiliary air chamber in which there is disposed a piston movable endwise thereof upon actuation of a reversible electric motor to increase or to decrease the volume of the auxiliary air chamber that is open to the main air chamber, thereby adjusting the effective volume of the main air chamber and thus its spring constant.

Abstract translation: 一种空气弹簧组件，其包括主空气室和互连的辅助空气室，在该空气室中设置有活塞，可活动的可逆电动机可向其可移动地向后移动，以增加或减小辅助空气室的容积 主空气室，从而调节主空气室的有效容积，从而调节其主空气室的弹簧常数。

公开(公告)号：US09604608B2

公开(公告)日：2017-03-28

申请号：US14361760

申请日：2012-11-30

Applicant: Yoshiyuki Yasui ,  Hiroyuki Kodama ,  Naotoshi Satake

Inventor： Yoshiyuki Yasui ,  Hiroyuki Kodama ,  Naotoshi Satake

IPC: B60T8/17 ,  B60T13/58 ,  F16D61/00 ,  B60T7/04 ,  B60T8/171 ,  B60T8/172 ,  H02P7/28

CPC classification number: B60T8/17 ,  B60T7/042 ,  B60T8/171 ,  B60T8/172 ,  B60T8/173 ,  B60T13/586 ,  F16D61/00 ,  H02P3/06 ,  H02P7/28

Abstract: An electric motor is controlled based on a target energization amount calculated based on an operation amount of a braking operation member. Based on the operation amount, it is determined whether or not an inertia compensation control for compensating for the influence of the inertia of a brake actuator is necessary. When the inertia compensation control is determined to be necessary, an inertia compensation energization amount compensating for the influence of the inertia of the brake actuator is calculated using a time-series pattern set in advance based on the maximum response of the brake actuator. Using the inertia compensation energization amount, the target energization amount is calculated. The vehicle brake control device causes an electric motor to generate a braking torque and appropriately compensates for the influence of the inertia of the entire device including the inertia of the electric motor.

公开(公告)号：US09475471B2

公开(公告)日：2016-10-25

申请号：US14368868

申请日：2012-12-25

Applicant: Yoshiyuki Yasui ,  Hiroyuki Kodama ,  Naotoshi Satake

Inventor： Yoshiyuki Yasui ,  Hiroyuki Kodama ,  Naotoshi Satake

IPC: G06F7/70 ,  B60T8/172 ,  B60T13/74 ,  B60T7/04 ,  B60T13/66 ,  B60T17/22 ,  F16D65/18 ,  B60T8/171 ,  B60T8/58 ,  F16D66/00 ,  F16D125/40 ,  F16D125/48

CPC classification number: B60T8/172 ,  B60T7/042 ,  B60T8/171 ,  B60T8/58 ,  B60T13/662 ,  B60T13/741 ,  B60T17/22 ,  F16D65/18 ,  F16D2066/005 ,  F16D2125/40 ,  F16D2125/48

Abstract: Based on a difference between target and actual values of a friction member force pressing a brake disc, feedback control over the pressing force is executed. As the actual value, a “limit pressing force (Fbs) obtained by placing a limitation on a temporal change amount of the Fba based on a limit value (Lmt)” is used. The limit value (Lmt) is set based on an electric motor speed (dMkt, dMka), a wheel speed (Vwa), and a temporal change amount (ΔTmp) of the friction member temperature. The Lmt is set to increase as the dMkt (dMka) increases and the temporal change amount (ΔTmp) of the temperature increases, and to also increase as the wheel speed (Vwa) decreases. Thus, even when a rotating member (brake disc) is deformed, braking torque control can be appropriately executed without accelerating a fluctuation of a braking torque on the wheel.

Abstract translation: 基于按压制动盘的摩擦构件力的目标值和实际值之间的差异，执行对按压力的反馈控制。 作为实际值，使用通过基于限制值（Lmt）对Fba的时间变化量进行限制而获得的“限制按压力（Fbs）”。 基于电动机速度（dMkt，dMka），车轮速度（Vwa）和摩擦构件温度的时间变化量（ΔTmp）来设定极限值（Lmt）。 Lmt被设置为随着dMkt（dMka）增加而增加，并且温度的时间变化量（ΔTmp）增加，并且随着车轮速度（Vwa）的降低也增加。 因此，即使旋转构件（制动盘）变形，也可以适当地执行制动转矩控制，而不会加速车轮上的制动转矩的波动。

公开(公告)号：US09221442B2

公开(公告)日：2015-12-29

申请号：US14369243

申请日：2012-12-25

Applicant: Yoshiyuki Yasui ,  Hiroyuki Kodama ,  Naotoshi Satake

Inventor： Yoshiyuki Yasui ,  Hiroyuki Kodama ,  Naotoshi Satake

IPC: G06F7/70 ,  G06F19/00 ,  G06G7/00 ,  G06G7/76 ,  B60T8/32 ,  B60T7/04 ,  B60T13/74 ,  B60T17/22 ,  F16D65/18 ,  B60T8/171 ,  B60T8/172 ,  F16D66/00 ,  F16D125/40 ,  F16D125/48

CPC classification number: B60T8/3255 ,  B60T7/042 ,  B60T8/171 ,  B60T8/172 ,  B60T13/741 ,  B60T17/22 ,  F16D65/18 ,  F16D2066/005 ,  F16D2125/40 ,  F16D2125/48

Abstract: Electric motor control is based on a target energization amount calculated using a braking operation member operation amount. A state quantity is acquired as an actual value, indicating an actual actuation state of a movable member located in a power transmission path from the electric motor to a friction member. Using the operation amount, it is determined whether or not inertia compensation control is necessary, which compensates for the inertia influence of a brake actuator during electric motor deceleration. “A target value corresponding to the actual value” is determined as a reference value, which is calculated based on the operation amount at a time when inertia compensation control is necessary. Based on the actual and reference values, “an inertia compensation energization amount for decreasing the target energization amount to compensate for the influence of inertia” is calculated, and the target energization amount is adjusted using the inertia compensation energization amount.

Abstract translation: 电动机控制基于使用制动操作构件操作量计算出的目标通电量。 获取状态量作为实际值，指示位于从电动机到摩擦构件的动力传递路径中的可动构件的实际动作状态。 使用操作量，确定是否需要惯性补偿控制，这补偿了电动机减速期间制动致动器的惯性影响。 “对应于实际值”的目标值被确定为基于需要惯性补偿控制时的操作量来计算的参考值。 根据实际值和基准值，计算“用于减小目标通电量的惯性补偿通电量，以补偿惯性的影响”，并且使用惯性补偿通电量来调整目标通电量。