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1. 发明专利

JP2012141770A Driving support device and program 有权
标题翻译：驾驶支持设备和程序
公开(公告)号：JP2012141770A
公开(公告)日：2012-07-26
申请号：JP2010293706
申请日：2010-12-28
申请人： Toyota Central R&D Labs Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： KURAHASHI TETSUO , OHAMA YOSHIKO , SHIMIZU TSUKASA , FUJIEDA NOBUTSUNA , HATTORI YOSHIKAZU , NAGATA SHINICHI
IPC分类号： G08G1/16 , G01C21/26
摘要： PROBLEM TO BE SOLVED: To perform driving support with a simple structure while improving convincing of a user.SOLUTION: An information acquisition part 22 acquires information indicating a position of an own vehicle from a GSP device 12 as well as road information including a regulation speed, road structure and road width around the own vehicle from an electronic map data system 14, and a hazard selection part 24 selects hazard candidates corresponding to the regulation speed and the road structure. A passable area width calculation part 26 obtains margins corresponding to the selected hazard candidates and calculates an area width through which the own vehicle can pass by subtracting the margins from the road widths. A target passage speed calculation part 28 calculates a target passage speed according to the passable area width; a support determination part 30 determines whether driving support is acceptable or a support level according to a deceleration obtained from the passable road width or the target passage speed and a current speed; and a support control part 32 controls so that the driving support according to the determination result of the support determination part 30 is executed.
摘要翻译：要解决的问题：以简单的结构执行驾驶支持，同时改善用户的令人信服。解决方案：信息获取部分22从电子地图数据系统14获取从GSP设备12指示自身车辆的位置的信息以及包括本车辆周围的调节速度，道路结构和道路宽度的道路信息并且危险选择部24选择与调节速度和道路结构对应的危险候选。可通过区域宽度计算部26获得与所选择的危险候选对应的边界，并通过从道路宽度减去边距来计算自身车辆可以通过的区域宽度。目标通过速度计算部28根据通过面积宽度计算目标通过速度; 支撑确定部30根据从可通行道路宽度或目标通过速度和当前速度获得的减速度来判定驾驶辅助是否可接受或支撑水平; 并且支撑控制部分32进行控制，使得根据支持确定部分30的确定结果执行驾驶支持。版权所有（C）2012，JPO＆INPIT

2. 发明专利

JP2010006286A Suspension control device 有权
标题翻译：悬挂控制装置
公开(公告)号：JP2010006286A
公开(公告)日：2010-01-14
申请号：JP2008169491
申请日：2008-06-27
申请人： Toyota Central R&D Labs Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： MURAKISHI YUJI , FUKUI KATSUHIKO , HATTORI YOSHIKAZU , ONO HIDEKAZU , KUSHIRO IKUO , KANAYAMA HIROYUKI
IPC分类号： B60G17/015 , B60G17/018
摘要： PROBLEM TO BE SOLVED: To achieve a comfortable vehicle motion for a driver.
SOLUTION: A vehicle speed sensor 12 detects a vehicle speed, and a steering angle sensor 14 detects a handle steering angle. A lateral motion phase difference estimation unit 20 estimates a first phase difference indicating the phase difference of the change in a lateral acceleration with respect to the change in a yaw angle speed based on the detected vehicle speed and handle steering angle. A roll motion phase difference determination unit 22 determines a second phase difference indicating the phase difference of the change in the roll angle speed with respect to the change in the lateral acceleration so that the second phase difference may be larger as the first phase difference becomes larger based on the first phase difference estimated by the lateral motion phase difference estimation unit 20. A target damping property spring force setting unit 24 sets a target value of the damping property or the spring force of a suspension so as to obtain the determined second phase difference. A damping property spring force control unit 26 controls the damping property and the spring force of the suspension.
COPYRIGHT: (C)2010,JPO&INPIT
摘要翻译：要解决的问题：为驾驶员实现舒适的车辆运动。解决方案：车速传感器12检测车速，转向角传感器14检测手柄转向角。横向运动相位差估计单元20基于检测到的车速和手柄转向角度来估计指示横向加速度相对于偏航角速度的变化的相位差的第一相位差。滚动运动相位差确定单元22确定指示相对于横向加速度的变化的滚动角速度的变化的相位差的第二相位差，使得随着第一相位差变大，第二相位差可以更大基于由横向运动相位差估计单元20估计的第一相位差。目标阻尼弹簧力设定单元24设定悬架的阻尼特性或弹簧力的目标值，以获得确定的第二相位差。阻尼弹簧力控制单元26控制悬架的阻尼特性和弹簧力。版权所有（C）2010，JPO＆INPIT

3. 发明专利

JP2014240266A センサドリフト量推定装置及びプログラム审中-公开
标题翻译：传感器数据量估计设备和程序
公开(公告)号：JP2014240266A
公开(公告)日：2014-12-25
申请号：JP2014071894
申请日：2014-03-31
申请人：株式会社豊田中央研究所 , Toyota Central R&D Labs Inc , トヨタ自動車株式会社 , Toyota Motor Corp
发明人： HIRANO MAIKO , AMANO MASAKI , HATTORI YOSHIKAZU , ONO HIDEKAZU , TSURUMI YASUAKI , INAGAKI MIZUHO , FUKUDA MITSUO , HIROSE TARO , YAMAGUCHI KATSUYUKI , KADOSAKI SHIRO
IPC分类号： B60W40/114 , B60W40/103 , B60W40/105 , B60W40/107 , B60W40/109 , B60W40/11 , B60W40/112 , G01C21/28
摘要：【課題】車両運動の状態に関わらず、安定してセンサのドリフト量を推定することができるようにする。【解決手段】センサ信号のセンサドリフト量を考慮したときに、姿勢角オブザーバ26により算出された姿勢角の微分量と、運動方程式微分量算出手段30により算出された姿勢角の微分量にセンサドリフト量を考慮した値とが等しくなる関係、スリップ角オブザーバ28により算出された車両速度の微分量と、運動方程式微分量算出手段30により算出された車両速度の微分量にセンサドリフト量を考慮した値とが等しくなる関係、及び車体ヨー角算出手段44により算出された車体ヨー角と、運動方程式微分量算出手段30により算出された車体ヨー角の微分量にセンサドリフト量を考慮した値を積分した値とが等しくなる関係を用いて、ドリフト量推定手段32によって、センサ信号のセンサドリフト量を推定する。【選択図】図1
摘要翻译：要解决的问题：无论车辆运动如何，稳定地估计传感器的漂移量。解决方案：漂移量估计装置32通过使用以下关系来估计传感器信号的传感器漂移量，其中由运动方程导出量计算装置30计算的姿势角的导数中考虑姿势角观察器26和传感器漂移量的值相等; 由运动方程导数量计算装置30计算出的由滑移角观测器28计算的车速的导数量和考虑了传感器漂移量的乘积的导数量的关系相等; 以及由运动方程导出量计算装置30计算出的车身偏航角计算装置44计算的车身偏航角度和考虑了传感器漂移量的值的关系，，其中值被整合，相等。

4. 发明专利

JP2009292214A Vehicle steering system 有权
标题翻译：车辆转向系统
公开(公告)号：JP2009292214A
公开(公告)日：2009-12-17
申请号：JP2008145851
申请日：2008-06-03
申请人： Toyota Central R&D Labs Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： ASAI SHOJI , HATTORI YOSHIKAZU , LIMPIBUNTERNG , KOSHIRO TAKAHIRO
IPC分类号： B62D5/04 , B62D6/00 , B62D101/00 , B62D113/00
摘要： PROBLEM TO BE SOLVED: To suppress the changing of a rigid impression of a vehicle steering system, given to a driver steering a steering wheel 18, due to a change in steering frequency while maintaining the impression at a sufficiently high level.
SOLUTION: The vehicle steering system includes a transmission ratio variable mechanism 22 disposed on a steering force transmission mechanism 12 linking a steering wheel 18 with steered wheels 30 and a steering control device 14 for controlling operations of the transmission ratio variable mechanism 22. The transmission ratio variable mechanism 22 has an actuator which outputs an output rotation angle obtained by adding an actuator angle to an input rotation angle by the drive of a motor. The steering control device 14 has a compensator which outputs a desired value of a torque to be generated by the motor according to the input of a control deviation between a desired actuator angle and a detected actuator angle. The compensator has frequency characteristics including a gain rising region in which a gain rises as a frequency falls and a constant gain region in which the gain remains constant within a frequency band lower than the gain rising region.
COPYRIGHT: (C)2010,JPO&INPIT
摘要翻译：要解决的问题：为了抑制由于转向频率的变化而给予驾驶员转向方向盘18的车辆转向系统的刚性印象的变化，同时保持了足够高的水平。解决方案：车辆转向系统包括设置在转向力传递机构12上的传动比可变机构22，该方向传动机构12将方向盘18与转向轮30连接，转向控制装置14用于控制传动比可变机构22的操作。传动比可变机构22具有致动器，该致动器输出通过马达的驱动将致动器角度与输入旋转角相加而获得的输出旋转角度。转向控制装置14具有补偿器，该补偿器根据期望的致动器角度和检测到的致动器角度之间的控制偏差的输入，输出要由电动机产生的转矩的期望值。补偿器具有频率特性，包括增益随着频率的下降而增加的增益区域和增益保持恒定的增益区域，该增益区域在低于增益上升区域的频带内保持恒定。版权所有（C）2010，JPO＆INPIT

5. 发明专利

JP2009280102A Steering controlling device for vehicle with four-wheeled steering mechanism 有权
标题翻译：具有四轮转向机构的车辆转向控制装置
公开(公告)号：JP2009280102A
公开(公告)日：2009-12-03
申请号：JP2008134735
申请日：2008-05-22
申请人： Toyota Central R&D Labs Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： NISHIKAWA TOMOHISA , HATTORI YOSHIKAZU , ASAI SHOJI
IPC分类号： B62D6/00 , B62D7/14 , B62D101/00 , B62D103/00 , B62D111/00 , B62D113/00 , B62D137/00
摘要： PROBLEM TO BE SOLVED: To provide a steering controlling device for a four-wheeled steering vehicle in which a rear wheel steering control is corrected in such a way that the vehicle can be moved sufficiently in a lateral direction of the vehicle when a driver wants to move it substantially in the lateral direction in the case of an emergency escape under a condition of in phase steering between the front and rear wheels.
SOLUTION: A four-wheel steering controlling device for a vehicle is characterized in that the same comprises a rear wheel steering controlling unit for use in controlling a rear wheel steering angle in such a way that the rear wheels are steered in respect to the front wheels under the same phase or opposite phase in response to some driving conditions of the vehicle, and a desired moving distance determining unit for detecting a state in which the vehicle should be moved in its lateral direction and for determining a desired moving distance in a lateral direction, and when the state in which the vehicle should be moved in the lateral direction is detected, the rear wheels are steered in the opposite phase in respect to the front wheels and the steering for the rear wheels under the same phase is delayed for a period determined in response to the desired moving distance.
COPYRIGHT: (C)2010,JPO&INPIT
摘要翻译：要解决的问题：提供一种用于四轮转向车辆的转向控制装置，其中后轮转向控制被校正，使得当车辆能够在车辆的横向方向上被充分地移动时在前轮和后轮之间的同相转向的情况下，在紧急逃生的情况下，驾驶员希望在横向上基本上移动它。解决方案：一种用于车辆的四轮转向控制装置的特征在于，其特征在于包括用于控制后轮转向角的后轮转向控制单元，使得后轮相对于响应于车辆的一些驾驶状况而在相同相位或相反相位下的前轮，以及期望的移动距离确定单元，用于检测车辆在其横向方向上应该移动的状态，并且用于确定期望的移动距离横向，并且当检测到车辆在横向方向上移动的状态时，后轮相对于前轮以相反的相位转向，相同相位的后轮的转向被延迟响应于期望的移动距离而确定的周期。版权所有（C）2010，JPO＆INPIT

6. 发明专利

JP2008143212A Vehicle motion control device and control method 有权
标题翻译：车辆运动控制装置及控制方法
公开(公告)号：JP2008143212A
公开(公告)日：2008-06-26
申请号：JP2006329422
申请日：2006-12-06
申请人： Toyota Central R&D Labs Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： ONO HIDEKAZU , HATTORI YOSHIKAZU
IPC分类号： B60W10/00 , B60G17/016 , B60G17/018 , B60G17/019 , B60T8/1755 , B60W10/04 , B60W10/06 , B60W10/18 , B60W10/184 , B60W10/20 , B60W10/22 , B60W30/00 , B60W30/02 , B60W30/045 , B60W40/064 , B62D6/00 , B62D7/14 , B62D101/00 , B62D103/00 , B62D111/00 , B62D113/00 , B62D137/00
摘要： PROBLEM TO BE SOLVED: To determine roll rigidity distribution which minimizes the upper limit of a μ utilization factor in vehicle integrated control.
SOLUTION: The size of each wheel friction circle which shows maximum force generated by each wheel tire is found using a roll rigidity distribution which is calculated last, and the size of each wheel friction circle is multiplied by the utilization factor of each wheel which is calculated last to calculate the size of friction circle used by each wheel. Based on target vehicle body forces and moment showing a target vehicle body longitudinal force, a target vehicle body lateral force and a target yaw moment, and the calculated size of the used friction circle, force generated by each wheel tire, a utilization factor of each wheel which shows the ratio of each wheel to the upper limit of a μ utilization factor, and roll rigidity distribution are calculated. Based on the calculated force generated by each wheel tire and roll rigidity distribution, the vehicle motion is controlled so that the calculated force generated by each wheel tire is obtained, and the suspension is controlled so that the calculated roll rigidity distribution is obtained.
COPYRIGHT: (C)2008,JPO&INPIT
摘要翻译：要解决的问题：确定最小化车辆集成控制中的μ利用系数的上限的辊刚度分布。解决方案：使用最后计算出的滚动刚度分布，发现显示每个轮胎产生的最大力的每个轮摩擦圆的尺寸，并且每个车轮摩擦圆的尺寸乘以每个车轮的利用率其计算最后计算每个轮使用的摩擦圈的尺寸。基于目标车体力和力矩显示目标车身纵向力，目标车身横向力和目标横摆力矩，以及所计算的惯性摩擦圆的尺寸，由每个轮胎产生的力，每个轮胎的利用系数计算出每个车轮与μ利用率的上限的比率以及辊刚度分布的车轮。基于由每个轮胎产生的计算力和辊刚度分布，控制车辆运动，从而获得由每个轮胎产生的计算力，并且控制悬架，从而获得计算出的辊刚度分布。版权所有（C）2008，JPO＆INPIT

7. 发明专利

JP2010006282A Vehicle control device 有权
标题翻译：车辆控制装置
公开(公告)号：JP2010006282A
公开(公告)日：2010-01-14
申请号：JP2008169370
申请日：2008-06-27
申请人： Toyota Central R&D Labs Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： MURAKISHI YUJI , FUKUI KATSUHIKO , HATTORI YOSHIKAZU , ONO HIDEKAZU , KUSHIRO IKUO , KANAYAMA HIROYUKI
IPC分类号： B60G17/0195 , B60G17/016 , B62D6/00 , B62D111/00 , B62D113/00 , B62D137/00
摘要： PROBLEM TO BE SOLVED: To achieve a comfortable vehicle motion for a driver.
SOLUTION: A running environment detection unit 50 detects a state of a running path, and a steering frequency detection unit 52 detects a steering frequency. A vehicle property setting unit 54 sets a vehicle motion property to be a target based on the state of the running path, the steering frequency, or an on/off state of a changeover switch 18. A phase difference determination unit 56 determines a first change difference indicating a phase difference of change in a lateral acceleration with respect to the change of a yaw angle speed and a second change difference indicating the phase difference of the change in a roll angle speed with respect to the change in the lateral acceleration according to the set vehicle motion property. A steering angle control unit 64 controls individual steering angles of front and rear wheels so as to achieve the determined first change difference. A damping property spring force control unit 60 controls the damping property and the spring force of a suspension so as to achieve the determined second change difference.
COPYRIGHT: (C)2010,JPO&INPIT
摘要翻译：要解决的问题：为驾驶员实现舒适的车辆运动。解决方案：行驶环境检测单元50检测行驶路径的状态，转向频率检测单元52检测转向频率。车辆特性设定单元54基于行驶路径的状态，转向频率或切换开关18的开/关状态来将车辆运动特性设定为目标。相位差确定单元56确定第一变化横向加速度相对于偏航角速度的变化的相位差的差异以及指示相对于横向加速度的变化的滚动角速度的变化的相位差的第二变化差设置车辆运动属性。转向角控制单元64控制前轮和后轮的各个转向角，以实现确定的第一变化差。阻尼弹簧力控制单元60控制悬架的阻尼特性和弹簧力，以达到确定的第二变化差。版权所有（C）2010，JPO＆INPIT

8. 发明专利

JP2010006279A Lane keeping support device 有权
标题翻译： LANE KEEPING支持设备
公开(公告)号：JP2010006279A
公开(公告)日：2010-01-14
申请号：JP2008169313
申请日：2008-06-27
申请人： Toyota Central R&D Labs Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： ASAI SHOJI , HATTORI YOSHIKAZU , LIMPIBUNTERNG THEERAWAT , KOSHIRO TAKAHIRO
IPC分类号： B62D6/00 , B62D101/00 , B62D111/00 , B62D113/00 , B62D119/00 , B62D137/00 , G08G1/16
摘要： PROBLEM TO BE SOLVED: To improve responsiveness while suppressing a sense of the incongruity of a driver when performing control to maintain a traveling lane. SOLUTION: A target yaw rate and target lateral acceleration arithmetic part 21 calculates a target yaw rate r* and target lateral acceleration G y * by using vehicle speed V and a radius R of curvature. A first subtractor 31 subtracts a yaw rate r based on an image generated by a camera from the target yaw rate r* to calculate yaw rate deviation (r*-r). A first function operation part 41 adjusts the deviation (r*-r) from the target yaw rate r* in a range of a dead zone by using a function C 1 which has a small output when the function C 1 is in the range of the dead zone and a large output when the function C 1 exceeds the range of the dead zone. C 1 (r*-r) calculated in the first function operation part 41 is used for the calculation of an assist torque additional amount T δ to control a power steering mechanism. COPYRIGHT: (C)2010,JPO&INPIT
摘要翻译：要解决的问题：为了在执行控制以维持行驶车道时抑制驾驶员的不协调感，提高响应性。解决方案：目标横摆角速度和目标横向加速度运算部分21通过使用车速V和曲率半径R来计算目标横摆率r *和目标横向加速度G y *。第一减法器31根据目标偏航率r *根据摄像机生成的图像减去偏航率r，以计算偏航率偏差（r * -r）。第一功能操作部41通过使用功能小的功能C 1 在死区的范围内从目标偏航率r *调整偏差（r * -r）当功能C 1 超过死区的范围时，C 1 在死区的范围内，输出大。在第一功能操作部41中计算出的C 1 （r * -r）用于计算辅助转矩附加量T 以控制动力转向机构。版权所有（C）2010，JPO＆INPIT

9. 发明专利

JP2008201277A Vehicle control device 有权
标题翻译：车辆控制装置
公开(公告)号：JP2008201277A
公开(公告)日：2008-09-04
申请号：JP2007040068
申请日：2007-02-20
申请人： Toyota Central R&D Labs Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： HATTORI YOSHIKAZU , MURAKISHI YUJI , ONO HIDEKAZU , NIWA SATORU
IPC分类号： B62D6/00 , B62D101/00 , B62D113/00
摘要： PROBLEM TO BE SOLVED: To provide a vehicle control device capable of clarifying the relationship between the determination method of a target characteristic and the controller gain, and obtaining the desired steerability and stability.
SOLUTION: A gain computation circuit 21 computes the gain C
10 by using the vehicle speed v detected by a vehicle speed sensor. A differential filter 22 has the characteristic of s/N
3 (s), and outputs δ
MA ×s/N
3 (s) by performing the primary differential filtering to the steering angle δ
MA . A gain computation circuit 23 computes the gain 110, and multiplies the gain C
110 by δ
MA ×s/N
3 (s) output from the differential filter 22 to output C
110 ×δ
MA ×s/N
3 (s). An adder 24 adds C
10 ×δ
MA output from the gain computation circuit 21 and C
110 ×δ
MA ×s/N
3 (s) output from the gain computation circuit 23 to output the front wheel steering angle δ
f as a target. s denotes a Laplace operator, C
10 and C
20 denote proportionals, and N
3 (s) denotes a molecular polynominal to be controlled.
COPYRIGHT: (C)2008,JPO&INPIT
摘要翻译：要解决的问题：提供一种能够清楚目标特性的确定方法与控制器增益之间的关系并获得期望的可操纵性和稳定性的车辆控制装置。解决方案：增益计算电路21通过使用由车速传感器检测的车速v来计算增益C 10 。差分滤波器22具有s / N 3 的特性，并且通过以下方式输出δ MA ×s / N 3 对转向角δ MA 进行初级差分滤波。增益计算电路23计算增益110，并将增益C 110 乘以从其输出的δ MA ×s / N 3 差分滤波器22输出C＆lt; SB＆gt;×δ＆lt; SB＆gt;×s / N＆lt; SB＆gt; 3＆lt; SB＆gt;（s）。加法器24将从增益计算电路21输出的C 10 ×S MA 和C＆lt; SB＆gt; 从增益计算电路23输出的s / N 3 SB输出作为目标的前轮转向角δ f 。 s表示拉普拉斯算子，C 10 和C 20表示成比例，并且N 3（s）表示要控制的分子多聚体。版权所有（C）2008，JPO＆INPIT

10. 发明专利

JP2011203795A Traveling support device 有权
标题翻译：旅行支持设备
公开(公告)号：JP2011203795A
公开(公告)日：2011-10-13
申请号：JP2010067988
申请日：2010-03-24
申请人： Toyota Central R&D Labs Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： NAGATA SHINICHI , SHIMIZU MASAYUKI , FUKAMACHI AKIO , SAKUGAWA JUN , OHAMA YOSHIKO , HATTORI YOSHIKAZU , KURAHASHI TETSUO , SHIMIZU TSUKASA , FUJIEDA NOBUTSUNA
IPC分类号： G08G1/16 , B60R21/00 , B60W30/09 , B60W40/08 , G01C21/26
摘要： PROBLEM TO BE SOLVED: To provide a traveling support device allowing proper reduction of an arithmetic load or cooperation with a driver according to a situation.SOLUTION: A motion quantity calculation part 40 supports traveling of one's own vehicle by an optimum motion quantity calculation mode to lead the own vehicle to an optimum route to a destination wherein a total risk value R about an object m around the own vehicle becomes minimum or a correction motion quantity calculation mode for leading the own vehicle to a correction route wherein the total risk value R becomes smaller than at present. Between the optimum motion quantity calculation mode and the correction motion quantity calculation mode, logic to lead the own vehicle against risk varies. In the optimum motion quantity calculation mode, a burden on the driver is small because the own vehicle is led to the optimum route wherein the total risk value R becomes minimum. In the correction motion quantity calculation mode, the arithmetic load is reduced because of processing of only leading the own vehicle to the correction route wherein the total risk value R becomes smaller than at present. Therefor, the reduction of the arithmetic load or the cooperation with the driver can be properly performed according to the situation.
摘要翻译：要解决的问题：提供一种允许根据情况适当减少运算负载或与驾驶员协作的行驶支持装置。解决方案：运动量计算部40支持自身车辆行驶最佳运动量计算模式，将自己的车辆引导到到目的地的最佳路线，其中关于本车辆周围的物体m的总风险值R变为最小，或者用于将自身车辆引导到校正路线的校正运动量计算模式，其中总风险值R变为比现在小。在最佳运动量计算模式和校正运动量计算模式之间，引导自身车辆对抗风险的逻辑变化。在最佳运动量计算模式中，驾驶员的负担小，因为本车辆被引导到总风险值R变为最小的最佳路线。在校正运动量计算模式中，由于仅将本车辆引导到总风险值R变得比当前更小的校正路径的处理，所以减少了算术负荷。因此，可以根据情况适当地执行运算负载的减少或与驾驶员的配合。

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