Gm Global Technolgoy Operations, Inc.

Alexander Kade

Kevin Gerard Leppek

Allen John Walenty

Robert J Hammersmith

Paul D Agarwal

Donald E Schenk

Yong Han Lee

William Joseph Chundrlik, Jr

Schuyler Scott Shaw

Osman D Altan

Thomas A Radomski

Edward J DeHoff

Richard K Deering

Sam M Karadsheh

Linda L Hallinan

Harland G Hopkins

Yuen-Kwok Chin

Donald L Parker

David F Reuter

Weiwen Deng

Kent S Lybecker

Donald E Graham

David Alan Thatcher

George N Villec

Mutasim A Salman

James J Kowalik

Alan W Finch

James F Quinn

Alroy G Fabris

Guruswamy Umasankar

Shahram Zarei

Roger D Fruechte

Mutasium A Salman

Alfred Russell Robertson

John Andrew Weber

A method to assist steering of a vehicle equipped with an active steering system when operating in a reverse direction is provided. The method comprises monitoring vehicle operating characteristics and an operator steering input. Boundaries of a target region and a reference point are determined. A target steering angle range is calculated based upon the reference point and the target location. A controlled steering angle of the active steering system is corrected when the operator steering input is outside the target steering angle range. An aspect of the invention included determining the reference point comprising a point of intersection of a first vector and a second vector, the first vector parallel to and passing through a centerline of a rear axle of the vehicle and the second vector perpendicular to and passing through a centerline of an inside front steerable wheel of the vehicle.

Method and system for vehicle parking assistance

A method for operating a vehicle includes acquiring position information including an azimuth angle between a non-contacting sensor and a wheeled axle of an attached trailer, determining a trailer tongue length correlated to the position information, determining a track width of the attached trailer correlated to the position information, and calculating a trailer hitch articulation angle corresponding to the trailer tongue length and the track width of the attached trailer.

Trailer articulation angle estimation

An adaptive cruise control system automatically sets a desired headway value upon system initiation. If a preceding vehicle is not detected the desired headway is established at a predetermined value. If a preceding vehicle is detected the control compares the actual headway to a predetermined minimum value and predetermined maximum value to select a desired headway. Following the desired headway value being established, the value is stored in the control and the adaptive cruise control system begins customary operations.

Automatic time headway setting for adaptive cruise control system

This invention takes the advantage of existing radar, vision and ultrasonic sensors available for side blind spot detection, rear view, rear virtual bumper, and rear parking assist. Using a sensor fusion technique to combine the useful information from these sensors, the trailer articulation angles as well as trailer track width and tongue length is accurately estimated. When an active steering system is present, vehicle and trailer can be controlled with increased stability by applying the trailer information.

A lane monitoring system deployed on a vehicle is provided for monitoring the position of the vehicle relative to a lane in which the vehicle is traveling. The system comprises a front camera for capturing front lane image data relating to an area substantially to the front of the vehicle and a rear camera for capturing rear lane image data relating to an area substantially to the rear of the vehicle. A processor is coupled to the front camera and the rear camera and is configured to receive the front lane image data and the rear lane image data. The processor is further configured to determine the position of the vehicle relative to the lane boundary from (1) the front lane image data when the front camera is operational, and (2) the rear lane image data when the front camera is not operational and the rear camera is operational.

Vehicular lane monitoring system utilizing front and rear cameras

Methods and apparatus are provided for detecting an object in the projected path of a vehicle. The apparatus comprises a yaw sensor configured to determine the yaw of the vehicle and an object detection sensor configured to evaluate an Actual Range Bin and to produce obstruction data if an object is sensed within the Actual Range Bin. The apparatus also comprises a controller that is configured to receive the yaw determined by the yaw sensor and determine a projected path of the vehicle based at least in part upon the yaw. The controller is also configured to determine a True Range Bin based at least in part upon the projected path of the vehicle and the Actual Range Bin. The controller is further configured to receive the obstruction data from the object detection sensor and determine if the object is within the True Range Bin.

Apparatus and methods for near object detection

Methods and apparatus are provided for controlling a braking system of a vehicle that is moving toward an object. The apparatus includes a vehicle speed (VS) sensor, a steering direction (SD) sensor, at least one sensor configured to provide a distance to the object (DTO) and a processor in operable communication with the braking system and configured to receive the VS, the SD and DTO. The processor is further configured to determine a projected vehicle path (PVP) and a minimum stopping distance (MSD) for the vehicle based at least in part on the VS and the SD, determine whether the object is in the PVP and whether the DTO is less than or equal a threshold distance (TD), determine a required deceleration (RD) for the braking system to substantially reduce the vehicle speed if the object is in the PVP and the DTO is less than or equal the threshold distance (TD), and communicate the RD to the braking system.

Methods and apparatus for controlling a brake system

A brake system control method for use in a vehicle in which wheel speed normalization factors are iteratively updated, comprising the steps of: monitoring a plurality of wheel speed signals from a plurality of wheel speed sensors; determining for each wheel a wheel acceleration responsive to the wheel speed signal; determining an acceleration dead band for each wheel, wherein the acceleration dead band is proportional to a measure of vehicle acceleration; comparing the wheel acceleration to the dead band; and if the magnitude of the wheel acceleration is greater than the magnitude of the dead band, inhibiting update of the normalization factors.

Brake system control in which update of wheel speed normalization factors is selectively inhibited

An adaptive brake control method, for a motor vehicle with first and second front vehicle wheels and third and fourth rear vehicle wheels, is achieved according to the steps of: receiving an operator input brake command; responsive to a brake command function stored in memory and the operator input brake command, developing a rear brake position command; outputting the rear brake position command to a rear brake actuator; monitoring the first and second front wheel speeds and the third and fourth rear wheel speeds; responsive to the monitored first and second front wheel speeds and the monitored third and fourth rear wheel speeds, updating the brake command function stored in memory, wherein the brake position command table is adaptively updated and a front to rear brake proportioning of the vehicle is adaptively controlled to minimize a difference between the front and rear wheel speeds during braking.

Method for proportionally controlling the brakes of a vehicle based on

Electrohydraulic braking applied to a plurality of automotive vehicle braking channels operates to drive brake pressure modulator position toward a position corresponding to a braking input and corrected for channel to channel braking variations and vehicle deceleration error. A function for adapting the braking input to a position command is provided for each channel and is periodically adapted in accord with a difference between the channel's brake pressure modulator position error and a desired position error.

Electrohydraulic braking system

A regenerative and friction brake blend control method for use in a vehicle with at least one positionable hydraulic brake actuator for achieving friction braking and an electric propulsion motor with regenerative braking capability wherein an amount of regenerative braking achieved is indicated by a signal, wherein the method comprises the steps of determining a hydraulic actuator position command indicating a desired vehicle braking, determining responsive the hydraulic actuator position command a regenerative braking command, commanding the electric propulsion motor to regeneratively brake the vehicle responsive to the regenerative braking command, receiving the signal indicative of regenerative braking achieved, converting the signal indicative of regenerative braking achieved to an actuator position reduction signal, subtracting the actuator position reduction signal from the hydraulic actuator position command to determine a difference command, and commanding the hydraulic actuator according to the difference command, wherein the hydraulic actuator and the regenerative braking together achieve the desired vehicle braking.

Regenerative and friction brake blend control

An electrically controlled fluid displacement piston positioned in a bore modulates braking pressure at a wheel brake for antilock controlled braking by modulating the position of the piston in the bore. At a fully extended home position, a check valve is unseated by the piston to hydraulically couple the brake system master cylinder to the wheel brake. To minimize the occurrences of the condition where the check valve is opened during ABS controlled braking, the piston is initialized prior to entry into antilock controlled braking at a position away from the check valve resulting in a greater volume of fluid being trapped upon entry into antilock controlled braking when a hydraulic passage in parallel with the check valve is closed in response to a detected incipient wheel lock condition. This permits the antilock brake system to apply a controlled brake pressure greater than the pressure initially trapped in the closed system. The position of the displacement piston is monitored and when the piston approaches the position at which the check valve will be opened thereby opening the fluid communication between the master cylinder and wheel brake, the antilock brake system control parameters are adjusted to increase the system sensitivity to wheel slip.

Antilock brake system with controlled pressure augmentation

A multi-phased electrically commutated brushless DC motor driven brake pressure modulator includes a pressure actuator the position of which is controlled by the motor to establish the desired brake pressure. The movement of the actuator is determined by monitoring the motor rotation as represented by the output of the rotor position sensors used in commutation of the motor windings. The position of the actuator is represented by a counter value which is incremented or decremented in response to the output of the rotor position sensors and the direction of motor rotation. The counter value is related to the actuator position by presetting the counter value when the actuator in a known position such as a mechanical limit position. The known position is established by causing the motor to rotate in a direction to position the actuator toward the limit position until further outputs of the rotor position sensor are not sensed indicating the actuator is at its mechanical limit position.

Motor driven brake pressure modulator with motor position control

A vehicle antilock control system provides for selectively enabling the rear wheels of a vehicle to free-wheel and thereby attain vehicle velocity to provide an accurate measure of the vehicle speed during antilock controlled braking.

Reference speed determination for an antilock brake system

A traction control system (TC) pressure actuator is provided. The actuator includes a frame with a central bore fluidly exposed to a solenoid valve and to a vehicle wheel cylinder. A piston is slidably mounted within the bore having a contact surface and a first predetermined position within the bore. A power device is actuated by a controller. A cam moved by the power device has a ramp surface in contact with the piston contact surface. The position of the piston within the wheel cylinder is determined by the position of the cam.

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Grosse Pointe Woods, MI, United States of America

Alexander Kade