Gm Global Technolgoy Operations, Inc.

Brian K Saylor

Robert P Marble

Christopher J Mettrick

Adam Douglas Stanton

Xinyu Du

Robert G Izak

Kevin A Cansiani

Larry G Gepfrey

Matthew Watts

Matthew Gregory Kowal

Lichao Mai

Chandra S Namuduri

Nilesh D Mankame

Thomas W Nehl

Alireza Fatemi

Bo Yu

Mutasim Abdurrahman Salman

Anthony M Coppola

Joshua R Auden

Hojjat Izadi

Eric B Hoyer

Alexander M Allan

David T De Carteret

Michael W Neal

Nate Maye-bloom

Ryan Aaron Gellner

Tyler P Morris

Arvind Sharma

Matthew Bruce

A method of actively controlling camber offset of a suspension for a vehicle includes, with a system controller, receiving, via a plurality of sensing devices within the vehicle and in communication with the system controller, data related to a target camber angle for the suspension of the vehicle, defining the target camber angle based on the data related to the target camber angle for the suspension of the vehicle, actuating an active camber offset mechanism of the suspension for the vehicle, and adjusting, with the active camber offset mechanism, a camber angle of the suspension to the target camber angle.

Active camber control

Methods and systems for providing driving assistance in a vehicle. In one embodiment, a method includes: determining, by a processor, curvature data associated with a roadway ahead of the vehicle; determining, by the processor, velocity data based on the curvature data, steering data of the vehicle, and set speed data associated with a semi-autonomous control system of the vehicle; and generating, by the processor, control commands to the semi-autonomous control system to control the vehicle to a speed other than a set speed of the set speed data based on the velocity data.

Methods and systems for using road preview to control vehicle velocity during cornering

A steer by wire includes a steering wheel holding system. An emulator controller receives vehicle data from vehicle systems and determines whether a vehicle is in one of a driving mode and a non-driving mode. When the vehicle is in the driving mode, the emulator controller transmits a command to an emulator switching system to electrically couple the phases of an emulator motor to a power source to enable the emulator motor to implement steer by wire operations placing the steering wheel in an un-hold mode. When the vehicle is in the non-driving mode, the emulator controller transmits a command to the emulator switching system to electrically couple the phases of the emulator motor to ground to short the phases of the emulator motor to ground to generate a resistive torque to resist rotational movement of a steering wheel of the vehicle placing the steering wheel in a hold mode.

Systems and methods for holding a steering wheel in a steer by wire system

A damper control system includes: a lane module configured to identify boundaries of a present lane of a vehicle in an image of a road in front of the vehicle captured using a forward facing camera; an oil module configured to, from the image, determine whether an area of oil is present on the road between the boundaries of the present lane of the vehicle; and a damping module configured to, when the area of oil is present on the road between the boundaries of the present lane of the vehicle, selectively adjust damping coefficients of adjustable dampers of the vehicle before the vehicle reaches the area of oil on the road.

Damper control systems and methods based on oil detected from forward images

A suspension control system includes: an acceleration module configured to determine a predicted lateral acceleration of a vehicle in the future based on a radius of curvature of a road a predetermined distance in front of the vehicle; and at least one of: a damping module configured to, before the vehicle reaches the curvature, selectively adjust damping coefficients of adjustable dampers of the vehicle based on the predicted lateral acceleration; and an active roll control (ARC) control module configured to, before the vehicle reaches the curvature, selectively adjust stiffness of ARC devices of the vehicle based on the predicted lateral acceleration.

Suspension control systems and methods based on road preview

A vehicle includes a vehicle body arranged along a first axis and first and second road wheels, each mounted on a second axis perpendicular to the first axis. The vehicle also includes a stabilizer bar mounted to the vehicle body. The vehicle additionally includes respective first and second telescoping multiple-section links connecting the stabilizer bar to corresponding first and second road wheels. Each of the first and the second telescoping multiple-section links is configured to selectively operate in a first mode and a second mode. In the first mode, telescoping of each of the first and the second multiple-section links is locked to operatively connect the first road wheel to the second road wheel via the stabilizer bar. In the second mode, the telescoping of each of the first and the second multiple-section links is unlocked to operatively disconnect the first and second road wheels from the stabilizer bar.

Telescoping multi-section lockable link for a vehicle suspension stabilizer bar

A vehicle suspension control system includes a central suspension spring core, a first suspension spring surrounding an upper portion of the central suspension spring core, a second suspension spring surrounding a lower portion of the central suspension spring core, the first suspension spring and the second suspension spring coupled between a wheel and a fixed structure of a vehicle to inhibit movement of the wheel, a spring seat surrounding the central suspension spring core and coupled between the first and second suspension springs, the spring seat including an outer sleeve and multiple seals for retaining magnetorheological fluid between the outer sleeve and the central suspension spring core, one or more electromagnets adjacent the spring seat, and a suspension control module configured to energize the one or more electromagnets to selectively modify a viscosity of the magnetorheological fluid to inhibit movement of the first suspension spring or the second suspension spring.

Variable suspension spring rates using magnetorheological fluid

A system for detecting and warning a user of an object in a path of a vehicle includes a detection module configured to detect an object in a path of a vehicle, and a control module in communication with the detection module. The control module is configured to receive vehicle data from one or more vehicle sensors, determine a height of the detected object, determine a ground clearance of the vehicle based on the received vehicle data, and in response to the height of the detected object being greater than a threshold based on the ground clearance of the vehicle, generate a signal to notify the user of the detected object. Other examples systems and methods for detecting and warning a user of an object in a path of a vehicle are also disclosed.

Systems and methods for detecting and warning users of objects in vehicle paths

A vehicle, suspension system and method of dampening a force on the suspension system is disclosed. The suspension system includes a damper having a first damping element and a second damping element configured to rotate relative to each other in response to a force received at the suspension system. The second damping element induces an eddy current in the first damping element during relative rotation. A feature of one at least one of the first damping element and the second damping element provides a first electrical resistance to the eddy current during relative rotation in a first direction and a second electrical resistance to the eddy current during relative rotation in a second direction. The first electrical resistance generates a first damping force and the second electrical resistance generates a second damping force.

Eddy current damper with asymmetrical forces

A stabilizer bar assembly for a suspension system of a vehicle. The stabilizer bar assembly includes a first bar configured to be coupled to the vehicle suspension system proximate to a first wheel. A second bar is adjacent to the first bar. A coupling assembly is at an interface between the first bar and the second bar. The coupling assembly includes a magnetorheological material in contact with both the first bar and the second bar. The magnetorheological material is configured to transform from a fluid state to a viscoelastic solid state when subject to a magnetic field. A magnet is configured to apply the magnetic field to the magnetorheological material. In the viscoelastic solid state, the magnetorheological material resists relative movement between the first bar and the second bar.

Vehicle stabilizer bar

A weight balancing system for a vehicle performs a method of adjusting a weight on a wheel of a vehicle. The system includes a processor of the vehicle and a scale. A wheel of the vehicle is placed on the scale, the wheel having an associated spring seat and associated spring. The scale measures a weight placed on the wheel by the vehicle and communicates the weight to the processor. The processor activates the spring seat to adjust a length of the spring, thereby adjusting the weight placed on the wheel by the vehicle.

Automatic corner weight adjustment of vehicle with automated spring seats

A method of controlling relative roll torque in vehicles having a front active sway bar and a rear active sway bar is provided. The front active sway bar varies roll torque of a front axle and the rear active sway bar varies roll torque of a rear axle. The method includes monitoring dynamic driving conditions during operation of the vehicle and biasing tire lateral load transfer distribution (TLLTD) relative to the front axle based on the monitored dynamic driving conditions. Positive bias of the TLLTD increases the portion of a total roll torque carried by the front active sway bar. Biasing TLLTD occurs during one or more dynamic bias events triggered as monitored dynamic driving conditions exceed one or more calibrated thresholds.

Variable tire lateral load transfer distribution

A vehicle includes a frame, a body supported by the frame, a prime mover mounted to the frame, at least one axle connected to the frame, a suspension system connecting the at least one axle to the frame, and a load sensing and control system including at least one load sensor connected to the suspension system and a controller operatively connected to the at least one load sensor and the prime mover. The controller being operable to calculate a vehicle loading factor before the vehicle moves and to prevent operation of the prime mover if the vehicle loading factor that exceeds a selected load threshold.

Load sensing system for a vehicle and method of inhibiting vehicle movement based on sensed load

A system for testing a suspension system of a vehicle includes an inertial measurement module and a suspension fault detection module. The inertial measurement module is configured to, while the vehicle is not moving, collect sensor data from one or more inertial measurement sensors for different states of the suspension system. The sensor data is indicative of inertial states of the vehicle while the suspension system is in each of the different states. The suspension fault detection module is configured to, based on the sensor data and a set of thresholds, determine whether a fault exists with the suspension system, isolate and identify the fault, and perform a countermeasure based on the detection of the fault.

Vehicle detection and isolation system for detecting spring and stabilizing bar associated degradation and failures

In various embodiments, methods, systems, and vehicles are provided for determining a fault in a suspension system of a vehicle. In an exemplary embodiment, sensor data is obtained via one or more vehicle sensors during operation of the vehicle; a one or more first coefficients for the vehicle are calculated via a processor using a pitch model with the sensor data; one or more second coefficients for the vehicle are calculated via the processor using a roll model with the sensor data; and a fault in the suspension system is determined via the processor using the first coefficients and the second coefficients.

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South Lyon, MI, United States of America

Brian K Saylor