Delphi Technologies, Inc.

Beijingwest Industries Co., Ltd.

Gm Global Technolgoy Operations, Inc.

Bryan Peter Riddiford

Schuyler Scott Shaw

John Benjamin Hageman

Donald E Schenk

Richard James Thomas

David Fredrick Reuter, Ii

Daniel Norbert Borgemenke

Ernst Severin Baumgartner

Deron C Littlejohn

David Bernard Drennen

Robert J Disser

John F Hoying

Michael C Pfeil

Jon Tomas Zumberge

Pierre Claude Longuemare

Jeff Allan Foust

Paul Marie Degoul

Michael William Landis

Brian Marc D'Amico

Richard Charles Swortzel

Huang-Tsang Chang

Thomas D Hewer

Martin H Seim

Laurene Marie Dowe

Brandon S Vivian

Ernest S Baumgartner

G Donald Denney

An air management system including at least one air spring and a compressor. The compressor defines a compartment having an inlet and an outlet. A reservoir is fluidly connected to the air spring and the compressor. A piston is moveable in the compartment and is reciprocally moveable in a compression stroke and an extension stroke in response to actuation of the motor in order to build-up air pressure at the outlet. The piston defines at least one passage extending between the extension chamber and the compression chamber, and at least one check valve positioned in the at least one passage such that air pressure in the compression chamber biases the piston toward the extension chamber to reduce a torque load on the motor during movement of the piston.

Closed integrated air management module

A concurrent leveling system includes a pressurized air source. A manifold block, having a body defining an air feed inlet, is disposed between air springs and the pressurized air source. The body includes front and rear suspension valves. Each of the suspension valves defines a suspension valve orifice having a first predetermined diameter. The body includes at least one restrictor valve parallel to and in fluid communication with the front suspension valves. The at least one restrictor valve includes a first check valve and a first blocker valve orifice defining a first orifice diameter. The first check valve and the first blocker valve orifice are disposed parallel to one another and in series with the front suspension valves and in fluid communication with the air feed inlet and the front suspension valves for reducing fluid back flow to allow the vehicle to be lowered in nominal loading conditions.

Concurrent leveling system for a vehicle

An air management system and method are provided. The system includes a pressurized air source. A manifold block is coupled to the pressurized air source and includes a plurality of suspension valves in fluid communication with the pressurized air source for controlling air flow to and from a plurality of air springs. An accumulator is coupled to the manifold block for storing air. An accumulator valve is in fluid communication with the plurality of suspension valves and the accumulator to allow exhausted air from the plurality of air springs into the accumulator. An electronic control unit is electrically coupled to the plurality of suspension valves and the accumulator valve for controlling a sequence of operating the accumulator valve and the plurality of suspension valves to provide enhanced exhaust flow from the plurality of air springs to maintain the vehicle in a level orientation while lowering the vehicle.

Vehicle suspension control system and method of operation thereof

An air management system and method are provided. The system includes a pressurized air source. A manifold block is coupled to the pressurized air source and includes a plurality of suspension valves in fluid communication with the pressurized air source and each defines a suspension orifice of a first diameter for controlling air flow to and from a plurality of air springs. A manifold pressurization valve is in fluid communication with the plurality of suspension valves and the pressurized air source and defines a manifold pressurization orifice of a second diameter that is less than the first diameter of the suspension orifice for opening under high pressure to allow pressurized air into the manifold block. An electronic control unit controls the manifold pressurization valve and the plurality of suspension valves to equalize a high pressure differential across the plurality of suspension valves from the plurality of air springs.

An air management system and method are provided. The system includes a compressor and a reservoir tank coupled to the compressor. A manifold block has a plurality of valves and is coupled to the reservoir tank and the compressor for controlling air flow. At least one pressure sensor is coupled to the manifold block. The compressor includes a boost valve for selectively directly connecting the reservoir tank and an air inlet of the compressor. An electronic control unit is coupled to the valves, compressor, and the at least one pressure sensor and is configured to provide pressurized air from the reservoir tank to the air inlet, determine a pressure difference between the manifold block and the boost valve, and retain pressure in the manifold block in response to the pressure difference being less than a predetermined amount to reduce startup torque of the compressor without exhausting the manifold block.

Vehicle suspension control system and method for eliminating manifold exhaust noise on compressor start

An air management system for a vehicle. The air management system includes at least one air spring. A compressor is provided for filling the air spring. A central air line is fluidly connected to the air spring and the compressor. At least one spring air line extends between the central air line and the air spring. At least one suspension valve is disposed along the spring air line. At least one auxiliary air line extends between the spring air line and the central air line. At least one high flow exhaust valve is disposed along the auxiliary air line. At least one isolation check valve is disposed in series with the high flow exhaust along the spring air line. The isolation check valve allows air to pass through therethrough from the air spring to the central air line while preventing air from passing therethrough from the central air line to the air spring.

Vehicle suspension control system with high flow exhaust mechanization

A method for balancing brake force is disclosed. The method includes determining whether a deceleration value reaches a first deceleration threshold in response to a braking event and determining brake condition and vehicle motion. Based on brake condition and vehicle motion determination and the first deceleration threshold determination, the method determines whether the deceleration value reaches a second deceleration threshold, and applies threshold balancing when the second deceleration threshold is reached.

Extended braking compensation in hybrid braking systems

A shape memory alloy actuator includes a housing, a plunger, a shaft, a resilient member, and a shape memory alloy component. The plunger is slidably but non-rotatably received in the housing and has a first locking component. The shaft has a second locking component. The resilient member is positioned to slidably urge the plunger into a disengagement position of the first and second locking components allowing rotation of the shaft. The shape memory alloy component is positioned to slidably urge the plunger into an engagement position of the first and second locking components, when the shape memory alloy component is heated, preventing rotation of the shaft. In one application, the first and second locking components are interdigitable vehicle-parking-brake latch teeth.

Shape memory alloy actuator

The invention provides an electric brake system and method. The electric brake system includes an electric motor having a portion moveable along a path between a plurality of positions for moving a brake pad and applying a selectable amount of braking force on a brake rotor. One of the plurality of positions is a minimal contact position. The minimal contact position is operable to change among the plurality of positions over time. The electric brake system also includes an electric controller for controlling the electric motor to move the portion along the path between the minimal contact position and at least one other of the plurality of positions for moving the brake pad and for selecting the amount of braking force. The electric brake system also includes at least one sensor for sensing at least one of motor current, motor acceleration, controller voltage, motor speed, motor voltage, and motor temperature, and communicating a sensed condition to the controller. The controller is operable to change the minimal contact position in response to the condition sensed and communicated by the at least one sensor.

Pad contact detection method

A method of initializing a brake-by-wire system is provided. The method includes connecting multiple braking actuators to a controller to allow for communication between the braking actuators and the controller. The braking actuators are associated with one or more wheels of a vehicle. Subsequent to connecting the multiple braking actuators to a controller, the method includes dynamically assigning a primary identifier to the braking actuators using the controller.

Dynamic identification of brake-by-wire components

A parking brake system including at least one braking unit actuated by at least one cable, a cylinder having a piston chamber and a rod chamber, a piston slidably received within the cylinder and having a rod connected thereto, the rod extending through the rod chamber and operably connected to the cable, a pressurized fluid source connected to the piston chamber, and a valve for controlling the flow of the fluid to the piston chamber, wherein the piston and rod move through the cylinder when the fluid pressurizes the piston chamber, thereby actuating the braking unit.

Hydraulically actuated parking brake

The problem of maintaining fluid modulus during a fast mode release of fluid pressure in a force generating apparatus having a force generating actuator fluidically coupled to a force generating device is solved by limiting the rate at which the actuator can reduce fluid pressure in an apply chamber of the actuator to a rate low enough to preclude a change in modulus of the fluid during the fast mode release.

Fast mode release in a force generating apparatus

A brake by wire system is integrated with a brake transmission solenoid interlock (BTSI) unit to prevent a vehicle transmission from being shifted out of a park mode into a drive mode until a brake system operational state is determined. The BTSI is activated by a supplemental control unit, which generates a transmission release signal generated by a controller in response to simultaneous presence of a brake intent signal from one or more brake pedal sensors and a determination of an operational state of the brake system. The supplemental control unit includes a switch responsive to the transmission release signal to close the BTSI activating circuit and permit release of the transmission. In a split brake system with two brake controllers, the supplemental control unit may include a switch controlled by a logic (OR, AND) circuit or a pair of switches in an equivalent logical circuit configuration.

Brake by wire system with BTSI based vehicle operation control

A force generating apparatus for providing a force to a moving element based upon receipt of an electrical force signal includes a force applying element coupled to the moving element for applying the force to the moving element and an actuator coupled to the force applying element for actuation thereof in response to receiving the electrical force signal. The force generating apparatus further includes a controller for determining when the force apply element is in an apply mode, determining the elapsed time until reversion to a normal mode, determining when the elapsed time is greater than a predefined minimum, modifying the value of the electrical force signal sent to the actuator, and modifying a stored control parameter.

Control command modification to minimize saturation effects for controlled force application

A force generating apparatus provides a force to a moving element upon receipt of an electrical force signal. The force generating apparatus includes a force applying element coupled to the moving element for applying the force to the moving element and an actuator coupled to the force applying element for actuation thereof in response to receiving the electrical force signal. The force generating apparatus further includes a controller for receiving a desired force actuation signal, determining a parameter of the desired force actuation signal, selecting a set of gains based on the parameter, applying the set of gains to a linear control function, determining the electrical force signal as a function of the linear control function, and sending the electrical force signal to the actuator.

Growing community of inventors

Dayton, OH, United States of America

Bryan Peter Riddiford