Gm Global Technolgoy Operations, Inc.

Deere + Company

Carroll C Kellum

Martin Kremmer

Hariharan Krishnan

Vikas Kukshya

Jayendra S Parikh

Max H Chiz

Donald K Grimm

Upali Priyantha Mudalige

Varsha K Sadekar

Sarmad Y Hermiz

William E Hamilton

Hadeel Taha

A traction subsystem on a track vehicle has a first roller and a second roller. The first roller rotates either with an axle, or about an axle, and rotatably supports a track in opposition to a surface over which the track is traveling. A sensor is disposed relative to the first roller so that, as the first roller rotates, the sensor moves through a load bearing position in which the sensor is positioned between the axle and the track, bearing at least a portion of a load imposed by the track vehicle. The sensor illustratively senses pressure on the track, when in the load bearing position.

Determination of applied loads on vehicle tracks by sensors on weight-bearing rollers

A track for a track vehicle has sensor-receiving cavities disposed therein. Removeable sensors are placed in the sensor-receiving cavities for sensing characteristics of the track during operation.

Sensing track characteristics on a track vehicle using replaceable track sensors

A control system and method is provided for a vehicle. The control system includes a speed sensor, a wheel angle sensor, and a vehicle position sensor. An electronic control unit (ECU) determines a yaw-rate error as a function of at least the vehicle position signal, determines a first speed limit as a function of the yaw-rate error, determines a second speed limit as a function of a vehicle lateral acceleration, and determines a third speed limit as a function of the wheel angle signal. The ECU selects the lowest of the first, second and third speed limits, generates a front wheel drive command and a diff lock command as a function of the wheel angle signal. The ECU also limits the vehicle speed to not greater than the selected lowest wheel speed limit.

Vehicle steering-based speed control system and method

A guidance method and system automatically steers a guided vehicle which moves along a planned path between adjacent crop rows. The vehicle has a frame and steerable wheels. The method includes generating a left crop position signal with a left crop sensor on a left side of the vehicle, generating a right crop position signal with a right crop sensor on a right side of the vehicle, and generating a vehicle position signal with a vehicle position sensor unit. The method also includes generating a difference position signal by subtracting one of the left and right crop position signals from the other of the left and right crop position signals, and converting the difference position signal into a time-varying lateral offset signal. The method also includes offsetting the planned path by the time-varying lateral offset signal, and guiding the vehicle as a function of the offset planned path.

Vehicle guidance system and method

A method of controlling an engine and a transmission coupled to the engine. The method including the steps of receiving and proceeding. The receiving step receives a signal value from a sensor. The signal value is representative of a desired ground engaging device speed of a vehicle. The proceeding step proceeds along a shift path defined by a one-to-one correspondence between the signal value and the ground engaging device speed. The proceeding step includes the steps of controlling a speed of the engine and selecting of a gear of the transmission along the shift path dependent upon the signal value.

Vehicle speed control system

A method for determining relative spatial information between a first vehicle and a second vehicle, the method including monitoring a communication channel at the first vehicle and receiving a current communication signal sent by the second vehicle on the communication channel. The current communication signal is received at a received power level. A relative position between the first vehicle and the second vehicle is calculated. Input to the calculating includes an actual or estimated transmitted power level, and the received power level.

Determining relative spatial information between vehicles

A method, system, and computer program product for vehicle presence indication. The method includes receiving a request including an announcement type at a first vehicle. The receiving is from a second vehicle via a mobile ad-hoc network that includes the first vehicle and the second vehicle. The announcement type is initiated at the first vehicle in response to receiving the request.

Vehicle presence indication

A collision detection and path prediction system () adapted for use with a traveling host vehicle () having an operator, includes a locator device () configured to determine the current position coordinates, and pluralities of trail and immediate dynamic path coordinates of the vehicle () and a communicatively coupled traveling remote vehicle (). The system further includes a preferred controller () configured to predict a collision between the two vehicles () from the coordinates, and determine a plurality of projected path coordinates for the host vehicle () relative to the remote vehicle () trail coordinates.

System for and method of detecting a collision and predicting a vehicle path

A method for vehicle-to-vehicle communication. The method includes receiving data about a first vehicle and a second vehicle within a proximity of an intermediate node, where the receiving is at the intermediate node. The first vehicle is notified about the presence of the second vehicle and/or the second vehicle is notified about the presence of the first vehicle in response to the receiving.

Vehicle-to-vehicle communication

A method of assisting a driver to negotiate a roadway by identifying a curve from a map database (); calculating an estimated negotiable speed for the curve (); advising the driver of the upcoming curve (); warning the driver if he attempts to negotiate the curve at a speed that is greater than the estimated negotiable speed (); and controlling the vehicle () in order to attempt to safely negotiate the curve (). When the curve is identified in advance rather in real-time, identification of the curve, and possibly one or more characteristics of the curve as well as the estimated negotiable speed, may be stored for subsequent access and use (). Furthermore, the advisory, warning, and control behaviors may be varied based on pre-established or determined conditions (). Additionally, the actual vehicle state as it pertains to entering and exiting the curve may be determined ().

Method of assisting driver to negotiate a roadway

A method for reducing repetitive false alarm indications in a vehicle impact detection system for a host vehicle includes generating false alarm positional information corresponding to a detected object determined to be a false alarm. The false alarm is determined subsequent to an issued warning to a driver, and the false alarm positional information is stored in a database. The false alarm positional information in the database is further evaluated to determine, based on predefined removal criteria, whether any of the false alarm positional information in the database is to be removed therefrom. The false alarm positional information remaining in the database is used to inhibit the issuance of a warning to a driver of the host vehicle.

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Rochester Hills, MI, United States of America

Carroll C Kellum