Gm Global Technolgoy Operations, Inc.

Other

Delco Electronics Corporation

David M Sidlosky

Youssef A Ghoneim

William C Lin

Yuen-Kwok Chin

Hsien Heng Chen

Nikolai K Moshchuk

Shih-Ken Chen

Jin-Jae Chen

William Chin-Woei Lin

Bakhtiar Brian Litkouhi

Stephen R Pastor

Christopher A Kinser

Michael Paul Turski

Shuqing Zeng

Kerfegar Khurshed Katrak

Mutasim Abdurrahman Salman

Kevin Austin O'Dea

Hualin Tan

Qingrong Zhao

Weiwen Deng

Balarama Vempaty Murty

Aleksander Boguslaw Hac

Mark N Howell

John F Hoying

David John Barta

Scott R Kloess

Edward John Bedner

Qi Zhang

Michael Douglas Rizzo

Eric L Raphael

Sami Ahmed

John T Zuzelski

Ronald Paul

David S Rule

Philip Mark Headley

Matthew M Karaba

Gregory L Nagel

Prakash K Kulkarni

Howard Hans Ludwig

Jing Zhang

Scott D Morrison

Robert W Leschuk

Dixon Cleveland

Cheng-Foo Chen

Kenneth L Rosol

Edmund Stanley Browalski

Vivek Jaikamal

Yat-chung Tang

Youssef Ghoneim

Theresa M Kondel

Valarie V Boatman

Joachim Busshardt

Anthony Lee

Yingmei Si

David W Doerr

Rowland Curl Augustus

Sean Padraig O'Connell

Methods and systems for determining road surface information in a vehicle. In one embodiment, the method includes: determining at least one condition assessment value based on steering data; determining a feature set to include at least one of self-aligning torque (SAT), slip angle, SAT variance, steering rate, and lateral acceleration based on the condition assessment value; processing steering data obtained during a steering maneuver and associated with the feature set using a pattern classification technique; and determining a surface type based on the processing.

Methods and systems for estimating road surface friction coefficient using self aligning torque

A reduced-order fail-safe inertial measurement unit system. A first inertial measurement unit device includes a plurality of accelerometers measuring linear accelerations and gyroscopes measuring angular velocities. A second inertial measurement unit device includes a reduced number of accelerometers and gyroscopes relative to the first inertial measurement unit device measuring at least two linear accelerations and at least one angular velocity. A processor receives acceleration data from the first and second inertial measurement units. The processor detects faulty data measurements from the first inertial measurement unit. The processor supplements the faulty data measurements of the first inertial measurement unit with transformed data generated as a function of the measurement data from the second inertial measurement unit. The processor applies predetermined transformation solutions to transform the measurement data from the second inertial measurement unit into the transformed data. The processing unit provides the transformed data to the safety applications of the vehicle.

Reduced-order fail-safe IMU system for active safety application

A method for providing redundant vehicle speed estimation. The method includes providing sensor output signals from a plurality of primary sensors and providing inertial measurement signals from an inertial measurement unit. The method also includes estimating the vehicle speed in a primary module using the primary sensor signals, and buffering the estimated vehicle speed values from the primary module for a predetermined period of time. The method further includes determining that one or more of the primary sensors or the primary module has failed, and if so, estimating the vehicle speed in a secondary module using the buffered vehicle speed values and the inertial measurement signals. The method can use GPS signal data and/or range data from static objects to improve the estimated vehicle speed in the secondary module if they are available.

Fail operational vehicle speed estimation through data fusion of 6-DOF IMU, GPS, and radar

A system for use at a vehicle to estimate vehicle pitch angle and road grade angle, in real time and generally simultaneously. The system includes a sensor configured to measure vehicle pitch rate, a processor, and a computer-readable medium. The medium includes computer-executable instructions that, when executed by the processor, cause the processor to perform operations comprising estimating, using an observer and the vehicle pitch rate measured by the sensor, an estimated vehicle pitch rate. The operations further comprise estimating, using an observer and the measured vehicle pitch rate, the vehicle pitch angle, and estimating, based on the estimated vehicle pitch rate and the vehicle pitch angle estimated, the road grade angle.

Integrated grade and pitch estimation using a three-axis inertial-measuring device

A system, for use at a vehicle to estimate vehicle roll angle and road bank angle, in real time and generally simultaneously. The system includes a sensor configured to measure vehicle roll rate, a processor; and a computer-readable medium. The medium includes instructions that, when executed by the processor, cause the processor to perform operations comprising estimating, using an observer and the vehicle roll rate measured by the sensor, a vehicle roll rate. The operations also include estimating, using an observer and a measured vehicle roll rate, the vehicle roll angle, and estimating, based on the vehicle roll rate estimated and the vehicle roll angle estimated, the road bank angle.

Integrated bank and roll estimation using a three-axis inertial-measuring device

A steering system for an autonomously driven vehicle and methods of steering the vehicle are disclosed. A main controller signals a secondary steering assembly to operate in a first phase when a power steering controller is in a first mode and a second phase to steer the vehicle when the power steering controller is in a second mode. The main controller signals a friction device to actuate to a disengaged position when the power steering controller is in the first mode and the secondary steering assembly is in the first phase, and to signal the friction device to actuate to an engaged position to secure a steering wheel in an initial position when the power steering controller is in the second mode and the secondary steering assembly is in the second phase to allow the secondary steering assembly to steer the vehicle.

Steering system for an autonomously driven vehicle and methods of steering the same

The method and system described herein may be used to determine a reference yaw rate (&#x3b3;) for a vehicle chassis control system, and may do so across a wide spectrum of vehicle operating conditions. These conditions may include, for example, when the vehicle is being driven: at low and high vehicle speeds, in forward and reverse directions, with front-, rear- and all-wheel steering systems, according to subtle and aggressive driving maneuvers, and on roads with flat or banked surfaces, to cite a few of the potential scenarios. According to an exemplary embodiment, the method and system take into account certain tire dynamics, such as the relaxation length (&#x3bb;) of the tires, when estimating the reference yaw rate (&#x3b3;). Once an accurate reference yaw rate (&#x3b3;) is determined, the vehicle chassis control system may use this estimate to control one or more actuators that can influence the yaw rate of the vehicle. Some non-limiting examples of systems that may include such actuators are chassis systems, brake systems, steering systems, suspension systems, safety systems, stability control systems, traction control systems, torque control systems, or any other system that can affect the vehicle yaw rate. It is also possible for the method and system described herein to determine a reference lateral velocity (V) for the vehicle as well.

Method and system for determining a reference yaw rate for a vehicle

A method for calculating a yaw gain for use in controlling a vehicle includes the steps of obtaining a steer angle of the vehicle, obtaining a vehicle speed, determining an adjustment factor for a baseline steering geometry equation, obtaining vehicle understeer gradient as a function of lateral acceleration, and calculating the yaw gain. The adjustment factor is determined based at least in part on the turn radius. The yaw gain is calculated based at least in part on the vehicle speed, the steer angle, the vehicle understeer gradient, and the adjustment factor.

Methods and systems for calculating yaw gain for use in controlling a vehicle

An automated and algorithmic method utilizing motor vehicle steering geometry knowledge, applicable to small and large turn angles, along with knowledge of motor vehicle understeer gradient, for determining motor vehicle yaw gain by which a motor vehicle yaw gain table is populated for use by an electronic stability control system of the motor vehicle. The method may utilize either a recursive methodology of population or an open loop methodology of population.

Method for populating motor vehicle yaw gain tables for use in an electronic stability control system

A method for operating a vehicle electronic stability control ('ESC') system utilizing values for a variable obtained from a primary source and a redundant source includes the steps of receiving a first value for the variable from the primary source, receiving a second value for the variable from the redundant source, generating a normalized value as a function of the first value and the second value, determining whether the primary source is operating correctly, utilizing the first value for operation of the vehicle ESC system if the primary source is operating correctly, and utilizing the second value for operation of the vehicle ESC system if the primary source is not operating correctly and the second value is not greater in absolute value than the normalized value.

Operation of electronic stability control systems using data from a plurality of sources

An on-board information system is provided, including a help facility, which is operable to provide information to a requester. The information comprises audio or audio-visual descriptions for operating various systems and control devices, using on-board or off-board devices. An information system is provided, comprising a requestor-initiated information inquiry device, an information storage system, and, an information communications center. The information storage system communicates information to the communications center based upon a request for information initiated by the requester to the information inquiry device. The request for information can be canceled during delivery. The system is applicable to vehicles and other systems wherein operators may have limited knowledge of functioning of all aspects of the system.

Method and apparatus to provide vehicle information to a requestor

A vehicle includes a plurality of sub-systems and corresponding controllers for effecting normal control thereover. The vehicle further includes a vehicle dynamics controller for providing high-priority sub-system commands for sub-system control to effect vehicle dynamics enhancements. The vehicle dynamics controller includes a plurality of independently decomposable and recomposable software components or layers and accessible inter-layer bus structure.

Vehicle dynamics control architecture

A system and method that warn a vehicle driver by shaking or dithering the steering wheel that one or more active control systems on the vehicle is providing active control. The system includes an AFS actuator for providing a steering assist signal for stability control purposes, and a VES actuator for providing resistance against turning of the steering wheel. The system also includes a controller for causing the AFS actuator to shake the steering wheel if the active control is active and for causing the VES controller to apply and release tension to the steering wheel if the steering wheel is turned and the active control is active. The controller may increase the shaking of the steering wheel as the amount of the active control increases.

Steering haptic feedback system for vehicle active safety

There is disclosed a method for integrating a vehicle stability enhancement system and rear wheel steering. The method includes inputting a vehicle speed and measured vehicle yaw rates. Determining a front and rear wheel steer angle. Calculating a desired yaw rate. Comparing the measured yaw rate with the desired yaw rate to determine a yaw error term. Applying a braking force to a wheel of a vehicle imparting a yaw moment based upon the magnitude of the error term calculated. The rear wheel steer angle is taken into account in calculating a desired yaw rate.

Integration of rear wheel steering with vehicle stability enhancement system

A method is disclosed for improving the estimate of vehicle yaw rate in the computer of the brake or traction control system of a vehicle, like a truck or sport utility vehicle, having a relatively high center of gravity and tending to roll during yaw. Yaw is typically estimated by sensing the speed of the non-driven wheels, determining the difference between the wheel velocities and dividing the difference by the track of the wheels. A table of correction factors correlated with vehicle speed is prepared and used to compensate for the effect of roll on yaw rate.

Vehicle stability enhancement system in high center of gravity vehicle

Growing community of inventors

Beverly Hills, MI, United States of America

David M Sidlosky