Gm Global Technolgoy Operations, Inc.

Edward T Heil

Joshua R Auden

Jason D Fahland

Eric Edward Krueger

Hualin Tan

Patrick J Monsere

David Dominguez

Brandon C Pennala

Robert L Nisonger

Kevin Irwin

Bakhtiar Brian Litkouhi

Nikolai K Moshchuk

Constandi J Shami

Jason S Rhee

Shih-Ken Chen

SeyedAlireza Kasaiezadeh Mahabadi

Steven J Weber

Sayyed Rouhollah Jafari Tafti

Seyedalireza Kasaiezadeh Mahabadi

Todd J Brinkman

Alan J Houtman

Douglas J Spry

Steven G Reini

Samuel Steele

Steven A Opiteck

Braden J Swantick

Chris Morgan

Jeffrey A Mosher

Joshua Lo

Mohsen Mehdizade

Nicholas Reilly Ridenour

Kevin G Weishuhn

Sean E Zuzga

Bryan Larson

A brake actuator control system for a vehicle includes: a maximum load module configured to determine maximum clamping loads of brake actuators, respectively, of the vehicle, the brake actuators configured to, independently of each other, slow rotation of wheels, respectively, of the vehicle; a limit module configured to set a load limit to a minimum one of the maximum clamping loads of the brake actuators; a target load module configured to limit a target load for the brake actuators to less than or equal to the load limit; and a power control module configured to apply power to electric motors of the brake actuators, respectively, based on the target load.

Brake actuator control systems and methods

A brake actuator control system for a vehicle includes: a request module configured to determine a braking request for brake actuators of the vehicle; a front bias module configured to, based on one or more operating parameters, determine a front bias for front ones of the brake actuators associated with front ones of wheels, respectively; a rear bias module configured to, based on the front bias, determine a rear bias for rear ones of the brake actuators associated with rear ones of wheels, respectively; a control module configured to: based on the braking request and the front bias, determine a front braking request; actuate the front ones of the brake actuators based on the front braking request; based on the braking request and the rear bias, determine a rear braking request; and actuate the rear ones of the brake actuators based on the rear braking request.

An anti-lock braking system for a triple axle trailer having three axles and six wheels is disclosed. The system includes a first wheel speed sensor coupled to the first wheel of the trailer, a second wheel speed sensor coupled to the third wheel of the trailer, a spring mount pivotably coupled to the body of the trailer, a first suspension member coupled to the first wheel and to the spring mount and a second suspension member coupled to the second wheel and to the spring mount. The system includes a hydraulic braking actuator having a first channel coupled to the first wheel and the second wheel and a second channel coupled to the third wheel. The spring mount pivots in response to an applied brake torque to increase a normal force applied to the second wheel as compared to a normal force applied to the first wheel.

Systems for anti-lock braking for a tow vehicle

Braking systems and methods for an autonomous vehicle are provided. Braking devices are associated with respective wheels of the autonomous vehicle. A hydraulic circuit is connected between a primary braking module (PBM) and the braking devices and connected between a secondary braking module (SBM) and the braking devices. One of a PBM electronic control unit and a SBM electronic control unit is configured to: in response to detecting a communications failure of the other braking module, apply a predetermined hydraulic pressure operation in the hydraulic circuit. The other of the PBM electronic control unit and the SBM electronic control unit is configured to identify, based on output from the at least one sensor, the predetermined hydraulic pressure operation being applied by the one of the PBM electronic control unit and the SBM electronic control unit, and select and execute a braking profile based thereon.

Systems and methods for braking in an autonomous vehicle

A method is provided for autonomously operating a vehicle. The method includes receiving, at a processor, at least vehicle state data and vehicle object environment data; generating, with the processor, an optimal path for the vehicle with a cost function based on the vehicle state data and the vehicle object environment data; identifying, with the processor, at least one critical condition constraint based on at least one of the vehicle or vehicle environment; modifying, with the processor, at least a first portion of the optimal path based on the at least one critical condition constraint to result in a short-range trajectory portion; generating a resulting trajectory with the short-range trajectory portion; and implementing the resulting trajectory on the vehicle.

Autonomous vehicle driving systems and methods for critical conditions

System and method for controlling operation of a vehicle having a fluid reservoir. The system includes one or more fluid level indicators configured to respectively obtain a measured fluid level in the fluid reservoir. A plurality of sensors is operatively connected to the vehicle and configured to respectively obtain one or more parameters. A controller is configured to determine if a fluid level transition between the measured fluid level and a past fluid level is indicated, when there is exactly one fluid level indicator. The controller is configured to identify a reporting state from among a first state, a second state and a third state, based in part on a correlation to a dynamic event and an expected direction for the fluid level transition. A control action is executed by the controller based in part on the reporting state.

System and method for controlling operation of a vehicle based on measured fluid levels in a fluid reservoir

A method and system for controlling a vehicle to improve vehicle dynamics are provided. The method includes receiving data from a plurality of sensors which monitor vehicle dynamics by monitoring at least wheel and steering movements associated with a vehicle system used in controlling vehicle dynamics by control outputs from a holistic vehicle control system. Then, estimating states of the vehicle from computations of longitudinal and latitudinal velocities, tire slip ratios, clutch torque, axle torque, brake torque, and slip angles derived from the data sensed by the sensors from the wheel and steering movements. Finally, formulating a model of vehicle dynamics by using estimations of vehicle states with a target function to provide analytical data to enable the model of vehicle dynamics to be optimized and for using the data associated with the model which has been optimized to change control outputs to improve in real-time the vehicle dynamics.

Systems and methods for holistic vehicle control with collaborative steering, electronic limited slip differential (ELSD), powertrain and braking

Systems and methods are provided for controlling a vehicle using a specific torque of a brake system. In one embodiment, a method of using a specific torque of a brake system for a vehicle includes: determining a brake pressure of the brake system during a braking operation; determining a deceleration of the vehicle during the braking operation; determining a vehicle mass and a wheel radius; estimating a specific torque of the brake system based on the brake pressure and the deceleration; and operating the vehicle based on the specific torque.

Methods of learning long term brake corner specific torque variation

A multi-wheeled vehicle employing an active aerodynamic control system is described. A method for controlling the vehicle and the active aerodynamic control system includes determining states of parameters related to ride and handling of the vehicle, and determining a current tractive effort based upon the states of parameters related to ride and handling of the vehicle. A desired tractive effort is determined based upon an operator desired acceleration, and an available tractive effort is determined based upon an available downforce transferable to the wheels from the active aerodynamic control system and downforces of the wheels. The active aerodynamic control system controls the downforce on one of the wheels to control the current tractive effort responsive to the desired tractive effort.

Method and apparatus for controlling vehicle tractive effort

A method of controlling an active aerodynamic element for a vehicle includes determining a target position for the active aerodynamic element from a target aerodynamic force, which may be a given value that is provided based on dynamic conditions of the vehicle. The method actuates the active aerodynamic element to the target position and senses an aerodynamic response characteristic of the active aerodynamic element while actuated to the target position. An estimated applied aerodynamic force is determined from the aerodynamic response characteristic, and is compared to the target aerodynamic force. A force error is determined from the comparison of the estimated applied aerodynamic force and the target aerodynamic force, and a modified position for the active aerodynamic element is determined from the force error and the target aerodynamic force. The active aerodynamic element is actuated to the modified position.

Sensor based closed loop control of active aerodynamic elements

Systems and method are provided for controlling a vehicle. In one embodiment, a method includes: receiving, by a processor, at least one of state health and performance information associated with at least one vehicle actuator; processing, by the processor, the state of health and performance information to determine an acceleration value; and controlling the vehicle based on the acceleration value.

Methods and systems for autonomous vehicle performance capability

Systems and methods are provided testing a vehicle braking system. The method includes determining a nominal brake system parameter of the brake system during a braking operation. A first testing brake operation is performed and a first brake system parameter is determined based on the first testing brake operation. A tested brake system parameter is determined based on the first testing system parameter and the tested brake system parameter is compared to the nominal brake system parameter. A brake system compliance suspicion value of the vehicle braking system is then set based on the comparison.

Methods and systems of testing vehicle braking systems

A method can be executed to diagnose an aerodynamic system of a vehicle and includes the following steps: (a) determining, via a controller, an expected downforce acting on an aerodynamic element of a vehicle based, at least in part, on a position of the aerodynamic element relative to a vehicle body of the vehicle; (b) determining, via the controller, a measured downforce based, at least in part, on a signal received from at least one force sensor; (c) determining a deviation, via the controller, based, at least in part, on the expected downforce and the measured aerodynamic force; and (d) controlling, via the controller, the aerodynamic element based, at least in part, on the deviation.

Aerodynamic system and method for diagnosing the aerodynamic system and verifying downforce estimation using a force sensor

An aerodynamic control system of a vehicle includes a utilization module that, based on a longitudinal force on a tire in a longitudinal direction and a latitudinal force on the tire in a latitudinal direction, determines a utilization force on the tire of the vehicle and a direction of the utilization force. A maximum module, based on the direction of the utilization force, determines a maximum force of the tire for maintaining traction between the tire and a road surface contacting the tire. A difference module determines a difference between the utilization force on the tire of the vehicle and the maximum force on the tire. An aerodynamic actuator control module selectively adjusts a position of an aerodynamic actuator of the vehicle based on the difference.

Aerodynamic actuator control systems and methods

A vehicle includes a motor for propelling the vehicle and at least one active aerodynamic element configured to generate a variable amount of aerodynamic downforce on the vehicle when the vehicle is in motion. The vehicle also includes at least one driver input sensor configured to detect a driver input and generate a feedforward signal indicative of a desired behavior of the vehicle. The vehicle additionally includes a controller in communication with the at least one driver input sensor and the at least one active aerodynamic element and configured to regulate the at least one active aerodynamic element at least partially in response to the feedforward signal. A method for controlling such an active aerodynamic element and a system for controlling an aerodynamic downforce on a vehicle are also disclosed.

Growing community of inventors

Howell, MI, United States of America

Edward T Heil