Gm Global Technolgoy Operations, Inc.

The University of Waterloo

Hualin Tan

SeyedAlireza Kasaiezadeh Mahabadi

Bakhtiar Brian Litkouhi

Seyedeh Asal Nahidi

James Heath Holbrook

Naser Mehrabi

Jin-Jae Chen

Kevin Austin O'Dea

Edward T Heil

Saurabh Kapoor

Yubiao Zhang

Joshua R Auden

Jason D Fahland

Kausalya Singuru

Ehsan Asadi

Seyedalireza Kasaiezadeh Mahabadi

John Randall Yost

Xueying Kang

Nikolai K Moshchuk

Jihan Ryu

Flavio Nardi

Christopher A Kinser

Ruixing Long

Ehsan Hashemi

Bharath Pattipati

Michael W Neal

Kevin Irwin

Jason S Rhee

Ali Reza Armiyoon

Shuqing Zeng

Kerfegar Khurshed Katrak

Paul G Otanez

Bo Yu

Yiran Hu

Curtis L Hay

Amir Khajepour

Xiaofeng Frank Song

Xuefeng Tim Tao

David M Sidlosky

Stephen R Pastor

Michael Paul Turski

David Dominguez

Xiaoyu Huang

Edmund F Gaffney, Iii

Reza Hajiloo

Hassan Askari

Thomas M Sherman

Ronald Paul

Daniel Sigfus Maitlen

Shamim Mashrouteh

Braden J Swantick

Richard L Tiberg

Jeffrey A Mosher

Daniel Lee Baibak

David Andres Pérez Chaparro

David William Minner

Shih-Ying Sheu

Theresa M Kondel

Edmund S Browalski

Lapo Frascati

Mustafa Hakan Turhan

David Perez-Chaparro

Ping Mi

A vehicle wheel force control system includes multiple vehicle wheel height sensors, a vehicle IMU configured to measure lateral and longitudinal acceleration, and a vehicle control module is configured to obtain vehicle wheel height parameters from the multiple vehicle wheel height sensors, obtain a vehicle lateral and longitudinal acceleration parameters from the vehicle IMU, estimate a pitch arm rotation value of the vehicle, determine a pitch center of the vehicle based on the pitch arm rotation value, the vehicle wheel height parameters and the vehicle lateral acceleration parameter and the vehicle longitudinal acceleration parameter, calculate a center of gravity of the vehicle according to the determined pitch center, determine an estimated normal force on at least one wheel of the vehicle based, at least in part, on the calculated center of gravity of the vehicle, and control operation of at least one vehicle component according to the estimated normal force.

Vehicle wheel force control systems

A method for estimating lateral force includes receiving vehicle data. The vehicle includes a plurality of tires. The method further includes using a bicycle model to determine first lateral forces at each of the plurality of tires of the vehicle, using a double-track model to determine second lateral forces at each of the plurality of tires of the vehicle, fusing the first lateral forces determined using the bicycle model and the second lateral forces using the double-track model to determine third lateral forces at each of the plurality of tires of the vehicle, and controlling an actuator of the vehicle using the third lateral forces at each of the plurality of tires of the vehicle.

Integrated tire longitudinal and lateral force estimation methodology

A driver command interpreter system for a vehicle includes one or more controllers that execute instructions to receive a plurality of dynamic variables, vehicle configuration information, and driving environment conditions, and determine a target vehicle state during transient driving conditions based on the plurality of dynamic variables from the one or more sensors, the vehicle configuration information, and the driving environment conditions. The one or more controllers build a transient vehicle dynamic model based on the target vehicle state during transient driving conditions, the plurality of dynamic variables, the vehicle configuration information, and the driving environment conditions, and solve for desired zeros corresponding to the target vehicle state during transient conditions.

Driver command interpreter system determining achievable target vehicle state during steady-state and transient driving conditions

A system for adaptive tire force prediction in a motor vehicle includes a control module that executes program code portions that receive real-time static and dynamic data from motor vehicle sensors, that model forces at each tire of the motor vehicle at one or more incremental time steps, that estimate actual forces at each tire of the motor vehicle at each of the one or more incremental time steps, that adaptively predict tire forces at each tire of the motor vehicle at each of the one or more incremental time steps, that generate one or more control commands for actuators of the motor vehicle, that capture discrepancies between real-time force estimations and nominal force calculations at each tire of the motor vehicle, and that apply compensation parameters to reduce tracking errors in the one or more control commands to the one or more actuators of the motor vehicle.

Architecture and methodology of adaptive tire force prediction for integrated vehicle motion control

Systems and methods for determining whether a vehicle is in an understeer or oversteer situation. The system includes a controller circuit coupled to an IMU and an EPS, and programmed to: calculate, for a steered first axle, an axle-based pneumatic trail for using IMU measurements and EPS signals and estimate a saturation level as a function of a distance between the axle-based pneumatic trail and zero. The system estimates, for an unsteered second axle, an axle lateral force curve with respect to a slip angle of the second axle, and a saturation level as a function of when the axle lateral force curve with respect to the slip angle transitions from positive values to negative values. The saturation level of the first axle and the second axle are integrated. The system determines that the vehicle is in an understeer or oversteer situation as a function of the integrated saturation levels.

Systems and methods for determining whether a vehicle is in an understeer or oversteer situation

The concepts described herein relate to a calculation of desired future longitudinal horizons related to torque or acceleration, and desired future lateral horizons related to yaw rate and lateral velocity, and their use in response to driver-selectable modes. In the longitudinal direction, driver inputs of pedal and brake position as well as drivability metrics are used to calculate the desired future torque trajectory. In the lateral direction, the front and rear steering angles may be used with a bicycle model to derive the trajectories. The trajectories are used in a vehicle motion controller that uses weighting to tradeoff competing requests and deliver performance that is consistent with a selected driver mode, such as a tour mode, a sport mode, an off-road mode, a trailering mode, etc.

Method and system for controlling vehicle operation

An aerodynamic deflector on the vehicle is repositionable. An actuator is coupled with the aerodynamic deflector. A controller configured to: detect a performance mode of operation of the vehicle; determine a requested lateral acceleration; calculate a control adjustment of the aerodynamic deflector to generate a downforce to achieve the requested lateral acceleration and maximize lateral grip of the vehicle; and operate the actuator to effect the control adjustment of the aerodynamic deflector to generate the downforce on the vehicle.

System and method for optimal vehicle downforce allocation

A vehicle and a system and method of controlling the vehicle. The system includes a sensor and a processor. The sensor obtains a first estimate of a force on a tire of the vehicle based on dynamics of the vehicle. The processor is configured to obtain a second estimate of the force on the tire using a tire model, determine an estimate of a coefficient of friction between the tire and the road from the first estimate of the force and the second estimate of the force, and control the vehicle using the estimate of the coefficient of friction.

GPS enhanced friction estimation

Systems and methods for vehicle motion control are provided. The method includes: calculating a correction factor using one of three different sets of operations when the vehicle is performing a limit handling maneuver, wherein the correction factor is calculated using a first set of operations when the vehicle is operating in an understeer state, calculated using a second set of operations when the vehicle is operating in an oversteer state, and calculated using a third set of operations when the vehicle is operating in a neutral steer state; adjusting a desired lateral acceleration and a desired yaw rate by applying the correction factor to account for a reduced level of friction experienced by the vehicle when traveling on a non-ideal friction surface; calculating optimal control actions based on the adjusted desired lateral acceleration and adjusted desired yaw rate; and applying the optimal control actions with vehicle actuators during vehicle operations.

System and method to estimate maximum lateral acceleration and yaw rate in limit handling maneuvers in low-friction surfaces

Systems and methods for controlling a vehicle are provided. The systems and methods include a sensor system and a processor configured to execute program instructions, to cause the at least one processor to: receive yaw rate values, lateral acceleration values and longitudinal velocity values for the vehicle from the sensor system, determine side slip angle parameter values based on the yaw rate values, lateral acceleration values and longitudinal velocity values, determine phase portrait angles based on the side slip angle parameter values and the yaw rate values, wherein the phase portrait angles each represent an angle between yaw rate and side slip angle for the vehicle in a phase portrait of yaw rate and side slip angle, detect or predict vehicle instability based at least on the phase portrait angles, and when vehicle instability is detected or predicted, control motion of the vehicle to at least partly correct the vehicle instability.

Systems and methods for predicting and detecting vehicle instability

A tire radius monitoring system for dynamically determining a tire effective radius for each of the wheels on a vehicle is described. The system includes a GPS sensor, a plurality of wheel speed sensors, and a controller. The controller determines, via the GPS sensor, a velocity vector related to longitudinal velocity of the vehicle. The controller determines wheel speeds for the plurality of vehicle wheels, and detects a no-wheel-slip state for the vehicle wheels and the velocity vector from the GPS sensor. The controller determines tire effective radii for the plurality of vehicle wheels based upon the velocity vector for the vehicle and the wheel speeds for the plurality of vehicle wheels during the no-wheel-slip state, and controls vehicle operation based upon the tire effective radii.

Method and system for determining tire effective radius

A system includes a clutch state module and a clutch torque module. The clutch state module is configured to determine whether a clutch of an electronic limited slip differential is locked or unlocked. The electronic limited slip differential couples an engine of a vehicle to left and right wheels of the vehicle. The clutch torque module is configured to estimate an actual torque transferred by the clutch using a first clutch torque model when the electronic limited slip differential is unlocked, and estimate the actual clutch torque using a second clutch torque model when the electronic limited slip differential is locked. The second clutch torque model is different than the first clutch torque model.

System and method for estimating a clutch torque of an electronic limited slip differential and tire longitudinal forces

A method for dynamically determining a mass of a vehicle including a propulsion system coupled to a drive wheel is described, and includes monitoring vehicle operating conditions, executing an event-based estimation method based upon the vehicle operating conditions to determine a first vehicle mass state, and executing a recursive estimation method based upon the vehicle operating conditions to determine a second vehicle mass state. A final vehicle mass is determined based upon the first and second vehicle mass states.

Method and apparatus for dynamically estimating vehicle mass

A vehicle, and a method and system for operating the vehicle. The system includes a processor. The processor receives a driver input at the vehicle, determines a current lateral force on a tire of the vehicle for the driver input, determines a desired yaw rate and lateral velocity for the vehicle based on the current lateral force on the tire that operates the vehicle at a maximum yaw moment, and operates the vehicle at the desired yaw rate and lateral velocity.

Architecture and methodology of limit handling intended driver command interpreter to achieve maximum lateral grip

A method of controlling stability of a vehicle and a stability control system for the vehicle. A driver command is determined based on driver input data. At least one output command is sent to one or more vehicle systems to control stability of the vehicle based on the driver command. A controller sends the output command based on a control hierarchy that provides an order in which the controller controls body motion of the vehicle, wheel slip of the vehicle, and standard stability of the vehicle to control stability of the vehicle. The order dictates that the controller controls the body motion of the vehicle and the wheel slip of the vehicle before the controller controls the standard stability of the vehicle. A state of one or more of the vehicle systems is controlled based on the sent output command as dictated via the control hierarchy.

Architecture and methodology for integrated wheel and body dynamic controls with standard stability features

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Novi, MI, United States of America

Hualin Tan