Gm Global Technolgoy Operations, Inc.

Other

The University of Waterloo

James Heath Holbrook

Hualin Tan

Bakhtiar Brian Litkouhi

SeyedAlireza Kasaiezadeh Mahabadi

Seyedeh Asal Nahidi

Naser Mehrabi

Saurabh Kapoor

Patrick J O'Leary

Barbara A Shuler

Pamela I Labuhn

Edmund F Gaffney, Iii

John Randall Yost

Jin-Jae Chen

Ehsan Hashemi

Michael W Neal

Xueying Kang

Nikolai K Moshchuk

Kevin Austin O'Dea

William Joseph Chundrlik, Jr

Curtis L Hay

Amir Khajepour

Kausalya Singuru

Ehsan Asadi

Seyedalireza Kasaiezadeh Mahabadi

Yubiao Zhang

Reza Hajiloo

John F Larsen

Shamim Mashrouteh

Chris Morgan

David Andres Pérez Chaparro

Ruixing Long

Benjamin A C Beacock

Sisira D Adikari

Pamela L Labuhn

A system for managing chassis and driveline actuators of a motor vehicle includes a control module executing program code portions that: cause sensors to obtain vehicle state information, receive a driver input and generate a desired dynamic output based on the driver input and the vehicle state information, and then estimate actuator actions based on the vehicle state information, generate one or more control action constraints based on the vehicle state information and estimated actuator actions, generate a reference control action based on the vehicle state information, the estimated actions of the one or more actuators and the control action constraints, and integrate the vehicle state information, the estimated actuator actions, desired dynamic output, reference control action and the control action constraints to generate an optimal control action that falls within a range of predefined actuator capacities and ensures driver control of the vehicle.

Architecture and model predictive control-based methodology to manage chassis and driveline actuators

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

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 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

A vehicle, system and method of operating the vehicle. A sensor measures a dynamic parameter of the vehicle. A processor determines a lateral force on a first tire based on the dynamic parameter of the vehicle, determines a longitudinal force on the first tire that achieves a maximal grip of the first tire for the lateral force, and adjusts a first torque on the first tire in order to achieve the determined longitudinal force at the first tire.

Architecture and methodology for real-time target wheel slip identification to optimally manage wheel stability and vehicle lateral grip

A vehicle including a Global Positioning System (GPS) sensor, an Inertial Measurement Unit (IMU), and an Advanced Driver Assistance System (ADAS) is described. Operating the vehicle includes determining, via the GPS sensor, first parameters associated with a velocity, a position, and a course, and determining, via the IMU, second parameters associated with acceleration and angular velocity. Roll and pitch parameters are determined based upon the first and second parameters. A first vehicle velocity vector is determined based upon the roll and pitch parameters, the first parameters, and the second parameters; and a second vehicle velocity vector is determined based upon the roll and pitch parameters, road surface friction coefficient, angular velocity, road wheel angles and the first vehicle velocity vector. A final vehicle velocity vector is determined based upon fusion of the first and second vehicle velocity vectors. The vehicle is controlled based upon the final vehicle velocity vector.

Method and apparatus for determining a velocity of a vehicle

An axle torque distribution system includes a memory and a control module. The memory stores a steering angle and a toque distribution algorithm. The control module executes the torque distribution algorithm to: obtain the steering angle; based on the steering angle, determine total lateral force requested for axles of a vehicle; based on the total lateral force requested, determine lateral forces requested for the axles while constraining lateral force distribution between the axles, where the constraining of the lateral force distribution includes, based on maximum lateral force capacities of tires of the vehicle, limiting the lateral forces requested for the axles; determine available longitudinal capacities for the axles based on the lateral forces requested respectively for the axles; determine torque capacities of the axles based on the lateral forces requested respectively for the axles; and control distribution of torque to the axles based on the torque capacities of the axles.

Torque distribution system for redistributing torque between axles of a vehicle

A vehicle, system and method of operating a vehicle. A sensor for measures a dynamic variable of the vehicle. A processor determines a location of a perceived yaw center (PYC) of the vehicle from the dynamic variable, tracks a desired location of the PYC, and adjusts a control parameter of the vehicle to reduce a difference between the location of the PYC and the desired location of the PYC.

System and method for vehicle integrated stability control using perceived yaw center

A method and system of controlling a vehicle includes providing a plurality of dynamic state inputs to a controller in the vehicle that is adapted to execute a plurality of control loops and further includes determining an operating mode of the vehicle. Based on the operating mode of the vehicle, a location of an optimum perceived yaw center of the vehicle is determined corresponding to a selected estimation technique using the dynamic state inputs and wherein the estimation technique is selected based upon the determined operating mode of the vehicle. The information related to the location of the optimum perceived yaw center may be used as input for controlling the vehicle in a dynamic state.

Method and system for controlling a vehicle by determining a location of an optimum perceived yaw center

Methods of controlling axle torque distribution of a vehicle during steering through a curve include collecting, via a controller: input data which is representative of a plurality of vehicle inputs; vehicle data which is representative of axle torque of the front axle and axle torque of the rear axle; and constraint data which is representative of real-time constraints of the vehicle. The collected input data, vehicle data and constraint data are communicated to a predictive model. Determining, using the predictive model, whether torque adjustments are necessary. The distribution of the axle torque of the front axle and the axle torque of the rear axle is controlled, via the controller, when the torque adjustments are necessary as determined via the predictive model.

Methods of controlling axle torque distribution

A method for estimation of a vehicle tire force includes: receiving, by a controller of a vehicle, a measured vehicle acceleration of the vehicle; receiving, by the controller, a measured wheel speed and a measured yaw rate of the vehicle; forming, by the controller, inertia matrices based on an inertia of rotating components of the vehicle; calculating torques at corners of the vehicle using the inertia matrices; estimating tire forces of the vehicle based on the measured vehicle acceleration, the measured wheel speed, and the inertia matrices; and controlling, by the controller, the vehicle, based on the plurality of estimated longitudinal and lateral tire forces.

Architecture and reconfigurable tire force estimation for various powertrain configurations

A method of controlling an active aerodynamic system of a vehicle includes calculating a first spring force estimated value from at least one sensed vehicle handling characteristic, and a second spring force estimated value from a nominal spring characteristic curve. When a difference between the first and second spring force estimated values is equal to or greater than a spring threshold value, a nominal spring characteristic curve is adjusted to define an adjusted spring characteristic curve, and the active aerodynamic system is controlled using the adjusted spring characteristic curve. When the difference between the first and second spring force estimated values is equal to or greater than the spring threshold value, a signal may also be engaged to provide a service recommendation.

Vehicle and method for suspension spring degradation detection and fault tolerant tire force estimation

A combined slip based driver command interpreter for a vehicle is provided which may be communicatively coupled to a steering wheel angle sensor, an acceleration pedal position sensor and a brake pedal position sensor, the combined slip based driver command interpreter including, but not limited to a memory configured to store a non-linear combined lateral slip model and a non-linear combined longitudinal slip model, and a processor, the processor configured to determine a driver's intended vehicle lateral velocity and a driver's intended vehicle yaw rate based upon the angle of the steering wheel, the position of the acceleration pedal, the position of the brake pedal, a longitudinal velocity of the vehicle, the non-linear combined lateral slip model and the non-linear combined longitudinal slip model.

Combined slip-based driver command interpreter

A method for controlling an active aerodynamic element in a vehicle having road wheels with tires in contact with a road surface includes receiving driver input signals and vehicle kinematics data. The driver input signals correspond to a requested aerodynamic performance operating point. Tire coefficients of friction in the longitudinal and lateral directions are provided to the controller. Desired longitudinal and lateral forces acting on the tires are determined using the input signals, kinematics data, and actual force data. Additionally, a desired total aerodynamic downforce for meeting the aerodynamic performance operating point is determined as a function of the tire forces and coefficients. A position of the aerodynamic element(s) is controlled such that the total aerodynamic downforce is achieved. A system includes the aerodynamic element(s), actuator(s), and controller. A vehicle includes the body, road wheels, active aerodynamic element(s), actuator(s), and controller.

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Fenton, MI, United States of America

James Heath Holbrook