Gm Global Technolgoy Operations, Inc.

Delphi Technologies, Inc.

John F Hoying

Stanley E Smith

Kamal N Majeed

Aleksander Boguslaw Hac

Hsien Heng Chen

David John Barta

Joachim Busshardt

Youssef A Ghoneim

William C Lin

Yuen-Kwok Chin

Donald E Schenk

Bryan Peter Riddiford

Jack E Smith

Richard Edward Longhouse

David M Sidlosky

David Andrew Shal

Vardarajan R Iyengar

Bruce A Heaston

Deron C Littlejohn

Michael Joseph Vendely

Robin Oakley

Albert Victor Fratini, Jr

James P Hamberg

Timothy John Juuhl

Robert R Klein

Michael R Lukuc

Todd H Baldini

Joan B Arwine

Richard Charles Swortzel

Khaled M Jundi

Darin Duane Dellinger

G Donald Denney

Bernard Lange

Jesse D Jones

Rowland Curl Augustus

Sean Padraig O'Connell

Daniel G Abels

A temperature compensation method for controlling a damping force of a magnetorheological (MR) damper is disclosed. First, a base operating current as a function of a desired force level of a damping force of the MR damper is determined, and a temperature compensation as a function of an operating temperature of the MR damper is determined. Finally, the temperature compensation is applied to the base operating current to generate a compensated operating current as a function of the desired force level of the damping force and the operating temperature of the MR damper. To refine the compensated operating current, the temperature compensation can be determined as both a function of the operating temperature of the MR damper and a relative velocity of the MR damper.

Temperature compensation for magnetorheological fluid dampers

A brake system control method, comprising the steps of: determining a maximum acceleration of a vehicle on a high coefficient of adhesion road surface; measuring an acceleration of the vehicle; determining a ratio between the measured acceleration of the vehicle and the maximum acceleration of the vehicle on the high coefficient of adhesion road surface; responsive to the ratio, determining a signal indicative of present coefficient of adhesion; determining a brake actuator command responsive to the signal; and providing the brake actuator command to a brake actuator, wherein an accurate estimation of coefficient of friction between the vehicle wheels and the road surface is used in the brake system control.

Brake system control method responsive to measured vehicle acceleration

A brake system control for use in a vehicle with wheels, wheel brakes and a body, comprising the steps of: measuring a plurality of vehicle parameters; responsive to the measured parameters, determining at least a vehicle yaw rate, a vehicle slip angle, a desired yaw rate and a desired slip angle; responsive to the measured parameters, estimating a coefficient of adhesion between the vehicle wheels and a road surface; implementing a control responsive to the vehicle yaw rate and the desired yaw rate with a first authority and responsive to the vehicle slip angle and the desired slip angle with a second authority, wherein the first authority increases as the estimated coefficient of adhesion increases and decreases as the estimated coefficient of adhesion decreases; and controlling the wheel brakes responsive to the control to reduce a first difference between the vehicle yaw rate and the desired yaw rate and to reduce a second difference between the vehicle slip angle and the desired slip angle.

Brake system control method employing yaw rate and ship angle control

A chassis system control method comprising the steps of measuring rotational speed of a plurality of vehicle wheels; estimating, responsive to each wheel rotational velocity, a relative velocity between the wheel and a corresponding corner of a vehicle body; determining a chassis system control command responsive to the estimations; and applying the chassis system control command to control the chassis system responsive to the estimations, wherein need for body to wheel relative position and/or relative velocity sensors is eliminated.

Chassis control system for controlling a vehicle chassis system based on

In a vehicle with a right front wheel brake, a right rear wheel brake, a left front wheel brake and a left rear wheel brake, a brake control system method for distributing a commanded yaw force to the wheel brakes according to the step of distributing the yaw force to the vehicle wheel brakes according to a priority hierarchy wherein each successive vehicle wheel brake in the priority hierarchy is commanded only if a sum of all previous vehicle wheel brakes in the priority hierarchy have not achieved transfer of the commanded yaw force to the vehicle body.

Brake control system

An active vibration control (AVC) system is disclosed for attenuating vibrational frequency components generated by an engine and transferred through an engine mounting unit to vibrate a motor vehicle body. The motor vehicle is characterized by sprung mass and unsprung mass natural resonant frequencies at which the body also vibrates when the vehicle is driven over an undulating road surface. The AVC system operates by generating input signals representing different vibrational frequency components generated by the engine based upon sensed changes in engine rotation. Each input signal is filtered by an adaptive filter to produce a respective output signal. The output signals are summed to produce a canceling signal for driving an inertial mass shaker mounted on the body. The shaker inversely vibrates the body with respect to the different vibrational frequency components transferred to the body from the engine. A vibration sensor mounted to the body proximate the shaker monitors body vibration and develops a representative error signal. Vibrational components associated with the sprung and unsprung mass natural resonant frequencies are substantially removed from the error signal using a dual notch filter. The filtered error signal is then used to adjust the filtering characteristics of the adaptive filter to minimize vibration of the body caused by the different vibrational frequency components transferred to the body from the engine.

Active vibration control system for attenuating engine generated

A hydraulic mount assembly includes a pair of mounting members connected together through a hollow elastomeric body. This hollow body is closed by a resilient diaphragm so as to form a cavity for a damping liquid. A partition divides the cavity into a primary chamber formed between the partition and the hollow body and a secondary chamber formed between the partition and the diaphragm. The partition also includes a primary (damping) track and a secondary (dynamic rate reducing) track providing fluid communication between the chambers. A decoupler is held for limited reciprocating movement in an annular groove in the secondary track. In operation, high amplitude vibratory inputs seat the decoupler forcing damping fluid to flow between the primary and secondary chambers through the damping track. The resulting high level of damping and high dynamic rate serve to suppress the vibrations and control engine movement/noise. In response to low amplitude and particularly low-to-medium frequency vibratory inputs, the decoupler remains unseated, allowing damping fluid to flow around the decoupler and through the secondary track. The resulting fluid inertial forces create a low dynamic rate and a soft mount for better vibration and noise isolation. At high frequency and low amplitude, such as during normal idle, the decoupler reciprocates normally, thus avoiding damping action.

Hydraulic mount with low amplitude, low-to-medium frequency vibration

A hydraulic mount assembly includes an elastomeric hollow body connected to a pair of opposed mounting members. A resilient diaphragm closes the hollow body and forms therewith a closed cavity that is filled with a damping liquid. A partition plate is provided in the hollow body to divide the cavity into a primary chamber and a secondary chamber. The secondary chamber is enclosed by the diaphragm. An orifice track is provided in the partition plate. The orifice track provides communication between the primary and secondary chambers so as to effect damping. Three decouplers are provided in the partition plate centered relative to distinctive dome areas in the primary chamber; two recessed domes and a center projecting dome. The decouplers respond independently to localized dynamic pressure variations. Together, the orifice track and decouplers serve to restrict and control liquid flow between the chambers so as to passively provide a tunable distinctive dip in dynamic rate to adjust the stiffness at selected high frequencies. A relatively low dynamic rate for small displacements is provided at relatively high frequencies while maintaining damping for large displacements.

Hydraulic mount with triple decouplers

The invention provides a vehicle seat construction and method of utilization of the same. The inventive vehicle seat construction alternately supports the vehicle seat occupant upon different portions of the vehicle occupant's body. The above massaging effect relieves the vehicle seat occupant of possible discomfort realized after extended driving periods. Additionally, the inventive seat structure provides the alternating support feature while allowing the vehicle seat to function normally in the absence of the power to the pneumatic system which energizes the alternating suport feature.

Alternating pressure pad car seat

The hydraulic mount assembly is disclosed having a partition forming two hydraulic chambers. A primary chamber is formed by an elastomeric member and a second chamber by a resilient diaphragm. The partition is formed by a pair of plates that define an intermediate cell between the chambers. The partition plates are both formed of conductive material and are connected by a conductor to ground potential. An intermediate plate of conducting material is mounted between the plates within the cell on spaced insulating pads. Preferably, the intermediate plate includes a peripheral skirt extending toward a cooperating continuous channel formed in one of the partition plates so as to form a dome with increased surface area and a tortuous pathway for the flow of fluid through the cell between the primary and secondary chambers. The plates are connected to a control circuit including a system controller with transducers that sense the operating conditions of the vehicle. The system controller is connected to a voltage source so that a voltage potential may be applied between the intermediate plate and the partition plates. This potential may be infinitely varied to modulate the viscosity of the electro-rheological fluid within the chambers of the mount. In this way the damping characteristics of the mount are adjusted to provide the desired balance between vibration isolation and engine and/or transmission movement control under any operating conditions.

Hydraulic mount with voltage controlled fluid

A hydraulic mount assembly is disclosed having a partition forming two hydraulic chambers and including a damping decoupler. A primary chamber is formed by an elastomeric member and a secondary chamber by a resilient diaphragm. During dynamic loading of the mount, fluid passes through an orifice between the two chambers of the mount causing expansion and contraction of the diaphragm. An expandable, pneumatic bellows is mounted within the primary chamber. A vent tube provides controlled fluid communication between the bellows and the atmosphere to provide a relatively soft mount for engine isolation. Air entry into the bellows is induced by the built-in spring memory of the bellows causing expansion. Air may be removed or partially removed from the bellows by an external vacuum source, causing a negative pressure and contraction. By controlling bellows expansion and contraction in this manner, the dynamic rate of the mount assembly may be selectively reduced at higher vibration frequencies; that is, those over 20 Hz. An assist spring may be provided in the bellows. Further, by evacuating the bellows, a relatively hard mount with standard operating parameters may be provided; i.e. a mount having relatively high damping and high rate for better control under extreme driving conditions. A control circuit with on-board transducers is provided to monitor vehicle operating and road conditions and modulate the pressure by controlling venting of the bellows and the vacuum in the bellows for maximum operating efficiency.

Hydraulic engine mount with air bellows tuning

A hydraulic mount assembly is disclosed having expandable primary and secondary fluid chambers, an orifice track for damping action and a damping decoupler. During low level dynamic loading of the mount, hydraulic pressure activates the decoupler. At higher level loading, fluid passes through the orifice track between the two chambers providing the damping action. An expandable pneumatic bladder is mounted within the primary chamber. A control system including two one-way valves governs ingress and egress of outside air to the pneumatic bladder, thereby selectively reducing the overall damping and dynamic rate characteristics in response to sensed vehicle operating conditions. This reduction is accomplished by allowing the bladder to inflate with air providing a relatively soft, engine isolating mount. Alternatively, the control system allows controlled bladder deflation, selectively returning the mount to relatively hard characteristics. The inflation or deflation of the bladder is accomplished by the pumping action of the fluid within the hydraulic mount itself. The pressure within the bladder is maintained at a level below a maximum limit thereby assuring that the bladder does not over inflate, causing the mount to return to relatively hard characteristics.

Hydraulic engine mount with air bladder tuning

A hydraulic mount assembly includes a pair of mounting members connected to each other through a hollow elastomeric body. The body is closed by a resilient diaphragm so as to form a cavity for hydraulic damping fluid. A partition or plate is provided to divide the fluid filled cavity into two distinct chambers and the partition may include a decoupler. A primary chamber is formed between the partition and the interior wall of the hollow body. An expandable pneumatic bladder is mounted within the primary chamber. A secondary chamber is formed between the partition and the interior wall of the diaphragm. A pumping chamber is formed by the diaphragm and a sealed base plate. Hydraulic fluid passes through the orifice track between the two chambers providing the damping action. As the fluid enters the secondary chamber, the diaphragm expands. Expansion/contraction of the diaphragm within the sealed pumping chamber creates a supply of positive/negative pressure air. A control circuit governs flow of air between the pump and the pneumatic bladder, thereby selectively modulating the overall damping and dynamic rate characteristics in response to sensed vehicle operating conditions.

Hydraulic engine mount with self-pumping air bladder

A hydraulic mount assembly includes a pair of mounting members connected to each other through a hollow elastomeric body. The body is closed by a resilient diaphragm so as to form a cavity for damping liquid. A partition or plate is provided to divide the fluid filled cavity into two distinct chambers. A primary chamber is formed between the partition and the interior wall of the body. A secondary chamber is formed between the partition and the interior wall of the diaphragm. The partition includes at least two flow passages connecting the two chambers. A sliding gate extends across the opening to one of the passages. This gate is displaceable to direct an infinitely variable flow of liquid between the primary and secondary chambers to provide an infinitely variable damping effect. The gate is actuated by a linear solenoid providing this desired proportional operation. The other passage opening remains fully open at all times. In another embodiment, a rotary valve extends across the passage entry. In still another embodiment the solenoid is driven by a pulse width modulator. A control circuit with on board transducers is provided to monitor vehicle operating and road conditions. A microprocessor acts in response to the sensed conditions and sends a control signal to operate the linear solenoid to provide the desired damping.

Electronic hydraulic mount with continuously variable control

A hydraulic mount assembly is disclosed having a partition including a damping decoupler between two hydraulic chambers. One chamber is formed by an elastomeric member and the other by a resilient diaphragm. During dynamic loading of the mount, fluid passes between the two chambers of the mount by moving around an orifice track and/or by bypass around the decoupler causing expansion and contraction of the diaphragm. A magnetic coil is provided adjacent the diaphragm in alignment with the decoupler to supply a controlling magnetic field. The decoupler is made of a magnetic material and is positionally responsive to the variations in the intensity and direction of the controlling magnetic field. By actively controlling the decoupler position in this manner, the dynamic characteristics of the mount are varied. A control circuit with on-board transducers is provided to monitor vehicle operating and road response conditions and modulate the voltage to the magnetic coil for maximum damping effect. The on-board transducers sense selected parameters to indicate unusual conditions for which modulation is required, such as rough engine operation, engine lugging, rough road conditions, sudden turning and/or rapid acceleration/deceleration.

Growing community of inventors

Bellbrook, OH, United States of America

John F Hoying