Ford Global Technolgoies, LLC

Volvo Car Corporation

Lu, Jianbo

Jacobson, Bengt

Rupp, Jeffrey D.

Johansson, Olle

Rhode, Douglas S.

Geurink, Mathijs

Meyers, Joseph C.

Joseph Carr Meyers

Todd Allen Brown

Jianbo Lu

Michael Edward Brewer

Li Xu

Keith Glenn Mattson

Leonard K Johnson

Hongtei Eric Tseng

Albert Chenouda Salib

Daniel Domek Eisele

Manoharprasad K Rao

Douglas Scott Rhode

Jeffrey Dan Rupp

Bengt Johan Henrik Jacobson

Doug Scott Rhode

Mathijs Willem Geurink

Olle Johansson

Jlanbo Lu

Douglas S Rhode

Various methods of detecting or controlling vehicle stability are disclosed. Certain embodiments provide a method for performing hill hold control for a vehicle, a method for detecting a vehicle sliding into loss of control, and/or a method for controlling a vehicle's sliding into loss of control. Methods for detecting sliding into loss of control may include comparing the vehicle's longitudinal velocity gradient with a reference speed computed from wheel speed sensors inputs and/or detecting a lateral velocity of the vehicle and a longitudinal velocity of the vehicle when vehicle sliding is detected. Methods for control may include calculating a vehicle pitch angle from the lateral acceleration, the longitudinal acceleration, the yaw rate, the roll rate, and the pitch rate, calculating a longitudinal velocity gradient from the vehicle pitch angle, and/or calculating a sideslip angle.

Vehicle stability control system and method

A vehicle stability control system comprises a 5-sensor cluster and a stability controller configured to communicate with the 5-sensor cluster and receive signals corresponding to a lateral acceleration, a longitudinal acceleration, a yaw rate, a roll rate, and a pitch rate from the 5-sensor cluster. The stability controller can also be configured to determine a braking amount or a throttle amount to maintain vehicle stability. The system also comprises a brake controller configured to communicate with the stability controller and receive a braking request from the stability controller, and a throttle controller configured to communicate with the stability controller and receive a throttle request from the stability controller. The system may also comprise a braking or throttling command computed based on various scenarios detected by measured and calculated signals.

A roll control system () for an automotive vehicle () is used to actively detect if one of the plurality of the driven wheels () is lifted. The system generates a pressure request to determine if the wheel has lifted. By comparing the change in wheel speed of a driven wheel to a change in wheel speed threshold the wheel lift status can be determined. The wheel speed change threshold may be dependent upon various vehicle operating conditions such as powertrain torque, braking torque and/or longitudinal force on the vehicle.

Active driven wheel lift identification for an automotive vehicle

A method of controlling a vehicle includes determining an acceleration-based longitudinal velocity, determining a wheel speed-based longitudinal velocity from a plurality of wheel speed sensors, combining the acceleration-based longitudinal velocity and the wheel speed-based longitudinal velocity to obtain a final longitudinal velocity and controlling vehicle with the final longitudinal velocity.

Integrated control system for stability control of yaw, roll and lateral motion of a driving vehicle using an integrated sensing system to determine longitudinal velocity

A method and system for controlling vehicle stability may comprise determining whether a vehicle is oversteering or understeering and, if the vehicle is oversteering or understeering, determining an amount by which to reduce a speed of the vehicle to correct for understeering or oversteering and applying brake pressure to at least the rear brakes of the vehicle to reduce vehicle speed. The method and system also may comprise determining an engine torque reduction amount based on vehicle oversteer or understeer conditions, reducing engine torque by the determined amount or to zero if the determined amount of engine torque reduction is greater than an actual engine torque, and applying braking to at least the rear brakes of the vehicle if the determined amount of engine torque reduction is greater than the actual engine torque.

An enhanced stability control system () for a vehicle includes a vehicle status sensor that generates a sensor signal. A driver input sensor that generates an input signal. A controller () may disable normal yaw stability control operation and enable body-force-disturbance (BFD) yaw stability control (YSC) operation, which includes at least partially reducing response functions of the normal yaw stability control associated with the input signal, in response to the sensor signal and performing BFD-YSC functions to achieve desired control performance upon the detection of BFD reception. The controller () may also or alternatively compare the sensor signal to a threshold and detect an improperly functioning/inoperative vehicle status sensor. The controller () disregards information associated with the improperly functioning/inoperative vehicle status sensor, and continues to perform enhanced yaw stability control operations.

Enhanced yaw stability control to mitigate a vehicle's abnormal yaw motion due to a disturbance force applied to vehicle body

A method of controlling a vehicle includes determining a lateral tire force, a front lateral tire force, a rear lateral tire force, and determining a linear sideslip angle from the front lateral tire force and the rear lateral tire force. The method further includes determining a linear lateral velocity in response to the linear sideslip angle and controlling the vehicle in response to the linear sideslip angle.

Integrated control system for stability control of yaw, roll and lateral motion of a driving vehicle using an integrated sensing system to determine lateral velocity

A control system () for an automotive vehicle () has a first roll condition detector (A), a second roll condition detector (B), a third roll condition detector (C), and a controller () that uses the roll condition generated by the roll condition detectors (A-C) to determine a wheel lift condition. Other roll condition detectors may also be used in the wheel lift determination. The wheel lift conditions may be active or passive or both.

Wheel lifted and grounded identification for an automotive vehicle

A method of controlling a vehicle includes determining a front lateral tire force, a rear lateral tire force, and determining a lineal sideslip angle from the front lateral tire force and the rear lateral tire force. The method also includes determining a load transfer correction. The method also includes determining a final linear lateral velocity in response to the linear sideslip angle and the load transfer correction and controlling the vehicle in response to the final linear lateral velocity.

Integrated control system for stability control of yaw, roll and lateral motion of a driving vehicle using an integrated sensing system to determine a final linear lateral velocity

A vehicle control system includes a housed sensor cluster generating a plurality of signals. An integrated controller includes a sensor signal compensation unit and a kinematics unit, wherein the sensor signal compensation unit receives at least one of the plurality of signals and compensates for an offset within the signal and generates a compensated signal as a function thereof. The integrated controller further generates a kinematics signal including a sensor frame with respect to an intermediate axis system as a function of the compensated signal and generates a vehicle frame signal as a function of the kinematics signal. A dynamic system controller receives the vehicle frame signal and generates a dynamic control signal in response thereto. A safety device controller receives the dynamic control signal and further generates a safety device signal in response thereto.

Integrated sensing system

A control system () and method for controlling an automotive vehicle () includes a number of sensors that are used to generate a potential rollover signal. In response to the potential rollover, active differentials () may be used alone or in addition to braking to prevent the vehicle from rolling over.

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Farmington Hills, MI, United States of America

Joseph Carr Meyers