Gm Global Technolgoy Operations, Inc.

Aalborg University

Klaus Trangbaek

Vladimir Suplin

Daniel Urieli

Mohammadali Shahriari

Reza Zarringhalam

Avshalom Suissa

Sharon Hornstein

Ashraf Abualfellat

Amir Takhmar

Jackson Barry McGrory

Zhi Li

Patrick Giancarlo Gabriel Digioacchino

Peter Omand Rasmussen

Rasmus Koldborg Holm

Nick Ilso Berg

Vaibhav J Lawand

Jeremie Benichou

A host vehicle for use with a remote processing station (RPS) configured to generate a pollution report from a global set of pollution data includes a vehicle body, a vehicle telematics unit (VTU), a sensor suite, and an electronic control unit (ECU). The sensor suite includes acoustic and/or an air quality sensors respectively configured for collecting pollution data samples. The pollution data samples include ambient noise and/or air quality levels as part of the global set of pollution data. The ECU selectively transmits the pollution data sample(s) to the RPS in response to predetermined conditions, via the, receives the pollution report descriptive of noise and/or air quality levels at a current location or destination of the host vehicle, and executes a control action of the host vehicle or another receiving device in response to the pollution report.

Vehicle-based air quality and noise level sampling for use with offboard mapping software

A system for a vehicle-to-vehicle charging service for plug-in electric vehicles (PEVs) includes a real-time server (RTS). The RTS wirelessly communicates with communication devices associated with individual PEVs having membership in the charging service and provides to the communication devices real-time positions of individual PEVs on a map of a terrain. The system also includes a first communication device for a first PEV configured to wirelessly transmit, via the RTS, to communication devices associated with the remaining PEVs, a request for an amount of electrical energy to charge the first PEV. The system additionally includes a second communication device associated with a second PEV and configured to wirelessly transmit, via the RTS, to the first communication device an offer to dispense the requested amount of electrical energy. The first communication device is further configured to wirelessly transmit, via the RTS, to the second communication device acceptance of the offer.

System and method for charging an electric vehicle from another electric vehicle

A system and method for a vehicle control adaptation to a crosswind and a wind gust including a controller situated within a vehicle to receive wind data inputs. The wind data inputs are based on a location of the vehicle and include a sustained wind velocity, a sustained wind direction, and a wind gust level. The controller further receives vehicle measurement data from one or more sensors situated within the vehicle and determines a wind impact on the vehicle based on the wind data inputs and the vehicle measurement data. The controller further compensates for the wind impact by a feedforward control in response to a low bandwidth component of the wind data inputs and by a feedback control in response to a high bandwidth component of the wind data inputs. The controller generates a feedback and/or a control based on the wind impact.

Vehicle control adaptation to sustained wind levels and gusts

A system for predicting energy consumption by a vehicle during a trip has a controller adapted to receive a route plan for the trip. The controller has a processor and tangible, non-transitory memory on which instructions are recorded. The system has a plurality of machine learning modules, including a behavior predictor, a driving consumption predictor and an auxiliary consumption predictor. The controller is adapted to predict a total energy consumed by the vehicle during the trip by executing the plurality of machine learning modules. The driving consumption predictor is adapted to predict a primary energy consumed for propelling the vehicle based in part on the route plan. The auxiliary consumption predictor is adapted to predict a secondary energy consumed by the vehicle for non-propulsion purposes. The behavior predictor is adapted to predict an average vehicle speed based at least partially on traffic conditions.

Modular machine-learning based system for predicting vehicle energy consumption during a trip

The concepts described herein relate to methods, systems, and analytical techniques to achieve a cloud-based electrified vehicle energy usage system that includes a cloud-based server that is operative to receive vehicle-specific electric energy-related data from a plurality of connected electrified vehicles, and correlate the vehicle-specific electric energy-related data to a road segment. A data analysis is executed for the vehicle-specific electric energy-related data for the plurality of connected electrified vehicles for the road segment, and a crowd-sourced electrified vehicle energy usage report is generated for the road segment based upon the data analysis.

Method and system for cloud-based electrified vehicle energy usage system

A system for adaptive in-drive updating, for a vehicle travelling on a route, includes a controller having a processor and tangible, non-transitory memory. The vehicle is carrying a load. The controller is adapted to obtain one or more dynamic parameters pertaining to the load. A plurality of adaptive predictors is selectively executable by the controller at a timepoint during the route at which a completed portion of the route has been traversed by the vehicle and a remaining portion remains untraversed. The plurality of adaptive predictors includes a speed predictor configured to generate a global speed profile. The plurality of adaptive predictors includes a driving consumption predictor is configured to predict a driving consumption profile for the remaining portion of the route based in part on the dynamic parameter, the route features, the global speed profile, and a past drive consumption.

Adaptive in-drive updating of energy consumption prediction for vehicle with a load

A system for adaptive in-drive updating, for a vehicle travelling on a route, includes a controller adapted to obtain a pre-drive energy consumption prediction for the route, via an energy consumption predictor. An in-drive updating module is selectively executable by the controller at a timepoint during the route at which a completed portion of the route has been traversed and a remaining portion remains untraversed. The controller is adapted to obtain an actual energy consumption for segments in the completed portion of the route. The controller is adapted to obtain at least one modification factor based on a comparison of the actual energy consumption and the pre-drive energy consumption prediction for the segments in the completed portion of the route. The pre-drive energy consumption prediction for the remaining portion of the route is adjusted based on the modification factor.

Adaptive in-drive updating of vehicle energy consumption prediction

A vehicle parameter estimation module is configured to generate a first estimate of a vehicle parameter based on operating conditions of a vehicle measured or estimated at a first time. The vehicle parameter includes at least one of a tire cornering stiffness of the vehicle and an understeer coefficient of the vehicle. The vehicle parameter estimation module is also configured to determine an error value based on the first estimate of the vehicle parameter and values of the vehicle operating conditions measured or estimated at a second time that is later than the first time. The vehicle parameter estimation module is further configured to generate a second estimate of the vehicle parameter based on the first estimate of the vehicle parameter and the error value. A vehicle actuator control module is configured to control an actuator of the vehicle based on the second estimate of the vehicle parameter.

System and method for performing advanced driver-assistance functions including adaptively accounting for impact of different payload or trailer configurations

In various embodiments, methods, systems, and vehicle apparatuses are provided. A method for adaptive control of electronic power steering (EPS) including sending, a torque control to an EPS that is based on input control signals from a vehicle trajectory control unit and a steering assistive control unit when the vehicle is coupled to a trailer engaging in a trailering action; configuring the steering assistive control unit, to generate a control signal based on an algorithm using an adaptive factor that models steering dynamics impacted by the trailer while engaging in the trailering action and modeling by the steering assistive control unit, an adaptive damping factor modeled on a tongue weight of a trailer coupled to a hitch of the vehicle wherein the hitch reduces a force applied to a vehicle front axle.

Methods, systems, and apparatuses for identification and compensation of trailer impacts on steering dynamics for automated driving

A non-linear stiffness actuator for a suspension corner employed in a vehicle includes an actuator housing and an actuator shaft configured to transmit an actuator force to the road wheel. The actuator also includes a primary elastic member assembly arranged between the actuator housing and the actuator shaft and configured to exert a primary elastic member force along the actuator shaft. The actuator additionally includes a secondary elastic member assembly configured to exert a variable secondary elastic member force acting between the actuator housing and the actuator shaft. The variable secondary elastic member force is configured to selectively contribute to and subtract from the primary elastic member force to thereby facilitate the non-linear stiffness of the actuator. A vehicle having such a non-linear stiffness actuator is also provided.

Non-linear stiffness actuator for vehicle suspension

A vehicle includes a vehicle body, a road wheel, and a suspension corner connecting the road wheel to the vehicle body. The suspension corner includes a suspension arm connected to the road wheel and to the vehicle body, and also includes a suspension force decoupling system disposed on an axis extending between the suspension arm and the vehicle body. The suspension force decoupling system includes an actuator having an actuator mass arranged on the axis that is configured to output an actuator force in opposite directions along the axis in response to an actuator control signal. The system also includes a compliant element connected along the axis to the actuator mass and one of the body and the suspension arm, and providing a predetermined level of mechanical compliance. A controller determines and generates the actuator force in response to a threshold acceleration of the vehicle body.

Vehicle with suspension force decoupling system

An apparatus for controlling force of a magnetic lead screw actuator includes a magnetic lead screw actuator, an external control module and at least one sensor device integrated within the magnetic lead screw actuator. The magnetic lead screw actuator includes an electric machine, a rotor, and a translator. The rotor includes a rotor magnet assembly forming first helical magnetic threads along the rotor and the translator includes a translator magnet assembly forming second helical magnetic threads along the translator. Rotation of the rotor by the electric machine effects linear translation of the translator by interaction of the first and second helical magnetic threads. The external control module is electrically operatively coupled to an electric machine controller of the magnetic lead screw actuator. The at least one sensor device integrated within the magnetic lead screw actuator is configured to measure a parameter indicative of a relative displacement between the rotor and the translator and this parameter is provided as feedback to the electric machine controller.

Method and apparatus for measurement and control of linear actuator

A suspension assembly between a sprung element and an unsprung element includes a load-carrying spring element arranged in parallel with a negative stiffness element between the sprung element and the unsprung element. The negative stiffness element includes first and second opposed mutually-repelling elements.

Growing community of inventors

Moshav Ein Vered, Israel

Klaus Trangbaek