Delphi Technologies, Inc.

Other

Gm Global Technolgoy Operations, Inc.

Mark Olen Bodie

Mark Wayne Long

Sanjiv Gobind Tewani

William Charles Kruckemeyer

Michael Leslie Oliver

Aleksander Boguslaw Hac

Ronald Alan Beer

Patrick Neil Hopkins

Kamal N Majeed

Jon Tomas Zumberge

Bruce A Heaston

James Eugene Dingle

Ronald G Smith, Jr

James Paul Hamberg

John Aloys Walterbusch

Brandon J Fedders

Jamieson K Kiefer

An MR-fluid (magnetorheological-fluid) hydraulic mount includes a hydraulic-mount partition plate assembly and an electric coil. The partition plate assembly has a longitudinal axis, has first and second sides, and has an MR-fluid through orifice extending substantially parallel to the longitudinal axis from the first side to the second side. The partition plate assembly is devoid of any non-MR-hydraulic-fluid orifice. The electric coil is substantially coaxially aligned with the longitudinal axis and is adapted to magnetically influence the MR-fluid through orifice. The MR-fluid through orifice is positioned radially outward of the electric coil.

MR-fluid hydraulic mount

A hydraulic mount provides passive rate dip performance through use of a secondary orifice track-mass resiliently constrained within a first orifice track for reciprocating movement within the first orifice track under conditions such as engine idle, and constrained against reciprocating motion within the first orifice track for conditions imposing large amplitude, low frequency loads on the mount.

Hydraulic mount with reciprocating secondary orifice track-mass

A magnetorheological-fluid hydraulic mount includes a hydraulic-mount partition plate assembly, a hydraulic-mount decoupler, an electric coil, and a flexible membrane assembly. The partition plate assembly has first and second sides, has a non-magnetorheological-fluid first orifice, and has a magnetorheological-fluid second orifice. The first orifice has a first terminus positioned at the first side and a second terminus positioned at the second side. The second orifice has a first end positioned at the first side and has a second end positioned at the second side. The hydraulic-mount decoupler is operatively connected to the first orifice. The electric coil is disposed to magnetically influence the second orifice. The flexible membrane assembly has a first membrane portion fluidly-isolating, on the first side of the partition plate assembly, the first end from the first terminus and has a second membrane portion fluidly-isolating, on the second side of the partition plate assembly, the second end from the second terminus.

Magnetorheological-fluid hydraulic mount

A hydraulic mount is provided having a body with first and second fluid chambers and a decoupler subassembly interposed between to partially define the first and second fluid chambers. The decoupler subassembly comprises first and second flexible decoupler members operatively sealed together to form a third fluid chamber. The first and second chambers may be substantially filled with a magneto-rheological fluid. The third chamber may be filled with a standard hydraulic fluid, like glycol.

Reversed decoupler assembly for MR mount

A hydraulic mount having first and second fluid tracks, and a decoupler functioning as an air spring with two remotely selectable settings. The settings allow tailoring of the air spring characteristics to provide mount damping for differing engine operating states, such as engine idle. A solenoid is used to select a smaller or larger air volume to control the characteristics of the air spring and, in turn, the dynamic response of the hydraulic mount. An integral controller provides switched operation of the solenoid and compensates for variations in temperature and input voltage, as well as minimizing electrical noise generated by the solenoid when it is energized.

Bi-state hydraulic mount with integral controller

A hydraulic mount provides active control through the use of a rotary track assembly connecting a primary pumping chamber of the mount to a secondary fluid chamber. With low amplitude vibrations the fluid path remains open, providing low dynamic stiffness. For high amplitude vibrations, the fluid flow path is closed, providing a high level of dynamic stiffness. The rotary track assembly control is continuously variable offering a wide range of active control of hydraulic mount stiffness.

Bi-state hydraulic mount

A powertrain mount comprises an orifice plate including two tracks, a control track and an isolation track. The control track is spirally formed within the orifice plate, which has an exit and entrance on either side of the plate. The control track provides damping to control damping from engine bounce; whereas, the isolation track controllably provides dynamic rate dip. The isolation track is formed between an alignment plate and rotatable track member, each having an exit and entrance, respectively. The rotatable track member and the alignment plate are sealingly engaged and affixed to a decoupler and an annular area disposed about the orifice plate of the powertrain mount. The exit of the alignment plate is adjacent the decoupler. The rotatable track member forms a cavity with the molded body of the powertrain mount, with the entrance exposed to fluid within the cavity for controlling and minimizing vibrations within the powertrain. The isolation track has a track length that may be varied by rotation of the track member and its entrance. Various magnitudes of disturbance frequencies may be managed and controlled by either the fixed control track and/or the variable isolation track within the powertrain mount.

Dual track variable orifice mount

A powertrain mount comprises an orifice plate and a track member. The orifice plate has an exit, a first surface sloping toward the exit, and an inner surface. The track member has an outer surface proximate the first surface of the orifice plate, and the outer surface of the track member has an entrance. A containment plate forms an orifice track with the first and inner surfaces of the orifice plate and with the outer surface of the track member.

Variable orifice track powertrain mount

A rotary damper for use in motor vehicle suspensions comprising a rotor disposed within damping fluid in a fluid chamber of a casing to form inner fluid volume and outer fluid volume, with first valve and second valve for controlling flow between the inner fluid volume and the outer fluid volume, and an accumulator using closed cell foam as a compressible material for fluid fill variation and thermal expansion. First valve controls flow from the outer fluid volume to the inner fluid volume for one direction of rotation of the rotor, while second valve controls flow from the inner fluid volume to the outer fluid volume for the opposite rotation of the rotor. Thus, the valves are configured to provide independent control of damping for each direction of rotation. A valve holder supporting the valves and providing flow passages is designed for powdered metallurgy fabrication.

Rotary damper

The present invention provides a method of estimating a coefficient of adhesion between a road surface and a plurality of tires disposed on a vehicle. An estimated coefficient of adhesion for each of the plurality of tires is provided. First values of longitudinal and lateral forces on the tires are determined from a first set of vehicle dynamic parameters requiring no explicit knowledge of the coefficient of adhesion; and second values of the same forces are determined from a second set of vehicle parameters in an analytic tire model including the estimated value of the coefficient of adhesion. Differences between the first and the second values of the forces on the tires are determined in the longitudinal and lateral directions. Longitudinal and lateral adaptation speeds are determined for each of the plurality of tires; and a coefficient of adhesion adjustment for each of the plurality of tires is estimated from the differences and the adaptation speeds. The estimated coefficients of adhesion for each of the plurality of tires are updated with the estimated coefficient of adhesion adjustments in a reiterative process minimizing the differences.

Method and apparatus for determining an individual wheel surface coefficient of adhesion

A rotary damper for use in motor vehicle suspensions comprising a rotor disposed within damping fluid in a fluid chamber of a case to form fluid volumes, with valves for flow control and an accumulator for fluid fill variation and thermal expansion mounted internal to the rotor. A first check valve and first control valve mounted in a first flow passage within the rotor allow flow from second fluid volume to first fluid volume, but restrict flow from the first fluid volume to the second fluid volume. Similarly, a second check valve and a second control valve mounted in a second flow passage within the rotor allow flow from the first fluid volume to the second fluid volume, but restrict flow from the second fluid volume to the first fluid volume. Thus, the valves are configured to provide independent control of damping for each direction of rotation.

Controllable dampers are used to improve vehicle responses and stability during severe vehicle handling maneuvers. A total handling damping value for the vehicle is derived, preferably from the greatest of a yaw rate error value, a lateral acceleration value and a time derivative of lateral acceleration value. In addition, a control ratio of front axle roll damping to total roll damping is derived, preferably from the yaw rate error value, an oversteer/understeer indication and possibly vehicle speed. From these values, handling damping values are derived for each wheel of the vehicle and blended with damping values for the same wheels derived from suspension component movement to determine a corner damping command for each controllable damper. Preferably, the damping values derived from suspension component movement are shifted away from damping control of the vehicle body toward handling damping control when yaw rate error is large in magnitude.

Damper based vehicle yaw control

A method is provided for use in an electronic processor-controlled vehicular braking system. When integrated into such a braking system, the need for downstream caliper pressure sensors, and any algorithms associated therewith, is eliminated. The method consists of generating and using estimated caliper pressure for comparison to command pressure, instead of actual caliper pressure. The method elicits a far quicker yet accurate response to the estimated caliper pressure in line with command pressure.

Method and system of brake system control

In a vehicle with a first set of first and second wheels coupled to an electric drive system capable of providing regenerative braking and a second set of third and fourth wheels, wherein the vehicle dynamically adjusts a brake proportioning between the first and second sets responsive to a determined wheel speed difference between the first and second sets, the improvement comprising a regenerative braking control method according to the steps of: measuring first, second, third and fourth speeds of the first, second, third and fourth wheels; for each wheel of one of the first and second sets, determining a set-off value inversely relational to a commanded brake torque and a wheel deceleration; determining modified wheel speeds for each wheel of said one of the first and second sets responsive to the wheel speeds and the set-off values; and determining the wheel speed difference between the first and second sets responsive to the modified wheels speeds of said one of the first and second sets and the wheel speeds of the other of the first and second sets, wherein the dynamic adjusting of brake proportioning between the first and second sets increases brake torque load on the first and second wheels, increasing an amount of braking achieved regeneratively.

Growing community of inventors

Dayton, OH, United States of America

Mark Olen Bodie