Gm Global Technolgoy Operations, Inc.

Other

Georgia Tech Research Corporation

Weyerhaeuser Company Limited

Michael McGuire

Shawn G Quinn

Scott W Thorpe

Altaf S Imam

Christopher A Stirlen

Charles C Weddle

Scott W Damman

Nicholas D Theis

Robert P Marble

Marc J Tahnoose

Amy K Luebke

Nicholas A Barra

Steven Morris

Frank C Valeri

Jennifer P Lawall

Mark A Stebbins

Wojciech E Suchta

Timothy J Roggenkamp

Joseph A Schudt

Mark A Gehringer

Jinshuo Zhu

John E Howard

Qijun Zhang

Wallace J Hill

Matthew J Nelson

Richard D Janke

Gary Klein

David P Zink

Andrew J Baines

Michael R Blum

David M Seluga

Shizhong Han

Michael J Willis

Charlie W Clark

Vehicles and methods for controlling operation of a vehicle and/or reducing aerodynamic drag of a vehicle are provided. A method for controlling operation of an unoccupied vehicle includes determining that the vehicle is unoccupied. The method further includes identifying an energy savings resulting from a reduction of aerodynamic drag of the vehicle due to a controlled vibration of a component of the vehicle. Also, the method includes applying the controlled vibration to the component of the vehicle.

Vehicles and methods for reducing aerodynamic drag of vehicles

A shock absorber includes a first tube defining a first chamber and a piston head movably disposed within the first chamber. A hollow piston rod extends from the piston head. The hollow piston rod defines a rod chamber, and a tuned vibration absorber is disposed within the rod chamber of the hollow piston rod.

Damper with tuned vibration absorber

A system for reconfiguring a vehicle geometry is disclosed. The system includes a configuration system configured to alter the vehicle geometry, a communication system, and a controller in communication with the configuration system and the communication system, the controller configured to receive a configuration signal from the communication system, determine a configuration control signal, and automatically control the configuration system based on the control signal.

Methods and systems for reconfiguring a vehicle geometry

A method and apparatus that cancel component noise are provided. The method includes: detecting a trigger to activate component noise cancellation, in response to detecting the trigger, receiving feedforward information from a component, generating noise cancellation information based on the feedforward information, and outputting a noise cancellation sound according to the noise cancellation information.

Method and apparatus that cancel component noise using feedforward information

A vehicle includes a chassis and a vehicle body supported by the chassis. At least one dynamically adjustable body mount connects the vehicle body to the chassis. The at least one dynamically adjustable body mount includes a selectively adjustable parameter. One or more vehicle sensors is associated with the vehicle. The one or more vehicle sensors is operable to detect one or more vehicle parameters. A control system is operatively connected to the at least one dynamically adjustable body mount and the one or more vehicle sensors. The control system is operable to alter the selectively adjustable parameter of the at least one dynamically adjustable body mount to substantially isolate the body from road and vehicle induced vibration in response to at least one of the one or more vehicle parameters and the one or more road surface parameters.

Dynamically adjustable body mounts for a motor vehicle

An automotive vehicle includes traction wheels, a powertrain configured to transmit drive power to the traction wheels, a sensor configured to detect a presence of an occupant, an actuator configured to control vehicle steering, acceleration, braking, or shifting, and at least one controller configured to automatically control the actuator based on an automated driving system algorithm. The powertrain is selectively operable in a first mode having a first operating characteristic and a second mode having a second operating characteristic. The controller is further configured to control the powertrain in the first mode in response to the sensor detecting an occupant being present and the actuator being controlled based on the automated driving system algorithm, and in the second mode in response to the sensor detecting no occupant being present and the actuator being controlled based on the automated driving system algorithm.

Control strategy for unoccupied autonomous vehicle

A system for determining dynamic properties of a chassis component includes a first fixture, a second fixture spaced from the first fixture, and a chassis component arranged between the first and second fixtures. The chassis component has a first end arranged at the first fixture and a second end arranged at the second fixture. A shaker system is arranged at the first end of the chassis component. A first multi-axis force transducer is arranged between the shaker system and the chassis component. The first multi-axis force transducer includes at least a 3 degree of freedom (DOF) sensing capability. A second multi-axis force transducer is arranged between the second end of the chassis component and the second fixture. The second multi-axis force transducer includes at least a 3 degree of freedom (DOF) sensing capability. A controller is coupled to the shaker system, and the first and second multi-axis dynamic force transducers.

System and method for determining high frequency multi-degree of freedom dynamic properties of motor vehicle chassis components

A damper assembly includes a housing and rod supported by the housing. A piston assembly is attached to the rod, and is positioned to separate an interior chamber of the housing into a first fluid chamber and a second fluid chamber. The piston assembly includes an annular plate that defines at least one orifice. The orifice interconnects the first fluid chamber and the second fluid chamber in fluid communication. The damper assembly includes a piezoelectric device that is moveable between a disengaged position and an engaged position, in response to a control signal. When disposed in the disengaged position, the piezoelectric device does not affect fluid flow through the at least one orifice. When disposed in the engaged position, the piezoelectric device does affect fluid flow through the at least one orifice, to adjust a damping rate of the piston assembly.

Variable damping system using a piezoelectric device

Electric power steering systems and a method for controlling an electric power steering system are provided. The method, for example, includes, but is not limited to, determining, by a controller, a speed of a vehicle based upon data from a sensor, and adjusting, by the controller, a stiffness of an isolator in an electric power steering system via at least one piezoelectric device embedded in the isolator based upon the determined speed of the vehicle.

Electric power steering isolator

A panel assembly includes a first panel defining a surface, and a boom attenuation panel. The boom attenuation panel includes a circumferential edge, and a central portion. The boom attenuation panel is attached to the surface of the first panel, along the circumferential edge of the boom attenuation panel. The central portion of the boom attenuation panel is spaced from the surface of the first panel a gap distance to form a gas chamber between the surface of the first panel and the central portion of the boom attenuation panel. The gas chamber contains a gas that is moveable within the gas chamber in response to wave-like motion of the first panel. Movement of the gas increases the effective acoustic mass of the boom attenuation panel, and damped the wave-like motion of the first panel, which operates to reduce noise generated from the wave-like motion of the first panel.

Panel assembly with noise attenuation system

An elastically deformable alignment fastener has the form of a unitary object having a head portion and an integrally formed body portion. The body portion has an elastically deformable lobular hollow tube having a proximal end proximate the head portion and a distal end axially displaced from the head portion. The lobular hollow tube has an outer surface having one or more retention features oriented to provide a plurality of radially extending engagement surfaces along a length of the hollow tube. The head portion has a flange that circumscribes the proximal end of the lobular hollow tube. Portions of the elastically deformable lobular hollow tube when inserted into circular apertures of first and second components elastically deform to an elastically averaged final configuration that aligns the first and second components in four planar orthogonal directions.

Elastically deformable alignment fastener and system

Methods and apparatus are provided for notifying a user of a condition of a vehicle. The method includes receiving sensor data from one or more sensors associated with one or more systems of the vehicle. The one or more sensors observe conditions associated with the one or more systems of the vehicle. The method includes receiving a preference for notifications from a user of the vehicle. The method further includes generating at least one notification based on the preference and the sensor data, and communicating the at least one notification to a device of the user.

Systems and methods for vehicle status notification

A vehicle includes a body and a closure panel moveably attached to the body. When the closure panel is in a closed position, a closure restraint system interconnects the body and the closure panel and restricts lateral movement of the closure panel relative to the body. The closure restraint system includes a fixed wedge block attached to one of the body and the closure panel, and a rotatable wedge block attached to the other of the body and the closure panel. The rotatable wedge block includes a curved cam surface, and is rotatable about a rotation axis relative to the fixed wedge block when engaged by the fixed wedge block to move the contact between the fixed wedge block and the rotatable wedge block along the curved cam surface to maintain a consistent closing force for closing the closure panel.

Closure restraint system with camming self adjustment

A closure assembly for securing a moveable panel relative to a body of a vehicle includes a striker assembly and a latch mechanism. The striker assembly includes a biasing mechanism that, when engaged by the latch mechanism, simultaneously biases the latch mechanism in a lateral direction and an axial direction to dampen movement of the latch mechanism relative to the striker assembly. The biasing mechanism provides dual damping rates.

Closure assembly having multi stage striker assembly

A closure assembly includes a striker assembly and a latch mechanism moveable along a longitudinal path relative to each other. One of the striker assembly and the latch mechanism includes a plate defining a first surface, and the other of the striker assembly and the latch mechanism includes an articulating member defining a second surface moveable into abutting engagement with the first surface of the plate. The articulating member moves into abutting engagement with the plate after the latch mechanism and the striker assembly have moved into a closed position relative to each other to restrict lateral movement between the striker assembly and the latch mechanism relative to the longitudinal path.

Growing community of inventors

Milford, MI, United States of America

Michael McGuire