Gm Global Technolgoy Operations, Inc.

Other

Michael Paul Turski

Kevin Austin O'Dea

Stephen R Pastor

Michael Douglas Rizzo

Ronald Paul

Youssef A Ghoneim

William C Lin

Yuen-Kwok Chin

Hsien Heng Chen

Eric Edward Krueger

David M Sidlosky

Edward John Bedner

Douglass L Carson

Duane Edward Bassett

Hong Xing Hu

Edmund Stanley Browalski

Vivek Jaikamal

Kerfegar Khurshed Katrak

Charles A Green

Mutasim Abdurrahman Salman

Hualin Tan

James Nicholas Nickolaou

Mark N Howell

Christopher A Kinser

Jeremy A Salinger

Steven L Tracht

Alan J Lee

Matthew M Karaba

Howard Hans Ludwig

Loren Michael Trotter

Joel Pazhayampallil

Charles M Tomlinson

Scott D Morrison

Kenneth L Rosol

Youssef Ghoneim

Paul Stephen Zombory

Edmund S Browalski

Vincent E Marchese

Stephen William Smerika

Luke Sewell

Methods and systems for controlling a driving feature for an automated driving system are provided. In one embodiment, a method includes: receiving a first sensor signal from a first sensor; receiving a second sensor signal from a second sensor; selectively determining a driver intent based on at least one of the first sensor signal and the second sensor signal; and controlling the driving feature based on the driver intent.

Methods and systems for automated driving

A system and method designed to improve sensor visibility for a host vehicle operating in an autonomous driving mode when one or more forward-looking sensors are being occluded or obstructed. According to an exemplary embodiment, when a forward-looking object detection sensor is being obstructed by a target vehicle located closely ahead of the host vehicle, the method determines if lateral movement by the host vehicle within its own lane is appropriate to improve sensor visibility around the target vehicle. If lateral movement is deemed appropriate, the method generates lateral movement commands that dictate the direction and distance of the lateral movement by the host vehicle. This may enable the object detection sensors to at least partially see around the obstructing target vehicle and improve the preview distance of the sensors.

System and method for improving sensor visibility of vehicle in autonomous driving mode

An exemplary engine control system and method for controlling a vehicle engine during certain shifting maneuvers that involve a manual transmission, such as a 'no-lift upshift' where the driver does not release the accelerator pedal during manual shifting. The engine control method may be used to temporarily control the vehicle engine during a no-lift upshift maneuver so that the engine performs well without reaching excessively high engine speeds that could result in vehicle instability or damage. The engine control method described herein may be used with other performance driving maneuvers and techniques as well, such as a power shift maneuvers, etc.

Method and system for controlling a vehicle engine during a performance shifting maneuver

A system and method for controlling a vehicle engine during one or more performance driving events, such as a performance takeoff, shifting or cornering event. The engine control system may be used to maintain stability when the vehicle is being driven in a competitive or aggressive fashion by temporarily controlling the vehicle engine through the manipulation of engine torque, engine speed or some other means. If the engine control system receives competing command signals from different vehicle subsystems, then the system may arbitrate or otherwise manage the competing command signals so that different subsystems can function together properly. In one embodiment, the engine control system blends the commands signals from two or more subsystems.

Method and system for controlling a vehicle engine during performance driving events

A method for active traction control of a vehicle can be performed to optimize corner exiting performance of a vehicle that is operating in a high performance or racing environment. The method estimates a real-time tire traction value during operation of the vehicle, computes a remaining tire traction value based upon a comparison of the estimated real-time tire traction value to a total available tire traction value, and calculates a traction system torque limit from the remaining tire traction value. The calculated torque limit can then be used to limit the actual traction system torque of the vehicle as needed in a real-time manner.

System and method for active traction control of a vehicle

A system and related operating method for performance launch control of a vehicle begins by receiving a user-selected driving condition setting that is indicative of road conditions. The method also collects real-time vehicle status data during operation of the vehicle, and derives a target wheel slip profile from the user-selected driving condition setting and the real-time vehicle status data. The actual propulsion system torque of the vehicle is limited using the target wheel slip profile, resulting in improved performance for standstill launches.

System and method for performance launch control of a vehicle

A method of determining an engagement position of a clutch of a vehicle is provided. The clutch is operable by a clutch pedal adapted to move over a travel range. The method comprises determining a rate of change of position of the clutch pedal, locating a dwelling range of the clutch pedal, the dwelling range comprising a plurality of positions of the clutch pedal along the travel range during which the rate of change of position of the clutch pedal is less than a predetermined rate of change for a predetermined length of time, and recording the travel positions of the clutch pedal in the dwelling range.

System and method for determining the engagement point of a clutch

A method and system, according to one embodiment of the present invention, provide a means to accurately determine the velocity of a vehicle. An initial estimation of the velocity of the vehicle is calculated based on rates of rotation of a plurality of wheels on the vehicles. If any of the wheels on the vehicle are in a brake control, or traction control, situation, the initial estimation is modified based on an acceleration of the vehicle to generate a modified estimation of the velocity of the vehicle.

Method and system for determining the velocity of an automobile

Systems, methods and data structures are provided for representing robust data transmitted within a control system. The data structure includes at least two data fields identifying sub-modules and sub-modes of the control system, and optionally includes a third field for designating a primary operating mode of the control system and/or a fourth field representing a handshaking bit or value. The operating modes, sub-modes and sub-module designators are represented by values of the bits selected such that no single bit transition results in the selection of another valid operating state of the control system. As a result, single bit errors will not produce erroneous operating results. Similar concepts can be optionally applied to ensure that errors in contiguous sets of four, eight or any other number of bits do not produce valid states represented by the data structure.

Methods and systems for secure control of system modes and sub-modes

A vehicle includes a plurality of sub-systems and corresponding controllers for effecting normal control thereover. The vehicle further includes a vehicle dynamics controller for providing high-priority sub-system commands for sub-system control to effect vehicle dynamics enhancements. The vehicle dynamics controller includes a plurality of independently decomposable and recomposable software components or layers and accessible inter-layer bus structure.

Vehicle dynamics control architecture

An improved engine torque control method uses existing powertrain sensors and controls to reliably detect and suppress power-hop with minimum degradation of vehicle acceleration. Power-hop is detected by identifying a characteristic wheel jerk magnitude and oscillation frequency based on driven wheel speeds. Once a power-hop condition is detected, the control method computes a desired engine torque output for suppressing the detected power-hop without unnecessarily degrading vehicle performance, based on the wheel jerk magnitude, the engine speed and vehicle acceleration. A combination of engine cylinder fuel cut-off and spark retard is then scheduled for reducing the engine output torque to the desired level for the duration of the power-hop condition. The control method has minimal impact on vehicle cost since it is performed (preferably) by engine or other control software, and has been shown to quickly and effectively suppresses power-hop and its disadvantages without significantly degrading vehicle performance.

Power-hop responsive engine torque control method

A brake system control for use in a vehicle with four wheels comprising the steps of: determining a desired yaw rate (,); determining a yaw torque command responsive to the desired yaw rate (,); if the vehicle is in an anti-lock braking mode during driver commanded braking, applying the yaw torque command to only one of the four wheels to release brake pressure in said one of the four wheels (,); if the vehicle is in a positive acceleration traction control mode during driver commanded acceleration, applying the yaw torque command to only one of the four wheels to apply brake pressure in said one of the four wheels (,); and if the vehicle is not in the anti-lock braking mode or in the positive acceleration traction control mode, then: (i) determining whether a vehicle brake pedal is depressed (,); (ii) if the vehicle brake pedal is depressed, applying brake force to the vehicle wheels responsive to the depression of the brake pedal (,), wherein the applied brake force is modified to at least two of the vehicle wheels to create a left-right brake torque differential responsive to the yaw torque command.

Brake control system

In a vehicle with a first operating mode in which all vehicle wheels have substantially no lateral movement on a road surface and a second operating mode in which at least some of the vehicle wheels have lateral movement on the road surface, and with an actuator capable of affecting vehicle yaw rate, a vehicle yaw rate control method comprising the steps of: measuring an actual vehicle yaw rate; measuring vehicle steering wheel position; in the second mode of operation, determining a desired yaw rate command linearly responsive to the measured steering wheel position; wherein the actuator is controlled to minimize a difference between the measured vehicle yaw rate and the desired vehicle yaw rate.

Chassis control system

In a vehicle with first and second front vehicle wheels and third and fourth rear vehicle wheels and at least one member of a first group comprising anti-lock brake control and positive acceleration traction control, a brake control method comprising the steps of: determining a desired vehicle yaw rate; determining an actual vehicle yaw rate; responsive to the desired and actual vehicle yaw rates, determining an axle command; responsive to the desired and actual vehicle yaw rates, determining a torque command; applying the axle command during activation of one of the anti-lock brake control and the positive acceleration traction control to one member of a second group comprising (i) the two front wheels and (ii) the two rear wheels, wherein wheel-to-road traction is increased and a difference between desired vehicle yaw rate and actual vehicle yaw rate is minimized; and applying the torque command to at least one of the vehicle wheels independently of the axle command to create a yaw torque moment on the vehicle body, wherein the difference between the desired vehicle yaw rate and the actual vehicle yaw rate is minimized.

Growing community of inventors

Rochester Hills, MI, United States of America

Michael Paul Turski