Ford Global Technologies, LLC

Ford Motor Company Limited

Ford Global Technologies & Ford Motor Company

Todd Allen Brown

Jianbo Lu

Joseph Carr Meyers

Michael Edward Brewer

Keith Glenn Mattson

Li Xu

Albert Chenouda Salib

Douglas Scott Rhode

Erik Christopher Chubb

Daniel Domek Eisele

John Patrick Joyce

Hongtei Eric Tseng

Davor Hrovat

Eric Hongtei Tseng

Mathijs Willem Geurink

Hani Abdul Ghani

Darrel Alan Recker

Vladimir V Kokotovic

Russ Lee Norton

Donald L Margolis

Thomas Salmon

Stephen Varghese Samuel

Michael Lopez

Mohammed Samer Abbas

Desi Ujkashevic

Davorin David Hrovat

Michael John Schneider

Jahan Asgari

Kirk Englert

Syun Kyung Lee

Doug Marsden

Paul Schmitt

Todd Mory

John Wicks

Nancy Michelle Atkinson

Evert Hendrik Aalt Kasteel

Chuck Bannon

A system includes a processor configured to receive a valet-key request from a valet mobile device. The processor is also configured to request authentication of a key transfer, responsive to the request and transfer, from an owner mobile device to the valet mobile device, vehicle data, describing a vehicle, and key data, usable to access and activate the vehicle, responsive to authentication approval.

Method and apparatus for wireless valet key configuration and relay

No numbers found in figures. An example vehicular shock absorbing apparatus includes a shock absorber, a hydraulic mount operatively coupled with the shock absorber, a first decoupler movably disposed in a first portion of the hydraulic mount, and a second decoupler movably disposed in a second portion of the hydraulic mount.

Vehicular vibration isolation system and apparatus

A hydraulic mount for a vehicle shock absorber includes a first housing portion, a second housing portion, an orifice plate and a diaphragm connected together to define a first chamber and a second chamber in the hydraulic mount. A first resilient member disposed on the orifice plate defines a first sub-chamber in the first chamber and a second resilient member disposed on the orifice plate defines a second sub-chamber in the second chamber.

Vehicular vibration isolation apparatus

Integrated performance braking is disclosed. A disclosed example apparatus includes a hand-operated lever of a vehicle, a data interface to operatively couple the lever to an anti-lock braking system (ABS) of the vehicle, and a brake controller to cause at least one wheel of the vehicle to lock via the ABS when the lever is rotated to a defined angular position.

Integrated performance braking

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

The method for controlling a safety system (-) of a vehicle () determines a reference velocity from a first front wheel sensor (A) and a second front wheel speed signal from a second front wheel sensor (B). An axle speed sensor (C) may be used to determine an axle speed signal. A first rear speed signal and a second rear speed signal are determined from the reference velocity, a slip effect and a yaw signal. The yaw signal may be determined from a yaw rate sensor (). Safety system (-) may be controlled in response to the first rear wheel speed signal and the second rear wheel speed signal.

Method and apparatus for determining a reference vehicle velocity and a rear wheel speed in a vehicle having three speed sensors

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.

Vehicle stability control system and method

A method for preventing a valve orifice from switching to the small size when a high build gradient is required includes briefly bleeding off a small amount of fluid at the upstream side of the valve. This momentarily reduces the pressure difference when beginning the pressure build. After the valve is opened with the large orifice, the fluid flow through the valve prevents a high pressure difference. The resulting build with the large orifice has the maximum pressure gradient.

System and method for controlling a hydraulic system

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

An integrated stability control system using the signals from an integrated sensing system for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include an IMU sensor cluster, a steering angle sensor, wheel speed sensors, any other sensors required by subsystem controls. The signals used in the integrated stability controls include the sensor signals; the roll and pitch attitudes of the vehicle body with respect to the average road surface; the road surface mu estimation; the desired sideslip angle and desired yaw rate from a four-wheel reference vehicle model; the actual vehicle body sideslip angle projected on the moving road plane; and the global attitudes. The demand yaw moment used to counteract the undesired vehicle lateral motions (under-steer or over-steer or excessive side sliding motion) are computed from the above-mentioned variables. The braking control is a slip control whose target slip ratios at selective wheels or wheel are directly generated from the request brake pressures computed from the demand yaw moment.

Integrated control system for stability control of yaw, roll and lateral motion of a driving vehicle using an integrated sensing system with pitch information

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

Growing community of inventors

Franklin, MI, United States of America

Todd Allen Brown