Abstract: A method is disclosed for determining a steering wheel angle calibration reference value in a vehicle. The vehicle includes a relative steering wheel angle sensor, which is unique in that it receives power directly from the vehicle's battery and interacts with the vehicle's car area network. The vehicle also includes an active yaw controller that interacts with the vehicle's car area network. The steering wheel angle calibration reference value only needs to be updated when power to the relative steering wheel angle sensor has been interrupted.

Abstract: A stability control system and method is provided for decreasing the propensity for rollover and preventing a rapid body roll movement after active management by the stability control system. The control system and method recognizes a propensity for vehicle instability, modifies the tire force vector of the vehicle's wheel to increase stability, and returns the tire force vector at a limited rate to prevent an impulse force on the wheel. The tire force vector may be held for a period of time after the propensity for vehicle instability is no longer recognized. A logic block is provided for determining the propensity for the impulse force on the wheel, which results in control of the proportional control signal or other signal to regulate the control input that is sent to the braking or steering control system.

Abstract: A method is disclosed for determining a steering wheel angle calibration reference value in a vehicle. The vehicle includes a relative steering wheel angle sensor, which is unique in that it receives power directly from the vehicle's battery and interacts with the vehicle's car area network. The vehicle also includes an active yaw controller that interacts with the vehicle's car area network. The steering wheel angle calibration reference value only needs to be updated when power to the relative steering wheel angle sensor has been interrupted.

Abstract: A stability control system and method is provided for decreasing the propensity for rollover and preventing a rapid body roll movement after active management by the stability control system. The control system and method recognizes a propensity for vehicle instability, modifies the tire force vector of the vehicle's wheel to increase stability, and returns the tire force vector at a limited rate to prevent an impulse force on the wheel. The tire force vector may be held for a period of time after the propensity for vehicle instability is no longer recognized. A logic block is provided for determining the propensity for the impulse force on the wheel, which results in control of the proportional control signal or other signal to regulate the control input that is sent to the braking or steering control system.

Abstract: A method is disclosed for determining the steering center of a vehicle. The algorithm involves supplying power to a controller after ignition-off to save the steering wheel angle value that is stored in the controller's non-volatile memory. At ignition-on, the steering wheel angle value that was stored in the controller's non-volatile memory is retrieved and compared to a recently calculated probable steering wheel angle value. The recently calculated probable steering wheel angle value is calculated based on an offset compensated value of the vehicle's yaw rate and offset compensated value of the vehicle's lateral acceleration. If the difference between the value stored in the volatile memory and the recently calculated probable steering wheel angle value are within a predetermined range, the value stored in the non-volatile memory will continue to be used.

Abstract: A method for estimating the longitudinal velocity of a vehicle generally comprises the steps of determining whether the vehicle has a lateral acceleration greater than a predetermined value, and then setting the estimate of longitudinal velocity based on the velocity of the wheel having the highest normal force when the vehicle does have a lateral acceleration greater than the predetermined value. The predetermined value is preferably set to reflect the vehicle being in a curve driving situation. The method may further comprise the step of determining whether the vehicle has had a lateral acceleration greater than the predetermined value within a predetermined amount of time. Preferably, when the vehicle is not currently but has had a lateral acceleration greater than the predetermined value within the predetermined amount of time, the estimate of longitudinal velocity is set based on an integration of the vehicle's longitudinal acceleration over time.

Abstract: A vehicle object detection system is disclosed that audibly conveys to the vehicle operator the direction of the detected object relative to the vehicle through the vehicle's audio system. The system includes a sensor array, a processor, and a speaker arrangement. The sensor array detects an object remote from the vehicle and generates a signal when an object has been detected. The processor receives and processes the sensor array signal. Then, the processor transmits the processed signal to the speaker arrangement. The speaker arrangement audibly conveys the processed signal over multiple audio channels. The method of detecting an object remote from the vehicle is also disclosed.

Abstract: The present invention provides a single sensor, preferably of a capacitance type, that detects various conditions of a brake booster and the braking system. In one embodiment, the sensor is integrally formed with a reaction disc in the brake booster. Another embodiment includes forming the sensor within the poppet valve of the brake booster.

Abstract: A new method for determining an actual steering wheel angle is provided that does not require re-calculation of a steering center upon each ignition of the vehicle. Accordingly, the vehicle dynamic controller may be activated very quickly after ignition, while a less costly relative steering wheel angle sensor may be employed.

Abstract: The present invention is an improved reservoir cap for a braking fluid reservoir including a cylindrical skirt for surrounding an opening of the reservoir body, a disc portion having a hard stop formed unitarily with the cylindrical skirt for closing the reservoir fill opening, and a plurality of teeth formed unitarily about the hard stop for securing an elastic member. The elastic member is disposed about the teeth of the reservoir cap and secured thereto. The elastic member defines ridges disposed circumferentially about its center. Between the ridges and the center of the elastic member is a channel, which in turn defines a pair of openings which permit the flow of excess fluid through the elastic member, thereby reducing the possibility of fluid overflow, and thus preventing excess brake fluid from permeating the reservoir cap and leaking into the engine compartment of a vehicle.

Abstract: The present invention involves a system and method of regulating manual control for a driver of a vehicle during a sliding condition of the vehicle having an electronic stability program using a stability control system. The method includes recognizing the vehicle in a sliding condition and determining whether the vehicle is manually controllable in the sliding condition. The method further includes adjusting the electronic stability program, if the vehicle is determined to be manually controllable, and activating the stability control system to control the vehicle when the vehicle is not manually controllable. The method further includes applying a compensated brake pressure on the vehicle based on the activation of the stability control system.

Abstract: The present invention involves a system and method of regulating manual control for a driver of a vehicle during a sliding condition of the vehicle having an electronic stability program using a stability control system. The method includes recognizing the vehicle in a sliding condition and determining whether the vehicle is manually controllable in the sliding condition. The method further includes adjusting the electronic stability program, if the vehicle is determined to be manually controllable, and activating the stability control system to control the vehicle when the vehicle is not manually controllable. The method further includes applying a compensated brake pressure on the vehicle based on the activation of the stability control system.

Abstract: The present invention is an improved reservoir cap for a braking fluid reservoir including a cylindrical skirt for surrounding an opening of the reservoir body, a disc portion having a hard stop formed unitarily with the cylindrical skirt for closing the reservoir fill opening, and a plurality of teeth formed unitarily about the hard stop for securing an elastic member. The elastic member is disposed about the teeth of the reservoir cap and secured thereto. The elastic member defines ridges disposed circumferentially about its center. Between the ridges and the center of the elastic member is a channel, which in turn defines a pair of openings which permit the flow of excess fluid through the elastic member, thereby reducing the possibility of fluid overflow, and thus preventing excess brake fluid from permeating the reservoir cap and leaking into the engine compartment of a vehicle.

Abstract: A vehicle object detection system is disclosed that audibly conveys to the vehicle operator the direction of the detected object relative to the vehicle through the vehicle's audio system. The system includes a sensor array, a processor, and a speaker arrangement. The sensor array detects an object remote from the vehicle and generates a signal when an object has been detected. The processor receives and processes the sensor array signal. Then, the processor transmits the processed signal to the speaker arrangement. The speaker arrangement audibly conveys the processed signal over multiple audio channels. The method of detecting an object remote from the vehicle is also disclosed.

Abstract: A safety interlock system for a motor vehicle having a braking system capable of actively applying the vehicle brakes with an object sensor capable of detecting the presence of an object such as a pedestrian in the danger zone at the front of the vehicle, a door sensor capable of detecting the open or closed state of the vehicle exit doors, an interlock override switch and a control circuit. The control circuit is capable of activating the safety interlock system when a door open signal is received from said door sensor. When the safety interlock system is activated the control circuit is capable of activating the vehicle brakes to prevent motion of the vehicle when an object signal is received from the object sensor. The control circuit deactivates the safety interlock system at a predetermined time after receiving a door closed signal or an override signal.

Abstract: A vehicle includes multiple wheels, a locking drive differential, and a stability controller. A first wheel is mechanically coupled to a second wheel. The locking drive differential mechanically couples the second wheel to a third wheel. The stability controller is coupled to the third wheel. The stability controller is programmed to attain a slip rate of about the first and the second wheel at the third wheel, which stabilizes the vehicle in an over-steer condition. The method applies a modulated stability pressure to the third wheel until the third wheel attains about the combined slip rate of the first wheel and the second wheel and a fourth wheel is rotating at about the velocity of the vehicle.

Abstract: A method of determining the direction of travel of a vehicle independent of the transmission gear position. A plurality of yaw rate values are utilized, which are summed or integrated over a period of time to generate a plurality of yaw rate sum values. The sign of each yaw rate sum value is compared. This comparison of the signs of each yaw rate sum value results in a confidence value that is used to determine the direction of travel. Preferably, the actual gear position, a calculated gear ratio, and the vehicle's velocity are used to build confidence in the resulting confidence value given above.

Abstract: A motor control includes a driver, an inverter, and a controller. The inverter electrically couples an input of the driver, an input of the controller, and a plurality of outputs of the controller. The controller is configured to actuate the driver. The method actuates a motor through the driver and the inverter.

Abstract: A method and system for controlling a brake for motor vehicles. The present invention relates to a method as well as a system for controlling a brake for motor vehicles, which can be electromechanically actuated by means of an actuator, consisting of an electric motor as well as a drive mechanism positioned downstream of the electric motor. In order to be able to increase motor speed under certain operating conditions, i.e. according to demand, without reducing the available torque, the invention provides for the slope of the speed-torque characteristic curve of the electric motor (4) to be modified by weakening components of the electromagnetic field of said electric motor (4), which affect the dynamics of same, in such a way that a higher speed (&ohgr;′1) is obtained at the same torque (M1).

Abstract: A check valve arrangement utilizes a disc (15) for a valve member while eliminating the need for a ball. A valve seat in the common sense is unnecessary, too. Instead, a substantially flat surface (13) interacts with the disc (15). In order to allow unidirectional flow only, the disc (15) is biased toward the surface (13) by means of an elastic bias ring (17) which itself is held in place by a retainer (6) extending through the center hole (16) of the disc (15) and thereby axially guiding the disc (15). If desired, the flat surface (13) can be supplemented with an embedded sealing ring 18 to provide optimum sealing properties without precise machining of the surface (13). By designing the disc (15) and the retainer (6) in rotational symmetry, a directional adjustment of the parts is made unnecessary.