Abstract: An apparatus and method for measuring dynamic movement of a vehicle (10) by employing multiple GPS satellites and determining velocity based change in the carrier frequency of multiple satellite signals. The apparatus includes at least two GPS receiving antennas (12a and 12b) installed on a vehicle (10) at known locations and a controller (20) for processing received GPS signals (16a-16c) and monitoring a carrier frequency associated with the GPS signals. The controller (20) determines a change in the carrier frequency of the GPS signals due to Doppler effect. The controller (20) further determines a first inertial velocity vector of each of the receiving antennas (12a and 12b) based on the change in carrier frequency, and determines angular rate of the vehicle based on the inertial velocity vectors. The controller (20) further determines vehicle longitudinal and lateral velocity and acceleration as a function of the inertial velocity vectors.

Abstract: A control system (13) for an automotive vehicle (10) includes a longitudinal accelerometer (24) that generates a longitudinal acceleration signal corresponding to a longitudinal acceleration of a center of gravity (COG) of the vehicle body. A lateral velocity sensor (22) generates a lateral velocity signal corresponding to the lateral velocity of the vehicle body. A controller (14) is coupled to the yaw rate sensor (18), the longitudinal accelerometer (24) and the lateral velocity sensor (22). The controller (14) determines a longitudinal speed from the longitudinal acceleration signal. The controller determines a vehicle pitch angle in response to the longitudinal speed, the yaw rate signal and the lateral velocity signal.

Abstract: A method and apparatus for determining lateral velocity of a vehicle (10) uses a controller (16) having a lateral velocity estimator (18) therein. A vehicle speed determination circuit (20) is used to determine the vehicle speed which is coupled to the controller (16). A yaw rate sensor (26) is used to generate a yaw rate signal, a lateral acceleration signal (28) is used to generate a lateral acceleration signal, and a roll angle sensor (30) is used to generate a roll angle signal that are each coupled to controller (16). The controller (16) measures an unbiased lateral velocity derivative and determines a fictitious lateral velocity estimation using the unbiased lateral velocity derivative. Using the fictitious error to drive a model based adaptive observer, an accurate lateral velocity determination may he made in spite of model uncertainties and measurement noise.

Abstract: Several methods are disclosed for application in a vehicle comprising an engine, an electrical machine coupled to provide supplemental torque to a torque provided by the engine, a transmission having an input coupled to receive torque provided by the engine, and at least one wheel shaft driven by an output of the transmission, the wheel shaft having a driven end and an end coupled to a respective wheel of the motor vehicle. In one embodiment, a method for suppressing driveline oscillations comprises: for at least one wheel shaft, sensing a difference in rotational speed between the driven end of the wheel shaft and the wheel shaft's respective wheel, and generating a torque command for the electrical machine to supply a torque which is a function of the difference.

Abstract: GPS sensors (14, 16; 30, 32, 34, 36) arranged in certain geometries in an automotive vehicle (10) to provide information that is processed by an on-board processor (18; 40) to derive parameters useful for warning, control, and/or documentation

Abstract: A vehicle traction control system is controlled in part by a signal value indicative of estimated wheel torque. The estimated wheel torque value is produced within the vehicle's electronic engine control (EEC) module by summing a first value which indicated the estimated torque attributable to engine combustion and a second value which is proportional to engine acceleration/deceleration which indicates the amount of torque attributable to the inertial movement of engine and drive train masses. The second value is modified by a third value based on the speed ratio across the transmission. Before summing the two signal components, the signal which indicates combustion torque is preferably delayed with respect to the signal indicating inertial torque by a delay interval whose duration varies with engine speed to take into account the delay between intake fuel rate changes and combustion forces as well as delays attributable to the timing of the calculations themselves.

Abstract: A coordinated engine and transmission traction control method is disclosed for reducing driven wheel speed transients related to transmission shifting during a traction control event. The method includes sensing a driven wheel speed, and estimating a driving surface coefficient of friction based on the sensed wheel speed. The method also includes prolonging a transmission upshift by reducing a rate of change of a commanded speed ratio in proportion to the estimated driving surface coefficient of friction, and decreasing engine torque during the transmission upshift. A system including a wheel speed sensor and control logic is also disclosed for performing the method.

Abstract: A method for reducing transmission clutch engagement pressure during conditions when clutch hydraulic fluid is relatively more viscous. A clutch engagement pressure control signal is shaped by a system that has an addition branch (42) for shaping the control signal as the control signal is rising, a subtraction branch (44) for shaping the control signal as the control signal is falling, and a summing junction (46) for algebraically summing the signal outputs of the addition and the subtraction branches.

Abstract: A vehicle steering system in which brake steering forces intervene in the manual steering function wherein brake steering can be used to control the lateral position of a vehicle to supplement manual steering efforts, the system including brake controls for wheel brakes at the left and right sides of the vehicle which develop differential brake forces that result in a change in vehicle lateral position, the lateral position that is developed forming an input for a feedback regulator and brake controller, the magnitude of lateral position errors determining the brake forces that affect yaw rate and lateral position.

Abstract: A coordinated engine and transmission traction control method is disclosed for reducing driven wheel speed transients related to transmission shifting during a traction control event. The method includes sensing a driven wheel speed, and estimating a driving surface coefficient of friction based on the sensed wheel speed. The method also includes prolonging a transmission upshift by reducing a rate of change of a commanded speed ratio in proportion to the estimated driving surface coefficient of friction, and decreasing engine torque during the transmission upshift. A system including a wheel speed sensor and control logic is also disclosed for performing the method.

Abstract: A vehicle traction control system is controlled in-part by a signal value indicative of estimated wheel torque. The estimated wheel torque value is produced within the vehicle's electronic engine control (EEC) module by summing a first value which indicated the estimated torque attributable to engine combustion and a second value which is proportional to engine acceleration/deceleration which indicates the amount of torque attributable to the inertial movement of engine and drive train masses. Before summing the two signal components, the signal which indicates combustion torque is delayed with respect to the signal indicating inertial torque by a delay interval whose duration varies with engine speed to take into account the delay between intake fuel rate changes and combustion forces as well as delays attributable to the timing of the calculations themselves.

Abstract: A system and method for engine idle speed control delay operation of a vehicle accessory (26) while introducing a stored torque disturbance profile corresponding to that vehicle accessory into a feedforward engine control system so as to minimize variation of engine idle speed. Torque disturbances resulting from operation of an alternator (32), power steering pump (28), or air conditioning compressor and blower (30) are characterized and stored in the memory of an electronic control module (22). When a request for operation of an accessory is detected, the stored profile is fed into the control system prior to actual operation of the accessory so as to reduce or eliminate control system response time. Control logic (22) also provides a learning function by modifying the stored profiles to accommodate changes in engine and accessory operation.