Abstract: Herein, a particular vehicle suspension control arm in a suspension having multiple control arms is designed to create a range of available axial stiffness levels which relates to a range of toe change at the wheel under to lateral loading. In particular, a semi-active device is arranged on a given suspension control arm to allow a change in stiffness that produces a desirable amount of toe change under the presence of lateral loading. This suspension arrangement, when applied to the rear axle of an automobile, has significant merit in being able to enhance maneuverability and stability over a large range of operating conditions at a minimal level of control input energy and with robust failsafe operation.

Abstract: A vibration isolation scheme includes an interior sled mounted to a vehicle body by one or more sled isolators having damping properties. The sled floats with respect to the vehicle body to isolate vehicle occupants from vibrations otherwise transmitted from the vehicle body. The sled isolators can be located at specific vibrational nodes to target a particular frequency or a range of frequencies. The damping properties of the sled isolators can attenuate vibrations in ranges outside the target frequencies.

Abstract: A vehicle suspension friction control apparatus includes a first link having a first end and a second end, and a second link having a first end and a second end. The first end of the first link is mounted to one of a steering knuckle or a lower control arm connected to a lower part of the steering knuckle. The first end of the second link is mounted to the other of the steering knuckle or the lower control arm. A friction control joint connects the second end of the first link and the second end of the second link for controlling friction between the steering knuckle and the lower control arm.

Abstract: A vehicle system and method includes a primary vehicle (PV) and an auxiliary vehicle (AV) selectively connectable to the primary vehicle. The PV and AV vehicles each having an ECU, a propulsion system a braking system, and a directional control system for steering at least one wheel thereon. The ECU of the PV and the ECU of the AV in communication with one another to form an interactive control system that control operation of the systems of the PV and the AV when connected to one another. The vehicle system also includes a docking system for connecting the AV and the PV. The docking system includes an automatic docking actuator that automatically connects the AV to the PV when actuated. Optionally, a remote control device communicates with the ECU of the AV for controlling the AV through the ECU of the AV when disconnected from the PV.

Abstract: A method and system for performing the method of controlling vehicle braking where the wheel slip of individual vehicle wheels is calculated and the load upon individual vehicle wheels is determined. A first brake line correction factor is calculated based on the determined loads upon the vehicle wheels. A second brake line correction factor is calculated based on the calculated wheel slip and the first and second load brake line correction factors are used to modulate a pressure supplied to individual wheel calipers during braking of the vehicle.

Abstract: Herein, a particular vehicle suspension control arm in a suspension having multiple control arms is designed to create a range of available axial stiffness levels which relates to a range of toe change at the wheel under to lateral loading. In particular, a semi-active device is arranged on a given suspension control arm to allow a change in stiffness that produces a desirable amount of toe change under the presence of lateral loading. This suspension arrangement, when applied to the rear axle of an automobile, has significant merit in being able to enhance maneuverability and stability over a large range of operating conditions at a minimal level of control input energy and with robust failsafe operation.

Abstract: A method of cooperative vehicle control in which a high level controller includes a high level algorithm that manages the overall control strategy of the vehicle and decides which vehicle subsystems to control, with what timing and with what authority. Depending on the given situation at hand, including existing or potential conflict between sub-algorithms in the high level controller, the status of the various subsystems and the effectiveness of additional change of these subsystems, desired intervention speed, and environmental repercussions in the total vehicle system, the high level controller may decide to use differing control strategies to meet performance characteristics of the total vehicle system as well as maintain control of vehicle stability, traction characteristics and overall body motions.

Abstract: A method for deploying torque commands from a vehicle stability assist control system to a four wheel drive system in a vehicle that includes utilizing a firewall within a four wheel drive system electronic control unit to analyze commands sent from a vehicle stability assist electronic control unit to the four wheel drive electronic control unit. Additionally, the commands from the vehicle stability assist electronic control unit, when the vehicle control system is in operation, are integrated with commands independently generated by the four wheel drive electronic control unit, and resultant wheel torque commands are generated to be provided to each individual wheel in the four wheel drive system.

Abstract: The present invention provides a method for improving cornering performance. From a given vehicle speed and lateral acceleration, in instances of a decrease in drive torque, individual wheel torque is shifted from inside wheels to outside wheels to increase vehicle yaw forces and counteract the understeer phenomenon. Similarly, in instances of increasing drive torque, individual wheel torque is shifted from outside wheels to inside wheels on a common axle to reduce vehicle yaw forces and counteract the oversteer phenomenon. Actual implementation of side-to-side torque shifting is done using a correction factor multiplied by other factors within a general torque shift equation.

Abstract: A method and system for inhibiting torque steer in a vehicle equipped with steerable wheels that are power driven. The method determines a maximum engine torque limit, determines an estimated driver-desired torque, and controls the actual torque, by adjustment of the throttle angle, to be the smaller of the maximum engine torque limit and the estimated driver-desired torque. Sensors measure steering angle and transmission gear position and a calculator determines the maximum engine torque limit based upon the steering angle and transmission gear position. Further sensors measure engine speed, throttle angle, and atmospheric pressure, and a calculator estimates driver-desired torque based upon the measured engine speed, throttle angle, and atmospheric pressure. A comparator selects the lower of the maximum engine torque limit and the driver-desired engine torque and uses the selected torque to control throttle angle to inhibit torque steer.

Abstract: A method of calculating feed-forward lateral acceleration of a moving vehicle is provided. The method includes the use of a corrected steering angle of the vehicle. The steering angle is corrected by using the Ackerman steer angle of the vehicle. Depending upon the speed at which the vehicle is traveling the steering angle may be corrected using the full Ackerman steer angle, a fraction of the Ackerman steer angle or not at all.

Abstract: A method and system for inhibiting torque steer in a vehicle equipped with steerable wheels that are power driven. The method determines a maximum engine torque limit, determines an estimated driver-desired torque, and controls the actual torque, by adjustment of the throttle angle, to be the smaller of the maximum engine torque limit and the estimated driver-desired torque. Sensors measure steering angle and transmission gear position and a calculator determines the maximum engine torque limit based upon the steering angle and transmission gear position. Further sensors measure engine speed, throttle angle, and atmospheric pressure, and a calculator estimates driver-desired torque based upon the measured engine speed, throttle angle, and atmospheric pressure. A comparator selects the lower of the maximum engine torque limit and the driver-desired engine torque and uses the selected torque to control throttle angle to inhibit torque steer.