Abstract: An automotive vehicle steering system has an actuator (12) for steering a wheel (10). A shaft (28) passes axially through the interior of a housing (14) of the actuator and through a rotor tube (56) journaled for rotation within the housing. On the exterior of the housing one end of the shaft is coupled to the wheel. An electric motor (52) within the interior of the housing rotates the rotor tube when the wheel is steered by a steering wheel. An internal screw thread (68) on the rotor tube and an external screw thread (70) on the shaft are operatively coupled by a set (74) of transmission rollers (76) to provide for bi-directional transmission of motion between the rotor tube and the shaft such that rotation of the rotor tube causes the shaft to move axially of the housing to steer the vehicle wheel and axial motion of the shaft due to wheel recovery from a turn rotates the rotor tube.

Abstract: A method for controlling a multi-cylinder internal combustion engine having electronically controlled airflow comprising limiting a currently available maximum engine torque below maximum torque based on a limited torque output condition, the limited torque output condition not being based on current ambient temperature or pressure conditions. The method also includes determining a driver demanded torque based on a current throttle position. The method further includes controlling the engine to deliver the driver demand torque if the internal engine condition does not indicate the limited torque output condition or to deliver a calibratable percentage of the currently available maximum torque if the internal engine condition indicates a limited torque output condition.

Abstract: A steering system (10) and method (70) for controlling the steering of a vehicle having a steering assembly including a steering wheel (12), a steering column (14) connected to said steering wheel (12), and an electric motor (20) operatively engaged with the steering assembly for supplying torque assist. A steering angle sensor (32) is employed for sensing an angular position ?c of the steering column (14). The steering system has first and second H-infinity controllers (64A and 64B) coupled in a feedback path (44) for generating first and second feedback signals as a function of the driver torque and first and second characteristics (JC and KC) of the steering system. One of the first and second feedback signals is selected and the selected feedback signal is combined with a feedforward signal to generate a motor control signal (U) as a function of the estimated torque.

Abstract: A steer-by-wire steering system 10 for steering road wheels 40A and 40B on a vehicle. The steering system 10 includes a steering wheel 12 rotatable by an operator to command steering of the steered road wheels 40A and 40B, and a steering input shaft 16 mechanically linked to the steering wheel 12. A housing structure 14 is disposed proximate the steering input shaft 16. A male member 46 is provided on the housing structure, and a female receptacle 50 is formed in the steering input shaft 16 for matingly receiving the male member 46. The female receptacle 50 comprises a pair of end walls 52 and 54 for limiting rotational travel of the steering wheel 12. The steering system 10 further has an actuator 26 for rotating the wheels 40A and 40B on the vehicle in response to rotation of the steering wheel 12.

Abstract: A stability control system (24) for an automotive vehicle as includes a plurality of sensors (28-37) sensing the dynamic conditions of the vehicle and a controller (26) that controls a distributed brake pressure to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), and a yaw rate sensor (20). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28). The controller (26) determines a roll angle estimate in response to lateral acceleration, roll rate, vehicle speed, and yaw rate. The controller (26) changes a tire force vector using brake pressure distribution in response to the relative roll angle estimate.

Abstract: A stability control system (24) for an automotive vehicle includes a rollover sensor that may include one or more sensor to a various dynamic conditions of the vehicle and a controller to control a steering force to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors may include a speed sensor (30), a lateral acceleration sensor (32), a roll rate sensor (34), a yaw rate sensor (20) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (30), the lateral acceleration sensor (32), the roll rate sensor (34), front steering angle sensor (35), pitch rate (38), rear steering position sensor (40), and a longitudinal acceleration sensor (36). The controller (26) determines a roll angle estimate in response at least one or more of the signals. The controller (26) changes a tire force vector using by changing the direction and or force of the rear steering actuator and brakes in response to the likelihood of rollover.

Abstract: A system (10) and method is provided for calibrating a tire pressure monitoring system using an EM transmitter (14). The present invention includes a first pressure sensor coupled to a wheel of an automotive vehicle (12). The EM pressure transmitter (14) is coupled to the pressure sensor (32). The transmitter (14) has a serial number associated therewith. An EM calibration device has a transmitting range. The EM transmitter device has an actuator. When the actuator is activated, a calibration signal (34) is transmitted within the transmitting range. The calibration signal causes the EM pressure transmitter (32) to transmit a serial number. A controller (16) is EM coupled to the pressure transmitter. The controller (16) receives the serial number and associates the serial number with a tire location of the vehicle.

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 of confirming a lock button pressed condition for a remote device associated with a vehicle remote keyless entry system. The method includes setting a counter to zero then, continuously monitoring the remote device for a remote device button activation. If a lock button activation is detected, the counter is increment by one. Otherwise, if an unlock button activation is detected, the counter is reset to zero. An indicator on the remote device is activated, in response to detection of either a lock button or unlock button activation, when the counter is greater than one. In one embodiment, the indicator is an LED which is activated only when, upon detecting a lock button activation, a lock button activation was immediately previously detected. If at any time after initial lock button activation, the unlock button is activated, the LED indicator will not illuminate.

Abstract: A brake fluid pressure relief assembly (50) for a brake system (10) including a pedal assembly (12) employs first and second valves (52, 54) to provide controlled collapse of a brake pedal pad (14) when both a predetermined deceleration limit is exceeded and a predetermined pressure level is exceeded in a hydraulic brake fluid. The first valve (52) is actuated by an inertial mass (84) acting against a first spring (86). With the first valve in the open position, hydraulic fluid passes into a reservoir (68) whose volume is a dependent on the position of the second valve (54). The second valve (54) opens when the fluid pressure in the reservoir exceeds a predetermined pressure limit and compresses a piston (100) against a second spring (114). Accordingly, the forces that can be communicated through the pedal system 10 are reduced during a collision.

Abstract: A method and apparatus for overcoming negative torque transfer in a passive coupling (43) in a vehicle (10) having all wheel drive. The vehicle (10) includes a front driveshaft (22), a rear driveshaft (26), with the passive coupling (43) connecting the front driveshaft (22) and the rear driveshaft (26). The vehicle (10) also includes a transmission (30) operatively connected to the passive coupling (43). The method includes determining negative torque transfer in the passive coupling (43) and requesting the vehicle (10) to increase transmission output equal to the negative torque transfer.

Abstract: A frame including a pair of rear frame rails having a front bracket and a rear bracket. A leaf spring is connected at a front end to each front bracket and at a rear end to each rear bracket, with the leaf spring having a longitudinal direction between the front bracket and the rear bracket. The longitudinal direction of the leaf spring is non-parallel to the rear frame rails. Each rear frame rail includes a notch extending between the outside face of the rear frame rails and the bottom face of the rear frame rails. The notch allows the leaf spring to rise to a level above the bottom face of the rear frame rails during jounce. The frame also includes an axle perpendicular to the leaf spring. A pair of shock absorbers are connected to the axle and an outside face of the rear frame rails.

Abstract: An early braking system for a vehicle having wheels comprising, a friction element, a brake pedal and a sensor. The friction element inhibits rotation of the wheels of the vehicle with the braking system having a dormant state wherein the friction element is at a first position spaced a first distance from the wheels. The brake pedal is adapted to be depressed to move the friction element into engagement with a portion of the wheels of the vehicle. The sensor senses an operational parameter of the vehicle. The friction element moves from the first position to a second position spaced a second distance from the wheels in response to a predetermined measurement of the operational parameter and before depression of the brake pedal, wherein the second position is closer to the wheels than the first position.

Abstract: A releasable brake pedal system 10 for a vehicle includes a pedal assembly 12 operatively engageable by the driver of the vehicle and a hydraulic actuator assembly 20 for generating pressurized hydraulic fluid for actuating one or more brakes 44A-44D. The pedal system 10 further includes a pressure release valve 30 or 30′ coupled in fluid communication with the pressurized hydraulic fluid. The pressure release valve 30 or 30′ is operative to reduce the amount of pressure applied to the brakes 44A-44D during a detected vehicle deceleration indicative of a collision event. The pressure release valve 30 is responsive to a deceleration sensor 40 according to one embodiment, and valve 30′ employs a deceleration sensitive inertial mass 76 according to another embodiment. Accordingly, the pedal system 10 reduces forces that may otherwise be transferred to the pedal assembly 12 during a collision.

Abstract: A method and system (18) for determining a side slip angle for an automotive vehicle (10) includes various sensors such as a yaw rate sensor (28), a speed sensor (20), a lateral acceleration sensor (32), a roll rate sensor (34), a steering angle sensor (35), and a longitudinal acceleration sensor (36). Each of the sensors are coupled to a controller (26) that determines a side slip angle velocity in response to the sensor signals. The side slip angle velocity is compensated for due to gravity and vehicle attitude changes. Also, the side slip angle velocity is compensated for due to the non-linearity of the side slip angle. The side slip angle velocity is integrated, preferably with an anti-drift integration filter (to determine an integrated side slip angle). A steady state side slip angle is also determined based on the sensors such as the yaw rate sensor and the lateral acceleration sensor. The steady state side slip angle is filtered using a steady state recovery filter (74).

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 vehicle brake system (10) is provided which compensates for brake pedal feel variation so as to provide for enhanced braking feel to the vehicle operator. The brake system (10) includes a brake command input (10), an accelerometer (22) for sensing longitudinal acceleration of the vehicle, and friction brakes (26) and regenerative brakes (29) for generating braking force to be applied to brakes on the vehicle. The vehicle brake system (10) further includes a controller (12) for detecting a brake torque variation as a function of the sensed acceleration and the brake demand signal. The controllers (12) further adjusts a torque command signal to adjust the amount of braking torque generated by the brakes (26) so as to compensate for brake torque variation.

Abstract: A brake pedal assembly 12 for a vehicle includes a pedal 14 and a foot pad 16 operatively engageable by the operator of a vehicle. The pedal assembly 12 also includes a collapsible push rod 22 or 22′ connected between the lever 14 and a hydraulic actuator assembly 20. The push rod 22 and 22′ includes a first rod member 40 telescopically engaged with a second rod member 42 and collapsible relative one to the other upon experiencing a force greater than a predetermined amount of force. The pedal assembly 12 further includes a connector assembly comprising an inertial mass 50 for preventing collapse of the push rod 22 or 22′ during normal vehicle operation, and movable to a second position to allow for collapse of the push rod 22 or 22′ upon experiencing a predetermined deceleration. Accordingly, the pedal assembly 12 reduces forces that may otherwise be transferred to the operator of the vehicle during a collision.

Abstract: A vehicle brake systems (10) is provided which compensates for brake pedal feel variation to provide enhanced braking feel. The brake system (10) includes a brake pedal (18), a wheel sensor (20), and a database (16) for storing target accelerations and torque to pressure parameters. The brake systems (10) may employ a friction brakes (26) and regenerative brakes (29). The brake system further includes a controllers (12) for controlling the amount of braking, including the friction brake actuator (24). The controller (12) determines brake acceleration caused by braking torque and determines a target acceleration based on the driver commanded input. The controller (12) also determines a brake acceleration error as the difference between the target acceleration and the brake acceleration. The controller adjusts the torque-related parameter to reduce the brake acceleration error by adjusting the braking torque generated by the friction brake actuator to compensate for brake torque variation.

Abstract: A steering system (10) and method (70) for controlling the steering of a vehicle having a steering assembly including a steering wheel (12), a steering column (14) connected to said steering wheel (12), and an electric motor (20) operatively engaged with the steering assembly for supplying torque assist. A steering angle sensor (32) is employed for sensing an angular position &thgr;c of the steering column (14). The steering system has first and second H-infinity controllers (64A and 64B) coupled in a feedback path (44) for generating first and second feedback signals as a function of the driver torque and first and second characteristics (JC and KC) of the steering system. One of the first and second feedback signals is selected and the selected feedback signal is combined with a feedforward signal to generate a motor control signal (U) as a function of the estimated torque.