Abstract: A traction assist device (16) adapted for girdling a motor vehicle tire (10) is fabricated as a nominally flat polymeric part that can assume a circular shape for fitting onto the tire. The part has a pair of side bars (18, 20) that are nominally straight, but assume circular shapes for fitting against opposite side walls (14) of the tire. A number of transverse bars (22) integrally joining with the side bars extend between the side bars at intervals along the length of the side bars. Each transverse bar is nominally straight, but wraps over the tire tread (12) when the device is installed. Respective ends (32, 34) of the side bars cooperatively form a respective connector (36) for connecting the respective ends together using interlocking serrated zones (40, 54). One zone (54) is on a pawl (54) that can be released to allow the ends to be separated.

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 force 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, 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, the yaw rate sensor 28 and a longitudinal acceleration sensor 36. The controller 26 determines a roll angle estimate in response to lateral acceleration, longitudinal acceleration, roll rate, vehicle speed, and yaw rate. The controller 26 changes a tire force vector using brake force distribution in response to the relative roll angle estimate.

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 may ultimately be used to determine a tire force vector such as brake pressure distribution or a steering angle change in response to the relative roll angle estimate.

Abstract: An electric powered brake system (10) for braking road-engaging wheels of a motor vehicle. An ignition switch for turning a motor of the vehicle on and off also controls the application of electric power to the electric powered brake system. A control and method (FIGS. 2 and 3) for maintaining application of full electric power to the electric powered brake system when the ignition switch is operated from ON to OFF so long as at least one parameter (60, 62, 64, 66) related to a respective component of the vehicle and indicative of a need to maintain full electric power application to the brake system continues to exist and for discontinuing application of full electric power to the brake system when all of selected ones of several such parameters are indicative of lack of need to maintain full electric power application to the brake system.

Abstract: A method (60) of testing a ride control suspension component of a vehicle. The method comprises the steps of setting a vehicle suspension to a first ride mode (70), raising the first suspension to a first height (108), releasing fluid from the first suspension to lower the first suspension (130), and measuring a parameter during the lowering of the first suspension (132). The method further includes the steps of setting the first suspension to a second ride mode which is different than the first ride mode (76), raising the first suspension for a second time (108), releasing pressure from the first suspension to lower the first suspension for a second time (130), measuring a second parameter during the lowering of the first suspension (132), comparing the first and second parameters (82), and determining the condition of a suspension component based on the comparison (84).

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 a steering angle change in response to the relative roll angle estimate.

Abstract: A damper (40) for damping tactile vibration (FIG. 4) caused by pressure changes induced in hydraulic fluid by an operational characteristic of a hydraulic-operated brake (22; 24) when the brake is braking a rotating object (14; 16). A piston (54) is displaceable within a housing bore (52) and divides the bore into a first chamber (56) confronting one axial face of the piston and a second chamber (58) confronting an opposite axial face of the piston. A port (59) communicates hydraulic fluid to the first chamber such that increasing hydraulic fluid pressure is effective to displace the piston toward the second chamber. A spring (60) that is operated by displacement of the piston within the bore resists piston displacement toward the second chamber as hydraulic fluid pressure increases and aids piston displacement toward the first chamber as hydraulic fluid pressure decreases. The invention is useful in hydraulic-operated motor vehicle brakes.

Abstract: Requested brake torque and requested throttle torque are assigned opposite algebraic signs in both rollback and non-rollback states. In the non-rollback state, requested motor torque development includes a process step (206) in which requested brake torque and requested throttle torque are algebraically summed. In the rollback state, requested motor torque development includes a process step (218) in which requested throttle torque is substituted for the regeneration torque limit. In the rollback state, the difference between the requested throttle torque and the requested brake torque is compared with a zero vehicle speed regeneration torque limit (228) when the result of comparing the difference between requested throttle torque and the requested brake torque with the regeneration torque limit (222) discloses that the latter difference does not exceed the regeneration torque limit. The result is used to determine respective amounts of motor torque and friction brake torque (230, 232, 234, 236).

Abstract: A vehicle brake system 10 has a brake pedal assembly 14, a sensor 18 or 22 for sensing effort applied to the brake pedal assembly and a brake actuator 26 for generating braking force to be applied to one or more brakes 12A-12D on the vehicle. The brake system further includes a position sensor for sensing a position signal, such as an adjustable brake pedal position sensor 40, a seat position sensor 42, a steering wheel position sensor 44, or a driver position sensor 46, which is generally indicative of the stature and/or comfort of the driver. The brake system further includes a controller 24 for automatically controlling the amount of braking force applied to the one or more brakes in the vehicle as a function of the sensed position. Accordingly, the brake system automatically adjusts the braking effort based on a sensed position signal.

Abstract: A linear actuator includes a threaded support with first and second collars threadedly engaged with the support. First and second plates are abuttable against the first and second collars, respectively, and the first and second plates have a clearance fit with the respective first and second collars. An expansion device engages the first and second plates. A motor operatively engages the first collar for rotating the first collar. The first and second collars and expansion device are configured such that a load applied to the second plate is alternately supported by one of the first and second collars, depending upon the expansive condition of the expansion device, as the other of the first and second collars is rotated along the threaded support, thereby enabling the second plate to advance along the support against the load by expansion of the expansion device.

Abstract: A method of determining seal failure is implemented in a ball joint including a stud having a ball embedded in grease within a sealed socket assembly. A dielectric characteristic of the grease is measured to determined if the sealed socket assembly has failed based upon a substantial variation of the measured dielectric characteristic from a predetermined value.

Abstract: An electric park brake control (32) for a parking brake actuator (28, 30) selectively operates a brake mechanism (24, 26) at at least one wheel to selectively perform a parking brake function. Inputs to the electric park brake control include an input from a shifter (18) for distinguishing PARK position from other positions. The electric park brake control causes the brake mechanism to perform the parking brake function when the input from the shifter to the electric park brake control discloses that the shifter is in PARK position. The electric parking brakes are integrated with the shifter, eliminating a parking pawl from a motor (12) that propels the vehicle. Neither is an operating cable from the shifter to the motor for operating the parking pawl required. The shifter is coupled in exclusively electrical relationship to a traction inverter module (16) for causing the motor to operate in correspondence with the particular position selected by the shifter.

Abstract: Wheelslip is controlled in an automotive vehicle having at least one wheel for which control is desired. Each wheel is controlled by a corresponding element of a command wheelslip vector. The method includes determining a minimizing wheelslip vector minimizing the time rate of change of weighted vehicle kinetic energy and a resulting minimum time rate of change of weighted vehicle kinetic energy. A maximizing wheelslip vector maximizing the time rate of change of weighted vehicle kinetic energy and a resulting maximum time rate of change of weighted vehicle kinetic energy are also found. The command wheelslip vector is determined from an interpolation of the minimizing wheelslip vector and the maximizing wheelslip vector. The interpolation is based on a desired time rate of change of weighted vehicle kinetic energy.

Abstract: A hydraulic fluid pump (10), including a housing (12), a pumping apparatus (14), an inlet (16), a pressure chamber (17), an outlet (18), a bypass valve (20) and a diffuser (24). Wherein cavitation is reduced by using the diffuser (24) to supercharge fluid from the outlet (18) to increase the static pressure of the fluid entering the pumping apparatus (14). And wherein the inlet (16) and the diffuser (24) are designed to minimize the complexity, cost and packaging considerations of the hydraulic fluid pump (10).

Abstract: A vehicle braking system having a brake rotor (10) and brake pedal-actuated hydraulic piston (24) that actuates a brake caliper (22) to engage a friction brake (25a, 25b) with the rotor (10) and further having a brake caliper retractor mechanism (40) including an actuator (46) for actively controlling retraction of the caliper (22) relative to the rotor (10) to provide either a friction brake force versus pedal brake force curve where the friction brake initially contacts the rotor (10) such that braking force from the brake pedal P begins at zero pedal force or a friction brake force versus pedal brake force curve that is displaced relative thereto where the friction brake initially is positioned out of contact with the rotor (10) such that braking force from the brake pedal begins at a finite preselected pedal force greater than zero.

Abstract: A method of making stabilizer bar pivot bushings (10). At least one length of a substantially plastic material (26, 28) that in transverse cross section has a shape that is arcuate about a central axis passes lengthwise through an extrusion die where an annular elastomeric body (22) is extruded onto the plastic. Then the body is transversely cut, including cutting through the plastic, at locations along the length of the extrusion, thereby creating individual bushings in which the plastic forms at least one shear plate.

Abstract: A brake assembly includes a rotor and at least one backplate supporting a brake pad for frictionally engaging the rotor for braking. A sheet metal plate is operatively connected to the back plate. The sheet metal plate has a groove cut therethrough to form at least one tuning fork member. A damping material is engaged with the at least one tuning fork member for damping energy associated with vibrations of the tuning fork member, thereby sound-dampening brake squeal noise.

Abstract: A torque control strategy control for management of regenerative braking in a motor vehicle. A first processor (12) processes throttle request data (20) and torque modification data (40) from a second processor (14) to develop motor torque request data (28) for controlling rotary electric machine torque. The second processor processes brake request data (26), the throttle request data, and operating data from the at least one operating data source to develop friction brake torque data (30) for controlling friction brake torque applied to the vehicle and the torque modification data for the first processor.

Abstract: In a bearing bracket for pedals in motor vehicles comprising a supporting bracket (8) having its base fixed to a substantially vertical region (2) of the bulkhead/cowl panel assembly (1) and a bearing bracket (9) having its base fixed to a substantially horizontal region (3) of the bulkhead/cowl panel assembly (1), with the pivot axle (7) of the pedals, for example of a brake pedal (6), being held stably and pivotally, the pedals, e.g. a brake pedal (6), are provided with a stop arm (11) projecting upwardly above the pivot axle (7) and cooperating with a rest stop (12) to determine the rest position of the pedals, the pivot axle (7) of the pedals is pivotally mounted solely in the bearing bracket (9), in bearing openings (10), and the rest stop (12) is located on the supporting bracket (8).

Abstract: A master cylinder (12) and pedal feel emulator (10) useful in a brake-by-wire system. A bore (18) of the master cylinder contains three pistons (22, 34, and 28), in tandem, that divide the bore into various zones (26, 24, 32, 30). The emulator contains a piston (74) that divides a bore (72) into two zones (76, 78), and a spring (80) disposed in one of those zones. The zones of the emulator are hydraulically communicated in certain ways with zones of the master cylinder to enable the emulator to be effective during brake-by-wire controlled braking to displace the emulator piston to compress the emulator spring, thereby emulating pedal feel that occurs during hydraulic braking.