Abstract: An individual driving value is set as a function of an accelerator pedal position. In turn, a powertrain characteristic is set as a function of the individual driving style. The set powertrain characteristic may be modified on the basis of a feedback value corresponding to learned preferences of a driver. The modified powertrain characteristic is then either automatically implemented for operation of a powertrain or communicated as a choice for implementation. The feedback value is updated per a response to automatic implementation or choice communication.

Abstract: An individual driving value is set as a function of an accelerator pedal position. In turn, a powertrain characteristic is set as a function of the individual driving style. The set powertrain characteristic may be modified on the basis of a feedback value corresponding to learned preferences of a driver. The modified powertrain characteristic is then either automatically implemented for operation of a powertrain or communicated as a choice for implementation. The feedback value is updated per a response to automatic implementation or choice communication.

Abstract: Systems and methods for controlling an internal combustion engine include adjusting fuel delivered to a cylinder during a transient event by an amount indexed by number of combustion events after detecting the transient event. A base fueling parameter may be adjusted by an adaptive correction value indexed by combustion events after the transient event is detected, with the adaptive value determined using air/fuel ratio difference of previous combustion events during similar transient operating conditions associated with the same combustion event index number. Ionization sensor signal characteristics may be used to determine actual air/fuel ratios used to determine the air/fuel ratio difference and corresponding adaptive correction values. The adaptive values may be modified in response to a vehicle refueling event based on an amount of added fuel relative to existing fuel in the vehicle fuel tank.

Abstract: Systems and methods for controlling an internal combustion engine include adjusting fuel delivered to a cylinder during a transient event by an amount indexed by number of combustion events after detecting the transient event. A base fueling parameter may be adjusted by an adaptive correction value indexed by combustion events after the transient event is detected, with the adaptive value determined using air/fuel ratio difference of previous combustion events during similar transient operating conditions associated with the same combustion event index number. Ionization sensor signal characteristics may be used to determine actual air/fuel ratios used to determine the air/fuel ratio difference and corresponding adaptive correction values. The adaptive values may be modified in response to a vehicle refueling event based on an amount of added fuel relative to existing fuel in the vehicle fuel tank.

Abstract: A method is provided for a vehicle yaw rate estimation using two accelerometers and a steer angle sensor. The new method combines two complimentary approaches to yaw rate estimation using accelerometers. A kinematic yaw rate estimate is weighted with a vehicle lateral acceleration at the center of gravity, and steering angle and vehicle forward speed are incorporated into a Kalman filter for estimating vehicle yaw rate based upon the kinematic yaw rate estimate, the lateral acceleration at the center of gravity, the vehicle steering angle, and the vehicle forward speed. The method incorporates use of either one or two accelerometers.

Abstract: Methods are provided for improving steering stability in a vehicle in which steering stability is a function of tire deflection. In one embodiment, a determination is made whether steering stability has been lost, and if so, the damping rate of all vehicle shock absorbers is increased, thereby reducing tire deflection and improving steering stability. In another embodiment, individual corner control is implemented such that the overall desired yaw torque and the yaw torque produced by an individual tire are determined and the shock absorber damping rate is adjusted accordingly for the respective tire to improve steering stability.

Abstract: Generating powertrain torque versus throttle angle position data is done in order to, in effect, linearize the relationship between the two. The results improve pressure control through a reduction in slip during a dry road to ice transition, and other maneuvers where large surface friction coefficent changes are common and may be encountered.

Abstract: A method of controlling the driving wheels of a vehicle having an internal combustion engine wherein it is determined if a vehicle stuck or not and then, if stuck, the maximum permissible amount of wheel slip is increased with the intent of removing loose material, such as snow, underneath the tires. If the vehicle remains stuck and wheel slip continues, the amount of driving power and torque to the wheels is then reduced. Conversely, if the spin is not present at the subsequent gas pedal application (tip-in), and the vehicle is still stuck, the wheel torque limit is increased.

Abstract: Traction control for an internal combustion engine uses the gas pedal position, steering wheel position and velocity to set a wheel slip target during traction control operation.

Abstract: This invention uses cross-axis oscillation control of braking for traction control systems. Changing the amount of braking on each side of the vehicle reduces total wheel slip in a well-controlled, smooth and highly effective manner.

Abstract: A vehicle yaw control for a vehicle having wheel brakes wherein the wheel brakes complement driver controlled steering efforts by establishing a maximum steering angle that can be used for any given coefficient of friction at the wheel-road interface and for any given speed, thereby achieving optimum lateral control during turning maneuvers by compensating for under-steering and over-steering for each driving condition.

Abstract: A method for estimating hydraulic pressure in a control system that includes hydraulic pressure actuators (28,30) remotely situated with respect to a pressure source (14) wherein pressure at the remote location can be estimated thereby eliminating the need for using pressure transducers to obtain a pressure signal for use in an electronic controller (86,90,142) based on a calibratable relationship between estimated brake pressure and the difference in the volume of fluid flowing toward the pressure actuator and from the pressure actuator. An effective duty cycle for a solenoid operated fluid flow control valve (60,62) in the actuator circuit is determined in accordance with an empirical relationship between the difference between (i) the estimated brake pressure and the supply pressure and (ii) a commanded duty cycle.

Abstract: In a powertrain including an engine controlled by engine manifold conditions, a hydrodynamic torque converter having a bypass clutch, multiple ratio automatic transmission connected to the drive wheels of the vehicle, a solenoid-operated hydraulic valve, supplying pressurized fluid to engage and release the bypass clutch, is controlled by operation of a feedforward control system. An engine math model produces a signal representing predicted torque output by the engine, which signal is applied as input to an inverse mathematical model of the solenoid-operated valve that supplies hydraulic fluid to the bypass clutch.

Abstract: An active suspension system (12, 82a-d), coupled to each wheel of a motor vehicle is controlled to minimize or reduce wheel slippage. In response to detection of wheel slippage, the normal force applied to the slipping wheel is increased and the normal force applied to the wheel laterally opposite the slipping wheel is concurrently decreased (steps 240-384). The changes in normal force are limited to prevent inducing a wheel slip in the laterally opposite wheel (step 278-284). An engine controller (70) concurrently reduces engine torque to further reduce wheel slip.

Abstract: Method, for use in a vehicle including a four wheel steering system and an electronic control unit having memory, of controlling the four wheel steering system while at least one of the wheels is under a torque load such that the vehicle behaves like a front wheel steering vehicle under no torque load, or a four wheel steering vehicle under no torque load. The method includes determining at least one control gain for the four wheel steering system so that the torque loaded vehicle behaves like a front wheel steering vehicle under no torque load, and controlling the four wheel steering system according to the control gain, thereby improving directional stability of the vehicle travelling on a slippery road surface. Apparatus is provided for carrying out the method.

Abstract: A method is provided, for use in controlling an apparatus or for use by a controller of apparatus, for estimating a single torque variable utilizing multiple models. In one embodiment, the apparatus is a vehicle. The method includes the steps of sensing operating parameters to obtain associated operating signals and obtaining estimates of the torque variable from at least two independent models. Each model generates a torque estimate signal based on the operating signals. The method also includes the steps of weighting the individual torque estimate signals according to a predefined accuracy of the associated torque model, to obtain a plurality of weighted individual torque estimate signals, and generating a final torque estimate signal based on the weighted individual torque estimate signals. Once the final torque estimate signal is obtained, the apparatus can be controlled based on the final torque estimate signal.

Abstract: An adaptive active suspension system for a wheeled vehicle in which a powered actuator supplies a force between an unsprung wheel assembly and the vehicle body. The actuator is controlled by a signal from a feedback control system whose dynamic properties are determined by control gain values stored in a memory. The stored control gain values are calculated to simultaneously reduce vehicle body acceleration, tire deflection and suspension displacement (stroke). A road profile estimator provides an indication of predicted road roughness and, as road roughness varies, the effective stiffness of the suspension system is adaptively altered while maintaining a substantially constant ratio between tire deflection and suspension stroke. To reduce the computational burden on the system, the control gains are pre-computed for a range of varying road conditions and stored in memory.

Abstract: A system and method for reducing wheel spin of a vehicle on slippery surfaces wherein the wheel spin is reduced by regulating the engagement of the clutches in a multiple clutch transmission of the vehicle. Upon detection by a controller of an abrupt acceleration by a driven wheel, the controller partially engages the transmission clutch which is currently disengaged, thus increasing the load on the engine and reducing the wheel spin while maintaining the drive train torque path through the previously engaged transmission clutch. Additionally, engine output is decreased upon detection of wheel spin to reduce the wear on the partially engaged clutch.

Abstract: In a powertrain including an engine controlled by the position of the throttle valve, a hydrodynamic torque converter and multiple ratio automatic transmission connected to the drive wheels of the vehicle, a solenoid-operated hydraulic valve supplies pressurized fluid to engage and release the clutch that controls torque transfer between an offgoing clutch and an oncoming clutch. The position of the throttle valve and the speed of the engine are applied as input to a mathematical model programmed in algorithmic form for execution by a digital microprocessor. The engine produces a signal representing net torque output by the engine and torque converter, which signal is applied as input to an inverse mathematical model of the solenoid-operated valve that supplies hydraulic fluid to the controlling clutch. The unique relationship of phase to gain, the frequency response of the solenoid valve, is inverted within the frequency range of interest to remove the effects of delay.

Abstract: A powertrain including an engine controlled by the position of a throttle valve, a hydrodynamic torque converter having a bypass clutch, multiple ratio automatic transmission connected to the drive wheels of the vehicle, a solenoid-operated hydraulic valve that supplies pressurized fluid to engage and release the bypass clutch, is controlled by operation of a feedforward control system. An engine math model produces a signal representing the net torque output by the engine, which signal is applied as input to an inverse mathematical model of the solenoid-operated valve that supplies hydraulic fluid to the bypass clutch. The unique relationship of phase to gain, the frequency response of the solenoid valve, is inverted to remove the effects of delay and transient rise time.