Abstract: A ball joint assembly includes a housing at least partially defining a cavity. A ball stud includes a head portion positioned within the cavity and a shaft extending from the head portion. A ball race having an inner surface is positioned within the cavity to define an interface between the inner surface of the ball race and an outer surface of the head portion. A solid friction coating is positioned within the interface. The solid friction coating is coupled to the inner surface of the ball race and/or the outer surface of the head portion of the ball stud. A piston can also be positioned within the cavity, wherein at least one gap is defined between the ball race and the piston and/or between the ball race and the housing. Methods of assembling a ball joint assembly are also disclosed.

Abstract: A target system that includes a target that is selected, wherein the target includes a surface with depth variations. The target system additionally includes a laser sensor adapted to scan the target for localization.

Abstract: A mobile robot target system that includes a mobile robot. The mobile robot target system additionally includes a laser scanner operably connected to the mobile robot. The laser scanner includes a laser sensor that scans an area around the mobile robot to detect a target. The mobile robot is localized based on the detection of the target by the laser sensor.

Abstract: A target system that includes a target that is selected, wherein the target includes a surface with depth variations. The target system additionally includes a laser sensor adapted to scan the target for localization.

Abstract: A mobile robot target system that includes a mobile robot. The mobile robot target system additionally includes a laser scanner operably connected to the mobile robot. The laser scanner includes a laser sensor that scans an area around the mobile robot to detect a target. The mobile robot is localized based on the detection of the target by the laser sensor.

Abstract: A localization scheme and method using a laser sensor for indoor wheeled mobile robots (IWMR), which need to localize themselves for working autonomously, is provided. In this method, a laser sensor moves inside an onboard guide way and its distance measurements are used to robustly detect and recognize a unique target based on edge detection and pattern recognition techniques. From the distance measurements with respect to the recognized target, a kinematic model is developed to determine the IWMR orientation and location in the global co-ordinates (in 2-D). Such target recognition and localization methods are validated with experimental results.

Abstract: A ball joint assembly includes a housing at least partially defining a cavity. A ball stud includes a head portion positioned within the cavity and a shaft extending from the head portion. A ball race having an inner surface is positioned within the cavity to define an interface between the inner surface of the ball race and an outer surface of the head portion. A solid friction coating is positioned within the interface. The solid friction coating is coupled to the inner surface of the ball race and/or the outer surface of the head portion of the ball stud. A piston can also be positioned within the cavity, wherein at least one gap is defined between the ball race and the piston and/or between the ball race and the housing. Methods of assembling a ball joint assembly are also disclosed.

Abstract: A method for stability control may include receiving vehicle characteristics of a vehicle of a vehicle-trailer system, trailer characteristics of a trailer of the vehicle-trailer system, or steering inputs for the vehicle. The method may include determining a prediction based on yaw rate deviation for the vehicle determined from the vehicle characteristics, trailer characteristics, or steering inputs or hitch rate oscillation of a hitch coupling the vehicle to the trailer determined from the vehicle characteristics, trailer characteristics, or steering inputs, where the prediction may be indicative of a likelihood of instability for the vehicle-trailer system. The method may include generating control actions based on the prediction and hitch rate feedback from the hitch of the vehicle-trailer system or lateral hitch force feedback.

Abstract: A method for stability control may include receiving vehicle characteristics of a vehicle of a vehicle-trailer system, trailer characteristics of a trailer of the vehicle-trailer system, or steering inputs for the vehicle. The method may include determining a prediction based on yaw rate deviation for the vehicle determined from the vehicle characteristics, trailer characteristics, or steering inputs or hitch rate oscillation of a hitch coupling the vehicle to the trailer determined from the vehicle characteristics, trailer characteristics, or steering inputs, where the prediction may be indicative of a likelihood of instability for the vehicle-trailer system. The method may include generating control actions based on the prediction and hitch rate feedback from the hitch of the vehicle-trailer system or lateral hitch force feedback.

Abstract: A localization scheme and method using a laser sensor for indoor wheeled mobile robots (IWMR), which need to localize themselves for working autonomously, is provided. In this method, a laser sensor moves inside an onboard guide way and its distance measurements are used to robustly detect and recognize a unique target based on edge detection and pattern recognition techniques. From the distance measurements with respect to the recognized target, a kinematic model is developed to determine the IWMR orientation and location in the global co-ordinates (in 2-D). Such target recognition and localization methods are validated with experimental results.

Abstract: A cooperative traction control system wherein individualized control over each wheel's longitudinal slip and/or lateral skidding is provided. The system uses a combination of an existing traction and stability module linked with a drive torque actuator capable of modulating the amount of drive torque at a given wheel on a specified axle. The system permits drive torque at the slipping and/or laterally skidding wheel to be controlled, either alone or in combination with brake actuation and throttle angle control, to reduce or control wheel slip and/or lateral skid and/or vehicle motion.

Abstract: An articulated vehicle system can include a first vehicle selectively and pivotally connected to a second vehicle. A first powertrain can be mounted on the first vehicle to drive a wheel mounted on the first vehicle. A second powertrain can be mounted on the second vehicle to drive a wheel mounted on the second vehicle independent from the drive of the wheel of the first vehicle. The vehicle system may also include a controller in electrical communication with each of the first powertrain, second powertrain, and steering mechanism to assist in steering and power distribution, especially when reversing the vehicle system.

Abstract: A control device for controlling a front wheel drive force and a rear wheel drive force of a vehicle includes a first controller for controlling a drive force of main drive wheels and a drive force of auxiliary drive wheels, wherein the drive force of the main drive wheel is one of the front-wheel drive force and the rear-wheel drive force, and the drive force of the auxiliary drive wheel is another of the front-wheel drive force and the rear-wheel drive force, and a second controller for sending to the first controller an auxiliary-drive-wheels-limiting drive force for limiting the drive force of the auxiliary drive wheels. The second controller has a preparatory unit for preparing reference drive force, a first limiting unit for limiting a reduction in the auxiliary-drive-wheels-limiting drive force, and a second limiting unit for limiting an increase in the auxiliary-drive-wheels-limiting drive force.

Abstract: A feed forward method for controlling the distribution of torque between the front and rear axle in a four wheel drive vehicle where the slope of a hill upon which the vehicle is traveling is calculated based on measured vehicle longitudinal acceleration and estimated longitudinal acceleration. The hill slope estimation is made and implemented before the wheels of the vehicle begin to slip due to the slope and low friction coefficient of the road surface. Under conditions of high vehicle speeds or severe vehicle turning, the change of torque distribution is not implemented because there is a lesser tendency for the vehicle to slip on the hill surface.

Abstract: Improved methods of controlling the stability of a vehicle are provided via the cooperative operation of vehicle stability control systems such as an Active Yaw Control system, Antilock Braking System, and Traction Control System. These methods use recognition of road surface information including the road friction coefficient (mu), wheel slippage, and yaw deviations. The methods then modify the settings of the active damping system and/or the distribution of drive torque, as necessary, to increase/reduce damping in the suspension and shift torque application at the wheels, thus preventing a significant shift of load in the vehicle and/or improving vehicle drivability and comfort. The adjustments of the active damping system or torque distribution temporarily override any characteristics that were pre-selected by the driver.

Abstract: A control device for controlling a front wheel drive force and a rear wheel drive force of a vehicle includes a first controller for controlling a drive force of main drive wheels and a drive force of auxiliary drive wheels, wherein the drive force of the main drive wheel is one of the front-wheel drive force and the rear-wheel drive force, and the drive force of the auxiliary drive wheel is another of the front-wheel drive force and the rear-wheel drive force, and a second controller for sending to the first controller an auxiliary drive-wheels-limiting drive force for limiting the drive force of the auxiliary drive wheels. The second controller has a preparatory unit for preparing reference drive force, a first limiting unit for limiting a reduction in the auxiliary drive-wheels-limiting drive force, and a second limiting unit for limiting an increase in the auxiliary-drive-wheels-limiting drive force.

Abstract: An articulated vehicle system can include a first vehicle selectively and pivotally connected to a second vehicle. A first powertrain can be mounted on the first vehicle to drive a wheel mounted on the first vehicle. A second powertrain can be mounted on the second vehicle to drive a wheel mounted on the second vehicle independent from the drive of the wheel of the first vehicle. The vehicle system may also include a controller in electrical communication with each of the first powertrain, second powertrain, and steering mechanism to assist in steering and power distribution, especially when reversing the vehicle system.

Abstract: Improved methods of controlling the stability of a vehicle are provided via the cooperative operation of vehicle stability control systems such as an Active Yaw Control system, Antilock Braking System, and Traction Control System. These methods use recognition of road surface information including the road friction coefficient (mu), wheel slippage, and yaw deviations. The methods then modify the settings of the active damping system and/or the distribution of drive torque, as necessary, to increase/reduce damping in the suspension and shift torque application at the wheels, thus preventing a significant shift of load in the vehicle and/or improving vehicle drivability and comfort. The adjustments of the active damping system or torque distribution temporarily override any characteristics that were pre-selected by the driver.

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 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.