Abstract: A method of controlling a safety system 38 of a vehicle 10 include determining a roll rate, determining a first control pressure in response to roll rate, determining a roll angle, and determining a second control pressure in response to the roll angle. The method further includes determining a final control pressure in response to the first control pressure and the second control pressure and controlling the safety system in response to the final control pressure.

Abstract: The present invention is a method and system to control regenerative braking during the operation of a yaw stability control system. The method and system use feedback control algorithms to monitor and dynamically modify regenerative and non-regenerative braking. The controller can use a simple proportional-integral-derivative feedback controller. A vehicle yaw stability control system can determine if a vehicle is experiencing an oversteer or understeer condition. The controller compares actual brake balance to a desired brake balance. The controller determines if the front axle wheels are overbraked relative to the rear axle wheels or if the rear axle wheels are overbraked relative to the front axle wheels as compared to the desired brake balance. The controller can adjust regenerative braking and non-regenerative braking levels according to the determinations.

Abstract: An integrated sensing system for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include a sensor cluster, a steering angle sensor, wheel speed sensors, any other sensors required by subsystem controls. The outputs from the sensing system are used to drive various vehicle control systems and to warn the drivers for certain abnormal operating conditions. The vehicle controls coupled with the integrated sensing system controller achieve control objectives including: fuel economy, chassis controls, traction controls, active safety, active ride comfort, active handling, and passive safety.

Abstract: A control system (18) for an automotive vehicle (19) having a vehicle body includes a cluster (16) of vehicle dynamic sensors (27, 28, 30, 31), the output signals from the sensors (Yaw Rate Sensor, Roll Rate Sensor, Longitudinal Acceleration Sensor, Lateral Acceleration Sensor) are corrected for errors by removing the zero output DC bias. Such bias constitutes an error that may occur as a result of temperature changes, manufacturing defects, or other factors. The system (18) also compensates for the drift in the sensor output signals that occur during vehicle operation.

Abstract: A control system (18) for an automotive vehicle (10) having a vehicle body has a roll angular rate sensor (34) generating a roll angular rate signal corresponding to an roll angular motion of the vehicle body. A controller (26) is coupled to roll rate sensor and a plurality of sensors. The controller (26) generates a linear road bank angle, first reference bank angle and a relative roll angle in response to the roll angle generator and the plurality of sensor signals. The controller (26) determines a first reference bank angle and generates a second reference bank angle in response to linear bank angle and a first reference bank angle, a bank angle adjustment factor. The bank angle adjustment is a function of a relative roll angle estimate. The controller (26) controls the safety system in response to the second reference bank angle estimate.

Abstract: A control system (18) and method for an automotive vehicle includes a roll rate sensor (34) generating a roll rate signal, a lateral acceleration sensor (32) generating a lateral acceleration signal, a pitch rate sensor (37) generating a pitch rate signal, a yaw rate sensor (28) generating a yaw rate signal and a controller (26). The controller (26) is coupled to the roll rate sensor (34), the lateral acceleration sensor, the yaw rate sensor and the pitch rate sensor. The controller (26) determines a roll velocity total from the roll rate signal, the yaw rate signal and the pitch rate signal. The controller (26) also determines a relative roll angle from the roll rate signal and the lateral acceleration signal. The controller (26) determines a wheel departure angle from the total roll velocity. The controller (26) determines a calculated roll signal from the wheel departure angle and the relative roll angle signal.

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 yaw stability control system (18) is enhanced to include roll stability control function for an automotive vehicle and includes a plurality of sensors (28–39) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor (20), a lateral acceleration sensor (32), a yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (20), the lateral acceleration sensor (32), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) generates both a yaw stability feedback control signal and a roll stability feedback control signal. The priority of achieving yaw stability control or roll stability control is determined through priority determination logic. If a potential rollover event is detected, the roll stability control will take the priority.

Abstract: A vehicle control system includes a sensor cluster within a housing generating a plurality of signals including a roll rate signal, a pitch rate signal, a yaw rate signal, a longitudinal acceleration signal, a lateral acceleration signal, and a vertical acceleration signal. An integrated controller includes a reference signal generator generating a reference lateral velocity signal as a function of a kinematics road constraint condition, a dynamic road constraint condition, and singularity removal logic, all of which are responsive to sensor cluster signals. A dynamic system controller receives the reference lateral velocity signal and generates a dynamic control signal in response thereto. A vehicle safety system controller receives the dynamic control signal and further generates a vehicle safety device activation signal in response thereto.

Abstract: A control system (18) for an automotive vehicle (10) having a safety system includes a controller (26) determining a first body to road angle; determining a second body to road angle; determining a final body to road angle from the first body to road angle and the second body to road angle; and controlling the safety system in response to the final body to road signal.

Abstract: A method for preventing a valve orifice from switching to the small size when a high build gradient is required includes briefly bleeding off a small amount of fluid at the upstream side of the valve. This momentarily reduces the pressure difference when beginning the pressure build. After the valve is opened with the large orifice, the fluid flow through the valve prevents a high pressure difference. The resulting build with the large orifice has the maximum pressure gradient.

Abstract: A system 18 for controlling a safety system of an automotive vehicle has a first controller 76 generating a first control signal, a second controller 78 generating a second control signal and an arbitration module 80 coupled to the first controller 76 and the second controller 78. The arbitration module 80 chooses the higher of the first control signal and the second control signal to generate a final control signal. The safety system 38 is coupled to the arbitration module. The safety system 38 is operated in response to the final control signal.

Abstract: A control system (24) for controlling a safety system (40) of an automotive vehicle includes a plurality of wheel speed sensors (30) generating a plurality of wheel velocity signals, a steering angle sensor (39) generating a steering actuator angle signal, a yaw rate sensor (28) generating a yaw rate signal, a longitudinal acceleration sensor (32) generating a longitudinal acceleration signal and a pitch angle generator generating a pitch angle signal and a controller (26). The controller (26) generates a longitudinal vehicle velocity in response to the plurality of wheel speed signals, the steering angle signal, the yaw rate signal, the lateral acceleration signal and the pitch rate signal. The controller (26) may determine a slip-related longitudinal velocity and a non-slip longitudinal velocity as intermediate steps.

Abstract: A method for controlling an automotive vehicle (10) having a plurality of wheels (12a), (12b), (13a), (13b) includes determining a yaw rate, determining a lateral acceleration, determining a roll rate, determining longitudinal acceleration; and determining a calculated angle relative to the vehicle. The method further includes generating a wheel lift signal or a wheel grounded signal as a function of yaw rate, lateral acceleration, roll rate and longitudinal acceleration, adjusting the calculated angle in response to the wheel lift or wheel grounded signal, and controlling a safety system in response to the calculated vehicle angle.

Abstract: A control system (24) for controlling a safety system (40) of an automotive vehicle includes a plurality of wheel speed sensors (30) generating a plurality of wheel velocity signals, a steering angle sensor (39) generating a steering actuator angle signal, a yaw rate sensor (28) generating a yaw rate signal, a lateral acceleration sensor (32) generating a lateral acceleration signal and a controller (26). The controller (26) generates a final reference vehicle velocity in response to the plurality of wheel speed signals, the steering angle signal, the yaw rate signal and the lateral acceleration signal. The controller (26) controls the safety system in response to the final reference vehicle velocity.

Abstract: A stability control system (24) for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The controller (26) is coupled to the sensors. The controller (26) determines a lateral force in response to measured vehicle conditions, determines a slip angle in response to measured vehicle conditions, determines a first steering actuator angle change to decrease the slip angle until the lateral force increases, and thereafter determines a second steering actuator angle change to increase the slip angle until the lateral force decreases.

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 control system (18) for an automotive vehicle (10) has a roll angular rate sensor (34) and a lateral accelerometer (32) that are used to determine the body roll angle of the vehicle when a rollover event has been sensed. A rollover event sensor (27) may be implemented physically or in combination with various types of suspension, load or other types of lifting determinations.

Abstract: An integrated sensing system for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle. The sensors include a sensor cluster, a steering angle sensor, wheel speed sensors, any other sensors required by subsystem controls. The outputs from the sensing system are used to drive various vehicle control systems and to warn the drivers for certain abnormal operating conditions. The vehicle controls coupled with the integrated sensing system controller achieve control objectives including: fuel economy, chassis controls, traction controls, active safety, active ride comfort, active handling, and passive safety.

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.