Detroit, MI, United States

General Motors

gm.com
Detroit, MI, United States

General Motors Company, commonly known as GM, is an American multinational corporation headquartered in Detroit, Michigan, that designs, manufactures, markets and distributes vehicles and vehicle parts and sells financial services. General Motors produces vehicles in 37 countries under thirteen brands: Alpheon, Chevrolet, Buick, GMC, Cadillac, Holden, HSV, Opel, Vauxhall, Wuling, Baojun, Jie Fang, UzDaewoo. General Motors holds a 20% stake in IMM, and a 77% stake in GM Korea. It also has a number of joint-ventures, including Shanghai GM, SAIC-GM-Wuling and FAW-GM in China, GM-AvtoVAZ in Russia, Ghandhara Industries in Pakistan, GM Uzbekistan, General Motors India, General Motors Egypt, and Isuzu Truck South Africa. General Motors employs 212,000 people and does business in more than 120 countries. General Motors is divided into five business segments: GM North America , Opel Group, GM International Operations , GM South America , and GM Financial.General Motors led global vehicle sales for 77 consecutive years from 1931 through 2007, longer than any other automaker, and is currently among the world's largest automakers by vehicle unit sales.General Motors acts in most countries outside the U.S. via wholly owned subsidiaries, but operates in China through 10 joint ventures. GM's OnStar subsidiary provides vehicle safety, security and information services.In 2009, General Motors shed several brands, closing Saturn, Pontiac and Hummer, and emerged from a government-backed Chapter 11 reorganization. In 2010, the reorganized GM made an initial public offering that was one of the world's top 5 largest IPOs to date and returned to profitability later that year. Wikipedia.

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News Article | April 26, 2017
Site: marketersmedia.com

Wiseguyreports.Com Adds “ Connected Cars -Market Demand, Growth, Opportunities and Analysis of To p Key Player Forecast To 2022” To Its Research Database This report studies sales (consumption) of Connected Cars in Global market, especially in North America, Europe, China, Japan, Southeast Asia and India, focuses on top players in these regions/countries, with sales, price, revenue and market share for each player in these regions, covering General Motors Company NXP Corporation Bayerische Motoren Werke(BMW) AG Honda Motor Co. Ltd To yota Motor Corporation Ford Motor Company Telestra Corporation Hyundai Motor Company AT&T Inc Broadcom Corporation Daimler AG Fiat Chrysler Automobiles N.V Volkswagen AG Airbiquity Inc Luxoft GmBH Nissan Motors Co., ltd Audi AG Onstar LLC Qualcomm Inc Tech Mahindra Ltd Sierra Wireless Inc Market Segment by Regions, this report splits Global into several key Regions, with sales (consumption), revenue, market share and growth rate of Connected Cars in these regions, from 2011 to 2021 (forecast), like Split by product types, with sales, revenue, price, market share and growth rate of each type, can be divided into 2G 3G 4G/LTE Others Split by applications, this report focuses on sales, market share and growth rate of Connected Cars in each application, can be divided into V2V and V2I communication for Safety Data Capture and Management Dynamic Mobility Applications Road Weather Management Others 1 Connected Cars Overview 1.1 Product Overview and Scope of Connected Cars 1.2 Classification of Connected Cars 1.2.1 2G 1.2.2 3G 1.2.3 4G/LTE 1.2.4 Others 1.3 Applications of Connected Cars 1.3.1 V2V and V2I communication for Safety 1.3.2 Data Capture and Management 1.3.3 Dynamic Mobility Applications 1.3.4 Road Weather Management 1.3.5 Others 1.4 Connected Cars Market by Regions 1.4.1 North America Status and Prospect (2011-2021) 1.4.2 China Status and Prospect (2011-2021) 1.4.3 Europe Status and Prospect (2011-2021) 1.4.4 Japan Status and Prospect (2011-2021) 1.4.5 Southeast Asia Status and Prospect (2011-2021) 1.4.6 India Status and Prospect (2011-2021) 1.5 Global Market Size (Value and Volume) of Connected Cars (2011-2021) 1.5.1 Global Connected Cars Sales, Revenue and Price (2011-2021) 1.5.2 Global Connected Cars Sales and Growth Rate (2011-2021) 1.5.3 Global Connected Cars Revenue and Growth Rate (2011-2021) 2 Global Connected Cars Competition by Manufacturers, Type and Application 2.1 Global Connected Cars Market Competition by Manufacturers 2.1.1 Global Connected Cars Sales and Market Share of Key Manufacturers (2015 and 2016) 2.1.2 Global Connected Cars Revenue and Share by Manufacturers (2015 and 2016) 2.2 Global Connected Cars (Volume and Value) by Type 2.2.1 Global Connected Cars Sales and Market Share by Type (2011-2021) 2.2.2 Global Connected Cars Revenue and Market Share by Type (2011-2021) 2.3 Global Connected Cars (Volume and Value) by Regions 2.3.1 Global Connected Cars Sales and Market Share by Regions (2011-2021) 2.3.2 Global Connected Cars Revenue and Market Share by Regions (2011-2021) 2.4 Global Connected Cars (Volume) by Application 3 North America Connected Cars (Volume, Value and Sales Price 3.1 North America Connected Cars Sales and Value (2011-2021) 3.1.1 North America Connected Cars Sales and Growth Rate (2011-2021) 3.1.2 North America Connected Cars Revenue and Growth Rate (2011-2021) 3.1.3 North America Connected Cars Sales Price Trend (2011-2021) 3.2 North America Connected Cars Sales and Market Share by Manufacturers 3.3 North America Connected Cars Sales and Market Share by Type 3.4 North America Connected Cars Sales and Market Share by Applications 4 China Connected Cars (Volume, Value and Sales Price 4.1 China Connected Cars Sales and Value (2011-2021) 4.1.1 China Connected Cars Sales and Growth Rate (2011-2021) 4.1.2 China Connected Cars Revenue and Growth Rate (2011-2021) 4.1.3 China Connected Cars Sales Price Trend (2011-2021) 4.2 China Connected Cars Sales and Market Share by Manufacturers 4.3 China Connected Cars Sales and Market Share by Type 4.4 China Connected Cars Sales and Market Share by Applications 5 Europe Connected Cars (Volume, Value and Sales Price 5.1 Europe Connected Cars Sales and Value (2011-2021) 5.1.1 Europe Connected Cars Sales and Growth Rate (2011-2021) 5.1.2 Europe Connected Cars Revenue and Growth Rate (2011-2021) 5.1.3 Europe Connected Cars Sales Price Trend (2011-2021) 5.2 Europe Connected Cars Sales and Market Share by Manufacturers 5.3 Europe Connected Cars Sales and Market Share by Type 5.4 Europe Connected Cars Sales and Market Share by Applications 6 Japan Connected Cars (Volume, Value and Sales Price 6.1 Japan Connected Cars Sales and Value (2011-2021) 6.1.1 Japan Connected Cars Sales and Growth Rate (2011-2021) 6.1.2 Japan Connected Cars Revenue and Growth Rate (2011-2021) 6.1.3 Japan Connected Cars Sales Price Trend (2011-2021) 6.2 Japan Connected Cars Sales and Market Share by Manufacturers 6.3 Japan Connected Cars Sales and Market Share by Type 6.4 Japan Connected Cars Sales and Market Share by Applications 7 Southeast Asia Connected Cars (Volume, Value and Sales Price 7.1 Southeast Asia Connected Cars Sales and Value (2011-2021) 7.1.1 Southeast Asia Connected Cars Sales and Growth Rate (2011-2021) 7.1.2 Southeast Asia Connected Cars Revenue and Growth Rate (2011-2021) 7.1.3 Southeast Asia Connected Cars Sales Price Trend (2011-2021) 7.2 Southeast Asia Connected Cars Sales and Market Share by Manufacturers 7.3 Southeast Asia Connected Cars Sales and Market Share by Type 7.4 Southeast Asia Connected Cars Sales and Market Share by Applications 8 India Connected Cars (Volume, Value and Sales Price 8.1 India Connected Cars Sales and Value (2011-2021) 8.1.1 India Connected Cars Sales and Growth Rate (2011-2021) 8.1.2 India Connected Cars Revenue and Growth Rate (2011-2021) 8.1.3 India Connected Cars Sales Price Trend (2011-2021) 8.2 India Connected Cars Sales and Market Share by Manufacturers 8.3 India Connected Cars Sales and Market Share by Type 8.4 India Connected Cars Sales and Market Share by Applications For more information, please visit https://www.wiseguyreports.com/sample-request/587346-global-connected-cars-sales-market-report-2021


News Article | April 24, 2017
Site: www.prnewswire.com

- Forecasts & analysis of the 5 automotive big data submarket revenues between 2016 and 2026 - ADAS / Autonomous - User Experience / Feature Tracking - Diagnostics - Location - Others ·         Overview and analysis of the role of standards and regulations - Analysis of the solutions and applications for automotive big data - SWOT analysis of the automotive big data market - Profiles of 10 leading companies involved in the automotive big data market as well as their automotive telematics product portfolio. - BMW AG - Daimler AG - Fiat Chrysler Automobiles - Ford Motor - General Motors - Honda Motor - Tesla Motors - To yota - Volkswagen - Volvo ·         Key technologies analysed which are driving growth in automotive big data - Connected Car - Vehicle to Everything Telematics (V2X, V2I, V2P, V2G, V2V Communications, - Self-Driving Autonomous Vehicle s (AV) - Usage-Based Insurance (UBI) - Pay As You Drive (PAYD) - Infotainment - The Internet of Things (IoT) To view the original version on PR Newswire, visit:http://www.prnewswire.com/news-releases/automotive-big-data-market-revenue-accounted-to-exceed-47-billion-in-2016-300444714.html


« CSIRO team working to commercialize membrane separating H2 from NH3; opening up an export market for Australia renewable H2 | Main | Juniper: V2V to feature in >50% of cars sold by 2022 » General Motors Fleet and AT&T announced that starting this summer, customers with GM Fleet corporate accounts will be able to activate OnStar 4G LTE Wi-Fi hotspots in millions of cars, trucks and crossovers with the ability to share unlimited data and receive simplified invoices with centralized billing. GM Fleet customers with OnStar 4G LTE-equipped Chevrolet, Buick, GMC and Cadillac vehicles already reap the benefits of productivity on the go with AT&T data plans. The 4G LTE Wi-Fi hotspot in the vehicle enables: With the new, enhanced functionality, GM Fleet customers will now also take advantage of: In 2014, GM launched OnStar with 4G LTE Wi-Fi service and is the industry leader with more than 5 million 4G LTE-equipped vehicles on the road today. Collectively, GM customers have used more than 14 million gigabytes of data since the launch of OnStar 4G LTE, equivalent to sending and receiving nearly 140 billion emails with attachments.


Patent
Gm Global Technology Operations Llc | Date: 2016-02-03

A rear vision system and a corresponding method for use with a host vehicle towing a trailer or other object. The rear vision system may include a rear facing camera, a vehicle-to-vehicle ( V2V ) unit, vehicle dynamic sensors, a navigation unit, a control unit, and an electronic display mirror. When the towed trailer obstructs the rear facing camera, the system and method look for unseen vehicles behind the trailer and use the V2V unit to gather information from these vehicles. This information is then used to generate a rendering that graphically depicts or represents the unseen vehicle, and the rendering is superimposed on top of the video output from the rear facing camera in the form of enhanced video output, which is then displayed on the electronic display mirror. Thus, the driver is able to see behind the obstructing trailer without the use of additional cameras installed on the trailer.

Claims which contain your search:

1. A method of using a rear vision system for a host vehicle, the rear vision system includes a rear facing camera, a vehicle-to-vehicle (V2V) unit, and an electronic display mirror, and the method comprises the steps of: determining if a towed object behind the host vehicle is obstructing the rear facing camera; identifying an area of interest behind the host vehicle when the rear facing camera is obstructed; gathering information from a remote vehicle with the V2V unit; using the gathered information to determine if the remote vehicle is in the area of interest; generating a rendering of the remote vehicle when the remote vehicle is in the area of interest; and displaying the video output and the rendering of the remote vehicle on the electronic display mirror in the form of enhanced video output.

2. The method of claim 1, wherein the determining step further comprises determining if the towed object is obstructing the rear facing camera by using an image processing technique to analyze an image taken from the video output and to identify the towed object from the image.

4. The method of claim 3, wherein the multi-stage algorithm includes the sub-steps: storing a first image taken from the video output, applying one or more filters to the first stored image to obtain a first filtered image, identifying a first plurality of edges from the first filtered image, waiting a predetermined period of time and repeating the preceding sub-steps on a second image taken from the video output so that a second plurality of edges is identified, evaluating the first and second pluralities of edges and determining if they are consistent, and determining that the towed object is obstructing the rear facing camera when there is sufficient consistency between the first and second pluralities of edges.

5. The method of claim 4, wherein the sub-step of applying one or more filters to the first stored image includes the use of a Canny filter, a Histogram of Oriented Gradients (HOG) filter, or both.

7. The method of claim 1, wherein the identifying step further comprises identifying the area of interest behind the host vehicle by obtaining a host vehicle position from a navigation unit and at least partially defining the area of interest based on the host vehicle position.

12. The method of claim 1, wherein the gathering step further comprises gathering information with the V2V unit by receiving a basic safety message (BSM) from the remote vehicle and extracting from the BSM at least one piece of information selected from the group consisting of: a remote vehicle position, a remote vehicle speed, or a remote vehicle heading.

13. The method of claim 12, wherein the using step further comprises using the gathered information to determine if the remote vehicle is within the area of interest by comparing the vehicle position of the remote vehicle to a boundary of the area of interest.

14. The method of claim 1, wherein the generating step further comprises generating the rendering of the remote vehicle and adding the rendering to the video output from the rear facing camera by graphically superimposing the rendering over the video output to form enhanced video output, and the displaying step further comprises displaying the enhanced video output on the electronic display mirror in real time.

15. The method of claim 14, wherein the rendering of the remote vehicle includes a basic shape representing the remote vehicle and at least one metric selected from the group consisting of: a distance from the host vehicle to the remote vehicle, a remote vehicle time-to-impact, or a remote vehicle speed.

16. The method of claim 14, wherein the rendering of the remote vehicle includes a graphic depiction representing the remote vehicle that changes color depending on how close the remote vehicle is to the host vehicle.

17. The method of claim 14, wherein the generating step further comprises selecting a closest remote vehicle from a plurality of remote vehicles, generating the rendering of the closest remote vehicle, and adding the rendering of the closest remote vehicle to the video output from the rear facing camera to form enhanced video output when the plurality of remote vehicles are in the area of interest.

18. A rear vision system for use with a host vehicle, comprising: a rear vision system control unit; a rear facing camera that is coupled to the control unit and provides the control unit with video output of an area behind the host vehicle; a vehicle-to-vehicle (V2V) unit that is coupled to the control unit and provides the control unit with traffic output relating to one or more remote vehicles; and an electronic display mirror that is coupled to the control unit and receives enhanced video output from the control unit; wherein the control unit is configured to use the traffic output from the V2V unit to generate a rendering of an obstructed vehicle, to add the rendering of the obstructed vehicle to the video output from the rear facing camera so as to create the enhanced video output, and to provide the enhanced video output to the electronic display mirror.


A method and systems are disclosed for controlling the exhaust emissions an internal combustion engine of a vehicle. The driving state of the vehicle is determined and corresponding driving state signals are generated with the aid of driving state detectors. The emission values of the exhaust gases emitted by the internal combustion engine are determined based on the driving state signals by a computer model stored in a control unit. The determined emission values are compared with predefined emission limits by the control unit. If the determined emission values exceed the predefined emission limits, the internal combustion engine and/or the exhaust aftertreatment device are controlled by the control unit such that the determined emission values are reduced until they lie below the predefined emission limits.

Claims which contain your search:

13. A method for controlling at least one of an internal combustion engine and an exhaust gas aftertreatment device of a vehicle comprising: determining a driving state of the vehicle using at least one driving state detector; generating driving state signals based on the determined driving state; determining an emission value of exhaust gases emitted by the internal combustion engine based on the driving state signals and a computer model stored in a control unit; comparing the determined emission value to a predefined emission limit with the control unit; and controlling at least one of the internal combustion engine and the exhaust gas aftertreatment device with the control unit when the determined emission values exceed the predefined emission limits such that the determined emission values are reduced until they lie below the predefined emission limits.

14. The method according to claim 13, further comprising averaging the determined emission values over a predefined time period and comparing the averaged determined emission value to the predefined emission limit with the control unit.

15. The method according to one of claims 13, determining the driving state using a driving time, a speed of the vehicle, an acceleration of the vehicle, a power output of the internal combustion engine , and at least one of a CO _(2 )emission or a NO _(x )emission of the internal combustion engine.

16. The method according to claim 13, further comprising controlling the internal combustion engine with the control unit such that an air-fuel ratio of an air-fuel mixture fed to the internal combustion is varied in order to reduce the determined emission values.

17. The method according to claim 13, further comprising controlling the internal combustion engine with the control unit such that an overlapping period of the intake valve and the exhaust valve of the internal combustion are varied for reducing the determined emission values.

18. The method according to claim 13, further comprising varying a volume of the combustion air fed to the internal combustion engine using at least one control valve such that the emission values are reduced, wherein the control unit is configured to control the at least one control valve.

19. The method according to claim 13, wherein determining the driving state of the vehicle further comprises accounting for a current position of the vehicle.

20. The method according to claim 13, wherein the emission limits correspond to a regulated emission standard.

21. A non- transitory machined readable medium comprising a computer program product having a program code stored thereon, which when executed on a processor is configured to out the method according to claim 13.

22. A control unit comprising a non-transitory machine readable medium according to claim 21 and a processor configured to execute the program code.

23. A system for controlling at least one of an internal combustion engine and an exhaust gas aftertreatment device comprising: driving state detectors configured to determine the driving state of the vehicle and generate corresponding driving state signals; and a control unit having a computer model relating the emission values of the exhaust gases emitted by the internal combustion engine based on the driving state signals with consideration of predefined boundary conditions, the control unit configured to:determine an emission value of exhaust gases emitted by the internal combustion engine based on the driving state signals and the computer model;compare the determined emission value with a predefined emission limit; andcontrol at least one of the internal combustion engine and the exhaust gas aftertreatment device when the determined emission values exceed the predefined emission limits such that the determined emission values are reduced until they lie below the predefined emission limits.

24. A vehicle comprising an internal combustion engine, an exhaust gas aftertreatment device and a system according to claim 23.


A protection arrangement for an occupant of a vehicle includes an air bag package and a structural component. The structural component includes a reception with a profile geometry for the air bag package. The air bag package includes a receiving section which is received in the reception. The receiving section includes a permanent press contour corresponding and/or equals to the profile geometry of the reception.

Claims which contain your search:

13. A protection arrangement for a passenger of a vehicle comprising: a structural component having a reception portion with a profile geometry; an air bag package having a receiving section received within the reception portion, wherein the receiving section has a permanent press contour corresponding to the profile geometry of the reception portion.

14. The protection arrangement according to claim 13, wherein the permanent press contour comprises a thermally pressed portion of the air bag package.

15. The protection arrangement according to claim 13, wherein the receiving section is positively locked within the reception portion.

16. The protection arrangement according to claim 13, wherein the structural component is configured as a bent-proof component.

17. The protection arrangement according to claim 13, wherein the structural component is made of a material selected from a metal alloy or a plastic material.

18. The protection arrangement according to claim 13, wherein the structural component is configured as an equipment element of a vehicle

19. The protection arrangement according to claim 13, wherein the equipment element comprises one of a seat frame of a vehicle seat, a trim component of an interior fitting, engine compartment fitting of the vehicle or a chassis section of the vehicle.

20. The protection arrangement according to claim 13, wherein the air bag package is configured as a side airbag package for protecting a passenger of the vehicle.

21. The protection arrangement according to claim 13, wherein the air bag package is configured as a front airbag package for protecting a passenger of the vehicle.

22. The protection arrangement according to claim 13, wherein the air bag package is configured as a pedestrian air bag package for protecting a pedestrian of the vehicle.

23. The protection arrangement according to claim 3, wherein the air bag package is configured free of a shaping envelope.

24. The protection arrangement according to claim 13, wherein the air bag package comprises a shaping envelope configured as a foil encompassing the air bag package, and which is made of a textile material or which is designed as a housing.

25. The protection arrangement according to claim 24, wherein the shaping envelope is made of a textile material.

26. The protection arrangement according to claim 24, wherein the shaping envelope is configured as a housing.

27. The protection arrangement according to claim 13, further comprising a gas generator is arranged in the air bag package.

28. A vehicle comprising the protection arrangement according to claim 13, wherein the structural component include one of a seat frame of a vehicle seat, a trim component of an interior fitting, engine compartment fitting of the vehicle or a chassis section of the vehicle, wherein.

29. A method for manufacturing a protection arrangement for a passenger of a vehicle, with an air bag package and with a structural component which includes a reception portion with a profile geometry for the air bag package and the air bag package includes comprises a receiving section, the method comprising: thermally pressed wherein the air bag package to form a permanent press contour at the receiving section, wherein the permanent press contour of the receiving section corresponds to the profile geometry of the reception portion.

30. The method according to claim 29, further comprising thermally pressing the air bag package separately from the structural component.

31. The method according to claim 29, further comprising thermally pressing the air bag package together with the structural component.

32. The method according to claim 31, further comprising inserting the receiving section in to the reception portion in a positive locking manner and/or mounted in the reception portion in a positive locking manner.


Patent
Carnegie Mellon University and Gm Global Technology Operations Llc | Date: 2013-02-27

A communications system including a transmitter and a receiver. The transmitter transmits a signal with normal data symbols and at least one dual-use data symbol, where the dual-use data symbol has user data and more data protection than the normal data symbols. The receiver receives the transmitted signal and decodes the dual-use data symbol and uses information from decoding of the dual-use data symbol to improve a channel estimate for the normal data symbols.

Claims which contain your search:

18. A vehicular communications system comprising: a transmitter transmitting a signal with user data as normal data symbols and at least one dual-use data symbol, where the at least one dual-use data symbol has extra protection that is better than the normal data symbols; and a receiver that receives the signal, decodes the at least one dual-use data symbol and uses information from decoding the at least one dual-use data symbol to improve accuracy of a channel estimation.

11. A communications system comprising: a transmitter that transmits a signal including user data in normal subcarriers and in at least one dual-use subcarrier where the at least one dual-use subcarrier has extra protection that is better than the normal subcarriers; and a receiver that receives the signal, decodes the at least one dual-use subcarrier and uses information from decoding the subcarrier to improve an estimation accuracy of the normal subcarrier.


Patent
Gm Global Technology Operations Llc | Date: 2012-06-27

A packet processing framework is provided for a vehicle-to-vehicle communication packet processing system. The framework includes a neighborhood vehicle tracking module for tracking neighboring vehicles relative to a host vehicle. The neighborhood vehicle tracking module assigns a priority level of neighboring vehicles relative to a host vehicle. An adaptive security processing module regulates messages streamed to the neighboring vehicle tracker module that are in accordance with the priorities set forth by the neighborhood vehicle tracking module. The adaptive security processing module selects security modes and schedules messages streamed to the neighborhood vehicle tracking module as a function of priorities set forth by the neighborhood vehicle tracking module, a communication reliability of the transmitting neighboring vehicle, and a likelihood that a message from the neighboring vehicle is genuine as determined by the adaptive security processing module. The neighborhood vehicle tracking module outputs processed kinematics and alert information to at least one vehicle-to-vehicle application.

Claims which contain your search:

1. A packet processing framework for a vehicle-to-vehicle communication packet processing system wherein processed packets are selectively provided to vehicle-to-vehicle applications, the framework comprising: a neighborhood vehicle tracking module for tracking neighboring vehicles relative to a host vehicle, the neighborhood vehicle tracking module assigning a priority level of neighboring vehicles relative to a host vehicle; an adaptive security processing module for regulating messages streamed to the neighboring vehicle tracker module that are in accordance with the priorities set forth by the neighborhood vehicle tracking module; and wherein the adaptive security processing module selects authentication modes and schedules messages streamed to the neighborhood vehicle tracking module as a function of priorities set forth by the neighborhood vehicle tracking module, as a function of a communication reliability of the transmitting neighboring vehicle, and as a function of a likelihood that a message from the neighboring vehicle is genuine as determined by the adaptive security processing module, and wherein the neighborhood vehicle tracking module outputs processed kinematics and alert information to at least one vehicle-to-vehicle application.

2. The framework of claim 1 further comprising a neighboring kinematics and alerts module interacting between the neighborhood vehicle tracking module and the vehicle-to-vehicle applications, for selectively providing processed information relating to neighboring vehicles to vehicle-to-vehicle applications.

3. The framework of claim 2 wherein the neighboring kinematics and alerts module provides a central interface for vehicle-to-vehicle applications to interact with the adaptive security processing module.

4. The framework of claim 2 wherein the neighborhood vehicle tracking module maintains kinematical information relating to a level of accuracy merited by the assigned priority.

5. The framework of claim 2 wherein the neighborhood vehicle tracking module includes a plurality of beacon modules, wherein each beacon module tracks kinematics-related information for a specific neighboring vehicle.

6. The framework of claim 5 wherein each beacon module includes an estimator, wherein an estimator estimates kinematics information at a respective instance of time if information retrieved in a beacon message does not correspond to a current time stamp.

7. The framework of claim 5 wherein the neighborhood vehicle tracking module further comprises a neighbor priority sub-module, the neighbor priority sub-module interacts with the neighboring kinematics and alerts module for reassigning message priorities as a function of vehicle-to-vehicle communication application requirements.

8. The framework of claim 7 further comprises a security processing scheduler for assessing which allotment of messages are to be queued for verification, wherein the neighbor priority sub-module provides priority data of each neighboring vehicle being tracked to the security processing scheduler.

9. The framework of claim 8 wherein a neighbor packet reliability estimator sub-module provides communication reliability information to the security processing scheduler.

10. The framework of claim 1 further comprising a message classifier for classifying an incoming message to the neighborhood vehicle tracking module as one of a beacon or an alert, wherein the incoming message classified as an alert is directed to the neighborhood kinematics and alert module, and wherein the incoming message classified as a beacon is directed to one of the plurality of beacon modules.

11. The framework of claim 1 further comprising a human machine interface for interacting with at least one vehicle-to-vehicle communication application for outputting an alert to a driver of a vehicle.

12. The framework of claim 1 wherein the neighborhood vehicle tracking module includes a new beacon entry generator for generating an new beacon sub-module for a respective beacon message in response to a beacon message originating from a vehicle not previously encountered.

13. The framework of claim 1 wherein the adaptive security processing module includes a plurality of identifiers, wherein a message from a respective neighboring vehicle is stored in a respective identifier.

15. The framework of claim 14 wherein each identifier includes a belief manager for providing a confidence factor indicating how messages stored in the buffer are to be prioritized for verification.

16. The framework of claim 15 wherein each identifier includes a mode selector interacting within the buffer and the belief manager, the mode selector selecting which messages in the buffer to verify.

20. The framework of claim 1 wherein the neighborhood vehicle tracking module includes a new identifier generator for generating an identifier sub-module for a respective received message in response to a received message originating from a vehicle not previously encountered.


An instrument panel for a vehicle is provided. The instrument panel has a visible side and a rear side. The rear side has at least one free-space portion and at least one fastening portion, and the instrument panel can be fastened in the fastening portion to a vehicle structure of the vehicle. The instrument panel comprises at least one foam body, and the foam body is formed to be elastically deformable. The foam body is arranged between the visible side and the rear side and forms elastically deformable regions on the visible side, and the foam body forms additional elastically deformable regions in the at least one free-space portion on the rear side.

Claims which contain your search:

16. An instrument panel for a vehicle, comprising: a visible side; a rear side having at least one free-space portion and at least one fastening portion, the instrument panel fastenable to a vehicle structure of the vehicle via the at least one fastening portion; and a foam body formed to be elastically deformable, the foam body arranged between the visible side and the rear side, and the foam body forms elastically deformable regions on the visible side, wherein the foam body forms additional elastically deformable regions in the at least one free-space portion on the rear side.

17. The instrument panel according to claim 16, wherein the at least one free-space portion forms at least 60 percent of the rear side.

18. The instrument panel according to claim 16, wherein the at least one free-space portion forms at least 70 percent of the rear side.

19. The instrument panel according to claim 16, wherein the at least one free-space portion forms at least 90 percent of the rear side.

20. The instrument panel according to claim 16, wherein the at least one free-space portion is molded directly and exclusively in a molding process of the foam body.

21. The instrument panel according to claim 16, wherein the at least one free-space portion is formed exclusively from the at least one foam body.

22. The instrument panel according to claim 16, wherein the at least one free-space portion is formed without at least one of a reinforcement and a support.

23. The instrument panel according to claim 16, wherein the instrument panel comprises at least one fastening device for fastening the instrument panel to the vehicle structure, and the at least one fastening device is arranged in the at least one fastening portion.

24. The instrument panel according to claim 16, wherein the instrument panel comprises at least one fastening device for fastening the instrument panel to the vehicle structure, and the at least one fastening device forms the at least one fastening portion.

25. The instrument panel according to claim 23, wherein the at least one fastening device is at least one of a plastic part and a metal part.

26. The instrument panel according to claim 25, wherein the at least one fastening device is firmly bonded to the foam body.

27. The instrument panel according to claim 16, wherein the foam body forms a supporting main component of the instrument panel.

28. The instrument panel according to claim 16, wherein at least one air duct of the instrument panel is integrated in the foam body.

29. The instrument panel according to claim 16, wherein at least one receptacle for functional components of the instrument panel is integrated in the foam body.

30. The instrument panel according to claim 16, wherein the foam body comprises a coating.

31. A vehicle, comprising: a vehicle structure; an instrument panel including: a visible side; a rear side having at least one free-space portion and at least one fastening portion, the instrument panel fastenable to the vehicle structure via the at least one fastening portion; and a foam body formed to be elastically deformable, the foam body arranged between the visible side and the rear side, and the foam body forms elastically deformable regions on the visible side, wherein the foam body forms additional elastically deformable regions in the at least one free-space portion on the rear side.

32. The vehicle according to claim 31, wherein in the at least one fastening portion, the vehicle structure is enclosed by the foam body in order to fasten the instrument panel to the vehicle structure.

33. The vehicle according to claim 31, wherein the vehicle structure is a cross beam of the vehicle.

34. The vehicle according to claim 31, wherein the foam body comprises a coating.

35. The vehicle according to claim 31, wherein at least one receptacle for functional components of the instrument panel is integrated in the foam body.


Patent
Gm Global Technology Operations Llc | Date: 2015-03-30

Systems and processes are provided for adaptive cruise control. The process includes receiving information about a distance between vehicle and a traffic signal, receiving information about a state of the traffic signal, and determining whether to adjust the speed of the vehicle based upon the distance between the vehicle and the traffic signal and the state of the traffic signal.

Claims which contain your search:

1. An adaptive cruise control system for a vehicle, the system comprising: an external object calculation module (EOCM), the EOCM comprising a processor coupled to a memory and an interface, the memory including instructions for improving a fuel efficiency of the vehicle; a plurality of object detection sensors; and a communication module having a vehicle to vehicle portion (V2V) configured to sense a distance between a first vehicle and a second vehicle and a vehicle to infrastructure portion (V2I) configured to sense a distance between the first vehicle and an infrastructure element, wherein the EOCM receives data via the interface from the communication module and is configured to automatically and adaptively adjust the speed of the vehicle by selectively accelerating and decelerating the vehicle based on the received data to improve the fuel efficiency of the vehicle.

2. The adaptive cruise control system of claim 1, the V2I further configured to determine the state of a traffic signal.

3. The adaptive cruise control system of claim 1, the V2I further configured to determine a duration of time that a traffic signal has been in a particular state.

4. The adaptive cruise control system of claim 1, the EOCM further configured to adjust the speed of the vehicle based upon a state of a traffic signal.

5. The adaptive cruise control system of claim 1, the EOCM further configured to adjust the speed of the vehicle based upon a duration of time that a traffic signal has been in a particular state.

6. The adaptive cruise control system of claim 1, the V2V portion comprising at least one of a radar, a camera, a GPS, or a sonar.

7. The adaptive cruise control system of claim 1, the EOCM further configured to communicate with at least one of a body control module, an engine control module, and a transmission control module to improve the fuel efficiency of the vehicle.

8. The adaptive cruise control system of claim 1, the EOCM further configured to communicate with at least one of a traction power inverter module and a battery state manager to improve the fuel efficiency of the vehicle.

9. An external object calculation module (EOCM) for improving the fuel efficiency of a vehicle, the EOCM comprising: a computer processor; a memory, the memory coupled to the computer processor, the memory including instructions for improving the fuel efficiency of the vehicle; and an interface coupled to the computer processor, wherein the computer processor is configured to receive, via the interface, information about the distance between a first vehicle and a second vehicle (V2V data) and information about the state of a traffic signal (V2I data), wherein the processor is configured to process the instructions stored in the memory based upon the V2V data and the V2I data to selectively accelerate or decelerate the vehicle to improve the fuel efficiency of a vehicle within which the EOCM is situated.

10. The EOCM of claim 9, the V2I data further comprising information about the distance between the vehicle to an infrastructure object.

12. The EOCM of claim 9, wherein the processor is configured to process the instructions based upon a duration of the state of the traffic signal to determine whether to accelerate or decelerate the speed of a vehicle to which the EOCM is coupled.

13. The EOCM of claim 9, wherein the processor is configured to process the instructions based upon a duration of the state of the traffic signal to determine whether to adjust the speed of a vehicle to which the EOCM is coupled, the state of the traffic signal being at least one of green, yellow, or red.

14. The EOCM of claim 9, the V2V data further comprising a distance between a vehicle to which the EOCM is coupled and the traffic signal.

16. A process for adaptively adjusting a speed of a vehicle, the process comprising: receiving, by a computer processor, information about a distance between vehicle and a traffic signal; receiving, by the computer processor, information about a state of the traffic signal; determining, by the computer processor, whether to accelerate or decelerate the speed of the vehicle based upon the distance between the vehicle and the traffic signal and the state of the traffic signal.

18. The process of claim 16, further comprising determining, by the computer processor, whether to accelerate or decelerate the speed of the vehicle based upon a duration of time that the traffic signal has been in the state.

19. The process of claim 16, further comprising receiving, by the computer processor, information about a distance between the vehicle and another vehicle.

20. The process of claim 19, further comprising determining, by the computer processor, where to stop the vehicle based upon the distance between the vehicle and the other vehicle.

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