System and method for controlling vehicle driving dynamics characteristics

Abstract

A system for controlling the motion of a vehicle includes a user input device and a computing system. The user input device dynamically controls the setting or balance of driving dynamics characteristics in the vehicle, and the user input device is configured to receive human input from a user. The computing system controls the setting of the driving dynamics characteristics of the vehicle and / or the setting of the balance of the vehicle, and the computing system is in data communication with the user input device and is configured to change the driving dynamics characteristics balance commensurate with the human input when receiving an input command based on the human input from the user input device. Upon manual input of

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to U.S. non-provisional patent application No. 16 / 380,494, filed on April 10, 2020, the entire contents of which are incorporated herein by reference. Background Art

[0003] A conventional automobile has a drivetrain, a suspension, and controls that allow a user to operate the drivetrain. The controls typically include a steering control (which changes the direction of the vehicle), a throttle control (which changes the power output of one or more motors or engines), and a brake control (which applies a retarding force to the vehicle's motion). The manner and balance of providing power to move the vehicle, providing a retarding force to slow the vehicle, and providing a steering input to change the direction of the vehicle are typically static to the drivetrain. In some systems, the drivetrain may have two or more user-selectable driving preset modes that change the driving dynamics of the vehicle. For example, a sports driving mode increases throttle response relative to a snow / ice driving mode, or a drift driving mode changes the set proportion of engine power delivered to the rear wheels relative to the front wheels in an all-wheel drive vehicle. Precise control of the vehicle for enjoyable and high-performance driving is limited by static or uncontrolled force and / or traction distribution of the drivetrain. Real-time direct control of one or more driving dynamics of the vehicle by the user can provide improvements in performance and / or driving pleasure. Summary of the invention

[0004] In some embodiments, a system for controlling vehicle motion includes a user input device and a computing system. The user input device dynamically controls driving dynamics characteristics in a vehicle, and the user input device is configured to receive human input from a user. The computing system controls the driving dynamics characteristic of the vehicle, and the computing system is in data communication with the user input device and is configured to change the driving dynamics characteristic proportionally to the manual input when receiving an input command based on the human input from the user input device.

[0005] In other embodiments, a method for controlling vehicle motion includes receiving human input from a user operating the vehicle via a user input device, transmitting an input command from the user input device to a computing system based on the human input from the user, and changing a driving dynamics balance of the vehicle from a first driving dynamics balance to a driving dynamics balance using the computing system based on the input command.

[0006] In other embodiments, a system for controlling vehicle motion includes: a steering device, a throttle control device, a brake control device, a user input device, and a computing system. The user input device is capable of continuously changing between an original position and a full input position, and the user input device is configured to provide a human input based on the position of the user input device between the original position and the full input position. The computing system controls the power output balance between a first portion of the vehicle and a second portion of the vehicle. The computing system is in data communication with the user input device and is configured to change the power output balance between the first portion and the second portion commensurate with the human input when receiving the human input from the user input device.

[0007] This Summary is provided to introduce a portion of concepts that are further described below in the Detailed Description. This Summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of the claimed subject matter.

[0008] Additional features and advantages of the embodiments of the present disclosure will be set forth in the subsequent description, and in part will be apparent from the description, or may be learned by the practice of such embodiments. The features and advantages of these embodiments may be realized and obtained by the means and combinations particularly pointed out in the appended claims. These and other features will become more apparent from the following description and the appended claims, or may be learned by the practice of such embodiments as set forth below. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] In order to describe the manner in which the above and other features of the present disclosure can be obtained, a more specific description will be given by reference to specific embodiments thereof, which are shown in the accompanying drawings. For better understanding, similar elements are represented by similar reference numerals in the various drawings. Although some of the drawings may be schematic or exaggerated representations of concepts, at least some of the drawings may be drawn to scale. On the basis of understanding that the drawings depict some example embodiments, the embodiments will be described and explained with additional specificity and detail through the use of the drawings, in which:

[0010] Figure 1-1 is a schematic diagram of a vehicle powertrain according to at least one embodiment of the present disclosure;

[0011] Figure 1-2 yes Figure 1-1 Schematic diagram of a vehicle drive train in which the balance of power output is transferred to the rear wheels;

[0012] Figure 1-3 yes Figure 1-1 Schematic diagram of a vehicle drive train, wherein the balance of power output is transferred to the front wheels;

[0013] Figure 2-1 is a schematic diagram of another vehicle powertrain according to at least one embodiment of the present disclosure;

[0014] Figure 2-2 yes Figure 2-1 Schematic diagram of a vehicle powertrain in which the power output balance is shifted to the right wheel;

[0015] Figure 3-1 is a schematic diagram of yet another vehicle powertrain according to at least one embodiment of the present disclosure;

[0016] Figure 3-2 yes Figure 3-1 Schematic diagram of a vehicle powertrain in which the power output balance is shifted to the left rear wheel;

[0017] Figure 4-1 is a schematic diagram of another vehicle powertrain according to at least one embodiment of the present disclosure;

[0018] Figure 4-2 yes Figure 4-1 A schematic diagram of a vehicle drive train in which the braking bias is transferred to the rear wheels;

[0019] Figure 5 is a front view of a vehicle cockpit including a driving dynamics control system input device according to at least one embodiment of the present disclosure;

[0020] Figure 6 is a schematic diagram of a nested control system of a vehicle according to at least one embodiment of the present disclosure;

[0021] Figure 7 FIG. 4 is a graph showing the relationship between a plurality of driving dynamics characteristics control system inputs and effectiveness according to at least one embodiment of the present invention.

[0022] Figure 8 is a graph showing relationship curves between positive and negative inputs and effectiveness of a plurality of driving dynamics control systems according to at least one embodiment of the present disclosure.

[0023] Fig. 9 is a schematic diagram of a vehicle suspension system according to at least one embodiment of the present disclosure;

[0024] Fig.10 is a flow chart illustrating a method of controlling driving dynamics characteristics of a vehicle according to at least one embodiment of the present disclosure;

[0025] Fig.11 is another flow chart illustrating a method of controlling driving dynamics characteristics of a vehicle according to at least one embodiment of the present disclosure;

[0026] Fig.12 is another flow chart illustrating a method of controlling driving dynamics characteristics of a vehicle according to at least one embodiment of the present disclosure; and

[0027] Fig.13 is a flow chart illustrating the workflow of inputs and outputs from a vehicle control system in accordance with at least one embodiment of the present disclosure. DETAILED DESCRIPTION

[0028] The present invention relates to controlling an automobile. More specifically, the present invention relates to providing new and additional levels of control for complex modern powertrains. Conventional vehicle controls include steering controls, such as a steering wheel; brake controls, such as a brake pedal; and throttle controls, such as an accelerator pedal.

[0029] A steering control allows a user to change the direction of the vehicle's wheels to change the direction of travel of the vehicle. In some conventional systems, a steering input to a steering control changes the direction of the wheels in proportion to the angle of the steering input. In other conventional systems, a steering input to a steering control changes the direction of the wheels in proportion to the angle of the steering input and the speed of the vehicle. In other conventional systems, a steering control input changes the direction of the rear wheels of the vehicle in addition to the front wheels.

[0030] The brake control device allows a user to apply a force, such as a mechanical force or an electromagnetic force (such as in regenerative braking), to slow or stop the rotation of one or more wheels of the vehicle. In conventional systems, the brake control device can provide a braking input to slow the rotation of the wheels based on a fixed ratio between the front wheels and the rear wheels of the vehicle. In other conventional systems, the brake balance ratio can be automatically changed during braking when the grip between the tires and the road surface is lost, such as using an anti-lock braking system.

[0031] A throttle control device allows a user to control the torque or power output of an internal combustion engine (ICE), an electric motor, or a combination of one or more ICEs and electric motors. In conventional systems, the throttle control device provides a throttle input to the ICE to control the amount of air (and fuel) provided to the ICE. In other conventional systems, the throttle control device provides an input to request the amount of power or torque to be provided from the electric motor (by current, voltage, or frequency). In some conventional systems, a computer system in the powertrain receives the throttle input and sends commands to both the ICE and the electric motor to produce a desired amount of total power output from the propulsion system.

[0032] In some embodiments according to the present disclosure, the vehicle control system includes a driving dynamics control system that allows a user to change at least one driving dynamics characteristic of the vehicle by a user-selected amount based on dynamic user input while driving. The input device can be one or more devices that work independently or in combination with each other. The input device can have a continuous range of positions between the original position and the full input position. The amount of user input depends on or is proportional to the position of the input device at any position between the original position and the full input position. For example, various driving dynamics characteristics that can be controlled within the scope of the present disclosure include the total power output of the propulsion system and / or the relative power provided at different wheels, the total amount of braking power and / or the relative amount of braking power provided at different wheels, the settings of the transmission system and chassis control systems (such as traction control, torque vectoring, stability control or yaw control), the speed of one or more given wheels relative to the speed of one or more other wheels, the total amount of stiffness and / or damping of the suspension and / or the relative amount of stiffness and / or damping of the suspension at different wheels, or the suspension height or weight balance of different corners or wheels of the vehicle. Furthermore, the operating mode or effectiveness of the user input can be programmed or customized to allow different effects or different effects at different times or situations.

[0033] Figures 1-1 to 3-2 Schematic diagrams of different vehicle powertrain implementations controlled by a driving dynamics control system are illustrated. The driving dynamics control system can alter the performance of the powertrain through various electrical or mechanical implementations.

[0034] Figures 1-1 to 1-3 A vehicle 100 is illustrated having a driving dynamics control system 102 in communication with a front power source 104-1 and a rear power source 104-2. The driving dynamics control system 102 includes a user input device 106 in communication with at least one computing device 108. The computing device 108 of the driving dynamics control system 102 communicates with the front power source 104-1 and the rear power source 104-2 to control the power output balance between the front wheels 110-1 and the rear wheels 110-2 of the vehicle 100.

[0035] In some embodiments, the power source described in the present disclosure is an ICE, while in other embodiments, the power source is an electric motor. For example, the front power source 104-1 shown in Figure 1 can be an ICE, and the rear power source 104-2 can be an electric motor, such as in a hybrid vehicle. In other examples, both the front power source 104-1 and the rear power source 104-2 can be electric motors, such as in high-performance electric vehicles. In other examples, both the front power source 104-1 and the rear power source 104-2 can be ICEs. Although less common, this type of transmission is used in high-performance vehicles and heavy machinery and large trucks. However, another transmission layout will be described here.

[0036] Power output balance is the relative amount of power or torque provided to the different wheels of the vehicle. In some embodiments, power output balance is the relative amount of power delivered to the front wheel 110-1 and the rear wheel 110-2. In other embodiments, power output balance includes the difference in power delivered to the left and right wheels or to individual wheels, as will be described herein. Figure 1-1 A substantially equal front power output 112-1 at the front wheel 110-1 and a rear power output 112-2 at the rear wheel 110-2 are shown. In the illustrated embodiment, the front power output 112-1 is provided by the front power source 104-1 and the rear power output 112-2 is provided by the rear power source 104-2. The equal power output balance between the front power output 112-1 at the front wheel 110-1 and the rear power output 112-2 at the rear wheel 110-2 can provide efficient acceleration and reliable handling in most situations by equally distributing power to propel the vehicle 100.

[0037] Typically, each wheel of a vehicle has a contact surface with the road surface that allows friction or grip between the wheel and the road surface. Therefore, each wheel has the maximum available grip at any time when the movement of the vehicle is to be changed. For example, the application of force between the wheel and the road surface in order to accelerate, decelerate (when braking) or maintain lateral or centrifugal loads (i.e., when turning) may utilize some or all of the available grip. During straight-line acceleration, the front end of the vehicle is lifted to increase the normal force of the rear wheel 110-2 relative to the front wheel 110-1, which means that the rear wheel 110-2 has a greater available grip relative to the front wheel 110-1. Dynamically changing the power output balance of the front power output 112-1 and the rear power output 112-2 can allow better control of the vehicle and improve performance when driving. In addition, in a given dynamic situation, whether the front wheel or the rear wheel loses traction first determines the inherent understeer (understeer) or oversteer (oversteer) characteristics of the vehicle. Therefore, by giving the driver control over the front-to-rear distribution of torque, they are also able to control or manipulate the car's oversteer and understeer balance to produce the desired driving effect in specific situations.

[0038] Figure 1-2 Pictured Figure 1-1 A vehicle 100 having a rear-biased power output balance. A user may provide user input on an input device 106 of the driving dynamics control system 102. The computing device 108 or other components of the driving dynamics control system 102 send commands to the front power source 104-1 and the rear power source 104-2 to change the power output balance of the driveline so that a greater proportion of the power output is delivered to the rear wheel 110-2 than to the front wheel 110-1. During cornering, this may be used to reduce the torque and overload of the front wheel 110-1 that must perform the turn, or to interrupt traction to the rear wheel 110-2 to better turn into an extremely tight turn, or even control oversteering or "drifting". In addition, a vehicle that tends to understeer is generally the safest static state. Therefore, the vehicle may be designed for this inherent tendency, and then the embodiment may be used to evoke a more balanced or prone to oversteer characteristic in a controlled and ideal situation - thereby achieving the best effect in both environments.

[0039] In some embodiments, by comparing the Figure 1-1The described scenario increases the rear power output 112-2 to change the power output balance. For example, when the input device 106 is in the original position and no user input is provided, the front power source 104-1 and the rear power source 104-2 can provide 300 lb-ft of torque at the front wheel 110-1 and the rear wheel 110-2 respectively under full throttle input. The power output balance can change in response to user input, that is, the rear power output 112-2 is increased to, for example, 400 lb-ft under full throttle input while the front power output 112-1 remains at 300 lb-ft.

[0040] In other embodiments, by comparing the Figure 1-1 The described scenario reduces the front power output 112 - 1 to change the power output balance. For example, the power output balance can change in response to user input, i.e., the front power output 112 - 1 is reduced to, for example, 200 lb-ft while the rear power output 112 - 2 remains at 300 lb-ft under full throttle input.

[0041] In yet other embodiments, by comparing the Figure 1-1 The described scenario increases the rear power output 112-2 and decreases the front power output 112-1 to change the power output balance. For example, the power output balance can change in response to user input, i.e., the front power output 112-1 is reduced to, for example, 200 lb-ft and the rear power output 112-2 is increased to 400 lb-ft at full throttle input. This may be particularly useful in scenarios where the electric motor is driven by a shared battery with maximum current, because the battery can continue to output maximum current while the current distribution to the front power source 104-1 and the rear power source 104-2 is changed to change the power output balance. Similarly, in a system with a single power source (e.g., a conventional internal combustion engine powered vehicle), one or more mechanical differentials can deliver different proportions of the same power output from the power source to different wheels.

[0042] Any of the methods described herein can be implemented in conjunction with a throttle. The throttle is nominally the total amount of torque requested. Thus, in different embodiments, this may represent either the maximum torque provided at any given wheel, or the total amount of torque provided from all drive units. Ultimately, the interrelationship between the throttle and the supplemental driver inputs may be determined in a manner that is most seamless and logical to the driver or operator.

[0043] Figure 1-3 Picture shows Figure 1-1 and 1-2An example of a vehicle 100 in which the driving dynamics control system 102 shifts the balance of power output to the front wheel 110-1. A user may provide user input on an input device 106 of the driving dynamics control system 102. The computing device 108 or other components of the driving dynamics control system 102 send commands to the front power source 104-1 and the rear power source 104-2 to change the balance of power output of the driveline so that a greater proportion of the power output is delivered to the front wheel 110-1 than to the rear wheel 110-2. This may be applicable during acceleration in an oversteer or loss of control situation because the front wheel may be able to apply power without unsafely increasing the yaw moment, thereby pulling the vehicle out of an unsafe situation. Similarly, shifting the balance of power output to the front wheel 110-1 during cornering may be applicable because a loss of traction at the front wheel 110-1 results in understeer, which is easier to control and generally safer than oversteer.

[0044] Figure 2-1 An embodiment of a vehicle 200 is illustrated having a separate power source 204-1, 204-2, 204-3, 204-4 for each wheel 210-1, 210-2, 210-3, 210-4. In some embodiments, the first power source 204-1 and the second power source 204-2 are controlled and / or operated in series similar to the front power source (e.g., see Figure 1-1 to Figure 1-3 In some embodiments, the third power source 204-3 and the fourth power source 204-4 can be controlled and / or operated in series to act similarly to the rear power source (e.g., see Figure 1-1 to Figure 1-3 In other embodiments, the left and right power sources of each pair (eg, front and rear pairs) of power sources are controlled and / or operated independently of each other to provide vectoring to the vehicle 200.

[0045] For example, the driving dynamics control system 202 can communicate with the individual power sources 204-1, 204-2, 204-3, 204-4 to change the power output balance between the individual power sources 204-1, 204-2, 204-3, 204-4 of the vehicle based on the user input from the user input device 206. In some embodiments, the computing device 208 will use the input from the user input 206 and other vehicle sensors, driver input, algorithms and settings to determine the distribution or torque and power to the different power sources or wheels 204-1, 204-2, 204-3 and 204-4. For example, the driving dynamics control system 202 can shift the power output balance to the first power source 204-1 and the second power source 204-2 to cause understeer, as shown in reference Figure 1-3In other embodiments, the driving dynamics control system 202 may transfer the power output balance to the third power source 204-3 and the fourth power source 204-4 to induce oversteering, as shown in FIG. Figure 1-2 as described.

[0046] In other embodiments, the driving dynamics characteristics control system 202 may transfer the power output balance to the first power source 204-1 and the third power source 204-3 to enable right hand rotational vectoring, or the driving dynamics characteristics control system 202 may transfer the power output balance to the second power source 204-2 and the fourth power source 204-4 to enable left hand rotational vectoring, as shown in FIG. Figure 2-2 As shown. The relatively large power outputs at the second power output 212-2 and the fourth power output 212-4 (relative to the first power output 212-1 and the third power output 212-3) produce a resultant rotation vector 214 on the vehicle 200. When turning, the outer wheels will bear a larger vehicle load. Therefore, transmitting power to these wheels will increase the steering ability, and reducing the power to the inner wheels will reduce the tendency to resist steering (understeer). In addition, the front wheels or the rear wheels may carry more or less cornering loads. In this way, for example, better acceleration can be achieved by transmitting more power to the front wheels or the rear wheels. In this way, the effectiveness of the driver input may generally be a combination of these different implementation forms. In addition, these different modes can be available or used in different environments, depending on the driving situation, the transmission mode selection, or the effect determined by the settings dynamically determined from the driver input as described herein.

[0047] Figure 3-1 and Figure 3-2An embodiment of a vehicle 300 is illustrated having a driving dynamics control system 302 that communicates with a single power source 304 to control the balance of power output to wheels to improve handling. The vehicle includes a power source 304 that provides power to wheels 310-1, 310-2, 310-3, 310-4 through a plurality of differentials 316-1, 316-2. The driving dynamics control system 302 may communicate with the differentials 316-1, 316-2. User input to the driving dynamics control system 302 from an input device 306 causes a computing device 308 to change the power transmission from the power source 304 through, for example, a center differential 316-1 to change the balance of power output between the front wheels 310-1, 310-2 and the rear wheels 310-3, 310-4. In other examples, user input to the driving dynamics control system 302 from the input device 306 causes the computing device 308 to change the power transmission from the power source 304 through, for example, the rear differential 316-2 to change the power output balance between the rear wheels (i.e., the third wheel 310-3 and the fourth wheel 310-4).

[0048] During a turn, the front wheels 310-1, 310-2 direct traction 318 laterally to change the direction of travel of the vehicle 300. Therefore, the front wheels 310-1, 310-2 may have less grip available for acceleration. Figure 3-2 The balance of power output of the vehicle 300 is illustrated as being biased by user input via input device 306. The user can shift the balance of power output of the power source 304 toward the rear wheels 310-3, 310-4 (because the rear wheels have more available grip during a turn and inducing oversteer will aid in rotation) and toward the left wheel 310-1, 310-3 to create a rotation 314 of the vehicle 300 to assist in the turn.

[0049] For example, Figure 3-2 A third power output 312-3 at the third wheel 310-3 (left rear) is shown as being greater than the other wheels. In contrast, a second power output 312-2 at the second wheel 310-2 (right front, opposite the third wheel 310-3) is less than the other wheels. The first power output 312-1 and the fourth power output 312-4 are located between the third power output 312-3 and the second power output 312-2. By changing the power output balance, the user can thereby apply the maximum possible acceleration and turning through the vehicle 300 without exceeding the grip limit available at any wheel.

[0050] like Figure 3-2As shown, using the mechanisms disclosed herein, in combination with other powertrain control algorithms (including but not limited to traction control, dynamic stability control, or yaw control), the distribution of torque or power to different wheels can be determined based on input from the driver. In these cases, the driver's input will be more specifically tied to a certain characteristic (such as traction or slip level, or overall vehicle oversteer balance) rather than a specific torque distribution amount. In this case, a full driver input for a given mechanism will command full oversteer, or zero traction control; while a zero input will enable full traction control or stability control; thereby allowing the driver to dynamically manipulate the degree of these effects.

[0051] In such an embodiment, Figure 3-2 The torque distribution shown in may be the result of a determination by a torque vectoring, dynamic stability or yaw control system itself based on inputs such as speed, throttle position, normal force, roll, pitch, yaw. In such an embodiment, the driver input may be used as an input to the control system to request a modification of the balance to cause a change in dynamic behavior. For example, if the driver is not braking enough in a given corner, they may use the input to control the driveline to increase the vehicle's turn in rather than overrun it.

[0052] Although the reference Figure 1-1 to Figure 3-2 The described embodiments describe changing the power output balance by redistributing power delivery or power generation at different wheels, and the power output balance can also be changed by actively braking one or more wheels to prevent power delivery to the wheel and reduce power output at the wheel, or controlling the relative amount of negative power applied to one wheel or group of wheels (relative to another wheel or group of wheels). For example, Figure 4-1 and Figure 4-2 An embodiment of a vehicle 400 is shown in which brakes 420-1, 420-2, 420-3, 420-4 are located at each wheel 410-1, 410-2, 410-3, 410-4, respectively.

[0053] In some embodiments, the driving dynamics control system 402 and the brakes 420-1, 420-2, 420-3, 420-4 can change the balance of power output at the wheels 410-1, 410-2, 410-3, 410-4 by resisting the rotation of the wheels 410-1, 410-2, 410-3, 410-4 by different amounts. For example, during a turn, the front wheels (i.e., the first wheel 410-1 and the second wheel 410-2) apply a lateral force 418 to change the direction of travel of the vehicle 400, which limits the grip available to the front wheels for acceleration. The brakes 420-1, 420-2, 420-3, 420-4 can apply different amounts of braking force to replicate the reference rotation at the wheels 410-1, 410-2, 410-3, 410-4. Figure 3-2 Describes the power output balance.

[0054] In other embodiments, for example, Figure 4-2 As shown in , the brakes 420-1, 420-2, 420-3, 420-4 can apply different amounts of braking force 422-1, 422-2, 422-3, 422-4 in the case of deceleration while turning to perform trail braking and allow maximum braking force (also known as "threshold braking") without exceeding the grip limit of any given wheel. By providing user input via input device 406, the user can change the braking bias of the brakes 420-1, 420-2, 420-3, 420-4 through the driving dynamics characteristic control system, thereby allowing higher performance traction braking than is possible with conventional braking systems. In addition, in extreme cornering conditions, the total braking force on the rear wheels 422-3 and 422-4 can be further increased to break the traction of the rear wheels and increase turn in and oversteer, which is similar to the conventional use of a handbrake.

[0055] Although Figure 4-2 While equal braking forces between the front braking forces 422 - 1 , 422 - 2 and the rear braking forces 422 - 3 , 422 - 4 are shown, in other embodiments, the left and right braking forces may be different to generate a rotational force applied to the vehicle 400 .

[0056] In addition to torque or power, the driver input can also control the relative speed difference between the wheels. For example, the functions and properties described here can be achieved by controlling the speed of one wheel or a group of wheels relative to another wheel or another group of wheels. For example, commanding a certain subset of wheels to have a higher speed value can result in the same turning vector or oversteer / understeer balance. In other embodiments, the speed-based driver input can be used to give the user control over the degree of synchronization of the wheel speeds-mimicking the "locking" characteristics of traditional mechanical differentials, thereby producing a fully controllable limited slip differential. Thus, in some embodiments, a full input request can require the two rear wheels to rotate at exactly the same speed (i.e., behave like a locked differential), while a zero input request allows them to rotate completely independently based on load and torque input (i.e., behave like an open differential). These control methods can also be used in combination with other aspects defined in the present invention, such as torque vectoring control, traction control, etc.

[0057] Although some embodiments described herein are described with reference to high performance and / or high speed applications, it should be understood that the driving dynamics control systems described herein may be applicable to vehicles and applications where traction or grip is more important than those involving high speeds. For example, the driving dynamics control systems described herein may be used in applications such as traversing difficult terrain, such as overland driving; construction site driving; driving in mud, snow, or rocks; fording water, or other low speed applications where driver control of power distribution, braking, suspension damping, or other driving dynamics characteristics may be beneficial.

[0058] For example, when driving up a steep incline (e.g., greater than 20°, greater than 30°, or more), it may be beneficial for the driver to bias more power output to the rear wheels because more of the vehicle's mass is on the rear wheels. In other examples, when driving through mud or other low-traction driving surfaces, it may be beneficial to provide the user with control over the left-right and / or fore-aft bias of the power output balance so that the driver can "find traction" on one or more wheels as driving surface conditions change.

[0059] Figure 5 An example cockpit 524 of a vehicle is illustrated. The cockpit 524 includes a plurality of controls, such as a steering wheel 526, a brake control 528, a throttle control 530, and other conventional vehicle controls. The cockpit 524 may also include one or more user input devices 506-1, 506-2, 506-3, 506-4, 506-5 for driving dynamics control system 502.

[0060] In some embodiments, the user input device includes a manually operated input device. For example, the user input device can be mounted on the steering wheel, such as a thumb-operated button, a scroll wheel, a switch, a lever 506-2, a thumb joystick or other thumb-operated device, or a paddle 506-1 located on the back of the steering wheel that the user can pull toward the steering wheel using an index finger or other finger. In other examples, the input device 506-3 can be mounted on the console or dashboard, such as a rotary dial, a lever or other user input device that protrudes from the console or dashboard, or a slider that allows variable input by moving the user input device in the plane of the console or dashboard surface.

[0061] In other embodiments, the user input device includes a foot control device. For example, the user input device can be positioned in the footwell of the vehicle, such as pedal 506-4. In some examples, pedal 506-4 can be positioned in the position of a conventional clutch pedal as a third pedal (in addition to brake control device 528 and throttle control device 530). In other examples, pedal 506-4 can be positioned to the left of a conventional clutch pedal as a fourth pedal. In at least one example, pedal 506-4 can allow a user to adjust user input to driving dynamics control system 502 while making it easier to steer compared to controls mounted on a steering wheel.

[0062] In yet another embodiment, the user input device includes a sensor 506-5, which is configured to monitor the position or movement of the user and interpret the position or movement of the user as a user input to adjust one or more driving dynamics characteristics of the vehicle. For example, the sensor 506-5 can be an optical sensor that tracks the movement of the user's head. When the head is tilted, the sensor 506-5 can measure the tilt angle of the user's head, and the driving dynamics control system 502 converts the tilt angle into a user input. Thus, the tilt angle of the user's head commands the driving dynamics control system 502 to change one or more driving dynamics characteristics. This control may be relatively transparent to the user because the user may tilt his or her head when anticipating a turn. More aggressive turning operations may cause the user to tilt his or her head at a greater angle. The driving dynamics control system 502 can interpret the tilt angle of the user's head to change the brake bias, power output balance or other driving dynamics characteristics to cause traction braking, understeering, oversteering or other driving behaviors. In one particular example, a flick of the user's head just prior to a steering input can shift the balance of power output toward the rear wheels, causing drift, while returning the user's head to an upright position can restore equal power output balance, allowing the user to maintain a four-wheel drift during a turn.

[0063] In other examples, sensor 506-5 can be integrated into the user's seat and allow the user to control the user input to the driving dynamics control system 502 by moving the user's weight on the seat. For example, the user can lean his or her body in anticipation of a turn. A more aggressive turning maneuver may cause the user to lean his or her weight to a greater extent. The driving dynamics control system 502 can interpret the transfer of the user's weight to change the braking bias, power output balance, or other driving dynamics to cause traction braking, understeer, oversteer, or other driving behaviors. In a specific example, a sudden transfer of the user's weight just before the steering input can shift the power output balance toward the rear wheels, causing drift, while the lateral force of the turn will restore the user's weight to a more balanced position and restore equal power output balance, allowing the user to maintain a four-wheel drift when turning.

[0064] In at least one embodiment, any one of the given physical inputs 506-1, 506-2, 506-3, 506-4, 506-5 or other inputs can be used to change the setting or effectiveness of inputs received from other input devices (e.g., 506-1, 506-2, 506-3, 506-4, or 506-5). For example, changing the position of the button 506-1 or the control lever 506-3 on the steering wheel can change the mode or effectiveness of or the interpretation of the pedal 506-4 being depressed. Thus, in one embodiment, the control lever 506-3 in the rearward position can indicate that the pedal 506-4 will affect the power bias in the front-to-back direction, while the control lever 506-3 in the left or right position sets the system so that the depression of the pedal 506-4 will affect the left or right torque or power balance, respectively.

[0065] In at least one embodiment, the sensor 506-5 and / or the driving dynamics control system 502 can communicate data with one or more vehicle sensors. The vehicle sensors can monitor one or more characteristics of vehicle motion, such as yaw, roll, pitch, steering angle, braking, or throttle input. Thus, the vehicle sensors can provide context for the input from the user sensor 506-5. For example, the vehicle sensor can be a steering or yaw sensor that can indicate the expected trajectory of the vehicle. Thus, the driving dynamics control system 502 will know how to interpret and implement input from the driving dynamics system driver input - such as shifting the power balance to the left or right based on the current chassis cornering scenario.

[0066] The user sensor 506-5 may measure the weight of the user on the seat, while the vehicle sensor may be a lateral g-force sensor that measures the lateral acceleration of the vehicle. The lateral g-force sensor may provide information about the lateral motion of the vehicle to the driving dynamics control system 502 so that the seat sensor 506-5 may be disabled and / or the input from the seat sensor 506-5 may be adjusted during cornering.

[0067] Figure 6 A system diagram of the control mechanism of another embodiment of a vehicle 600 is shown. The performance and / or behavior of the vehicle 600 can be controlled by a set of nested systems that determine the behavior of the wheels and / or the vehicle as a whole. In some embodiments, the vehicle control device (including the steering control device 626, the brake control device 628 and the throttle control device 630) provides instructions to the vehicle 600 to change the angle of the wheel, the braking force or the power output of the power source respectively.

[0068] One or more of the vehicle controls may provide instructions that are then modified by the driving dynamics control system 602. For example, the throttle control 630 may provide instructions to the power source to provide 50% of the available power to the wheels. The driving dynamics control system 602 may then determine how the requested available power is delivered to the wheels. In at least one example, the power source is capable of providing 200 lb-ft of torque. The throttle control 630 provides instructions to generate 100 lb-ft from the power source. The driving dynamics control system 602 then directs 10 lb-ft to the front wheels and 90 lb-ft to the rear wheels based on user input to the driving dynamics control system 602.

[0069] The vehicle control devices 626, 628, 630 and the driving dynamics control system 602 can operate within the scope of one or more safety systems 632 of the vehicle 600. The vehicle 600 may have traction control, anti-lock brakes, yaw control, stability control, or other safety systems. In such safety systems 632, when a loss of traction is detected at any wheel, traction control and / or anti-lock brakes can intervene. In the previous example, the throttle control device 630 and the driving dynamics control system 602 combine to direct 90 lb-ft of available torque to the rear wheels. In the event of rear wheel slippage, the traction control system can then reduce the torque to the rear wheels.

[0070] In some embodiments, the traction control system reduces the torque to the rear wheels only, for example, reducing the torque at the rear wheels to 75lb-ft while maintaining 10lb-ft at the front wheels. In other embodiments, the traction control system reduces the total power output of the power source, thereby reducing the 100lb-ft generated to 80lb-ft. The driving dynamics control system 602 still provides the same power output balance by directing 8lb-ft to the front wheels and 72lb-ft to the rear wheels (i.e., 90 / 10 rear bias). In other embodiments or operating modes, the safety system can limit the total effectiveness that the driver input can request. For example, in a conventional public driving condition mode, the driver may request 100% of the torque to the rear wheels, but the safety system may limit it to 80%. In this way, the driver input can be forced to operate within the limits set by the safety system or the different modes of the driving dynamics control system. In certain operating modes, the driving dynamics control system 602 can be used to adjust some aspects of these safety systems. For example, in some embodiments, the input may adjust the degree or range of yaw, traction, or stability control permitted by the safety control system; thereby allowing the driver to adjust from fully mitigated to fully engaged.

[0071] Figure 7 7 is a graph 734 showing an example of user input to an input device and associated commands provided to a driving dynamics control system. Graph 734 includes different relationship curves depicting different transition rates of the user input device between an original position 738 and a full input position 740. At the original position 738, the input device provides 0% and the driving dynamics control system is 0% effective to the vehicle. At the full input position 740, the user input device is moved to the maximum extent from the original position 738 and the driving dynamics control system, in some embodiments, provides 100% of the possible effectiveness to the selected driving dynamics dynamics.

[0072] In some embodiments, 100% effectiveness changes the power output balance to provide all available torque to the front wheels. In other embodiments, 100% effectiveness changes the power output balance to provide all available torque to the rear wheels. In other embodiments, 100% effectiveness changes the braking balance to provide all available braking power to the front wheels. In further embodiments, 100% effectiveness changes the braking balance to provide all available braking power to the rear wheels. In further embodiments, 100% effectiveness changes the power output balance to deliver as much power as the driveline allows to one or more wheels (in examples where the differential may only be able to send some, but not all, power to certain wheels). In further embodiments, 100% effectiveness changes another aspect of the vehicle and / or driveline to the greatest extent that the vehicle and / or driveline is capable of.

[0073] The various relationship curves of chart 734 illustrate example relationships that can provide different types of control over driving dynamics to a user. For example, a first relationship curve 736-1 depicts a linear relationship having a 1:1 ratio between a user input and the effectiveness of an input command provided by a driving dynamics control system. The linear relationship provides a continuous relationship where 50% movement of the input device from the home position to the full input position produces 50% effectiveness on the driving dynamics, and 100% movement of the input device from the home position to the full input position produces 100% effectiveness on the driving dynamics. The full input position produces 100% impact on driving dynamics, and the relationship between them is continuous (e.g., 63% of the input produces 63% effectiveness).

[0074] In another example, the second relationship curve 736-2 depicts a linear but non-continuous relationship. For example, between 0% and 50% input, the second relationship curve 736-2 has a 2:1 relationship, producing 25% effectiveness at 50% input. Between 50% and 100% input, the second relationship curve 736-2 has a 1:3 relationship, providing a linear relationship from 50% input and 25% effectiveness to a final 100% input (i.e., full input position) producing 100% effectiveness on the driving dynamics characteristics.

[0075] In yet another example, the third relationship curve 736-3 depicts a non-linear relationship. The third relationship curve 736-3 has a more aggressive relationship (i.e., produces greater effectiveness for each percentage of input) until approximately 33% of the input, after which the third relationship curve 736-3 has a slope less than 1.0. This relationship between the input and effectiveness of the driving dynamics control system can allow for faster activation of the driving dynamics control system during initial movement of the input device from the home position 738, while allowing for more precise control of effectiveness when closer to the full input position 740.

[0076] In another example, a fourth relationship curve 736-4 depicts a non-linear relationship with an inflection point between the original position 738 and the full input position 740 of the input. The fourth relationship curve 736-4 can allow for precise control of potency near the original position 738 and the full input position 740 while providing rapid changes in potency through the center of the input range.

[0077] In yet another example, the fifth relationship curve 736-5 shows a linear relationship that produces less than a 1:1 effectiveness for a given input throughout the range of motion of the input device from the home position 738 to the full input position 740. The home position 738 provides no input and has no effectiveness for the driving dynamics control system. The full input position 740 (i.e., 100% input) of the fifth relationship curve 736-5 provides 25% effectiveness. The fifth relationship curve 736-5 and other relationships that do not provide 100% effectiveness may limit the user's ability to modify the driving dynamics from the standard dynamics of the vehicle. This limitation may be beneficial when the user is learning to control the driving dynamics of the vehicle or when the user is learning new driving techniques.

[0078] For example, a user who is beginning to learn to control a vehicle during a lateral slide or drift will often apply too much power to the rear wheels, causing the vehicle to skid. Limiting the input versus effectiveness relationship can allow the driving dynamics control system to change the power output balance less and limit the possibility of a novice driver or even an experienced driver learning to spin out a lateral sliding vehicle. In other examples, a user who is learning to trail brake when entering a curve may want to move the brake bias toward the rear of the vehicle. Providing 100% brake bias to the rear wheels may limit the effectiveness of threshold braking or lock the rear wheels. Limiting effectiveness to, for example, a 30% brake bias toward the rear wheels at 100% input may limit the user's ability to inadvertently lock the rear wheels.

[0079] In further examples, different elements and features of the relationship curves described with reference to FIG. 1 can be used in combination. For example, other relationship curves can be linear over a portion of the input range and nonlinear over different portions of the input range. The relationship curve may be continuous over the entire input range, or the relationship curve may have one or more discontinuities over the entire input range. Any shape of relationship curve can provide less than 100% effectiveness at the full input position 740. For example, full input (i.e., 100% input) can be converted to less than 90% effectiveness, less than 80% effectiveness, less than 70% effectiveness, less than 60% effectiveness, less than 50% effectiveness, less than 40% effectiveness, less than 30% effectiveness, less than 20% effectiveness, less than 10% effectiveness, or any value therebetween.

[0080] In some embodiments, the driving dynamics control system has more than one potential relationship curve. For example, the driving dynamics control system may have a first relationship curve 736-1 and a third relationship curve 736-3 stored in the memory of the driving dynamics control system, and the driving dynamics control system may allow the user to select the desired relationship curve. In other examples, the relationship curve may be programmable or modified by the user to allow customization for the vehicle, user, or environment. In some cases, the fifth relationship curve 736-5 or a similar relationship curve of limited effectiveness may be beneficial in adverse weather conditions, in which case a relatively small change in the power output balance is needed to change the traction of the wheels and disrupt the balance of the vehicle.

[0081] In some embodiments, the user input may be measured incrementally, such as measuring the position of the input device in increments of 10% between the original position and the full input position. For example, the input device may segment the user input into one of ten input values ​​(including between 0% and 10%, between 10% and 20%, between 20% and 30%, etc.). In other examples, the input device may segment the user input in increments of 5%, so that both 17% of the input and 19% of the input are received by the driving dynamics control system as inputs between 15% and 20%. In some embodiments, the input device may measure for input into segments, the segments having a range of sizes, the range having an upper limit value, a lower limit value, or an upper limit value and a lower limit value (including 1%, 2%, 5%, 10%, 15%, 20%, 25%, 33%, 50%, or any value therebetween). For example, the segment may be greater than 1% of the range of motion of the input device. In other examples, the segment may be less than 50% of the range of motion of the input device. In other examples, the segment may be less than 20%. In further examples, the segmentation may be less than 5%. In other examples, the segmentation may be less than 1%. In other embodiments, the user input may be measured continuously, such as measuring the user input at the input device at any position between the original position and the full input position. For example, the input device may have a continuously variable resistor that measures the position of the input device along a continuous curve.

[0082] Figure 8Another graph 834 is shown, which shows an embodiment of a relationship curve 836 for a driving dynamics control system and an input device that allows positive and negative movement starting from an original position 838. The input device allows movement from the original position 838 in a positive direction (e.g., forward direction, upward direction, left direction) toward a positive full input position 840-1 and from the original position 838 in a negative direction opposite to the positive direction (e.g., backward direction, downward direction, right direction) toward a negative full input position 840-2. Such an input device can allow inputs that change the power output balance, brake bias, or other driving dynamics characteristics of the vehicle in two directions. In at least one example, the original position 838 represents an equal power output balance between the front wheels and the rear wheels. Moving the input device to the positive full input position 840-1 instructs the driving dynamics control system to direct 100% of the power output balance to the front wheels. Moving the input device to the negative full input position 840-2 instructs the driving dynamics control system to direct 100% of the power output balance to the rear wheels.

[0083] In some embodiments, the relationship curve is linear, such as Figure 8 In other embodiments, the relationship curve is nonlinear, such as referring to Figure 7 In other embodiments, the relationship curve is discontinuous, such as referring to Figure 7 As described. In further embodiments, the positive side of the relationship curve 836 between the original position 838 and the positive full input position 840-1 may be the inversion of the negative side of the relationship curve 836 between the original position 838 and the negative full input position 840-2. For example, the shape of the first relationship curve 836-1 between the original position 838 and the positive full input position 840-1 is similar in shape to the shape of the relationship curve between the original position 838 and the negative full input position 840-2, but opposite in effectiveness. In still further embodiments, the positive side of the relationship curve between the original position 838 and the positive full input position 840-1 may be different from the inversion of the negative side of the first relationship curve 836-1 between the original position 838 and the negative full input position 840-2.

[0084] For example, the shape of the second relationship curve 836-2 between the original position 838 and the positive full input position 840-1 and the shape of the second relationship curve 836-2 between the original position 838 and the negative full input position 840-2 are not similar in shape, but opposite in effectiveness. In at least one example, the positive side of the second relationship curve 836-2 can be linear and continuous at a 1:1 input effectiveness ratio, while the negative side of the second relationship curve 836-2 can be non-linear and the negative full input position 840-2 can only provide -50% effectiveness. Such a relationship curve may be advantageous, allowing the driving dynamics control system to direct 100% of the power output balance to the front wheels at the positive full input position 840-1, while only directing 75% of the power output balance to the rear wheels at the negative full input position 840-2. This can allow the user to have as much understeer behavior as possible within the range that the vehicle can produce (exceeding the grip threshold of the front wheels), but limit the amount of oversteer that the vehicle and user may create (exceeding the grip threshold of the rear wheels) to limit rotation.

[0085] In some embodiments, different portions of the input range may produce different effects. For example, the first 75% of the input range may be used as a request to change the left-right power balance, while the last 25% of the range may also be used to induce a maneuver to change the front-to-back power balance.

[0086] Fig. 9 An example of a vehicle 900 is shown, with the vehicle 900 having a driving dynamics control system 902 that communicates with an active suspension system. A user input device 906 and a computing device 908 send user commands to the active suspension system to change the behavior of one or more suspension components. The suspension system may include springs (e.g., coils, blades, or air-based) and shock absorbers 942-1, 942-2, 942-3, 942-4 and anti-sway bars or anti-roll bars. In some embodiments, the suspension system includes active shock absorbers 942-1, 942-2, 942-3, 942-4 with variable stiffness. For example, the shock absorbers 942-1, 942-2, 942-3, 942-4 may be hydraulic shock absorbers or magnetorheological shock absorbers. The hydraulic shock absorbers may have stiffness, damping, or rebound characteristics that may be varied by changing the valves or paths of the hydraulic fluid in the shock absorber and / or the reservoir. Magnetorheological absorbers contain a magnetorheological fluid in the absorber that changes viscosity in response to an applied magnetic field. This can allow the stiffness, damping or rebound characteristics to be changed quickly in response to input from a user to the driving dynamics control system 902.

[0087] Magnetorheological shock absorbers and / or hydraulically controlled shock absorbers can allow the performance characteristics of one or more of the shock absorbers 942-1, 942-2, 942-3, 942-4 to be changed independently of the other shock absorbers. This can allow the front shock absorbers 942-1, 942-2 to be stiffened independently of the rear shock absorbers 942-3, 942-4 to manipulate the relative traction limits of either set of wheels or as a spectrum between multiple wheels. In some cases, this can be used to limit or control brake dive or squat. Brake dive can allow the front suspension to be loaded more gradually, thereby limiting chatter in the front wheel 910-1. Similarly, this can allow the rear shock absorbers 942-3, 942-4 to be stiffened to limit and / or prevent suspension "squat" during acceleration. In some cases, compression of the rear suspension may help improve the grip of rear wheel 910 - 2 during acceleration on uneven surfaces and / or during acceleration from a standing start.

[0088] In some embodiments, driving dynamics inputs may be used to control the damping or stiffness of suspension components at different parts of the vehicle to further affect chassis balance, such as to account for oversteer or understeer conditions. In this case, the driver input may be in a configuration that calls for the power balance to move toward the rear wheels 910-2 to increase oversteer. The driver input may then also include a call to change the rear suspension settings 942-3 and 942-4 to increase stiffness to further increase oversteer.

[0089] In other examples, increasing the stiffness, damping, or rebound of the left shock absorber 942-1, 942-3 or the right shock absorber 942-2, 942-4 can keep the vehicle 900 flatter when turning right or left, respectively. Turning flat can help distribute contact and traction between the wheels 910-1, 910-2 to improve cornering performance on slippery roads. Direct user control of suspension stiffness, damping, or rebound can allow the user to adjust the suspension based on performance preferences and / or external conditions.

[0090] Fig. 9 The system depicted in can also be used to allow user input 906 to control the relative ride heights of different corners 942-1 942-2 942-3 942-4 of the vehicle, or to allow other methods of enabling control of the weight distribution of the vehicle, which can also be used to control the tractive limits of the wheels depending on the desired driving characteristics or dynamic conditions.

[0091] Example Case

[0092] Example 1: Approaching a shallow curve, where little or no braking may be required, as the user begins to turn the steering wheel, the user will also gradually begin to provide user input on the input device to increase the amount of power output balance laterally to the outside rear wheel (i.e., opposite the direction of the turn), thereby increasing how much the car "wants to turn." Because the turn is shallow, only a moderate to small amount of effort is needed or desired, and the less the pedal is depressed, the more the total grip available for acceleration at all wheels is nominally increased. The driver will therefore balance the amount of grip that will be beneficial and the amount of "spin" or "active yaw" - thereby maximizing the speed of the car through the turn while also making the driver feel engaged and in control. This also makes it possible to reduce the steering wheel angle, thereby maximizing grip and potentially maximizing the total amount of power that can be transferred to the wheels. Control of this balance can also nominally reduce the amount of braking required, as the car's spin will be accelerated by the pedal, further increasing speed through the turn.

[0093] Example 2: Approaching a sharp turn, the user and the vehicle approach the corner with the brakes engaged. As the vehicle begins to turn, the user provides a greater input to the driving dynamics control system to change the power output balance. Using a driving dynamics control system configured to change the power output balance between the front and rear wheels, the user input commands the driving dynamics control system to reduce the torque of the front wheels. The driving dynamics control system maintains or increases the torque of the rear wheels to increase the rotation tendency of the vehicle while increasing the grip on the front wheels that is relatively available for steering. The driver input can also be configured to adjust the effectiveness of the traction control or dynamic stability control system to allow for greater (controlled) rotation or oversteer. Under such operation, as the vehicle leaves the turn and starts to go straight, the user reduces the user input to maximize the longitudinal grip for acceleration. In other examples, if the user generates too much oversteer during the turn, the system can be used to direct more torque to the front wheels when accelerating out of the turn. The additional torque delivered to the front wheels (and / or the automatic traction control system) can pull the vehicle out of the corner into a safer / controlled state.

[0094] If the effectiveness of the driving dynamics control system changes the balance of power output lateral to the outside wheels (as opposed to the front / rear example), the user can provide user input to adjust and balance the rotational effect of lateral torque vectoring - versus - the rotational effect of turning the steering wheel to maximize overall speed and desired dynamics. Additionally, if the user does not brake sufficiently for a corner, the user can utilize the driving dynamics control system to increase the rotation of the car, rather than controlling and correcting with the steering wheel alone while turning.

[0095] Example 3: In another embodiment of this concept, multiple driver inputs may be used to enable multiple controlled effects. Figure 5 As shown, a steering wheel mounted input device, such as a scroll wheel or paddle 506-1, can be configured to allow driver input related to the balance of left or right torque distribution. At the same time, pedal 506-4 can be used to control the front and rear torque balance. This allows the driver to fully control various potential desired imbalances of torque vectoring, such as Figure 3-2 shown.

[0096] Example 4: A control lever may be placed on a center console or elsewhere that may be used as an auxiliary input to allow the system to select different settings or allow for variations in driver input. Such a center console control lever or joystick 506-3 may allow the driver to select or determine a particular desired effect from other modulated driver inputs (e.g., from pedal 506-4). For example, if such a joystick has four different positions, they may operate as follows: with the control lever 506-3 in the left position, pedal 506-4 modulates torque to the left wheel, with the control lever 506-3 in the right position, pedal 506-4 modulates torque to the right wheel, with the control lever 506-3 in the front position, pedal 506-4 modulates torque to the front wheels, or with the control lever 506-3 in the rear position, pedal 506-4 modulates torque to the rear wheels.

[0097] In some embodiments, user inputs may be entered into a torque vectoring or yaw control algorithm rather than directly controlling torque balance. For example, inputs may be entered as settings in a control algorithm to determine the degree of a certain type of characteristic or driveline behavior (e.g., oversteer or understeer) that the driver wishes to achieve, while the actual implementation and / or specific torque vectoring value is ultimately determined by an algorithm such as torque vectoring, yaw control, dynamic stability control, or traction control.

[0098] In other embodiments, these configurations and effects can be adjusted and customized by the driver. For example, the driver can be granted access to some or all settings and be allowed to reconfigure the system and various inputs to have different effects based on their own desired settings.

[0099] Example 5: A driving dynamics control system is configured to change a vehicle's brake bias in addition to power output balance. A computing device of a driving dynamics control system may measure one or more characteristics of a vehicle and / or a vehicle control device to determine whether a user input to the driving dynamics control system controls the brake bias or the power output balance. For example, vehicle sensors and / or vehicle controls in communication with a computing device may provide information to the computing device to allow the computing device to determine whether the vehicle is accelerating, braking, turning, or performing a combination of motion that results in an upward movement.

[0100] Fig.10 An embodiment of a method 1044 of modifying driving dynamics of a vehicle is shown. The method 1044 includes receiving a user input at 1046. Based on the user input at 1046, the method 1044 includes modifying a lateral driving dynamics balance at 1054 and / or modifying a longitudinal driving dynamics balance at 1057.

[0101] In some embodiments, modifying the lateral driving dynamics balance at 1054 and / or modifying the longitudinal driving dynamics balance at 1057 includes modifying the longitudinal driving dynamics balance according to a reference in response to user input provided in real time. Figure 7 and Figure 8 The relationship curve described is used to modify at least one of suspension, power output balance, brake bias or other vehicle characteristics.

[0102] Fig.11 An embodiment of a method 1144 for modifying the driving dynamics of a vehicle is shown. The method includes receiving a user input at 1146 and determining a state of the vehicle at 1148. The state of the vehicle includes determining a longitudinal acceleration of the vehicle (i.e., acceleration under power or braking) at 1152. The longitudinal acceleration of the vehicle is reflected either by braking (deceleration) of the vehicle at 1156 or by a throttle input (acceleration) of the vehicle at 1158. The driving dynamics control system may receive information about the braking input or throttle input of the vehicle, or in other embodiments, the driving dynamics control system may receive information from one or more vehicle sensors that provide information about the motion of the vehicle, such as an accelerometer. If the driving dynamics control system determines that the vehicle is in a braking state, the driving dynamics control system may change the longitudinal balance of the braking bias based on the user input at 1160. If the driving dynamics control system determines that the vehicle is in a braking state, the driving dynamics control system may change the longitudinal balance of the power output balance based on the user input at 1162.

[0103] Fig.12Another embodiment of a method 1244 for modifying driving dynamics of a vehicle is illustrated. The method includes receiving user input at 1246 and determining a state of the vehicle at 1248. The state of the vehicle may include determining a lateral acceleration of the vehicle at 1250 (i.e., turning) and a longitudinal acceleration of the vehicle at 1252 (i.e., acceleration under power or braking). If the driving dynamics control system determines that the vehicle is experiencing lateral acceleration (e.g., by measuring steering input or measuring lateral acceleration through an accelerometer or other vehicle sensor), the driving dynamics control system may change the lateral driving dynamics balance based on the user input at 1254. For example, during turning, the vehicle sensors may provide information to the driving dynamics control system, and the driving dynamics control system may change the power output balance, brake bias, or lateral aspects of the suspension behavior.

[0104] The method 1244 also includes determining a longitudinal acceleration of the vehicle at 1252. The braking (deceleration) of the vehicle at 1256 or the throttle input (acceleration) of the vehicle at 1258 reflects the longitudinal acceleration state of the vehicle. The driving dynamics control system may receive information about the braking input or throttle input of the vehicle, or in other embodiments, the driving dynamics control system may receive information from one or more vehicle sensors (e.g., accelerometers) that provide information about the movement of the vehicle. If the driving dynamics control system determines that the vehicle is in a braking state, the driving dynamics control system may change the longitudinal balance of the braking bias based on the user input at 1260. If the driving dynamics control system determines that the vehicle is in a braking state, the driving dynamics control system may change the longitudinal balance of the power output balance based on the user input at 1262.

[0105] For example, if the vehicle is only accelerating longitudinally (e.g., in a straight line), the driving dynamics control system may change the longitudinal balance of the power output balance based on the user input. If the vehicle is accelerating longitudinally and laterally (e.g., increasing speed around a corner), the driving dynamics control system may change the longitudinal balance and the lateral balance of the power output balance based on the user input.

[0106] Fig.1313 is a flow chart illustrating the workflow of the inputs and outputs of the vehicle control system. As described herein, the vehicle control system may include a driving dynamics control system 1302 and a vehicle safety system 1332. The various vehicle control systems may work independently or together to receive user inputs from a steering wheel 1326, a brake pedal 1328, an accelerator pedal 1330, and one or more user input devices 1306, as well as vehicle sensor inputs from vehicle sensors 1364 (such as yaw sensors, accelerometers) and vehicle powertrain settings. The various vehicle control systems may work independently or together to change the powertrain output 1312 (e.g., nominal or relative torque at each wheel or wheel speed).

[0107] In at least some embodiments, a driving dynamics control system according to the present disclosure may control or modify the behavior of the wheels to provide a user with additional and improved real-time control over vehicle performance.

[0108] One or more specific embodiments of the present disclosure are described herein. The embodiments described are examples of the currently disclosed technology. In addition, in order to provide a concise description of these embodiments, all features of the actual embodiments may not be described in the specification. It should be understood that in developing any such actual implementation, as in any engineering or design project, many implementation-specific decisions will be made to achieve the specific goals of the developer, such as complying with system-related and business-related constraints, which may vary from implementation to implementation. In addition, it should be understood that such development work may be complex and time-consuming, but for ordinary technicians who benefit from this disclosure, it is still a routine task of design, manufacturing and production.

[0109] The terms "one", "an" and "said / the" are intended to indicate that there are one or more elements in the foregoing description. The terms "include", "comprises" and "have" are intended to be inclusive and mean that there may be other elements in addition to the listed elements. In addition, it should be understood that the reference to "one embodiment / example" or "a certain embodiment / example" of the present disclosure is not intended to be interpreted as excluding the existence of other embodiments / examples that also include the described features. For example, any element described with respect to the embodiments here can be combined with any element of any other embodiment described here. The numbers, percentages, ratios or other values ​​claimed herein are intended to include the value, and also include other values ​​that are "approximately" or "close to" the value, as will be understood by those of ordinary skill in the art to be covered by the embodiments of the present disclosure. Therefore, the claimed value should be interpreted broadly enough to include values ​​that are at least close enough to the claimed value to perform the desired function or achieve the desired result. The claimed value includes at least the changes that will be expected in the appropriate manufacturing or production process, and may include values ​​within 5%, within 1%, within 0.1% or within 0.01% of the claimed value.

[0110] In view of this disclosure, those of ordinary skill in the art should recognize that equivalent constructions do not depart from the spirit and scope of the disclosure, and that various changes, substitutions, and modifications may be made to the disclosed embodiments without departing from the spirit and scope of the disclosure. Equivalent structures, including functional "means plus function" statements, are intended to cover structures described herein that perform the functions described, including structural equivalents that operate in the same manner and equivalent structures that provide the same functions. It is the express intent of the applicant not to present "means plus function" or other functional claims for any claim, except those claims in which the term "means for..." appears together with the relevant function. Every addition, deletion, and modification to the embodiments is included in the claims as long as it falls within the meaning and scope of the claims.

[0111] As used herein, the terms "approximately", "about", and "substantially" refer to an amount that is close to the claimed amount and still performs the desired function or achieves the desired result. For example, the terms "approximately", "about", and "substantially" can refer to an amount that is within a range of less than 5%, less than 1%, less than 0.1%, and less than 0.01% of the claimed amount. In addition, it should be understood that any direction or reference frame in the foregoing description is only a relative direction or movement. For example, any reference to "up" and "down" or "above" or "below" is only a description of the relative position or movement of the relevant elements.

[0112] The present disclosure may be implemented in other specific forms without departing from its spirit or features. The described embodiments are considered to be illustrative rather than restrictive. Therefore, the scope of the present disclosure is indicated by the appended claims rather than by the foregoing description. Changes within the equivalent meaning and scope of the claims should be included within their scope.

Claims

1. A system for controlling the movement of a vehicle (100, 200, 300, 600), the system comprising: a first motor and a second motor; a brake control device for providing controlled braking of the vehicle; a throttle control for providing controlled acceleration and deceleration of the vehicle; a steering control device, the steering control device being used to provide directional control of the vehicle; A dynamic user input device (106, 206, 306) other than the brake control device, the throttle control device, and the steering control device, the user input device (106, 206, 306) being continuously variable between an initial position and a full input position and being configured to receive human input from a user; and A computing system (108, 208, 308) coupled to the user input device, the first motor and the second motor and in data communication with the user input device, the first motor and the second motor, and the computing system is configured to dynamically control a driving dynamics balance of the vehicle (100, 200, 300, 600), the driving dynamics balance being based on a power output balance of a first power provided by the first motor and a second power provided by the second motor, including a distribution of a total power output to the first motor and the second motor, the computing system being configured to receive an input command from the user input device and to change the driving dynamics balance in proportion to the human input received by the user input device.

2. The system of claim 1 further comprising a third motor and a fourth motor, wherein the third motor is in data communication with the computing system, and the fourth motor is in data communication with the computing system, wherein: The driving dynamics characteristic balance is a power output balance based on the first power provided by the first motor, the second power provided by the second motor, the third power provided by the third motor, and the fourth power provided by the fourth motor.

3. The system of claim 1, wherein the brake control device includes a first brake system and a second brake system, the first brake system is in data communication with the computing system, and the second brake system is in data communication with the computing system.

4. The system of claim 1, wherein the user input device (106, 206, 306) comprises a control device mounted on the steering device.

5. The system of claim 1, the user input device (106, 206, 306) comprising a foot-operated control device.

6. The system of claim 1, the user input device comprising a manually operable control device.

7. The system of claim 1, the computing system being configured to change the power output balance by controlling a braking balance of the vehicle (100, 200, 300, 600).

8. The system of claim 1, the computing system being configured to change the power output balance by controlling a torque output of the vehicle (100, 200, 300, 600).

9. A method of controlling movement of a vehicle (100, 200, 300, 600), the vehicle having: a first motor and a second motor; a brake control device for providing controlled braking of the vehicle; a throttle control for providing controlled acceleration and deceleration of the vehicle; a steering control device for providing directional control of the vehicle; a dynamic user input device other than a brake control device, a throttle control device, and a steering control device, the user input device being continuously variable between a home position and a full input position and configured to receive human input from a user; and a computing system coupled to the user input device, the first motor and the second motor and in data communication with the user input device, the first motor and the second motor, and the computing system is configured to dynamically control the driving dynamics balance of the vehicle in response to the user input device, the driving dynamics balance being a power output balance based on a first power provided by the first motor and a second power provided by the second motor, including the allocation of the total power output to the first motor and the second motor, the computing system being configured to receive an input command from the user input device and change the driving dynamics balance in proportion to the human input received by the user input device, the method comprising: receiving human input from said user operating the vehicle (100, 200, 300, 600) via a user input device (106, 206, 306); transmitting input commands from the user input device (106, 206, 306) to the computing system based on the human input from the user; and The driving dynamics balance of the vehicle (100, 200, 300, 600) is changed from a first driving dynamics balance to a second driving dynamics balance based on the input command using a computing system.

10. The method according to claim 9, further comprising: When the human power input stops, the driving dynamics characteristics balance is restored from the second driving dynamics characteristics balance to the first driving dynamics characteristics balance.

11. The method of claim 9, wherein changing the driving dynamics balance comprises changing the drive torque of rear wheels of the vehicle (100, 200, 300, 600).

12. The method of claim 9, wherein changing the driving dynamics balance comprises changing the drive torque of the front wheels of the vehicle (100, 200, 300, 600).

13. The method of claim 9, wherein changing the driving dynamics balance comprises changing a braking force of a rear wheel of the vehicle (100, 200, 300, 600).

14. The method of claim 9, wherein changing the driving dynamics balance comprises changing a braking force of a front wheel of the vehicle (100, 200, 300, 600).

15. The method of claim 9, wherein changing the driving dynamics balance comprises changing a lateral power output balance of the vehicle (100, 200, 300, 600).

16. The method of claim 9, further comprising measuring the motion of the vehicle (100, 200, 300, 600), and wherein, Changing the driving dynamics balance includes changing the driving dynamics balance based on the input command and the movement of the vehicle (100, 200, 300, 600).

17. The method of claim 16, further comprising measuring the motion of the vehicle (100, 200, 300, 600), comprising measuring at least one of: translational velocity, translational acceleration, rotational velocity, and rotational acceleration.

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