Method and system for controlling vehicle operation

Abstract

Concepts described herein relate to calculation of desired future longitudinal bounds related to torque or acceleration and desired future lateral bounds related to yaw rate and lateral velocity, and their use in response to driver selectable modes. In the longitudinal direction, driver inputs of pedal and brake position and drivability metrics are used to calculate desired future torque trajectories. In the lateral direction, front and rear steering angles can be used with a bicycle model to derive trajectories. Trajectories are used in a vehicle motion controller that uses weighting to weigh competing requests and provide performance consistent with a selected driver mode, such as a touring mode, a sport mode, an off-road mode, a hauling mode, etc.

Description

Background Art

[0001] The vehicle consists of components, sensors, subsystems, systems, controllers, and associated control routines that can be advantageously operated in response to operator and other input commands to provide vehicle propulsion, braking, steering, suspension, etc. Input commands may include commands related to vehicle acceleration and commands related to vehicle steering and lateral acceleration, which may conflict under certain operating conditions. As an example, when there is a command change in longitudinal acceleration during a vehicle turning maneuver, there may be conflicting priorities, which may affect vehicle handling and driver perception, depending on the operating mode selected by the driver. When the operating mode selected by the driver is a sport mode or another more aggressive operating mode, it can be expected that vehicle operation should prioritize longitudinal acceleration. However, when the operating mode selected by the driver is a tour mode or another more relaxed operating mode, it can be expected that vehicle operation should prioritize steering control to minimize yaw and lateral acceleration.

[0002] Therefore, a need exists for components, systems, control logic and methods for controlling vehicle propulsion, braking, steering and suspension systems in response to operator and other input commands that take into account the operating mode selected by the driver. Summary of the invention

[0003] Concepts described herein relate to calculation of expected future longitudinal horizons related to torque or acceleration and expected future lateral horizons related to yaw rate and lateral speed, and their use in response to driver selectable modes. In the longitudinal direction, driver inputs of pedal and brake position and drivability metrics are used to calculate expected future torque trajectories. In the lateral direction, front and rear steering angles can be used with a bicycle model to derive trajectories. Trajectories are used in a vehicle motion controller that uses weighting to weigh competing requests and provide performance consistent with a selected driver mode, such as a touring mode, a sport mode, an off-road mode, a hauling mode, etc.

[0004] Aspects of the present disclosure include systems and related methods for operating a vehicle, including monitoring vehicle operating parameters, such as vehicle speed, steering angle, weight, etc., and input commands, such as operator input to an accelerator pedal, brake pedal, steering wheel, and / or advanced driver assistance systems (ADAS). Determining a desired future longitudinal torque range based on vehicle speed and operator input to an accelerator pedal; determining a desired future yaw rate range based on a commanded steering angle; and determining a desired future lateral speed range based on a commanded steering angle and a lateral speed of the vehicle. Determining a weighting factor based on a driver selectable mode, and controlling vehicle operation based on the desired future longitudinal torque range, the desired future yaw rate range, the desired future lateral speed range, and the weighting factor.

[0005] Another aspect of the present disclosure includes receiving, via a controller, a vehicle speed and an operator command for one of vehicle acceleration or vehicle deceleration, and determining a desired future longitudinal torque range based on the vehicle speed and the operator command for one of vehicle acceleration or vehicle deceleration.

[0006] Another aspect of the present disclosure includes receiving a vehicle yaw rate, receiving a vehicle longitudinal velocity, and receiving an operator command for vehicle steering; and determining a desired future yaw rate bound based on the vehicle yaw rate and the operator command for vehicle steering.

[0007] Another aspect of the present disclosure includes receiving an operator command for steering a vehicle in the form of one of a front wheel steering angle and a rear wheel steering angle.

[0008] Another aspect of the present disclosure includes receiving a vehicle lateral velocity, receiving a vehicle longitudinal velocity, and receiving an operator command for vehicle steering; and determining a desired future lateral velocity range based on the vehicle lateral velocity and the operator command for vehicle steering.

[0009] Another aspect of the present disclosure includes determining weighting factors for tracking a desired future longitudinal torque range, a desired future yaw rate range, and a desired future lateral speed range based on a driver selectable mode and vehicle operating parameters.

[0010] Another aspect of the present disclosure includes controlling operation of a propulsion system to minimize a difference between a desired future longitudinal torque range and an operator command for a torque associated with one of vehicle acceleration or vehicle deceleration and to minimize a difference between a desired future yaw rate range and a predicted yaw rate and a difference between a desired future lateral speed range and a predicted speed.

[0011] Another aspect of the present disclosure includes controlling operation of a propulsion system to minimize a difference between a desired future longitudinal speed bound and an operator command for one of vehicle acceleration or vehicle deceleration and to minimize a difference between a desired future yaw rate bound and a predicted yaw rate and a difference between a desired future lateral speed bound and a predicted torque.

[0012] Another aspect of the present disclosure includes receiving a vehicle speed and receiving an input command from an advanced driver assistance system (ADAS) for one of vehicle speed, vehicle acceleration, or vehicle deceleration; and determining a desired future longitudinal torque range based on the vehicle speed and the input command from the ADAS for one of vehicle acceleration or vehicle deceleration.

[0013] The present invention also includes the following scheme:

[0014] Solution 1. A method for operating a vehicle including a propulsion system, the method comprising:

[0015] receiving vehicle operating parameters and input commands via a controller,

[0016] receiving, via the controller, a driver-selectable mode;

[0017] determining a desired future longitudinal torque range based on the vehicle operating parameters and the input command;

[0018] determining a desired future yaw rate range based on the vehicle operating parameters and the input command;

[0019] determining a desired future lateral velocity range based on the vehicle operating parameters and the input command;

[0020] determining weighting factors for the desired future longitudinal torque range, the desired future yaw rate range, and the desired future lateral speed range based on the driver selectable mode; and

[0021] Operation of the propulsion system is controlled via the controller based on the desired future longitudinal torque range, the desired future yaw rate range, the desired future lateral speed range, and the weighting factor.

[0022] Option 2. The method of Option 1, wherein receiving vehicle operating parameters and input commands via the controller includes receiving a vehicle speed, and receiving an operator command for one of vehicle acceleration or vehicle deceleration; and

[0023] Wherein determining the desired future longitudinal torque range based on the vehicle operating parameters and the input command includes determining the desired future longitudinal torque range based on the vehicle speed and the operator command for one of vehicle acceleration or vehicle deceleration.

[0024] Option 3. The method of Option 1, wherein receiving vehicle operating parameters and input commands via the controller includes receiving a vehicle yaw rate, receiving a vehicle longitudinal speed, and receiving an operator command for vehicle steering; and

[0025] Wherein, determining the desired future yaw rate bounds based on the vehicle operating parameters and the input command comprises: determining the desired future yaw rate bounds based on the vehicle yaw rate, the vehicle longitudinal speed, and the operator command for vehicle steering.

[0026] Option 4. The method according to Option 3, wherein receiving the operator command for vehicle steering includes receiving one of a front wheel steering angle and a rear wheel steering angle.

[0027] Option 5. The method according to Option 1, wherein receiving vehicle operating parameters and input commands via the controller includes receiving a vehicle lateral velocity, receiving a vehicle longitudinal velocity, and receiving an operator command for steering the vehicle; and

[0028] Wherein, determining the expected future lateral velocity range based on the vehicle operating parameters and the input command comprises: determining the expected future lateral velocity range based on the vehicle lateral velocity, the vehicle longitudinal velocity, and the operator command for vehicle steering.

[0029] Option 6. The method according to Option 1 further includes: determining the weighting factors for tracking the desired future longitudinal torque range, the desired future yaw rate range, and the desired future lateral speed range based on the driver selectable mode and the vehicle operating parameters.

[0030] Option 7. The method of Option 1, wherein controlling the operation of the propulsion system via the controller based on the desired future longitudinal torque range, the desired future yaw rate range, the desired future lateral speed range, and the weighting factor includes: controlling the operation of the propulsion system to minimize a difference between the desired future longitudinal torque range and an operator command for one of vehicle acceleration or vehicle deceleration, and to minimize a difference between the desired future yaw rate range and a predicted yaw rate, and to minimize a difference between the desired future lateral speed range and a predicted speed.

[0031] Option 8. The method according to Option 1, wherein receiving the vehicle operating parameters and the input command via the controller includes receiving a vehicle speed, and receiving an input command for one of vehicle acceleration or vehicle deceleration from an advanced driver assistance system (ADAS); and

[0032] Wherein determining the desired future longitudinal torque range based on the vehicle operating parameters and the input command includes determining the desired future longitudinal torque range based on the vehicle speed and the input command from the ADAS for one of vehicle acceleration or vehicle deceleration.

[0033] Embodiment 9. A method for operating a vehicle including a propulsion system, the method comprising:

[0034] receiving vehicle operating parameters and input commands via a controller,

[0035] receiving, via the controller, a driver-selectable mode;

[0036] determining a desired future longitudinal acceleration range based on the vehicle operating parameters and the input command;

[0037] determining a desired future yaw rate bound based on vehicle operating parameters and the input command;

[0038] determining a desired future lateral velocity range based on the vehicle operating parameters and the input command;

[0039] determining weighting factors for the desired future longitudinal acceleration range, the desired future yaw rate range, and the desired future lateral speed range based on the driver selectable mode; and

[0040] Operation of the propulsion system is controlled via the controller based on the desired future longitudinal acceleration range, the desired future yaw rate range, the desired future lateral speed range, and the weighting factor.

[0041] Embodiment 10. The method of embodiment 9, wherein receiving vehicle operating parameters and input commands via the controller includes receiving a vehicle speed and receiving an operator command for one of vehicle acceleration or vehicle deceleration; and

[0042] Wherein determining the desired future longitudinal acceleration range based on the vehicle operating parameters and the input command includes determining the desired future longitudinal acceleration range based on the vehicle speed and the operator command for one of vehicle acceleration or vehicle deceleration.

[0043] Embodiment 11. The method of embodiment 9, wherein receiving vehicle operating parameters and input commands via the controller includes receiving a vehicle yaw rate, receiving a vehicle longitudinal velocity, and receiving an operator command for vehicle steering; and

[0044] Wherein, determining the desired future yaw rate bounds based on the vehicle operating parameters and the input command comprises: determining the desired future yaw rate bounds based on the vehicle yaw rate, the vehicle longitudinal speed, and the operator command for vehicle steering.

[0045] Embodiment 12. The method of embodiment 11, wherein receiving the operator command for vehicle steering includes receiving one of a front wheel steering angle and a rear wheel steering angle.

[0046] Embodiment 13. The method of embodiment 9, wherein receiving vehicle operating parameters and input commands via the controller includes receiving a vehicle lateral velocity, receiving a vehicle longitudinal velocity, and receiving an operator command for steering the vehicle; and

[0047] Wherein, determining the expected future lateral velocity range based on the vehicle operating parameters and the input command comprises: determining the expected future lateral velocity range based on the vehicle lateral velocity, the vehicle longitudinal velocity, and the operator command for vehicle steering.

[0048] Option 14. The method according to Option 9 further includes: determining weighting factors for tracking the expected future longitudinal acceleration range, the expected future yaw rate range, and the expected future lateral speed range based on the driver selectable mode and the vehicle operating parameters.

[0049] Embodiment 15. The method of embodiment 9, wherein controlling the operation of the propulsion system via the controller based on the desired future longitudinal acceleration range, the desired future yaw rate range, the desired future lateral speed range, and the weighting factor comprises: controlling the operation of the propulsion system to minimize a difference between the desired future longitudinal acceleration range and an operator command for one of vehicle acceleration or vehicle deceleration, and to minimize a difference between the desired future yaw rate range and a predicted yaw rate, and a difference between the desired future lateral speed range and a predicted speed.

[0050] Option 16. The method of Option 9, wherein receiving the vehicle operating parameters and the input command via the controller includes receiving a vehicle speed, and receiving an input command from an advanced driver assistance system (ADAS) for one of vehicle acceleration or vehicle deceleration; and

[0051] Wherein determining the expected future longitudinal acceleration range based on the vehicle operating parameters and the input command includes: determining the expected future longitudinal acceleration range based on the vehicle speed and the input command from the ADAS for one of vehicle acceleration or vehicle deceleration.

[0052] Solution 17. A vehicle system comprising:

[0053] a propulsion system, a steering system, and a wheel braking system, the propulsion system, the steering system, and the wheel braking system being operatively connected to a controller, the controller including a set of instructions executable to:

[0054] receiving vehicle operating parameters and input commands,

[0055] receiving driver selectable modes;

[0056] determining a desired future longitudinal torque range based on the vehicle operating parameters and the input command;

[0057] determining a desired future yaw rate range based on the vehicle operating parameters and the input command;

[0058] determining a desired future lateral velocity range based on the vehicle operating parameters and the input command;

[0059] determining weighting factors for the desired future longitudinal torque range, the desired future yaw rate range, and the desired future lateral speed range based on the driver selectable mode; and

[0060] Operation of the propulsion system is controlled via the controller based on the desired future longitudinal torque range, the desired future yaw rate range, the desired future lateral speed range, and the weighting factor.

[0061] Option 18. The system of Option 17, wherein the instruction set is executable to receive vehicle operating parameters and input commands include the instruction set is executable to receive vehicle speed, and receive an operator command for one of vehicle acceleration or vehicle deceleration; and

[0062] Wherein the instruction set executable to determine the desired future longitudinal torque range based on the vehicle operating parameters and the input command includes: the instruction set executable to determine the desired future longitudinal torque range based on the vehicle speed and the operator command for one of vehicle acceleration or vehicle deceleration.

[0063] Embodiment 19. The system of embodiment 17, wherein the set of instructions executable to receive vehicle operating parameters and input commands includes the set of instructions executable to receive a vehicle yaw rate, receive a vehicle longitudinal velocity, and receive an operator command for steering the vehicle; and

[0064] Wherein, the set of instructions executable to determine the desired future yaw rate bounds based on the vehicle operating parameters and the input command comprises: the set of instructions executable to determine the desired future yaw rate bounds based on the vehicle yaw rate, the vehicle longitudinal speed, and the operator command for vehicle steering.

[0065] Option 20. The system of Option 17, wherein the instruction set executable to receive the vehicle operating parameters and input commands includes the instruction set executable to receive a vehicle lateral velocity, receive a vehicle longitudinal velocity, and receive an operator command for vehicle steering; and

[0066] Wherein, the instruction set is executable to determine the expected future lateral speed range based on the vehicle operating parameters and the input command, including: the instruction set is executable to determine the expected future lateral speed range based on the vehicle lateral speed, the vehicle longitudinal speed and the operator command for vehicle steering.

[0067] The above features and advantages and other features and advantages of the present teachings are readily apparent from the following detailed description of some best modes and other embodiments for carrying out the present teachings as defined in the appended claims when taken in connection with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] One or more embodiments will now be described by way of example with reference to the accompanying drawings, in which:

[0069] Figure 1 A top view of a vehicle according to the present disclosure is schematically shown.

[0070] Figures 2 to 7 Schematically shows a method for controlling a reference according to the present disclosure Figure 1 A flow chart associated with a computer executable control routine for operation of an embodiment of the described vehicle.

[0071] Figure 8 The adjustment of the longitudinal torque range with a response map and a transient response map according to the present disclosure is graphically illustrated.

[0072] Fig. 9 Different bounded responses of lateral motion (yaw rate or lateral speed) according to aggressive or normal or conservative driver modes according to the present disclosure are graphically shown, which can be achieved by setting different filtering parameters or cost function weights.

[0073] Fig.10 Different gain settings corresponding to different range responses are shown graphically.

[0074] It should be understood that the drawings are not necessarily to scale and present somewhat simplified representations of various preferred features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, locations and shapes. The details associated with these features will be determined in part by the specific intended application and use environment. DETAILED DESCRIPTION

[0075] As described and shown herein, the components of the disclosed embodiments can be arranged and designed in various different configurations. Therefore, the following specific embodiments are not intended to limit the scope of the disclosure claimed for protection, but are merely representatives of possible embodiments thereof. In addition, although many specific details are set forth in the following description in order to provide a thorough understanding of the embodiments disclosed herein, some embodiments can be practiced without some of these details. In addition, for the sake of clarity, some technical materials understood in the related art are not described in detail to avoid unnecessarily obscuring the disclosure. In addition, the disclosure as illustrated and described herein can be practiced without the presence of elements not specifically disclosed herein.

[0076] Consistent with the embodiments disclosed herein Figure 1 A vehicle 100 is schematically shown disposed on a driving surface, wherein the vehicle 100 has an operating system, the operating system including a propulsion system 10, a steering system 16, and a wheel braking system 26, all of which are arranged to transmit traction power, braking (or deceleration) force, and steering force to one or more wheels 20. In some embodiments, the vehicle 100 also includes an advanced driver assistance system (ADAS) 40, which can be coupled with a space monitoring system 30 and a navigation system 32. The propulsion system 10, the wheel braking system 26, and the steering system 16 are arranged and controllable to transmit traction power, braking force, and steering force to one or more wheels 20, respectively, in response to input commands such as operator input to an accelerator pedal 19, a brake pedal 18, a steering wheel 12, and / or input commands generated by an ADAS 40, which can be controlled via an operator interface device 17. The operation of the vehicle 100 including the above-described operating system is controlled by a plurality of controllers executing control routines, which are collectively referred to as controllers 15 hereinafter. As used herein, the term "vehicle" refers to a vehicle platform such as, but not limited to, passenger cars, commercial vehicles, industrial vehicles, tracked vehicles, off-road and all-terrain vehicles (ATVs), motorcycles, agricultural equipment, watercraft, aircraft, etc. Other operator requests may be generated based on operator input to a transmission range selector, etc.

[0077] In one embodiment, the propulsion system 10 may be configured as an internal combustion engine coupled to a step-gear transmission or a continuously variable transmission, which is controlled by a powertrain controller to generate traction power in response to operator requests and input commands. Alternatively, in one embodiment, the propulsion system 10 may be configured as a hybrid powertrain system, in which traction power is generated by either or both of an internal combustion engine and one or more electric machines, which are controlled by a powertrain controller to generate traction power in response to operator requests and input commands. Alternatively, in one embodiment, the propulsion system 10 may be configured as an electric powertrain system, in which traction power is generated by one or more electric machines, which are controlled by a powertrain controller to generate traction power in response to operator requests and input commands.

[0078] The steering system 16 includes a steering wheel 12 and a steering actuator 14. As shown, the steering system 16 is configured to control the steering of only the front wheels of the vehicle 100. Alternatively, the steering system 16 may be configured to control the steering of both the front wheels and the rear wheels of the vehicle 100, as shown by element 13. Alternatively, the steering system 16 may be configured to control the steering of only the rear wheels of the vehicle 100.

[0079] Wheel braking system 26 includes wheel speed sensors 22 and wheel brakes 24 to provide mechanical braking force to wheels 20. When vehicle 100 is configured as a hybrid vehicle or an electric vehicle, the mechanical braking force provided by wheel braking system 26 may be supplemented by regenerative braking force provided by reaction torque generated by one or more electric machines.

[0080] The vehicle 100 and the driving surface define a spatial domain in the form of a three-dimensional coordinate system 50, which includes a longitudinal (X) axis 51, a lateral (Y) axis 52, and a vertical (Z) axis 53. The longitudinal axis 51 is defined by the longitudinal axis of the vehicle 100, the lateral axis 52 is defined by the lateral axis of the vehicle 100, and the vertical axis 53 is defined as being orthogonal to the plane defined by the longitudinal axis 51 and the lateral axis 52.

[0081] When employed, the navigation system 32 employs information from a global positioning system (GPS) sensor 36 and an inertial measurement unit (IMU) 34. In one embodiment, the GPS sensor 36 is configured as a global navigation satellite system (GNSS) sensor. The IMU 34 is an electronic device that employs one or more of a combination of accelerometers, gyroscopes, and magnetometers to measure and report specific force, angular rate, yaw, and orientation of the vehicle 100.

[0082] ADAS 40 is arranged to provide operator assistance features by controlling one of the operating systems (i.e., one or more of the propulsion system 10, the steering system 16, the wheel braking system 26), with or without direct interaction of the vehicle operator via the operator interface device 17. ADAS 40 includes a controller and one or more subsystems that provide operator assistance features, including one or more of a fully autonomous driving system, an adaptive cruise control (ACC) system, a lane keeping control (LKY) system, a lane change control (LCC) system, an autonomous braking / collision avoidance system, and / or other systems configured to command and control autonomous vehicle operations independently of or in conjunction with operator requests. ADAS 40 can interact with and access information from an onboard map database for route planning and control the operation of the vehicle 100 via a lane keeping system, a lane centering system, and / or other systems configured to command and control autonomous vehicle operations. Autonomous operation commands can be generated to control the ACC system, the LKY system, the LCC system, the autonomous braking / collision avoidance system, and / or other systems. Vehicle operations may be in response to operator requests and / or input commands or other autonomous vehicle requests generated by the ADAS 40. Vehicle operations include acceleration, braking, steering, steady-state driving, coasting, and idling.

[0083] The onboard navigation system 32 may include a computer readable storage device or medium (memory) that includes digitized road maps and communicates with the ADAS 40. The concepts described herein may be employed on a variety of systems that may benefit from information determined from embodiments of the spatial monitoring system 30 in the manner described herein.

[0084] The term "controller" and related terms such as microcontroller, control unit, processor and similar terms refer to one or various combinations of application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), electronic circuits, central processing units (e.g., microprocessors), and related non-transitory memory components in the form of memory and storage devices (read-only, programmable read-only, random access, hard drives, etc.). The non-transitory memory components are capable of storing machine-readable instructions in the form of one or more software or firmware programs or routines, combinational logic circuits, input / output circuits and devices, signal conditioning and buffering circuits, and other components that can be accessed by one or more processors to provide the described functions. The input / output circuits and devices include analog / digital converters and related devices that monitor inputs from sensors, where such inputs are monitored at a preset sampling frequency or in response to a triggering event. Software, firmware, programs, instructions, control routines, codes, algorithms and similar terms refer to sets of instructions executable by controllers including calibration and lookup tables. Each controller executes a control routine to provide the desired functionality. Routines can be executed at regular intervals, for example, once every 100 microseconds during ongoing operation. Alternatively, the routine may be executed in response to the occurrence of a triggering event. Communication between controllers, actuators, and / or sensors may be implemented using a direct wired point-to-point link, a networked communication bus link, a wireless link, or another suitable communication link. Communication includes exchanging data signals in an appropriate form, including, for example, electrical signals via a conductive medium, electromagnetic signals via air, optical signals via an optical waveguide, and the like. Data signals may include discrete, analog, or digitized analog signals representing inputs from sensors, actuator commands, and communications between controllers. The term "signal" refers to a physically discernible indicator that conveys information, and may be a suitable waveform (e.g., electrical, optical, magnetic, mechanical, or electromagnetic) that can travel through a medium, such as DC, AC, sine waves, triangle waves, square waves, vibrations, and the like. Parameters are defined as measurable quantities that represent physical properties of a device or other element discernible using one or more sensors and / or physical models. Parameters may have discrete values, such as "1" or "0," or may be infinitely variable in value.

[0085] Reference now Figure 2 etc., a control routine 200 is described in the form of a schematic flow chart, which includes a control reference Figure 1The method, system and related structure of the operation of an embodiment of the propulsion system 10 of the vehicle 100 are described. The control routine 200 includes a driver command interpreter (DCI) 210, a cost function routine 220 and a vehicle motion controller (VMC) 230. Operator inputs, vehicle operating parameters and other input commands are provided to the DCI 210, which generates horizon terms for longitudinal acceleration, yaw rate and lateral velocity. The vehicle operating parameters and other inputs are provided to the cost function routine 220, which produces weighting factors 225 related to longitudinal acceleration, yaw rate and lateral velocity and driver selectable modes. The VMC 230 evaluates the horizon terms of longitudinal acceleration, yaw rate and lateral velocity considering the weighting factors 225 corresponding to the longitudinal acceleration, yaw rate and lateral velocity, and determines actuator commands 240 for controlling the operation of the propulsion system 10 based thereon. The operation is now described in detail.

[0086] The control routine 200 receives input commands via the controller 15 , including operator input in the form of accelerator / brake pedal commands 201 , regenerative braking torque requests 202 , steering wheel angle 203 , and rear wheel angle 204 .

[0087] The control routine 200 also receives input commands via the controller 15, including inputs in the form of ADAS commands 205 on such equipped embodiments of the vehicle 100, such as vehicle speed commands for an adaptive cruise control system. In one embodiment, the ADAS commands 205 can also be ranges planned for the near future. Examples of ranges can be speed (longitudinal and lateral) distributions, longitudinal torque distributions, and yaw rate / lateral speed distributions. However, the time span of the ADAS range is likely to be different from the time span of the expected future range described herein, so resampling will be required and possibly conversion from one unit to another. For example, the speed distribution can be converted into ranges for torque, yaw rate, and lateral speed.

[0088] The control routine 200 also receives vehicle operating conditions 206 in the form of vehicle mass, road grade, vehicle speed, and driver selectable modes via the controller 15. Examples of driver selectable modes include, for example, a tour mode, a sport mode, a towing / hauling mode, AWD (all wheel drive), an off-road mode, and the like. The tour mode is intended for daily driving to optimize fuel economy and driving quality. The sport mode is intended to provide a more aggressive acceleration response to provide a sporty performance for driving pleasure. The towing / hauling mode is intended to address driving performance issues when towing a trailer or a heavy load, such as adjusting the transmission shift pattern to minimize the frequency of transmission shifts, etc. The AWD mode is intended to help improve normal driving on paved roads covered with water, snow, or ice. The off-road mode is intended to adjust the operation of the powertrain, braking, and steering to help improve traction and maneuverability in off-road settings.

[0089] The input commands and vehicle operating states are provided as input to a driver command interpreter (DCI) 210, which is configured to project future vehicle behavior within a defined time period, referred to as a horizon. The projected vehicle behavior determined by the DCI 210 includes a desired future longitudinal torque horizon 212, a desired future yaw rate horizon 214, and a desired future lateral speed horizon 216. The DCI 210 also determines a plurality of system and operating constraints 218 based thereon. Figures 3 to 7 Additional details of the operation of DCI 210 are described.

[0090] The term "horizon" is used to describe the estimated or predicted behavior of a target vehicle over a predetermined period of time for a particular parameter, such as longitudinal torque, yaw rate, lateral velocity, etc. The derivation of the horizon may be determined based on a predetermined set of vehicle parameters, such as deriving the effective road load acting on the vehicle from a nominal road load force generated using a road load equation having coefficients representing dynamic friction, rolling friction, and aerodynamic drag combined with the forces acting on the target vehicle due to mass and gravity.

[0091] Figure 3 A process 310 is schematically shown as a first embodiment of a process for determining a desired future longitudinal torque range 212 based on the vehicle operating state 206 of vehicle speed and operator input in the form of accelerator / brake pedal commands 201, which are input to a response map (RM) 311 to determine a target longitudinal torque x(k). Alternatively, the RM 311 may determine a target longitudinal acceleration.

[0092] The target longitudinal torque x(k) is input to an iterative loop 312, which uses a transient response map (tRM) 314 to determine the target longitudinal torque y(k+1) over a range of time length M 317 based on the inputs of the longitudinal torque x(k), the vehicle speed v(k+i-1), and the target longitudinal torque y(k+i-1) 313, where M represents the time period defined by the range. The transient response map 314 determines a differential torque dTq(k+i-1) based on the target longitudinal torque x(k), the vehicle speed v(k), and the target longitudinal torque of the previous iteration y(k+i-1). The differential torque dTq(k+i-1) is combined with the target longitudinal torque of the previous iteration y(k+i-1) (block 315) to determine the target longitudinal torque y(k+1) within the range of time length M 317. The iterative loop 312 then updates the vehicle speed v(k+1) (block 316) and begins the next iteration.

[0093] RM 311 converts the driver's acceleration and deceleration commands into vehicle driving performance targets, thereby converting them into the desired vehicle forces obtained. Driving performance targets such as those described by the vehicle calibration response map and the related transient response map, as well as vehicle parameters such as road load coefficient, effective road load and nominal road load force, are combined into the final speed range distribution. For some embodiments, the braking force request can also be included in the formula. RM 311 can be used as a table in practice, which can include a response mapping file stored in a memory and accessible to the controller, and the response mapping file maps a series of vehicle speeds and vehicle acceleration values ​​with a corresponding series of commands or desired powertrain torque outputs. Alternatively, RM3211 can be used as a table in practice, which can include a response mapping file stored in a memory and accessible to the controller, and the response mapping file maps a series of vehicle speeds and vehicle acceleration values ​​with a corresponding series of commands or desired acceleration outputs.

[0094] The raw pedal travel data in the form of desired acceleration is used to look up the driver torque request associated with the current vehicle speed and the current pedal position of the accelerator pedal in the mapping file. The driver torque request can be adjusted using a transient response map 314, which can be a transient acceleration map calibrated by the vehicle. The transient response map 314 can include a transient acceleration response map file stored in a memory and accessible to the controller. The transient response map 314 can be a lookup table that defines the powertrain torque in the transient region between adjacent powertrain torque output values ​​in the acceleration mapping file. As a non-limiting example, the transient response map 314 can identify the corresponding ramp rate (ramprate) (e.g., the change in acceleration or torque per cycle) between each pair of adjacent points in the acceleration mapping file based on the vehicle speed and torque change (i.e., the difference between the target torque and the current torque). The driver torque request is adjusted by combining these acceleration / torque ramp rate responses to increase the curvature of the torque request distribution.

[0095] The target longitudinal torque y(k+1) over the bounds of time length M 317 is provided to an extraction step 318, which identifies future points of interest of length N (319), where N (319) may be a suitable time length, such as 1 ms, 2 ms, 3 ms, 4 ms, 5 ms, 100 ms, 200 ms, 300 ms, 400 ms, etc., as long as the time length N is less than the bounds of time length M 317. The extraction step 318 interpolates or otherwise determines the desired future longitudinal torque bounds 212 over the time length N, which are provided to the VMC 230.

[0096] Figure 4A process 320 is schematically shown, which is a second embodiment of a process for determining a desired future longitudinal torque range 212 based on vehicle operating conditions 206 including vehicle speed and operator input in the form of accelerator / brake pedal commands 201. In this embodiment, a response map (RM) 321 is included in an iteration loop 322. The RM 321 determines a target longitudinal torque x(k), which is input to a transient response map (tRM) 324 to determine a target longitudinal torque y(k+1) over a range of time length M 327 based on inputs of the longitudinal torque x(k), vehicle speed v(k+i-1), and target longitudinal torque y(k+i-1) 323, where M represents a period of time defined by the range. The transient response map 324 determines a differential torque dTq(k+i-1) based on the target longitudinal torque X(k), vehicle speed V(k), and the target longitudinal torque of the previous iteration Y(k+i-1). The differential torque dTq(k+i-1) is combined with the target longitudinal torque of the previous iteration y(k+i-1) (block 325) to determine the target longitudinal torque y(k+1) within the bounds of the time length M 327. The iteration loop 322 then updates the vehicle speed v(k+1) (block 326) and begins the next iteration. The transient response map 324 is similar to the reference Figure 3 A transient response map 314 is described.

[0097] The target longitudinal torque y(k+1) over the bounds of time length M 327 is provided to an extraction step 328 which identifies future points of interest of length N (329), where N (329) may be a suitable time length, such as 1 ms, 2 ms, 3 ms, 4 ms, 5 ms, 100 ms, 200 ms, 300 ms, 400 ms, etc., as long as the time length N is less than the bounds of time length M. The extraction step 328 interpolates or otherwise determines the desired future longitudinal torque bounds 212 over the time length N, which are provided to the VMC 230.

[0098] Figure 5 A process 330 is schematically illustrated and is an embodiment of a process for determining the desired future yaw rate bounds 214 based on the vehicle operating state 206 , the steering wheel angle 203 , and the rear wheel angle 204 , as applicable.

[0099] In this embodiment, a target steady-state yaw rate is determined based on the vehicle operating state 206, the steering wheel angle 203, and the rear wheel angle 204 (block 331). An iterative loop 332 is performed to determine a target yaw rate x(k+1) (block 335) according to the following relationship:

[0100]

[0101] in:

[0102] y(k+1) represents the target yaw rate; and

[0103] c1, …, cQ are adjusted to define the desired vehicle dynamic response.

[0104] The target yaw rate y(k+1) is extrapolated over a range of time length M 337, where M represents the time period defined by the range. The iteration loop 332 updates the target yaw rate Y(k+1) and begins the next iteration.

[0105] The target yaw rate y(k+1) over the bounds of time length M 337 is provided to an extraction step 338, which identifies future points of interest of length N (339), where N (339) may be a suitable time length, such as 1 ms, 2 ms, 3 ms, 4 ms, 5 ms, 100 ms, 200 ms, 300 ms, 400 ms, etc., as long as the time length N is less than the bounds of time length M 337. The extraction step 338 interpolates or otherwise determines the desired future yaw rate bounds 214 over the time length N, which are provided to the VMC 230.

[0106] Figure 6 A process 340 is schematically illustrated as an embodiment of a process for determining the desired future lateral speed bounds 216 based on the vehicle operating state 206 , the steering wheel angle 203 , and the rear wheel angle 204 , where applicable.

[0107] In this embodiment, a target lateral velocity is determined based on the vehicle operating state 206, the steering wheel angle 203, and the rear wheel angle 204 (block 341). An iterative loop 342 is performed to determine a target lateral velocity z(k+1) (block 345) according to the following relationship:

[0108]

[0109] in:

[0110] z(k+1) represents the target lateral velocity; and

[0111] c1,…,cQ are adjusted to define the desired vehicle dynamic response.

[0112] The target lateral velocity z(k+1) is extrapolated over a range of time length M 347, where M represents the time period defined by the range. The iteration loop 342 updates the vehicle lateral velocity z(k+1) and begins the next iteration.

[0113] The target lateral velocity z(k+1) over the bounds of time length M 347 is provided to an extraction step 348, which identifies future points of interest of length N (349), where N (319) may be an appropriate time length, such as 1 ms, 2 ms, 3 ms, 4 ms, 5 ms, 100 ms, 200 ms, 300 ms, 400 ms, etc., as long as time length N is less than the bounds of time length M 347. The extraction step 348 interpolates or otherwise determines the desired future lateral velocity bounds 216 over time length N, which are provided to the VMC 230.

[0114] Figure 7 A process 350 is schematically illustrated as an embodiment of a process for simultaneously determining the desired future yaw rate bounds 214 and the desired future lateral speed bounds 216 based on the vehicle operating state 206 , the steering wheel angle 203 , and the rear wheel angle 204 , where applicable.

[0115] In this embodiment, an iterative loop 352 is executed to determine a target yaw rate x(k+1) (block 353) according to the following relationship:

[0116]

[0117] in:

[0118] Fyf represents the lateral force at the front axle;

[0119] Fyr represents the lateral force at the rear axle;

[0120] FS(k) represents the front steering angle;

[0121] RS(k) represents the rear steering angle;

[0122] x(k+1) represents the target or desired yaw rate; and

[0123] c1, …, cQ are adjusted to define the desired vehicle dynamic response.

[0124] The target yaw rate x(k+1) in this relationship is extrapolated over a range of time length M 354, where M represents the time period defined by the range.

[0125] The target yaw rate x(k+1) over the bounds of time length M 354 is provided to an extraction step 356 , which identifies future points of interest of length N, where N may be an appropriate time length, such as 1 ms, 2 ms, 3 ms, 4 ms, 5 ms, 100 ms, 200 ms, 300 ms, 400 ms, etc., as long as the time length N is less than the bounds of time length M. The extraction step 356 interpolates or otherwise determines the desired future yaw rate bounds 214 over the time length N, which are provided to the VMC 230 .

[0126] Iteration loop 352 provides the target yaw rate x(k+1) as input to block 357 .

[0127] The vehicle yaw rate x(k+1) from block 353, the vehicle operating state 206, the steering wheel angle 203, and the rear wheel angle 204 are used to determine the target lateral velocity z(k+1) (block 357) according to the following relationship:

[0128]

[0129] in:

[0130] M represents the vehicle mass;

[0131] vx represents the longitudinal velocity of the vehicle;

[0132] Fyf represents the lateral force at the front axle;

[0133] Fyr represents the lateral force at the rear axle; and

[0134] c1, …, cQ are adjusted to define the desired vehicle dynamic response.

[0135] The target lateral velocity z(k+1) is extrapolated over a range of time length M 351, where M represents the time period defined by the range. An iteration loop 352 begins the next iteration.

[0136] The target lateral velocity z(k+1) over the bounds of time length M 351 is provided to an extraction step 359, which identifies future points of interest of length N, where N may be a suitable time length, such as 1 ms, 2 ms, 3 ms, 4 ms, 5 ms, 100 ms, 200 ms, 300 ms, 400 ms, etc., as long as the time length N is less than the bounds of time length M 351. The extraction step 359 interpolates or otherwise determines the expected future lateral velocity bounds 216 over time length N, which are provided to the VMC 230.

[0137] Figure 8The adjustment of the longitudinal torque range based on the driver request is shown graphically versus time, with torque indicated on the vertical axis 820 and time indicated on the horizontal axis 810. Line 801 represents the unadjusted, arbitrated driver torque request in the form of a step input to the accelerator pedal, such as might occur when the driver makes a wide-open throttle operation. Line 802 represents the longitudinal torque range based on the driver request as shown in the reference Figure 2 and Figure 3 The driver requested torque is rate limited and filtered as described, with the boundary indicated by region 804. Line 803 represents the actual performance of the powertrain system in response to the torque request associated with line 802.

[0138] Fig. 9 Different range responses (yaw rate or lateral speed) of lateral motion according to aggressive driver mode 901, normal driver mode 902 or conservative driver mode 903 are graphically shown, where lateral motion is indicated on a vertical axis 920 and time is indicated on a horizontal axis 910. Different range responses (yaw rate or lateral speed) of lateral motion can be achieved by setting different filtering parameters or cost function weights, for example as shown in reference Fig.10 shown.

[0139] Fig.10 Different gain settings corresponding to different range responses according to an aggressive driver mode 1001 , a normal driver mode 1002 , or a conservative driver mode 1003 are graphically illustrated, with gain settings indicated on a vertical axis 1020 and time indicated on a horizontal axis 1010 .

[0140] Reference again Figure 2 , vehicle operating parameters and other inputs are provided to the cost function routine 220 to generate weighting factors 225 corresponding to longitudinal acceleration, yaw rate and lateral velocity. Input commands include operator inputs in the form of accelerator / brake pedal commands 201, regenerative braking torque request 202, steering wheel angle 203, rear wheel angle 204, vehicle operating state 206 in the form of vehicle mass, road grade, vehicle speed and driver selectable mode. At each loop, the control routine 200 optimizes a cost function of the following form:

[0141]

[0142] in:

[0143] TWght_k is the time k The weight for the longitudinal torque range is

[0144] R _ Wght _ k is the time k The weights for the yaw rate range are

[0145] VyWght_k is the time k The weight for the lateral velocity is

[0146] Tpred is the predicted longitudinal torque,

[0147] R is the predicted yaw rate, and

[0148] Vypred is the predicted lateral velocity.

[0149] Weighting factors 225 are associated with the desired future longitudinal torque bounds 212, the desired future yaw rate bounds 214, and the desired future lateral speed bounds 216, where weights Tpred, R, and Vypred correspond to longitudinal acceleration, yaw rate, and lateral speed, respectively, and are provided as inputs to the VMC 230. Adjusting the weights in the cost function based on vehicle operating conditions allows its output to better reflect the driver's desired vehicle behavior.

[0150] VMC 230 evaluates desired future longitudinal torque bounds 212 , desired future yaw rate bounds 214 , and desired future lateral speed bounds 216 based on weighting factors 225 corresponding to longitudinal acceleration, yaw rate, and lateral speed, and determines actuator commands 240 for controlling operation of propulsion system 10 based thereon.

[0151] Reference again Figure 2 , the VMC 230 includes executable routines to perform model-based control analysis to determine actuator commands 240 for controlling the operation of the propulsion system 10 to achieve the acceleration command and / or deceleration command 201 desired by the driver. To perform this analysis, the VMC 230 gathers and analyzes the desired future longitudinal torque bounds 212, the desired future yaw rate bounds 214, the desired future lateral speed bounds 216, and a plurality of system and operating constraints 218. The VMC 230 may store a model of the vehicle, such as a two-track bicycle model, in which the torque command, yaw rate, and lateral speed are the control variables. The model may be derived using first principles or determined experimentally, or a combination of both. Optimization techniques may be used to calculate a torque command that minimizes the tracking error subject to vehicle constraints. In torque control, the error between the torque request and the commanded controller torque may be considered in a closed-loop manner to minimize the difference between the desired torque bounds and the predicted torque, and to minimize the difference between the desired yaw rate and the desired lateral speed, and the difference between the predicted yaw rate and the predicted speed. The VMC 230 may use the desired future trajectory to optimize actuator commands based on the desired future desired trajectory and the measurements.

[0152] The concepts herein include calculation of desired future longitudinal bounds for torque or acceleration, and desired future lateral bounds for yaw rate and lateral velocity, and their use to achieve desired driver modes. In the longitudinal direction, driver inputs of pedal and brake position and drivability metrics are used to calculate desired future torque trajectories. In the lateral direction, front and rear steering angles are used with a bicycle model to derive trajectories. The trajectories are used in a vehicle motion controller that uses weighting to weigh competing requests and provide performance consistent with a selected driver mode. This includes determining desired future longitudinal torque bounds based on driver and regenerative braking requests using a response map (RM) and a transient response map.

[0153] The concepts described herein include calculating the expected future lateral yaw rate and lateral velocity based on a simplified bicycle model and the front and rear steering angles.

[0154] The concepts described herein include taking longitudinal and lateral bounds and weighing their costs in a vehicle motion controller in order to provide vehicle behavior consistent with a selected driver mode.

[0155] The concepts described herein enable variable sampling times across a range of parameters to maximize accuracy while reducing memory and communication requirements.

[0156] Concepts described herein include using a pedal acceleration response map and a transient response map to determine a desired future longitudinal acceleration range.

[0157] Concepts described herein include providing a desired future longitudinal torque bound, a desired future yaw rate bound, a desired future lateral velocity bound, and determination and use of vehicle constraints in a vehicle motion controller to provide vehicle behavior consistent with a driver mode response and the desired driver mode response, managing competing objectives in longitudinal acceleration and lateral acceleration.

[0158] The block diagrams in the flowcharts illustrate the possible implementation architectures, functions, and operations of the systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in the block diagram may represent a module, segment, or portion of a code, which includes one or more executable instructions for implementing a specified logical function. It will also be noted that each block illustrated in the block diagram and / or flowchart and the combination of blocks in the block diagram and / or flowchart may be implemented by a system based on special-purpose functional hardware that performs a specified function or action or a combination of special-purpose functional hardware and computer instructions. These computer program instructions may also be stored in a computer-readable medium, which may guide a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable medium produce an article including an instruction device, which implements the function / action specified in one or more blocks of the flowchart and / or block diagram.

[0159] The specific implementation and the accompanying drawings or figures are supportive and descriptive of the present teaching, but the scope of the present teaching is limited only by the claims. Although some best modes and other embodiments for carrying out the present teaching have been described in detail, there are various alternative designs and embodiments for practicing the present teaching defined in the appended claims.

Claims

1. A method for operating a vehicle including a propulsion system, the method comprising: receiving, via the controller, vehicle operating parameters and input commands, including receiving a vehicle yaw rate, receiving a vehicle longitudinal velocity, and receiving an operator command for vehicle steering, wherein receiving the operator command for vehicle steering includes receiving a front wheel steering angle and a rear wheel steering angle; receiving, via the controller, a driver-selectable mode; determining, via a controller, a desired future trajectory using: the front wheel steering angle and the rear wheel steering angle and a two-track bicycle model, wherein the input command and the vehicle operating parameters are control variables; determining a desired future longitudinal torque range based on the vehicle operating parameters and the input command; determining a desired future yaw rate bound based on the vehicle operating parameters and the input command, including determining the desired future yaw rate bound based on the vehicle yaw rate, the vehicle longitudinal speed, and the operator command for vehicle steering; determining a desired future lateral velocity range based on the vehicle operating parameters and the input command; determining weighting factors for the desired future longitudinal torque range, the desired future yaw rate range, and the desired future lateral speed range based on the driver selectable mode; and Operation of the propulsion system is controlled via the controller based on the determined desired future trajectory, the desired future longitudinal torque bound, the desired future yaw rate bound, the desired future lateral speed bound, and the weighting factors.

2. The method according to claim 1, wherein: Receiving vehicle operating parameters and input commands via the controller includes receiving a vehicle speed, and receiving an operator command for one of vehicle acceleration or vehicle deceleration; as well as Wherein determining the desired future longitudinal torque range based on the vehicle operating parameters and the input command includes determining the desired future longitudinal torque range based on the vehicle speed and the operator command for one of vehicle acceleration or vehicle deceleration.

3. The method according to claim 1, wherein: receiving vehicle operating parameters and input commands via the controller includes receiving a vehicle lateral velocity, receiving a vehicle longitudinal velocity, and receiving an operator command for steering the vehicle; as well as Wherein, determining the expected future lateral velocity range based on the vehicle operating parameters and the input command comprises: determining the expected future lateral velocity range based on the vehicle lateral velocity, the vehicle longitudinal velocity, and the operator command for vehicle steering.

4. The method according to claim 1, further comprising: The weighting factors for tracking the desired future longitudinal torque range, the desired future yaw rate range, and the desired future lateral speed range are determined based on the driver selectable mode and the vehicle operating parameters.

5. The method according to claim 1, wherein: Controlling operation of the propulsion system via the controller based on the desired future longitudinal torque range, the desired future yaw rate range, the desired future lateral speed range, and the weighting factors includes controlling operation of the propulsion system to minimize a difference between the desired future longitudinal torque range and an operator command for one of vehicle acceleration or vehicle deceleration, and to minimize a difference between the desired future yaw rate range and a predicted yaw rate, and to minimize a difference between a desired future lateral speed range and a predicted speed.

6. The method according to claim 1, wherein: Receiving, via the controller, vehicle operating parameters and input commands includes receiving a vehicle speed, and receiving an input command from an advanced driver assistance system (ADAS) for one of vehicle acceleration or vehicle deceleration; as well as Wherein determining the desired future longitudinal torque range based on the vehicle operating parameters and the input command includes determining the desired future longitudinal torque range based on the vehicle speed and the input command from the ADAS for one of vehicle acceleration or vehicle deceleration.

7. A method for operating a vehicle including a propulsion system, the method comprising: receiving, via the controller, vehicle operating parameters and input commands, including receiving a vehicle yaw rate, receiving a vehicle longitudinal velocity, and receiving an operator command for vehicle steering, wherein receiving the operator command for vehicle steering includes receiving a front wheel steering angle and a rear wheel steering angle; receiving, via the controller, a driver-selectable mode; determining, via a controller, a desired future trajectory using: the front wheel steering angle and the rear wheel steering angle and a two-track bicycle model, wherein the input command and the vehicle operating parameters are control variables; determining a desired future longitudinal acceleration range based on the vehicle operating parameters and the input command; determining a desired future yaw rate bound based on vehicle operating parameters and input commands, including determining the desired future yaw rate bound based on the vehicle yaw rate, the vehicle longitudinal speed, and the operator command for vehicle steering; determining a desired future lateral velocity range based on the vehicle operating parameters and the input command; determining weighting factors for the desired future longitudinal acceleration range, the desired future yaw rate range, and the desired future lateral speed range based on the driver selectable mode; and Operation of the propulsion system is controlled via the controller based on the determined desired future trajectory, the desired future longitudinal acceleration range, the desired future yaw rate range, the desired future lateral velocity range, and the weighting factors.

8. The method according to claim 7, wherein: Receiving vehicle operating parameters and input commands via the controller includes receiving a vehicle speed and receiving an operator command for one of vehicle acceleration or vehicle deceleration; as well as Wherein determining the desired future longitudinal acceleration range based on the vehicle operating parameters and the input command includes determining the desired future longitudinal acceleration range based on the vehicle speed and the operator command for one of vehicle acceleration or vehicle deceleration.

9. The method according to claim 7, wherein: receiving vehicle operating parameters and input commands via the controller includes receiving a vehicle lateral velocity, receiving a vehicle longitudinal velocity, and receiving an operator command for steering the vehicle; as well as Wherein, determining the expected future lateral velocity range based on the vehicle operating parameters and the input command comprises: determining the expected future lateral velocity range based on the vehicle lateral velocity, the vehicle longitudinal velocity, and the operator command for vehicle steering.

10. The method according to claim 7, further comprising: Weighting factors for tracking the desired future longitudinal acceleration range, the desired future yaw rate range, and the desired future lateral velocity range are determined based on the driver selectable mode and the vehicle operating parameters.

11. The method according to claim 7, wherein: Controlling operation of the propulsion system via the controller based on the desired future longitudinal acceleration range, the desired future yaw rate range, the desired future lateral speed range, and the weighting factors includes controlling operation of the propulsion system to minimize a difference between the desired future longitudinal acceleration range and an operator command for one of vehicle acceleration or vehicle deceleration, and to minimize a difference between the desired future yaw rate range and a predicted yaw rate and a difference between the desired future lateral speed range and a predicted speed.

12. The method according to claim 7, wherein: Receiving, via the controller, vehicle operating parameters and input commands includes receiving a vehicle speed, and receiving an input command from an advanced driver assistance system (ADAS) for one of vehicle acceleration or vehicle deceleration; as well as Wherein determining the expected future longitudinal acceleration range based on the vehicle operating parameters and the input command includes: determining the expected future longitudinal acceleration range based on the vehicle speed and the input command from the ADAS for one of vehicle acceleration or vehicle deceleration.

13. A vehicle system comprising: a propulsion system, a steering system, and a wheel braking system, the propulsion system, the steering system, and the wheel braking system being operatively connected to a controller, the controller including a set of instructions executable to: receiving vehicle operating parameters and input commands, including receiving a vehicle yaw rate, receiving a vehicle longitudinal velocity, and receiving an operator command for vehicle steering, wherein the operator command for vehicle steering includes a front wheel steering angle and a rear wheel steering angle; receiving driver selectable modes; determining a desired future trajectory using: the front wheel steering angle and the rear wheel steering angle and a two-track bicycle model, wherein the input commands and the vehicle operating parameters are control variables; determining a desired future longitudinal torque bound based on the vehicle operating parameters and the input command; determining a desired future yaw rate bound based on the vehicle operating parameters and the input command, including determining the desired future yaw rate bound based on the vehicle yaw rate, the vehicle longitudinal speed, and the operator command for vehicle steering; determining a desired future lateral velocity range based on the vehicle operating parameters and the input command; determining weighting factors for the desired future longitudinal torque range, the desired future yaw rate range, and the desired future lateral speed range based on the driver selectable mode; and Operation of the propulsion system is controlled via the controller based on the determined desired future trajectory, the desired future longitudinal torque bound, the desired future yaw rate bound, the desired future lateral speed bound, and the weighting factors.

14. The system according to claim 13, wherein: The set of instructions executable to receive vehicle operating parameters and input commands include the set of instructions executable to receive vehicle speed, and receive an operator command for one of vehicle acceleration or vehicle deceleration; as well as Wherein the instruction set executable to determine the desired future longitudinal torque range based on the vehicle operating parameters and the input command includes: the instruction set executable to determine the desired future longitudinal torque range based on the vehicle speed and the operator command for one of vehicle acceleration or vehicle deceleration.

15. The system of claim 13, wherein: the set of instructions executable to receive the vehicle operating parameters and input commands include the set of instructions executable to receive a vehicle lateral velocity, receive a vehicle longitudinal velocity, and receive an operator command for steering the vehicle; as well as Wherein, the instruction set is executable to determine the expected future lateral speed range based on the vehicle operating parameters and the input command, including: the instruction set is executable to determine the expected future lateral speed range based on the vehicle lateral speed, the vehicle longitudinal speed and the operator command for vehicle steering.

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