System and method for controlling an electronic limited slip differential and active aerodynamic actuators on a vehicle

Abstract

The present invention relates to systems and methods for controlling an electronic limited slip differential and an active aerodynamic actuator on a vehicle. A system includes a primary control module, a stability state module, and a supervisory control module. The primary control module is configured to determine at least one control action for at least one of an electronic limited slip differential and an aerodynamic actuator of a vehicle based on a driver command. The stability state module is configured to determine whether at least one component of the vehicle is stable or unstable based on input from sensors on the vehicle. The at least one component includes at least one of a vehicle body, a front axle, a rear axle, a front wheel, and a rear wheel. The supervisory control module is configured to adjust the at least one control action when the at least one component is unstable.

Description

Technical Field

[0001] The information provided in this section is for the purpose of presenting the general background of this disclosure. To the extent described in this section, neither the work of the currently named inventors, nor any aspect of this specification that may otherwise not qualify as prior art at the time of filing, is expressly or implicitly acknowledged as contradicting the prior art of this disclosure.

[0002] This disclosure relates to systems and methods for controlling electronic limited-slip differentials and active aerodynamic actuators on vehicles. Background Technology

[0003] A differential transmits torque from a vehicle's engine to its left and right wheels. A limited-slip differential allows the left and right wheels to rotate at different speeds while limiting the maximum difference in speed between the left and right wheels. An electronic limited-slip differential (eLSD) includes an electronically controlled clutch that allows the left and right wheels to rotate at different speeds when the clutch is unlocked, and causes the left and right wheels to rotate at the same or nearly the same speed when the clutch is locked.

[0004] An active aerodynamic actuator is an actuator that is adjustable to modify the aerodynamic forces acting on a vehicle, such as lift and drag. An example of an active aerodynamic actuator on a motor vehicle is a winglet mounted to the vehicle body at or near its front or rear end. This winglet generates a downward force that is transmitted to the front or rear wheels of the vehicle. The angle of attack of the winglet is adjustable to modify the amount of downward force generated by the winglet. Summary of the Invention

[0005] The system according to this disclosure includes a main control module, a stability state module, and a supervisory control module. The main control module is configured to determine at least one control action for at least one of an electronic limited-slip differential and an aerodynamic actuator for the vehicle based on driver commands. The stability state module is configured to determine whether at least one component of the vehicle is stable or unstable based on input from sensors on the vehicle. The at least one component includes at least one of a body, a front axle, a rear axle, front wheels, and rear wheels. The supervisory control module is configured to adjust the at least one control action when the at least one component is unstable.

[0006] In one aspect, the aerodynamic actuator includes a front wing attached adjacent to the front end of the vehicle body and a rear wing attached adjacent to the rear end of the vehicle body, the at least one control action including a desired angle of attack of the front wing and the desired angle of attack of the rear wing, the supervisory control module being configured to adjust the desired angle of attack of at least one of the front wing and the rear wing when at least one of the vehicle body, the front axle and the rear axle and the front wheel and the rear wheel is unstable, and the supervisory control module being configured not to adjust the desired angle of attack of either the front wing or the rear wing when the vehicle body, the front axle and the rear axle and the front wheel and the rear wheel are stable.

[0007] In one aspect, the supervisory control module is configured to increase the desired angle of attack of the front wing to increase the downward force on the front wheels of the vehicle when any of the following conditions are met, and not to adjust the desired angle of attack of the rear wing: the vehicle body is stable, the front axle is unstable, and the front and rear wheels are stable; the vehicle body is stable, the front axle is unstable, and the front wheels are unstable; and the vehicle body is stable, the front and rear axles are stable, and the front wheels are unstable.

[0008] In one aspect, the supervisory control module is configured to not adjust the desired angle of attack of the front wing and increase the desired angle of attack of the rear wing to increase the downward force on the rear wheels of the vehicle when any of the following conditions are met: the vehicle body is stable, the rear axle is unstable, and the front and rear wheels are stable; the vehicle body is stable, the rear axle is unstable, and the rear wheels are unstable; and the vehicle body is stable, the front and rear axles are stable, and the rear wheels are unstable.

[0009] In one aspect, the supervisory control module is configured to decrease the desired angle of attack of the front wing to reduce the downforce on the front wheels of the vehicle, and increase the desired angle of attack of the rear wing to increase the downforce on the rear wheels of the vehicle when any of the following conditions are met: the vehicle body is unstable; the vehicle body is stable, the front axle is unstable, and the rear wheels are unstable; and the vehicle body is stable, the rear axle is unstable, and the front wheels are unstable.

[0010] In one aspect, the at least one control action includes whether to activate the electronic limited-slip differential to transfer torque from one of the rear wheels to the other, and the supervisory control module is configured to perform one of the following based on whether the vehicle body, the front axle and the rear axle, and the front wheels and the rear wheels are stable: activating and deactivating the electronic limited-slip differential.

[0011] In one aspect, the at least one control action further includes whether to activate the front fender to generate a downward force on the front wheel of the vehicle, and whether to activate the rear fender to generate a downward force on the rear wheel of the vehicle, and the supervisory control module is configured to perform one of the following based on whether the vehicle body, the front axle and the rear axle and the front wheel and the rear wheel are stable: activating and deactivating the front fender and the rear fender.

[0012] In one aspect, the monitoring control module is configured to deactivate the front fender and the electronic limited-slip differential and activate the rear fender when any of the following conditions are met: the vehicle body is stable and oversteer, the front axle and the rear axle are stable, at least one of the front wheels and the rear wheels is unstable, and the inner wheel speed of the vehicle is greater than the outer wheel speed; the vehicle body is stable and oversteer, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of the rear axle is greater than the outer wheel speed of the rear axle; the vehicle body is unstable, the front axle and the rear axle are stable, at least one of the front wheels and the rear wheels is unstable, and the... The vehicle's inner wheel speed is greater than the vehicle's outer wheel speed; the vehicle body is unstable and oversteer, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of the rear axle is greater than the outer wheel speed of the rear axle; the vehicle body is unstable and oversteer, at least one of the front axle and the rear axle is unstable, and the inner wheel speeds of the front axle and the rear axle are correspondingly greater than the outer wheel speeds of the front axle and the rear axle; and the vehicle body is unstable and oversteer, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of one of the front axle and the rear axle is greater than the outer wheel speed of the same one of the front axle and the rear axle.

[0013] In one aspect, the monitoring control module is configured to activate the front fender and the electronic limited-slip differential and deactivate the rear fender when any of the following conditions are met: the vehicle body is stable and understeer, the front axle and the rear axle are stable, and the inner wheel speed of one of the front axle and the rear axle is greater than the outer wheel speed of the same of the front axle and the rear axle; and the vehicle body is stable and understeer, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of the rear axle is greater than the outer wheel speed of the rear axle.

[0014] In one aspect, the monitoring control module is configured to deactivate the front fender and activate the rear fender and the electronic limited-slip differential when any of the following conditions are met: the vehicle body is stable and oversteer, the front and rear axles are stable, and the front and rear wheels are stable; the vehicle body is stable and oversteer, the front and rear axles are stable, at least one of the front and rear wheels is unstable, and the speed of the outer wheel of the vehicle is greater than the speed of the inner wheel of the vehicle; the vehicle body is stable and oversteer, at least one of the front and rear axles is unstable, and the speed of the outer wheel of one of the front and rear axles is greater than the speed of the inner wheel of the same axle; the vehicle body is stable and oversteer, the rear axle is unstable, and the front and rear wheels are stable; and the vehicle body is unstable and oversteer, at least one of the front and rear axles is unstable, and the speed of the outer wheel of one of the front and rear axles is greater than the speed of the inner wheel of the same axle.

[0015] In one aspect, the monitoring control module is configured to activate the front fender and deactivate the rear fender and the electronic limited-slip differential when any of the following conditions are met: the vehicle body is stable and understeer, the front axle and the rear axle are stable, and the front wheels and the rear wheels are stable; the vehicle body is stable and understeer, the front axle and the rear axle are stable, at least one of the front wheels and the rear wheels is unstable, and the speed of the outer wheel of the vehicle is greater than the speed of the inner wheel of the vehicle; the vehicle body is stable and understeer, at least one of the front axle and the rear axle is unstable, and the speed of the outer wheel of one of the front axle and the rear axle is greater than the speed of the inner wheel of the same one of the front axle and the rear axle; and the vehicle body is stable and understeer, the front axle is unstable, and the front wheels and the rear wheels are stable.

[0016] In one aspect, the stability state module is configured to determine whether the vehicle body is stable based on the vehicle's yaw rate, the vehicle's sideslip angle, and the vehicle's longitudinal speed, and the supervisory control module is configured to adjust the at least one control action when the vehicle body is unstable.

[0017] In one aspect, the stability state module is configured to determine whether the front axle and the rear axle are stable based on the tire sideslip angles of the front wheel and the rear wheel, and the supervisory control module is configured to adjust the at least one control action when at least one of the front axle and the rear axle is unstable.

[0018] In one aspect, the stability state module is configured to determine whether the front wheel and the rear wheel are stable based on the tire slip ratio of the front wheel and the rear wheel, and the supervisory control module is configured to adjust the at least one control action when at least one of the front wheel and the rear wheel is unstable.

[0019] In one aspect, the system further includes a desired vehicle dynamics module configured to determine desired values ​​of vehicle dynamic characteristics based on the driver command, and the main control module is configured to use a vehicle dynamics model to determine the at least one control action based on the desired values ​​of the vehicle dynamic characteristics.

[0020] In one aspect, the main control module is configured to: use the vehicle dynamics model to predict actual values ​​of the vehicle dynamic characteristics corresponding to possible values ​​of the at least one control action; determine the cost associated with each of the possible values ​​based on the difference between the predicted and expected values ​​of the vehicle dynamic characteristics; and set the control action to be equal to the possible value with the lowest cost among all the possible values.

[0021] Another system according to this disclosure includes a desired vehicle dynamics module, a main control module, a stability state module, and a supervisory control module. The desired vehicle dynamics module is configured to determine desired values ​​of vehicle dynamic characteristics based on driver commands. The main control module is configured to use a vehicle dynamics model to determine control actions for the electronic limited-slip differential, front fender, and rear fender based on the desired values ​​of the vehicle dynamic characteristics. The stability state module is configured to determine whether the vehicle body, front axle, rear axle, front wheels, and rear wheels are stable based on inputs from sensors on the vehicle. The supervisory control module is configured to adjust at least one of the control actions when at least one of the front axle, rear axle, front wheels, and rear wheels is unstable.

[0022] In one aspect, the control actions include whether to activate the electronic limited-slip differential to transfer torque from one of the rear wheels to the other, whether to activate the front fender to generate a downward force on the front wheels of the vehicle, and whether to activate the rear fender to generate a downward force on the rear wheels of the vehicle, and the supervisory control module is configured to perform one of the following based on whether the vehicle body, the front axle and the rear axle and the front wheels and the rear wheels are stable: activating and deactivating the electronic limited-slip differential and the front fender and the rear fender.

[0023] In one aspect, the stability state module is configured to: determine whether the vehicle body is stable based on the vehicle's yaw rate, the vehicle's sideslip angle, and the vehicle's longitudinal velocity; determine whether the front axle and the rear axle are stable based on the tire sideslip angles of the front and rear wheels; and determine whether the front and rear wheels are stable based on the tire slip rates of the front and rear wheels; and the supervisory control module is configured to adjust the at least one control action when at least one of the vehicle body, the front and rear axles, and the front and rear wheels is unstable.

[0024] In one aspect, the main control module is configured to: use the vehicle dynamics model to predict the actual value of the vehicle dynamics characteristic corresponding to the possible value of each of the control actions; determine the cost associated with each of the possible values ​​based on the difference between the predicted and expected values ​​of the vehicle dynamics characteristic; and set the control action to be equal to the set of possible values ​​that have the lowest cost among all the possible values.

[0025] The present invention also includes the following technical solutions.

[0026] Option 1. A system comprising:

[0027] The main control module is configured to determine at least one control action of at least one of the electronic limited-slip differential and aerodynamic actuators for the vehicle based on driver commands.

[0028] A stability status module configured to determine whether at least one component of the vehicle is stable or unstable based on input from sensors on the vehicle, said at least one component including at least one of the body, front axle, rear axle, front wheels, and rear wheels; and

[0029] A monitoring and control module configured to adjust the at least one control action when the at least one component is unstable.

[0030] Option 2. The system according to Option 1, wherein:

[0031] The aerodynamic actuator includes a front wing attached to the vehicle body adjacent to the front end of the vehicle and a rear wing attached to the vehicle body adjacent to the rear end of the vehicle.

[0032] The at least one control action includes the desired angle of attack of the front wing and the desired angle of attack of the rear wing; and

[0033] The monitoring and control module is configured to:

[0034] When at least one of the vehicle body, the front axle, the rear axle, and the front and rear wheels is unstable, adjust the desired angle of attack of at least one of the front and rear wing panels; and

[0035] When the vehicle body, the front axle, the rear axle, and the front and rear wheels are stable, the desired angle of attack of either the front wing or the rear wing is not adjusted.

[0036] Option 3. The system according to Option 2, wherein the supervisory control module is configured to increase the desired angle of attack of the front wing to increase the downforce on the front wheels of the vehicle when any of the following conditions are met, and not to adjust the desired angle of attack of the rear wing:

[0037] The vehicle body is stable, the front axle is unstable, and the front wheels and the rear wheels are stable;

[0038] The vehicle body is stable, the front axle is unstable, and the front wheels are unstable; and

[0039] The vehicle body is stable, the front axle and the rear axle are stable, and the front wheels are unstable.

[0040] Option 4. The system according to Option 2, wherein the supervisory control module is configured to not adjust the desired angle of attack of the front wing and increase the desired angle of attack of the rear wing to increase the downward force on the rear wheels of the vehicle when any one of the following conditions is met:

[0041] The vehicle body is stable, the rear axle is unstable, and the front and rear wheels are stable.

[0042] The vehicle body is stable, the rear axle is unstable, and the rear wheels are unstable; and

[0043] The vehicle body is stable, the front axle and the rear axle are stable, but the rear wheels are unstable.

[0044] Option 5. The system according to Option 2, wherein the supervisory control module is configured to decrease the desired angle of attack of the front wing to reduce the downforce on the front wheels of the vehicle, and increase the desired angle of attack of the rear wing to increase the downforce on the rear wheels of the vehicle, when any one of the following conditions is met:

[0045] The vehicle body is unstable;

[0046] The vehicle body is stable, the front axle is unstable, and the rear wheels are unstable; and

[0047] The vehicle body is stable, the rear axle is unstable, and the front wheels are unstable.

[0048] Option 6. The system according to Option 1, wherein:

[0049] The at least one control action includes whether to activate the electronic limited-slip differential to transfer torque from one of the rear wheels to the other; and

[0050] The monitoring and control module is configured to perform one of the following based on whether the vehicle body, the front axle and the rear axle, and the front wheels and the rear wheels are stable: activate and deactivate the electronic limited-slip differential.

[0051] Option 7. The system according to Option 6, wherein:

[0052] The at least one control action further includes whether to activate the front fender to generate a downward force on the front wheels of the vehicle, and whether to activate the rear fender to generate a downward force on the rear wheels of the vehicle; and

[0053] The monitoring and control module is configured to perform one of the following based on whether the vehicle body, the front axle and the rear axle, and the front wheels and the rear wheels are stable: activate and deactivate the front wing and the rear wing.

[0054] Option 8. The system according to Option 7, wherein the monitoring control module is configured to deactivate the front wing and the electronic limited-slip differential and activate the rear wing when any of the following conditions are met:

[0055] The vehicle body is stable and oversteer, the front axle and the rear axle are stable, at least one of the front wheel and the rear wheel is unstable, and the speed of the inner wheel of the vehicle is greater than the speed of the outer wheel.

[0056] The vehicle body is stable but oversteers, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of the rear axle is greater than the outer wheel speed of the rear axle;

[0057] The vehicle body is unstable, the front axle and the rear axle are stable, at least one of the front wheel and the rear wheel is unstable, and the speed of the inner wheel of the vehicle is greater than the speed of the outer wheel of the vehicle.

[0058] The vehicle body is unstable and oversteers, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of the rear axle is greater than the outer wheel speed of the rear axle;

[0059] The vehicle body is unstable and oversteers, at least one of the front and rear axles is unstable, and the inner wheel speeds of the front and rear axles are correspondingly greater than the outer wheel speeds of the front and rear axles; and

[0060] The vehicle body is unstable and oversteers, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of one of the front axle and the rear axle is greater than the outer wheel speed of the same one of the front axle and the rear axle.

[0061] Option 9. The system according to Option 7, wherein the monitoring and control module is configured to activate the front wing and the electronic limited-slip differential and deactivate the rear wing when any of the following conditions are met:

[0062] The vehicle body is stable and understeerable, the front axle and the rear axle are stable, and the inner wheel speed of one of the front axle and the rear axle is greater than the outer wheel speed of the same one of the front axle and the rear axle; and

[0063] The vehicle body is stable but understeer, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of the rear axle is greater than the outer wheel speed of the rear axle.

[0064] Option 10. The system according to Option 7, wherein the monitoring control module is configured to deactivate the front wing and activate the rear wing and the electronic limited-slip differential when any of the following conditions are met:

[0065] The vehicle body is stable and oversteerable, the front axle and the rear axle are stable, and the front wheels and the rear wheels are stable;

[0066] The vehicle body is stable and oversteerable, the front axle and the rear axle are stable, at least one of the front wheel and the rear wheel is unstable, and the speed of the outer wheel of the vehicle is greater than the speed of the inner wheel of the vehicle.

[0067] The vehicle body is stable but oversteers, at least one of the front axle and the rear axle is unstable, and the outer wheel speed of one of the front axle and the rear axle is greater than the inner wheel speed of the same one of the front axle and the rear axle;

[0068] The vehicle body is stable and oversteers, the rear axle is unstable, and the front and rear wheels are stable; and

[0069] The vehicle body is unstable and oversteers, at least one of the front axle and the rear axle is unstable, and the outer wheel speed of one of the front axle and the rear axle is greater than the inner wheel speed of the same one of the front axle and the rear axle.

[0070] Option 11. The system according to Option 7, wherein the monitoring control module is configured to activate the front wing and deactivate the rear wing and the electronic limited-slip differential when any of the following conditions are met:

[0071] The vehicle body is stable and understeer, the front axle and the rear axle are stable, and the front wheels and the rear wheels are stable;

[0072] The vehicle body is stable but understeer, the front axle and the rear axle are stable, at least one of the front wheel and the rear wheel is unstable, and the speed of the outer wheel of the vehicle is greater than the speed of the inner wheel of the vehicle.

[0073] The vehicle body is stable but understeer, at least one of the front axle and the rear axle is unstable, and the outer wheel speed of one of the front axle and the rear axle is greater than the inner wheel speed of the same one of the front axle and the rear axle; and

[0074] The vehicle body is stable but understeer, the front axle is unstable, and the front and rear wheels are stable.

[0075] Option 12. The system according to Option 1, wherein:

[0076] The stability status module is configured to determine whether the vehicle body is stable based on the vehicle's yaw rate, sideslip angle, and longitudinal velocity; and

[0077] The monitoring and control module is configured to adjust the at least one control action when the vehicle body is unstable.

[0078] Option 13. The system according to Option 1, wherein:

[0079] The stability status module is configured to determine whether the front axle and the rear axle are stable based on the tire sideslip angles of the front and rear wheels; and

[0080] The supervisory control module is configured to adjust at least one control action when at least one of the front axle and the rear axle is unstable.

[0081] Option 14. The system according to Option 1, wherein:

[0082] The stability status module is configured to determine whether the front and rear wheels are stable based on the tire slip ratios of the front and rear wheels; and

[0083] The monitoring and control module is configured to adjust the at least one control action when at least one of the front wheel and the rear wheel is unstable.

[0084] Option 15. The system according to Option 1 further includes a desired vehicle dynamics module, the desired vehicle dynamics module being configured to determine a desired value of vehicle dynamic characteristics based on the driver command, wherein the main control module is configured to use a vehicle dynamics model to determine the at least one control action based on the desired value of the vehicle dynamic characteristics.

[0085] Option 16. The system according to Option 15, wherein the main control module is configured to:

[0086] The vehicle dynamics model is used to predict the actual values ​​of the vehicle dynamic characteristics corresponding to the possible values ​​of the at least one control action;

[0087] Based on the difference between the predicted and expected values ​​of the vehicle dynamics characteristics, the cost associated with each of the possible values ​​is determined; and

[0088] The control action is set to be equal to the one of the possible values ​​that has the lowest cost among all the possible values.

[0089] Option 17. A system comprising:

[0090] The desired vehicle dynamics module is configured to determine the desired values ​​of vehicle dynamic characteristics based on driver commands.

[0091] The main control module is configured to use a vehicle dynamics model to determine control actions for the electronic limited-slip differential, front wing, and rear wing based on the expected values ​​of the vehicle dynamics characteristics.

[0092] A stability status module configured to determine whether the vehicle body, front axle, rear axle, front wheels, and rear wheels are stable based on input from sensors on the vehicle; and

[0093] A monitoring and control module is configured to adjust at least one of the control actions when at least one of the front axle, the rear axle, the front wheel, and the rear wheel is unstable.

[0094] Option 18. The system according to Option 17, wherein:

[0095] The control actions include whether to activate the electronic limited-slip differential to transfer torque from one of the rear wheels to the other, whether to activate the front fender to generate a downward force on the front wheels of the vehicle, and whether to activate the rear fender to generate a downward force on the rear wheels of the vehicle; and

[0096] The monitoring and control module is configured to perform one of the following based on whether the vehicle body, the front axle and the rear axle, and the front wheels and the rear wheels are stable: activate and deactivate the electronic limited-slip differential and the front fender and the rear fender.

[0097] Option 19. The system according to Option 17, wherein:

[0098] The stability state module is configured to:

[0099] The stability of the vehicle body is determined based on the vehicle's yaw rate, sideslip angle, and longitudinal velocity.

[0100] The stability of the front and rear axles is determined based on the tire sideslip angles of the front and rear wheels; and

[0101] Based on the tire slip ratios of the front and rear wheels, determine whether the front and rear wheels are stable; and

[0102] The monitoring and control module is configured to adjust at least one control action when at least one of the vehicle body, the front axle and the rear axle, and the front wheel and the rear wheel is unstable.

[0103] Option 20. The system according to Option 17, wherein the main control module is configured to:

[0104] The vehicle dynamics model is used to predict the actual values ​​of the vehicle dynamic characteristics corresponding to the possible values ​​of each of the control actions.

[0105] Based on the difference between the predicted and expected values ​​of the vehicle dynamics characteristics, the cost associated with each of the possible values ​​is determined; and

[0106] The control action is set to be equal to the set of possible values ​​that have the lowest cost among all possible values.

[0107] Other aspects of the applicability of this disclosure will become apparent from the detailed description, claims, and drawings. The detailed description and specific examples are intended for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0108] This disclosure will be more fully understood through a detailed description and accompanying drawings, in which:

[0109] Figure 1 This is a functional block diagram of an exemplary vehicle system according to the present disclosure;

[0110] Figure 2This is a functional block diagram of an exemplary vehicle control module according to the present disclosure;

[0111] Figures 3 to 5 This is a flowchart illustrating an exemplary method for controlling an electronic limited-slip differential and an active aerodynamic actuator according to the present disclosure; and

[0112] Figures 6 to 8 It is a graph illustrating exemplary driver commands, vehicle dynamics states, and control actions of an active aerodynamic actuator according to the present disclosure.

[0113] In the accompanying drawings, reference numerals may be used repeatedly to identify similar and / or identical elements. Detailed Implementation

[0114] Vehicle control systems can use multi-input multi-output control techniques such as model predictive control (MPC) to control multiple actuators of a vehicle, such as eLSD and active aerodynamic actuators. When using MPC to control actuators, the vehicle control system uses predictive models that correlate actuator control actions with vehicle responses to predict the vehicle's response to many possible control actions for each actuator. The vehicle control system then uses a cost function that correlates control actions with costs to determine the cost of a set of possible control actions for the actuator. This cost is a measure of the difference between the predicted vehicle response and the desired vehicle response. The vehicle control system then selects the control action that produces the lowest cost for each actuator and uses the selected control action to control the actuator.

[0115] Predicted vehicle responses typically include: state variables, such as vehicle performance parameters; and control outputs, such as forces or torques generated by actuators in response to actuator commands. For example, if MPC is used to maintain vehicle stability, state variables may include parameters related to the stability of the vehicle (e.g., body, axles, wheels). The accuracy of the prediction of state variables and control outputs is affected by the accuracy of the prediction model and the estimated inputs. Therefore, if the prediction model and / or estimated inputs are inaccurate, the control actions calculated using MPC may be adversely affected and may not necessarily contribute to maintaining vehicle stability.

[0116] Furthermore, conflicts between control actions can lead to miscalculations of optimization variables used by the MPC, thereby hindering the maintenance of vehicle stability. While additional terms may be included in the cost function to compensate for miscalculations in control actions, doing so can adversely affect tracking efficiency by reducing the focus of optimization from the primary objective. Moreover, including such additional terms requires time-consuming tuning to ensure that actuators do not cancel each other out in achieving the objective.

[0117] The vehicle control system according to this disclosure includes a main control module that calculates control actions and a supervisory control module that determines whether the calculated control actions will maintain vehicle stability. If the calculated control actions will not maintain vehicle stability, the supervisory control module modifies the control actions in real time to maintain vehicle stability. In one example, the main control module uses MPC to calculate the control actions, and the supervisory control module adjusts the optimization constraints used in the MPC so that the MPC does not allow control inputs that cause vehicle instability. The supervisory control module has a logic-based structure that allows the management of the integrated control system to obtain at least suboptimal control actions. This logic-based structure produces the desired effect for each control action, which is particularly beneficial for actuators with complex nonlinear mathematical models that may not have a direct effect on state variables.

[0118] Now for reference Figure 1 The vehicle 10 includes an engine 12, a transmission 14, an eLSD 16, a battery 18, an electric motor 20, a front half-shaft 22, a rear half-shaft 24, a left front wheel 26, a right front wheel 28, a left rear wheel 30, and a right rear wheel 32. The engine 12 burns a mixture of air and fuel to produce drive torque. The transmission 14 transmits torque from the engine 12 to the eLSD 16 at one of several different gear ratios.

[0119] The eLSD 16 transmits torque from the transmission 14 to the left and right rear wheels 30 and 32 via the rear half-shaft 24. The battery 18 supplies power to the electric motor 20. The electric motor 20 rotates the left and right front wheels 26 and 28 via the front half-shaft 22. The front half-shaft 22 and the left and right front wheels 26 and 28 together form the front axle 33 of the vehicle 10.

[0120] The eLSD 16 includes a clutch 34 that transmits torque from the left rear wheel 30 to the right rear wheel 32 and vice versa. The pressure of the hydraulic fluid supplied to the clutch 34 is adjustable to adjust the amount of torque transmitted by the clutch 34 from the left rear wheel 30 to the right rear wheel 32 and vice versa. When the clutch 34 is unlocked, the eLSD 16 allows the left and right rear wheels 30 and 32 to rotate at different speeds while limiting the maximum difference in speed between the left and right rear wheels 30 and 32. When the clutch 34 is locked, the eLSD 16 drives the left and right rear wheels 30 and 32 at the same or nearly the same speed. The eLSD 16, the rear half-shaft 24, and the left and right rear wheels 30 and 32 together form the rear axle 35 of the vehicle 10.

[0121] Vehicle 10 also includes a body 36, a front fender 38, a rear fender 40, an accelerator pedal 42, and a steering wheel 44. The front end of the body 36 forms the front end 37 of vehicle 10, and the rear end of the body 36 forms the rear end 39 of vehicle 10. The front fender 38 is attached to the body 36 at or near the front end 37 of vehicle 10. The rear fender 40 is attached to the body 36 at or near the rear end 39 of vehicle 10.

[0122] The angle of attack of the front wing 38 is adjustable, causing the airflow passing through the front wing 38 to generate a downward force on the front end 37 of the vehicle 10, which is transmitted to the front wheels 26, 28. Similarly, the angle of attack of the rear wing 40 is adjustable, causing the airflow passing through the rear wing 40 to generate a downward force on the rear end 39 of the vehicle 10, which is transmitted to the rear wheels 30, 32. The front wing 38 and the rear wing 40 are referred to herein as the front (active) aerodynamic actuator and the rear (active) aerodynamic actuator, respectively.

[0123] The driver of vehicle 10 depresses the accelerator pedal 42 to accelerate vehicle 10. The driver rotates the steering wheel 44 to steer vehicle 10. Vehicle 10 may also include a brake pedal (not shown) that the driver depresses to decelerate or stop vehicle 10. In various embodiments, vehicle 10 may be an autonomous vehicle, in which case the accelerator pedal 42, steering wheel 44, and brake pedal may be omitted, and / or an autonomous driver module (not shown) may control the acceleration, steering, and braking of vehicle 10.

[0124] Vehicle 10 also includes a left front wheel speed sensor 46, a right front wheel speed sensor 48, a left rear wheel speed sensor 50, a right rear wheel speed sensor 52, an accelerator pedal position sensor 54, a steering wheel angle sensor 56, a vehicle motion sensor 58, a Global Positioning System (GPS) receiver or module 60, and a vehicle control module 62. The left front wheel speed sensor 46 measures the speed of the left front wheel 26 and generates a signal indicating the speed of the left front wheel. The right front wheel speed sensor 48 measures the speed of the right front wheel 28 and generates a signal indicating the speed of the right front wheel. The left rear wheel speed sensor 50 measures the speed of the left rear wheel 30 and generates a signal indicating the speed of the left rear wheel. The right rear wheel speed sensor 54 measures the speed of the right rear wheel 32 and generates a signal indicating the speed of the right rear wheel.

[0125] Accelerator pedal position sensor 54 measures the position of accelerator pedal 42 and generates a signal indicating the accelerator pedal position. Steering wheel position sensor 56 measures the position of the steering wheel and generates a signal indicating the steering wheel position.

[0126] Vehicle motion sensor 58 measures the longitudinal (front-to-back) acceleration, the lateral (left-to-right) acceleration, and the yaw rate of vehicle 10. Vehicle motion sensor 58 may be an inertial measurement unit, which may include an accelerometer for measuring longitudinal and lateral vehicle acceleration and a gyroscope for measuring vehicle yaw rate. Vehicle motion sensor 58 generates signals indicating longitudinal vehicle acceleration, lateral vehicle acceleration, and vehicle yaw rate.

[0127] GPS module 60 determines the geographical location of vehicle 10 based on information indicated by signals received from Global Navigation Satellite System (GNSS) satellites. GPS module 60 can use the vehicle's position to determine the speed of vehicle 10. GPS module 60 generates signals indicating the vehicle's position and speed (if determined).

[0128] The vehicle control module 62 controls the engine 12, transmission 14, eLSD 16, electric motor 20, front fender 38, and rear fender 40 based on inputs from sensors in the vehicle 10. In one example, the vehicle control module 62 determines a driver command based on the sensor input, determines the desired vehicle dynamics based on the driver command, and determines the control action based on the desired vehicle dynamics. In another example, the vehicle control module 62 determines whether the body 36, front and rear axles 33 and 35, and wheels 26, 28, 30, and 32 are stable (or unsaturated) or unstable (or saturated), and adjusts the control action if one or more of the aforementioned components are unstable (or saturated).

[0129] Now for reference Figure 2 In this embodiment, the vehicle control module 62 includes a driver command module 64, a desired vehicle dynamics module 66, a main control module 68, a stability state module 70, and a supervisory control module 72. The driver command module 64 determines one or more driver commands, such as a driver torque request and a steering angle. In one example, the driver command module 64 determines the driver torque request based on the accelerator pedal position from the accelerator pedal position sensor 54. In another example, the driver command module 64 determines the steering angle based on the steering wheel position from the steering wheel position sensor 56. The driver command module 64 outputs the driver command.

[0130] The desired vehicle dynamics module 66 determines one or more desired vehicle dynamics characteristics of vehicle 10 based on driver commands. In one example, the desired vehicle dynamics module 66 determines the desired yaw rate, the desired sideslip angle, and the desired tire force of vehicle 10 based on the driver's torque request and steering angle. The desired vehicle dynamics module 66 can achieve this using a function or mapping that associates the driver's torque request and steering angle with the desired yaw rate, desired sideslip angle, and desired tire force. The desired tire force may include the desired longitudinal force, desired lateral force, and desired vertical force at each of the front and rear wheels 26, 28 and 30, 32. The desired vehicle dynamics module 66 outputs the desired vehicle dynamics characteristics.

[0131] The main control module 68 determines control actions for the eLSD 16, front wing 38, and rear wing 40 based on desired vehicle dynamics characteristics. The main control module 68 can achieve this using a vehicle dynamics model that associates the desired vehicle dynamics with the control actions. In one example, the control actions include whether to activate the eLSD 16 (e.g., apply clutch 34) to transfer torque from one of the rear wheels 30, 32 to the other, or to deactivate the eLSD 16. Additionally or alternatively, the control actions may include the requested amount of torque to be transferred by the eLSD 16.

[0132] In another example, control actions include activating the front wing 38 (e.g., adjusting its angle of attack) to generate a downward force on the front wheels 26, 28, or deactivating the front wing 38. Additionally or alternatively, control actions may include requesting an angle of attack for the front wing 38. In another example, control actions include activating the rear wing 40 (e.g., adjusting its angle of attack) to generate a downward force on the rear wheels 30, 32, or deactivating the rear wing 40. Additionally or alternatively, control actions may include requesting an angle of attack for the rear wing 40.

[0133] The main control module 68 can use multi-input multi-output techniques such as model predictive control (MPC) to determine control actions for the eLSD 16, front wing 38, and rear wing 40 in combination. In one example, the main control module 68 uses a feedforward method to estimate the initial desired downward force to be generated by each of the front wing 38 and rear wing 40. If necessary, the main control module 68 then uses a feedback method to adjust the initial desired downward force to be generated by the front wing 38 and rear wing 40 to track the desired yaw rate. The supervisory control module 72 then adjusts the control actions of the main control module 68 based on inputs from sensors and the stability state module 70 of the vehicle 10.

[0134] In the feedforward method, the main control module 68 uses a cost function to determine the control action, for example...

[0135]

[0136] Where J is the cost of a set of control actions U, u t It is the possible control action at time t (e.g., the downward force generated by the front or rear wing 38 or 40). The action is controlled by a reference (e.g., a pre-set time) at time t, y t It is a control action u t The expected output (e.g., yaw rate). It is the reference output at time t. , , , These are the expected torques at time t for the left front wheel (26), right front wheel (28), left rear wheel (30), and right rear wheel (32). For the driver's torque request at time t, W1, W2, and W3 are weights. Relation (1) is constrained by the control action being within a range from minimum to maximum control action. The main control module 68 determines the cost of multiple (e.g., all) control actions within this range and selects the control action that produces the lowest cost from these control actions.

[0137] In the feedback method, the main control module 68 uses a cost function to determine the control action, for example...

[0138]

[0139] Where J is the cost of the function x(t) and the set of control actions U. It is the prediction output in the control or prediction time domain, including time t and the future time t+1. It is the reference output in the prediction time domain. It predicts possible control actions in the time domain. It is a reference control action in the predictive time domain. It predicts possible changes in control actions in the time domain. It predicts changes in the reference control action in the time domain. , and These represent the expected torques at the front axle (33), left rear wheel (30), and right rear wheel (32) in the predicted time domain. It predicts the driver's torque request in the time domain, and W1, W2, W3, and W4 are weights. Relation (2) is constrained by the fact that the control action is within a range from the minimum control action to the maximum control action. The main control module 68 determines the cost of multiple (e.g., all) control actions within this range and selects the control action that produces the lowest cost from these control actions. Relation (2) is also constrained by the constraints embodied in the following relation:

[0140]

[0141] Where k includes a set of integers from 0 to N-1, x0 is equal to x(t), and A, B, and W can be constants in the prediction time domain and / or updates at each time step.

[0142] The main control module 68 uses a predictive model to predict the control output in the predictive time domain. This predictive model can be represented in state-space form as follows:

[0143]

[0144] Where u is the control variable, y is the control output, and A, B, C, and d can be constants in the prediction time domain and / or updates at each time step. The control variable can be represented as follows:

[0145]

[0146] in, and These represent the changes in the angles of the aerodynamic surfaces on the front and rear winglets 38 and 40, respectively. The control output can be expressed as follows:

[0147]

[0148] Where β is the sideslip angle of vehicle 10, and r is the yaw rate of vehicle 10.

[0149] The main control module 68 can use relationships such as the following to determine the desired output.

[0150]

[0151] Among them, y des It is the expected output, β des It is the desired sideslip angle, and r des This is the expected yaw rate. The expected yaw rate can be obtained using relationships such as the following:

[0152]

[0153] Where, r ss It is the steady-state yaw rate, and a y,max This is the maximum lateral acceleration. The desired sideslip angle can be obtained using relationships such as the following:

[0154]

[0155] Where, β ss It is the steady-state sideslip angle, and β max This is the maximum sideslip angle. The steady-state yaw rate can be obtained using the following relationship:

[0156]

[0157] Where, k us δ is the understeer tire slip ratio, and δ is the vehicle's steering angle at 10°. The steady-state sideslip angle can be obtained using the following relationship:

[0158]

[0159] Among them, l f It is the distance from the center of gravity of vehicle 10 to the front axle 33, l ris the distance from the center of gravity of vehicle 10 to the rear axle 35, l is the distance between the front and rear axles 33 and 35, m is the total mass of vehicle 10, and c α This refers to tire lateral stiffness. Distances l and l f and l r Total mass m and tire lateral stiffness c α It can be pre-ordered.

[0160] The main control module 68 can incorporate actuator dynamics into the prediction model using relationships such as the following:

[0161]

[0162] in, and The angular change rates τ of the front and rear wing plates are 38° and 40°, respectively. z It is the actuator delay time (e.g., 500 milliseconds), and and These are the input (or desired) angles of 38° and 40° for the front and rear winglets, respectively. Equation (12) can be expressed as:

[0163]

[0164] Each term in the above equation corresponds to a term in the same position in the first equation listed in this paragraph. The main control module 68 can integrate actuator dynamics into the predictive model to obtain the following relationships:

[0165]

[0166] Where A, B, and x are respectively corresponding to A u B u and x u The estimate is given by C and d, where C and d can be constants in the prediction time domain and / or updated at each time step. Relation (13) can be expressed in continuous time as:

[0167]

[0168] Furthermore, relation (13) can be expressed in discrete time as:

[0169] .

[0170] The main control module 68 can input increment ∆u in Define a new state that integrates the state-space model to obtain the following relationship:

[0171]

[0172] The main control module 68 can input increment ∆u inIntegrate it into the state space, as shown below:

[0173]

[0174] Wherein, the input increment ∆u in Limited by its being greater than or equal to the minimum input increment And less than or equal to the maximum input increment The constraints, and control of the input amplitude u in Limited by its value being greater than or equal to the minimum amplitude. And less than or equal to the maximum amplitude value Constraints.

[0175] The main control module 68 can use a cost function to quantify the prediction error, for example:

[0176]

[0177] The first term represents the prediction error, and the second term represents the error in the control action variation in the prediction time domain. If the actuator must be turned off, then ∆u max Set to equal ∆u min If the actuator must be fully activated, then ∆u min Set to equal ∆u max For example, if the vehicle body is close to oversteering (e.g., r > r), then... max If the vehicle stability detection detects oversteering, the monitoring and control module 72 decides to deactivate the front aerodynamic actuators (i.e., front fender 38) and fully activate the rear aerodynamic actuators (i.e., rear fender 40). Therefore, the constraints are updated as follows:

[0178] .

[0179] The main control module 68 controls the eLSD 16, the front wing 38, and the rear wing 40 by outputting control signals to these actuators instructing them to perform corresponding control actions. For example, the main control module 68 can output control signals to the eLSD 16, the front wing 38, and the rear wing 40, respectively indicating the requested transmitted torque, the requested front wing angle of attack, and the requested rear wing angle of attack. The main control module 68 can also control the engine 12, the transmission 14, and the electric motor 20 in a similar manner.

[0180] The stability state module 70 determines the stability state of the vehicle body 36, front axle 33, rear axle 35, and wheels 26, 28, 30, and 32. In other words, the stability state module 70 determines whether these components are stable (or unsaturated) or unstable (or saturated). The stability state module 70 determines the stability state of the vehicle body 36 based on the yaw rate of the vehicle 10, the longitudinal velocity of the vehicle 10, and the sideslip angle of the vehicle 10 (i.e., the angle between the longitudinal axis of the vehicle 10 and the travel path of the vehicle 10). The stability state module 70 receives the yaw rate and / or sideslip angle from the vehicle motion sensor 58. The stability state module 70 may receive the longitudinal vehicle velocity from the GPS module 60 and / or determine the longitudinal vehicle velocity based on the wheel velocities from the wheel speed sensors 46, 48, 50, and 52.

[0181] In one example, if (i) the yaw rate is within the range from the minimum to the maximum yaw rate, and (ii) the sideslip angle is within the range from the minimum to the maximum sideslip angle, then the stability state module 70 determines that the vehicle body 36 is stable. If one or both of conditions (i) and (ii) are not met, then the stability state module 70 determines that the vehicle body 36 is unstable. The stability state module 70 may use relationships such as the following to determine the maximum and minimum yaw rates:

[0182]

[0183] Where, r max It is the maximum yaw rate, r min It is the minimum yaw rate. A positive sign (+) applies to the minimum yaw rate, and a negative sign (-) applies to the minimum yaw rate. µ is the road friction coefficient, and g is the minimum yaw rate. z+aero It is the effect of gravitational acceleration plus the aerodynamic winglet, and v x This refers to the longitudinal vehicle speed. The stability state module 70 can determine the road friction coefficient based on road images captured by a camera (not shown) mounted on the vehicle body 36. The effect of gravitational acceleration plus the aerodynamic winglets can be predetermined.

[0184] The stability state module 70 can use relationships such as the following to determine the maximum and minimum sideslip angles:

[0185]

[0186] Where, β max It is the maximum sideslip angle, β min It is the minimum sideslip angle. The positive sign (+) applies to the maximum sideslip angle, and the negative sign (-) applies to the minimum sideslip angle.

[0187] The stability status module 70 can also determine whether the vehicle 10 is understeering or oversteering based on the sideslip angle and the steering angle. For example, when the sideslip angle indicates a command that the vehicle 10 is turning less than the steering angle, the stability status module 70 can determine that the vehicle 10 is understeering. Conversely, when the sideslip angle indicates a command that the vehicle 10 is turning more than the steering angle, the stability status module 70 can determine that the vehicle 10 is oversteering.

[0188] In another example, if the tire slip angles of the left front wheel 26 and the right front wheel 28 are less than the saturation tire slip angle, the stability state module 70 determines that the front axle 33 is stable or unsaturated. Otherwise, the stability state module 70 determines that the front axle 33 is unstable or saturated. If the tire slip angles of the left and right rear wheels 30 and 32 are less than the saturation tire slip angle, the stability state module 70 determines that the rear axle 35 is stable or unsaturated. Otherwise, the stability state module 70 determines that the rear axle 35 is unstable or saturated. The stability state module 70 can use relationships such as the following to determine the saturation tire slip angle of each wheel 26, 28, 30, 32:

[0189]

[0190] Where, α lim It is the saturation tire slip angle, and F z It is the tire normal load (or tire vertical force) at one of the corresponding points of wheel 26, 28, 30, and 32.

[0191] In another example, for each of wheels 26, 28, 30, and 32, if the wheel's tire slip ratio is less than the maximum tire slip ratio (or tire stability margin), then the stability state module 70 determines that the wheel is stable. Otherwise, the stability state module 70 determines that the wheel is unstable. The maximum tire slip ratio can be predetermined. The stability state module 70 can use relationships such as the following to determine the tire slip ratio of each wheel:

[0192]

[0193] Among them, κ ij R is the tire slip ratio of wheel ij. eff,ij Let ω be the effective rolling radius of the tire freely rolling on wheel ij, and let ω be the velocity (angular velocity) of wheel ij. The translational velocity at the center of wheel ij is given. The stability state module 70 receives wheel velocities from wheel speed sensors 46, 48, 50, and 52. The effective tire rolling radius can be predetermined. The stability state module 70 can determine the translational velocity at the center of wheel ij using relationships such as the following:

[0194]

[0195] Among them, l w is the track width of vehicle 10, and r is the yaw rate of vehicle 10.

[0196] The supervisory control module 72 receives stable or saturated states of the vehicle body 36, front and rear axles 33, 35, and front and rear wheels 26, 28 and 30, 32, and adjusts one or more control actions when at least one of these components is unstable or saturated. The supervisory control module 72 adjusts the control actions in a manner that reduces instability. If the supervisory control module 72 adjusts the control actions, it outputs the adjusted control actions. Control signals output from the main control module 68 to the eLSD 16, front wing 38, and rear wing 40 indicate their respective control actions adjusted by the supervisory control module 72 (if applicable). In various embodiments, the supervisory control module 72 may output control actions to these actuators instead of the main control module 68.

[0197] Now for reference Figure 3 An exemplary method for controlling the eLSD 16 and the front and rear fenders 38 and 40 begins at 74. At 76, the driver command module 64 determines the driver's torque request based on the accelerator pedal position from the accelerator pedal position sensor 54. At 78, the driver command module 64 determines the steering angle based on the steering wheel position from the steering wheel position sensor 56.

[0198] At 80, vehicle dynamics module 66 determines the desired yaw rate of vehicle 10. At 82, vehicle dynamics module 66 determines the desired sideslip angle of vehicle 10. At 84, vehicle dynamics module 66 determines the desired tire force at each of wheels 26, 28, 30, and 32. At 86, main control module 68 uses MPC to determine the requested amount of torque to be transmitted by eLSD 16 and the requested angles of attack of the front and rear fenders 38 and 40.

[0199] At point 88, the stability state module 70 determines whether the vehicle body 36, front and rear axles 33 and 35, and front and rear wheels 26, 28 and 30, 32 are stable (or unsaturated) or unstable (or saturated). If all these components are stable (or unsaturated), the method continues at point 90. Otherwise, the method continues at point 92.

[0200] At point 90, the supervisory control module 72 does not adjust the requested transmitted torque or requested angle of attack determined by the main control module 68. At point 92, the supervisory control module 72 adjusts one or both of the requested transmitted torque and / or requested angle of attack determined by the main control module 68. The supervisory control module 72 adjusts one or both of the requested transmitted torque and / or requested angle of attack in a manner that reduces the instability of unstable components. The method ends at point 94.

[0201] Now for reference Figure 4 At point 96, the method for adjusting the angle of attack of the front and rear fenders 38 and 40 based on the stability status of the vehicle body 36, the front and rear axles 33 and 35, and the front and rear wheels 26, 28 and 30 and 32 is located. Figure 4 The method is Figure 3 Exemplary implementations of methods 88, 90, and 92 are provided. At 98, the stability state module 70 determines whether the vehicle body 36 is stable. If the vehicle body 36 is stable, the method continues at 100. Otherwise, the method continues at 102.

[0202] At point 100, the stability state module 70 determines whether the front axle 33 and the rear axle 35 are stable. If the front and rear axles 33 and 35 are stable, the method continues at point 104. Otherwise, the method continues at point 106. At point 104, the stability state module 70 determines whether all wheels 26, 28, 30, and 32 are stable. If all wheels 26, 28, 30, and 32 are stable, the method continues at point 108. Otherwise, the method continues at point 110. At point 108, the supervisory control module 72 does not adjust the angle of attack of the front or rear wing 38 or 40.

[0203] At point 110, the stability state module 70 determines whether one or both of the front wheels 26 and 28 or one or both of the rear wheels 30 and 32 are unstable. If one or both of the front wheels 26 and 28 are unstable, the method continues at point 112. If one or both of the rear wheels 30 and 32 are unstable, the method continues at point 114. At point 112, the supervisory control module 72 increases the angle of attack of the front wing 38 and does not adjust the angle of attack of the rear wing 40. At point 114, the supervisory control module 72 does not adjust the angle of attack of the front wing 38 and increases the angle of attack of the rear wing 40.

[0204] At point 106, the stability state module 70 determines whether the front axle 33 is unstable (or saturated) or the rear axle 35 is unstable (or saturated). If the front axle 33 is unstable (or saturated), the method continues at point 116. If the rear axle 35 is unstable (or saturated), the method continues at point 118. At point 116, the stability state module 70 determines whether all wheels 26, 28, 30, and 32 are stable. If all wheels 26, 28, 30, and 32 are stable, the method continues at point 120. Otherwise, the method continues at point 122.

[0205] At point 122, the stability state module 70 determines whether one or both of the front wheels 26 and 28 or one or both of the rear wheels 30 and 32 are unstable. If one or both of the front wheels 26 and 28 are unstable, the method continues at point 124. If one or both of the rear wheels 30 and 32 are unstable, the method continues at point 126. At points 120 and 124, the supervisory control module 72 increases the angle of attack of the front wing 38 and does not adjust the angle of attack of the rear wing 40. At point 126, the supervisory control module 72 decreases the angle of attack of the front wing 38 and increases the angle of attack of the rear wing 40.

[0206] At point 102, the stability state module 70 determines whether the front axle 33 and the rear axle 35 are stable. If both the front and rear axles 33 and 35 are stable, the process continues at point 136. Otherwise, the process continues at point 138. At point 136, the stability state module 70 does not adjust the angle of attack of the front wing 38 or the rear wing 40.

[0207] At point 106, the stability state module 70 determines whether the front axle 33 is unstable (or saturated) or the rear axle 35 is unstable (or saturated). If the front axle 33 is unstable (or saturated), the process continues at point 140. If the rear axle 35 is unstable (or saturated), the process continues at point 142. At points 140 and 142, the supervisory control module 72 decreases the angle of attack of the front wing 38 and increases the angle of attack of the rear wing 40.

[0208] Now for reference Figure 5 A method for controlling eLSD 16 and front and rear fenders 38 and 40 based on the stability states of the body 36, front and rear axles 33 and 35 and front and rear wheels 26, 28 and 30, 32 is located at 146. Figure 4 The method is Figure 3 Exemplary implementations of methods 88, 90, and 92 are described. At 148, the stability state module 70 determines whether the vehicle body 36 is stable. Additionally, the stability state module 70 determines whether the vehicle 10 is understeering or oversteering. If the vehicle body 36 is stable, the method continues at 150. Otherwise, the method continues at 152.

[0209] At point 150, the stability state module 70 determines whether the front axle 33 and the rear axle 35 are stable. If both the front and rear axles 33 and 35 are stable, the method continues at point 154. Otherwise, the method continues at point 156. At point 154, the stability state module 70 determines whether wheels 26, 28, 30, and 32 are stable. If all wheels 26, 28, 30, and 32 are stable, the method continues at point 158 ​​or 160. If vehicle 10 is understeer and requires an oversteer yaw moment (OYM), the method continues at point 158. If vehicle 10 is oversteer and requires an understeer yaw moment (UYM), the method continues at point 160.

[0210] At position 158, the supervisory control module 72 activates the front aerodynamic actuator (FAA) and deactivates the rear aerodynamic actuator (RAA) and eLSD 16. The supervisory control module 72 can activate (e.g., open) the FAA by adjusting the angle of attack of the front wing 38 to generate a downward force on the front wheels 26, 28. The supervisory control module 72 can deactivate (e.g., close) the RAA by adjusting the angle of attack of the rear wing 40 to prevent a downward force from being generated on the rear wheels 30, 32. The supervisory control module 72 can deactivate the eLSD 16 by releasing the clutch 34, preventing the eLSD 16 from transmitting torque from the left rear wheel 30 to the right rear wheel 32, or vice versa.

[0211] At 160°, the supervisory control module 72 deactivates the FAA and activates the RAA and eLSD 16. The supervisory control module 72 can deactivate the FAA by adjusting the angle of attack of the front wing 38 to prevent downward force on the front wheels 26, 28. The supervisory control module 72 can activate the RAA by adjusting the angle of attack of the rear wing 40 to generate downward force on the rear wheels 30, 32. The supervisory control module 72 can deactivate the eLSD 16 by applying the clutch 34, causing the eLSD 16 to transfer torque from the left rear wheel 30 to the right rear wheel 32, or vice versa.

[0212] If any of wheels 26, 28, 30, or 32 is unstable at point 154, the method continues at point 162 or 164. If the speed of the inner wheel of vehicle 10 is greater than the speed of the outer wheel of vehicle 10 when vehicle 10 yaws, the method continues at point 162. If the speed of the outer wheel of vehicle 10 is greater than the speed of the inner wheel of vehicle 10 when vehicle 10 yaws, the method continues at point 164.

[0213] Starting at 162, the method continues at 166 or 168. If vehicle 10 oversteers and requires UYM (Understeer), the method continues at 166. At 166, the supervisory control module 72 disables FAA and eLSD 16 and activates RAA. If vehicle 10 understeers and requires OYM (Understeer), the method continues at 168. At 168, the supervisory control module 72 activates FAA and eLSD 16 and disables RAA.

[0214] Starting at 164, the method continues at 170 or 172. If vehicle 10 oversteers and requires UYM (Understeer), the method continues at 170. At 170, the supervisory control module 72 disables FAA (Fault-Avoidance Assist) and activates RAA (Rapid Auto-Avoidance Assist) and eLSD 16. If vehicle 10 understeers and requires OYM (Understeer), the method continues at 172. At 172, the supervisory control module 72 activates FAA (Fault-Avoidance Assist) and disables RAA (Rapid Auto-Avoidance Assist) and eLSD 16.

[0215] At point 156, the stability state module 70 determines whether wheels 26, 28, 30, and 32 are stable. If all wheels 26, 28, 30, and 32 are stable, the method continues at point 174 or 176. If the rear axle 35 is unstable (or saturated), the method continues at point 174. If the front axle 33 is unstable (or saturated), the method continues at point 176. From points 174 and 176, the method continues at point 178 or 180.

[0216] If vehicle 10 understeers and requires OYM (Oversteering), the method continues from 174 to 178. If vehicle 10 oversteers and requires UYM (Understeering), the method continues from 174 to 180. If vehicle 10 understeers and requires OYM, the method continues from 176 to 178. If vehicle 10 oversteers and requires UYM, the method continues from 176 to 180. At 178, the supervisory control module 72 activates FAA (Front-Area Autopilot) and deactivates RAA (Rear-Area Autopilot) and eLSD 16. At 180, the supervisory control module 72 deactivates FAA and activates RAA and eLSD 16.

[0217] If any of wheels 26, 28, 30, or 32 becomes unstable at point 156, the method continues at point 182 or 184. Starting from points 182 and 184, the method continues at point 186 or 188. If the speed of the inner wheel of the rear axle 35 is greater than the speed of the outer wheel of the rear axle 35, the method continues at points 182 and 186. If the speed of the outer wheel of the rear axle 35 is greater than the speed of the inner wheel of the rear axle 35, the method continues at points 182 and 188. If the speed of the inner wheel of the front axle 33 is greater than the speed of the outer wheel of the front axle 33, the method continues at points 184 and 186. If the speed of the outer wheel of the front axle 33 is greater than the speed of the inner wheel of the front axle 33, the method continues at points 184 and 188.

[0218] Starting at 186, the method continues at 190 or 192. If vehicle 10 oversteers and requires UYM (Understeer), the method continues at 190. At 190, the supervisory control module 72 deactivates FAA, eLSD 16, and RAA. If vehicle 10 understeers and requires lights, the method continues at 192. At 192, the supervisory control module 72 activates FAA and eLSD 16 and deactivates RAA.

[0219] Starting at 188, the method continues at 194 or 196. If vehicle 10 oversteers and requires UYM (Understeer), the method continues at 194. At 194, the supervisory control module disables FAA and activates RAA and eLSD 16. If vehicle 10 understeers and requires OYM (Understeer), the method continues at 196. At 196, supervisory control module 172 activates FAA and disables RAA and eLSD 16.

[0220] At point 152, the stability state module 70 determines whether the front axle 33 and the rear axle 35 are stable. If both the front and rear axles 33 and 35 are stable, the method continues at point 198. Otherwise, the method continues at point 200. At point 198, the stability state module 70 determines whether wheels 26, 28, 30, and 32 are stable. If all wheels 26, 28, 30, and 32 are stable, the method continues at point 158 ​​or 160. If vehicle 10 is understeering and requires OYM (oversteering), the method continues at point 158. If vehicle 10 is oversteering and requires UYM (oversteering), the method continues at point 160.

[0221] If any of wheels 26, 28, 30, or 32 becomes unstable at point 198, the method continues at points 202 and 206 or 204 and 208. If the speed of the inner wheel of vehicle 10 is greater than the speed of the outer wheel of vehicle 10 during yaw, the method continues at points 202 and 206. At point 206, the supervisory control module 72 deactivates FAA and eLSD 16 and activates RAA. If the speed of the outer wheel of vehicle 10 is greater than the speed of the inner wheel of vehicle 10 during yaw, the method continues at points 204 and 208. At point 208, the supervisory control module deactivates FAA and activates RAA and eLSD 16.

[0222] At point 200, the stability state module 70 determines whether wheels 26, 28, 30, and 32 are stable. If all wheels 26, 28, 30, and 32 are stable, the method continues at point 210 or 212. From points 210 and 212, the method continues at point 214 or 216. If the speed of the inner wheel of the rear axle 35 is greater than the speed of the outer wheel of the rear axle 35, the method continues at points 210 and 214. If the speed of the outer wheel of the rear axle 35 is greater than the speed of the inner wheel of the rear axle 35, the method continues at points 210 and 216. If the speed of the inner wheel of both the front axle 33 and the rear axle 35 is correspondingly greater than the speed of the outer wheel of both the front axle 33 and the rear axle 35, the method continues at points 212 and 214. If the speed of the inner wheel of both the front axle 33 and the rear axle 35 is correspondingly greater than the speed of the outer wheel of both the front axle 33 and the rear axle 35, the method continues at points 212 and 216.

[0223] Starting at 202, the method continues at 206. At 206, the supervisory control module 72 disables FAA and eLSD 16 and activates RAA. Starting at 204, the method continues at 208. At 208, the supervisory control module 72 disables FAA and activates RAA and eLSD 16.

[0224] If any of wheels 26, 28, 30, or 32 is unstable at point 200, the method continues at point 222 or 224. Starting from points 222 and 224, the method continues at points 226 or 228. If the speed of the inner wheel of the rear axle 35 is greater than the speed of the outer wheel of the rear axle 35, the method continues at points 222 and 226. If the speed of the outer wheel of the rear axle 35 is greater than the speed of the inner wheel of the rear axle 35, the method continues at points 222 and 228. If the speed of the inner wheel of both the front axle 33 and the rear axle 35 is correspondingly greater than the speed of the outer wheel of both the front axle 33 and the rear axle 35, the method continues at points 224 and 226. If the speed of the inner wheel of both the front axle 33 and the rear axle 35 is correspondingly greater than the speed of the outer wheel of both the front axle 33 and the rear axle 35, the method continues at points 224 and 228.

[0225] Starting at 226, the method continues at 230. At 230, the supervisory control module 72 disables FAA and eLSD 16 and activates RAA. Starting at 228, the method continues at 232. At 232, the supervisory control module 72 disables FAA and activates RAA and eLSD 16.

[0226] Now for reference Figure 6Figures 234, 236, 238, and 240 illustrate examples of how the supervisory control module 72 can adjust control actions by updating input rate constraints in real time. As described above, the main control module 68 can use MPC to determine control actions, in which case the main control module 68 can limit its adjustment rate of the aerodynamic actuator based on input rate constraints.

[0227] In graph 234, the measured sideslip angle 242, the desired sideslip angle 244, and the sideslip angle limit 246 are plotted relative to the x-axis 248 (time in seconds) and the y-axis 250 (slip angle in degrees). In graph 236, the measured yaw rate 252, the desired yaw rate 254, and the yaw rate limit 256 are plotted relative to the x-axis 248 and the yaw rate in degrees per second (deg / s).

[0228] In graph 238, the minimum input value 260, maximum input value 262, minimum input rate of change 264, and maximum input rate of change 266 are plotted relative to the x-axis 248 and the y-axis 268, which represents the rear aerodynamic actuator constraint in radians. Graph 240 is simply an enlarged version of a portion of graph 238. The minimum and maximum input values ​​260 and 262 are the minimum and maximum settable angle of attack of the rear wing 40. The minimum and maximum input rates of change 264 and 266 are the minimum and maximum rates at which the angle of attack of the rear wing 40 can be changed within a control loop.

[0229] As shown in graph 234, the measured yaw rate 252 exceeds the yaw rate limit 256 (in this case, the minimum yaw rate) within a time interval of 2.375. Therefore, the stability state module 70 determines that the vehicle body 36 is unstable according to the above relationship (1). Subsequently, the supervisory control module 72 fully activates the rear wing 40 by limiting the minimum and maximum input change rates 264 and 266 to the maximum values ​​of the input change.

[0230] Now for reference Figure 7 Graphs 270, 272, 274, 276, 278, and 280 illustrate another example of the supervisory control module 72 adjusting control actions. In graph 270, the steering angle 282 of the vehicle 10 is plotted relative to the x-axis 284 (in seconds) and the y-axis 286 (in radians). In graph 272, the driver torque request 286 is plotted relative to the x-axis 284 and the y-axis 288 (in Newton-meters (Nm)).

[0231] In graph 274, the monitored sideslip angle 290 (monitored off), the monitored sideslip angle 292 (monitored on), the desired sideslip angle 294, and the sideslip angle limit 296 are plotted relative to the x-axis 284 and the y-axis 298 (slip angle expressed in degrees). The monitored sideslip angle 290 is the measured sideslip angle of the vehicle 10 when the monitoring control module 72 is disabled. The monitored sideslip angle 292 is the measured sideslip angle of the vehicle 10 when the monitoring control module 72 is enabled.

[0232] In graph 276, the monitored yaw rate 300 (with monitoring off), monitored yaw rate 302 (with monitoring on), desired yaw rate 304, and yaw rate limit 306 are plotted relative to the x-axis 284 and the y-axis 308 (with yaw rate expressed in deg / s). The monitored yaw rate 300 is the measured yaw rate of vehicle 10 when the monitoring control module 72 is disabled. The monitored yaw rate 302 is the measured yaw rate of vehicle 10 when the monitoring control module 72 is enabled.

[0233] In graph 278, the vertical force limits 310, 312, 314, and 316 before monitoring is turned on are plotted relative to the x-axis 284 and the y-axis 318, which expresses force in Newtons (N). The vertical force limits 310 and 314 before monitoring is turned on and off are respectively the limits on the downward force generated by the front wing 38 when the monitoring control module 72 is disabled and enabled. The vertical forces 312 and 316 before monitoring is turned on and off are respectively the estimated downward forces generated by the front wing 38 when the monitoring control module 72 is disabled and enabled.

[0234] In graph 280, vertical force limits 320, 322, 324, and 326 after monitoring is turned off are plotted relative to the x-axis 284 and the y-axis 328 (where N represents force). Vertical force limits 320 and 324 after monitoring is turned off and on are limits on the downward force generated by the rear wing 40 when the monitoring control module 72 is disabled. Vertical forces 322 and 326 after monitoring is turned off and on, respectively, are estimated downward forces generated by the rear wing 40 when the monitoring control module 72 is disabled and enabled, respectively.

[0235] In this example, vehicle 10 is traveling on a slippery road and its initial speed is 150 km / h (kph). Furthermore, the main control module 68 accurately incorporates the predictive model used by the MPC when determining control actions. At 2 seconds, the driver commands a steering operation while accelerating vehicle 10. At 4.2 seconds, the vehicle body 36 becomes unstable, as evidenced by monitoring the yaw rates 300 and 302 exceeding the yaw rate limit 306.

[0236] At 4.9 seconds, the main control module 68 attempts to deactivate the rear wing 40 to prevent understeer that could cause instability in the vehicle 10. However, at this point, the supervisory control module 72 keeps the rear wing 40 active to stabilize the rear tires. In this example, the rear tire instability is caused by a high slip ratio, and deactivating the rear wing 40 will not eliminate the instability. Even if the prediction model is accurate, the main control module 68 will not recognize this. However, the supervisory control module 72 does recognize this and therefore limits the constraint ratio to its maximum value to force the main control module 68 to maintain the angle of attack of the rear wing 40 at its maximum value.

[0237] Now for reference Figure 8 Graphs 330, 332, 334, 336, 338, and 340 illustrate another example of the supervisory control module 72 adjusting control actions. In graph 330, the steering angle 282 of the vehicle 10 is plotted relative to the x-axis 284 and the y-axis 286. In graph 332, the driver torque request 286 is plotted relative to the x-axis 284 and the y-axis 342 (torque expressed in Nm). In graph 334, the monitored closed sideslip angle 290, the monitored open sideslip angle 292, the desired sideslip angle 294, and the sideslip angle limit 296 are plotted relative to the x-axis 284 and the y-axis 344 (slip angle expressed in degrees).

[0238] In graph 336, the monitored yaw rate 300 (closed), monitored yaw rate 302 (open), desired yaw rate 304, and yaw rate limit 306 are plotted relative to the x-axis 284 and y-axis 308. In graph 338, the monitored vertical force limit 310 (before closing), monitored vertical force 312 (before closing), monitored vertical force limit 314 (before opening), and monitored vertical force 316 (before opening) are plotted relative to the x-axis 284 and the y-axis 346 (force represented by N). In graph 340, the monitored vertical force limit 320 (after closing), monitored vertical force 322 (after closing), monitored vertical force limit 324 (after opening), and monitored vertical force 326 (after opening) are plotted relative to the x-axis 284 and y-axis 328.

[0239] In this example, similar to the previous one, vehicle 10 is traveling on a slippery road. However, the road surface friction coefficient is estimated to be 0.85, and the predictive model used by the main control module 68 when determining the control action is not accurate enough. As in the previous example, within 2 seconds, the driver commands a steering operation while accelerating vehicle 10.

[0240] Within 2.3 seconds, the vehicle body 36 becomes unstable, as evidenced by the monitoring of yaw rates 300 and 302 exceeding the yaw rate limit 306. The supervisory control module 72 identifies that the vehicle 10 is exceeding the stability boundaries and adjusts the angles of attack of the front and rear fenders 38 and 40 to keep the vehicle 10 within the stability boundaries (i.e., the sideslip angle limit 296 and the yaw rate limit 306). In this way, the supervisory control module 72 compensates for estimation errors that occur when generating control actions using MPC and corrects control actions when the predictive model used in conjunction with MPC is inaccurate.

[0241] The foregoing description is merely illustrative in nature and is in no way intended to limit this disclosure, its application, or its use. The broad teachings of this disclosure can be implemented in many forms. Therefore, while this disclosure includes specific examples, its actual scope should not be limited thereto, as other modifications will become apparent from a study of the drawings, specification, and the following claims. It should be understood that one or more steps within the method may be performed in a different order (or simultaneously) without altering the principles of this disclosure. Furthermore, although each of the embodiments is described above as having certain features, any one or more of those features described with respect to any embodiment of this disclosure may be implemented in any other embodiment and / or combined with features in any other embodiment, even if such combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and substitutions of one or more embodiments for each other remain within the scope of this disclosure.

[0242] Spatial and functional relationships between components (e.g., between modules, circuit elements, semiconductor layers, etc.) are described using various terms, including “connected,” “joined,” “coupled,” “adjacent,” “next to,” “on top,” “above,” “below,” and “set.” Unless explicitly described as “direct,” the relationship between first and second components described in the above disclosure can be a direct relationship where no other intermediary components exist between the first and second components, or an indirect relationship (spatially or functionally) where one or more intermediary components exist between the first and second components. As used herein, the phrase “at least one of A, B, and C” should be interpreted as referring to logic using non-exclusive OR (A OR B OR C) and should not be interpreted as referring to “at least one of A, at least one of B, and at least one of C.”

[0243] In the accompanying drawings, the direction of the arrows, as indicated by their tips, typically illustrates the flow of information (e.g., data or instructions) of interest to the illustration. For example, when components A and B exchange various types of information, but the information transmitted from component A to component B is relevant to the illustration, the arrow may point from component A to component B. This unidirectional arrow does not imply that no other information is transmitted from component B to component A. Furthermore, for information sent from component A to component B, component B may send a request for or acknowledgment of receipt of the information to component A.

[0244] In this application, which includes the following limitations, the term "module" or "controller" may be replaced by the term "circuit". The term "module" may refer to, or include, any of, or include the following: application-specific integrated circuit (ASIC); digital, analog, or mixed analog / digital discrete circuit; digital, analog, or mixed analog / digital integrated circuit; combinational logic circuit; field-programmable gate array (FPGA); processor circuitry (shared, dedicated, or grouped) that executes code; memory circuitry (shared, dedicated, or grouped) that stores code executed by the processor circuitry; other suitable hardware components that provide the aforementioned functionality; or, for example, some or all of the above in a system-on-a-chip.

[0245] A module may include one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces for connecting to a local area network (LAN), the Internet, a wide area network (WAN), or a combination thereof. The functionality of any given module in this disclosure may be distributed across multiple modules connected via the interface circuits. For example, multiple modules may allow for load balancing. In another example, a server (also referred to as a remote or cloud) module may perform some functions on behalf of a client module.

[0246] As used above, the term "code" can include software, firmware, and / or microcode, and can refer to programs, routines, functions, classes, data structures, and / or objects. The term "shared processor circuit" covers a single-processor circuit that executes some or all of the code from multiple modules. The term "group processor circuit" covers a processor circuit that, in conjunction with additional processor circuitry, executes some or all of the code from one or more modules. References to multiple processor circuits cover multiple processor circuits on a discrete die, multiple processor circuits on a single die, multiple cores of a single processor circuit, multiple threads of a single processor circuit, or a combination of the above. The term "shared memory circuit" covers a single-memory circuit that stores some or all of the code from multiple modules. The term "group memory circuit" covers a memory circuit that, in conjunction with additional memory, stores some or all of the code from one or more modules.

[0247] The term "memory circuit" is a subset of the term "computer-readable medium." As used herein, the term "computer-readable medium" does not cover transient electrical or electromagnetic signals propagated through a medium (e.g., on a carrier wave); therefore, the term "computer-readable medium" can be considered tangible or non-transient. Non-limiting examples of non-transient, tangible computer-readable media are non-volatile memory circuits (e.g., flash memory circuits, erasable programmable read-only memory circuits, or mask read-only memory circuits), volatile memory circuits (e.g., static random access memory circuits or dynamic random access memory circuits), magnetic storage media (e.g., analog or digital magnetic tape or hard disk drives), and optical storage media (e.g., CDs, DVDs, or Blu-ray discs).

[0248] The apparatus and methods described in this application can be implemented, in part or in whole, by a dedicated computer created by configuring a general-purpose computer to perform one or more specific functions embodied in a computer program. The aforementioned function blocks, flowchart components, and other elements serve as a software specification that can be translated into a computer program through the routine work of a technician or programmer.

[0249] The computer program includes processor-executable instructions stored on at least one non-transitory, tangible computer-readable medium. The computer program may also include or rely on stored data. The computer program may encompass a basic input / output system (BIOS) that interacts with the hardware of a special-purpose computer, device drivers that interact with specific devices of the special-purpose computer, one or more operating systems, user applications, background services, background applications, etc.

[0250] The computer program may include: (i) descriptive text to be parsed, such as HTML (Hypertext Markup Language), XML (Extensible Markup Language), or JSON (JavaScript Object Notation); (ii) assembly code; (iii) object code generated from the source code by a compiler; (iv) source code for execution by an interpreter; (v) source code for compilation and execution by a just-in-time compiler, etc. By way of example only, the source code may be written using syntax from languages ​​including: C, C++, C#, Objective-C, Swift, Haskell, Go, SQL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, JavaScript®, HTML5 (Hypertext Markup Language version 5), Ada, ASP (Dynamic Server Web Pages), PHP (PHP: Hypertext Preprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, MATLAB, SIMULINK, and Python®.

Claims

1. A vehicle control system, comprising: The main control module is configured to determine at least one control action of at least one of the electronic limited-slip differential and aerodynamic actuators for the vehicle based on driver commands. A desired vehicle dynamics module is configured to determine a desired value of vehicle dynamic characteristics based on the driver command, wherein the main control module is configured to use a vehicle dynamics model to determine the at least one control action based on the desired value of the vehicle dynamic characteristics. A stability status module configured to determine whether at least one component of the vehicle is stable or unstable based on input from sensors on the vehicle, said at least one component including at least one of the body, front axle, rear axle, front wheels, and rear wheels; and A monitoring and control module configured to adjust the at least one control action when the at least one component is unstable.

2. The system according to claim 1, wherein: The aerodynamic actuator includes a front wing attached to the vehicle body adjacent to the front end of the vehicle and a rear wing attached to the vehicle body adjacent to the rear end of the vehicle. The at least one control action includes the desired angle of attack of the front wing and the desired angle of attack of the rear wing; and The monitoring and control module is configured to: When at least one of the vehicle body, the front axle, the rear axle, the front wheel, and the rear wheel is unstable, adjust the desired angle of attack of at least one of the front wing and the rear wing. as well as When the vehicle body, the front axle, the rear axle, and the front and rear wheels are stable, the desired angle of attack of either the front wing or the rear wing is not adjusted.

3. The system according to claim 2, wherein, The monitoring and control module is configured to increase the desired angle of attack of the front wing to increase the downforce on the front wheels of the vehicle when any of the following conditions are met, and not to adjust the desired angle of attack of the rear wing: The vehicle body is stable, the front axle is unstable, and the front wheels and the rear wheels are stable; The vehicle body is stable, the front axle is unstable, and the front wheels are unstable; and The vehicle body is stable, the front axle and the rear axle are stable, and the front wheels are unstable.

4. The system according to claim 2, wherein, The monitoring and control module is configured to not adjust the desired angle of attack of the front wing and increase the desired angle of attack of the rear wing to increase the downward force on the rear wheels of the vehicle when any of the following conditions are met: The vehicle body is stable, the rear axle is unstable, and the front and rear wheels are stable. The vehicle body is stable, the rear axle is unstable, and the rear wheels are unstable; and The vehicle body is stable, the front axle and the rear axle are stable, and the rear wheels are unstable.

5. The system according to claim 2, wherein, The monitoring and control module is configured to decrease the desired angle of attack of the front wing to reduce the downforce on the front wheels of the vehicle, and increase the desired angle of attack of the rear wing to increase the downforce on the rear wheels of the vehicle, when any of the following conditions are met: The vehicle body is unstable; The vehicle body is stable, the front axle is unstable, and the rear wheels are unstable; and The vehicle body is stable, the rear axle is unstable, and the front wheels are unstable.

6. The system according to claim 1, wherein: The at least one control action includes whether to activate the electronic limited-slip differential to transfer torque from one of the rear wheels to the other; and The monitoring and control module is configured to perform one of the following based on whether the vehicle body, the front axle and the rear axle, and the front wheels and the rear wheels are stable: activate and deactivate the electronic limited-slip differential.

7. The system according to claim 6, wherein: The at least one control action further includes whether to activate the front wing to generate a downward force on the front wheel of the vehicle, and whether to activate the rear wing to generate a downward force on the rear wheel of the vehicle. as well as The monitoring and control module is configured to perform one of the following based on whether the vehicle body, the front axle and the rear axle, and the front wheels and the rear wheels are stable: activate and deactivate the front wing and the rear wing.

8. The system according to claim 7, wherein, The monitoring and control module is configured to deactivate the front wing and the electronic limited-slip differential and activate the rear wing when any of the following conditions are met: The vehicle body is stable and oversteer, the front axle and the rear axle are stable, at least one of the front wheel and the rear wheel is unstable, and the speed of the inner wheel of the vehicle is greater than the speed of the outer wheel. The vehicle body is stable but oversteers, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of the rear axle is greater than the outer wheel speed of the rear axle; The vehicle body is unstable, the front axle and the rear axle are stable, at least one of the front wheel and the rear wheel is unstable, and the speed of the inner wheel of the vehicle is greater than the speed of the outer wheel of the vehicle. The vehicle body is unstable and oversteers, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of the rear axle is greater than the outer wheel speed of the rear axle; The vehicle body is unstable and oversteers, at least one of the front axle and the rear axle is unstable, and the inner wheel speeds of the front axle and the rear axle are correspondingly greater than the outer wheel speeds of the front axle and the rear axle; as well as The vehicle body is unstable and oversteers, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of one of the front axle and the rear axle is greater than the outer wheel speed of the same one of the front axle and the rear axle.

9. The system according to claim 7, wherein, The monitoring and control module is configured to activate the front wing and the electronic limited-slip differential and deactivate the rear wing when any of the following conditions are met: The vehicle body is stable and understeer, the front axle and the rear axle are stable, and the inner wheel speed of one of the front axle and the rear axle is greater than the outer wheel speed of the same one of the front axle and the rear axle; as well as The vehicle body is stable but understeer, at least one of the front axle and the rear axle is unstable, and the inner wheel speed of the rear axle is greater than the outer wheel speed of the rear axle.

10. The system according to claim 7, wherein, The monitoring and control module is configured to deactivate the front wing and activate the rear wing and the electronic limited-slip differential when any of the following conditions are met: The vehicle body is stable and oversteerable, the front axle and the rear axle are stable, and the front wheels and the rear wheels are stable; The vehicle body is stable and oversteer, the front axle and the rear axle are stable, at least one of the front wheel and the rear wheel is unstable, and the speed of the outer wheel of the vehicle is greater than the speed of the inner wheel of the vehicle. The vehicle body is stable and oversteers, at least one of the front axle and the rear axle is unstable, and the outer wheel speed of one of the front axle and the rear axle is greater than the inner wheel speed of the same one of the front axle and the rear axle; The vehicle body is stable and oversteers, the rear axle is unstable, and the front and rear wheels are stable; and The vehicle body is unstable and oversteers, at least one of the front axle and the rear axle is unstable, and the outer wheel speed of one of the front axle and the rear axle is greater than the inner wheel speed of the same one of the front axle and the rear axle.

11. The system according to claim 7, wherein, The monitoring and control module is configured to activate the front wing and deactivate the rear wing and the electronic limited-slip differential when any of the following conditions are met: The vehicle body is stable and understeer, the front axle and the rear axle are stable, and the front wheels and the rear wheels are stable; The vehicle body is stable but understeer, the front axle and the rear axle are stable, at least one of the front wheel and the rear wheel is unstable, and the speed of the outer wheel of the vehicle is greater than the speed of the inner wheel of the vehicle. The vehicle body is stable but understeer, at least one of the front axle and the rear axle is unstable, and the outer wheel speed of one of the front axle and the rear axle is greater than the inner wheel speed of the same one of the front axle and the rear axle; and The vehicle body is stable but understeer, the front axle is unstable, and the front and rear wheels are stable.

12. The system according to claim 1, wherein: The stability status module is configured to determine whether the vehicle body is stable based on the vehicle's yaw rate, sideslip angle, and longitudinal velocity; and The monitoring and control module is configured to adjust the at least one control action when the vehicle body is unstable.

13. The system according to claim 1, wherein: The stability status module is configured to determine whether the front axle and the rear axle are stable based on the tire sideslip angles of the front and rear wheels; and The supervisory control module is configured to adjust at least one control action when at least one of the front axle and the rear axle is unstable.

14. The system according to claim 1, wherein: The stability status module is configured to determine whether the front and rear wheels are stable based on the tire slip ratios of the front and rear wheels; and The monitoring and control module is configured to adjust the at least one control action when at least one of the front wheel and the rear wheel is unstable.

15. The system according to claim 1, wherein, The main control module is configured to: The vehicle dynamics model is used to predict the actual values ​​of the vehicle dynamic characteristics corresponding to the possible values ​​of the at least one control action; The cost associated with each of the possible values ​​is determined based on the difference between the predicted and expected values ​​of the vehicle dynamics characteristics. as well as The control action is set to be equal to the one of the possible values ​​that has the lowest cost among all the possible values.

16. A vehicle control system, comprising: The desired vehicle dynamics module is configured to determine the desired values ​​of vehicle dynamic characteristics based on driver commands. The main control module is configured to use a vehicle dynamics model to determine control actions for the electronic limited-slip differential, front wing, and rear wing based on the expected values ​​of the vehicle dynamics characteristics. A stability status module is configured to determine whether the vehicle body, front axle, rear axle, front wheels, and rear wheels are stable based on input from sensors on the vehicle. as well as A monitoring and control module is configured to adjust at least one of the control actions when at least one of the front axle, the rear axle, the front wheel, and the rear wheel is unstable.

17. The system according to claim 16, wherein: The control actions include whether to activate the electronic limited-slip differential to transfer torque from one of the rear wheels to the other, whether to activate the front fender to generate a downward force on the front wheels of the vehicle, and whether to activate the rear fender to generate a downward force on the rear wheels of the vehicle. as well as The monitoring and control module is configured to perform one of the following based on whether the vehicle body, the front axle and the rear axle, and the front wheels and the rear wheels are stable: activate and deactivate the electronic limited-slip differential and the front fender and the rear fender.

18. The system according to claim 16, wherein: The stability state module is configured to: The stability of the vehicle body is determined based on the vehicle's yaw rate, sideslip angle, and longitudinal velocity. The stability of the front and rear axles is determined based on the tire sideslip angles of the front and rear wheels; and Based on the tire slip ratios of the front and rear wheels, determine whether the front and rear wheels are stable; and The monitoring and control module is configured to adjust at least one control action when at least one of the vehicle body, the front axle and the rear axle, and the front wheel and the rear wheel is unstable.

19. The system according to claim 16, wherein, The main control module is configured to: The vehicle dynamics model is used to predict the actual values ​​of the vehicle dynamic characteristics corresponding to the possible values ​​of each of the control actions. The cost associated with each of the possible values ​​is determined based on the difference between the predicted and expected values ​​of the vehicle dynamics characteristics. as well as The control action is set to be equal to the set of possible values ​​that have the lowest cost among all possible values.

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