Longitudinal control feedback compensation during braking cornering

Abstract

Several illustrative variations may include a system incorporating a brake-steering algorithm that enables lateral control of the vehicle without longitudinal compensation, but may also force the vehicle to decelerate too quickly before proper lateral movement can be achieved, potentially resulting in an unnatural driving experience for vehicle occupants. A more natural-feeling deceleration can be achieved by optimally selecting the appropriate transmission shift based on the current vehicle speed to achieve optimal engine or electric motor speed and torque, thereby reducing undesirable longitudinal disturbances.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit of U.S. Provisional Application Serial No. 63 / 257,048, filed on October 18, 2021. Technical Field

[0003] This disclosure generally covers the fields of steering, braking and propulsion systems. Background Technology

[0004] The vehicle may include a steering system, including an electronic power steering system employing steer-by-wire or brake-to-steer technology. A vehicle with an active steering system can maintain a constant speed when steering input is applied. In a brake-to-steer scenario, applying the brakes to steer the vehicle causes it to decelerate. Simultaneously, driver input may require deceleration or other changes to the vehicle's speed or acceleration. Optimal axle torque control can be achieved by selecting the appropriate transmission gear during both driver braking and brake-to-steer inputs. Summary of the Invention

[0005] During a steering failure, braking on individual wheels with varying torques can be used to steer the vehicle laterally via brake steering. In brake steering scenarios, applying the brakes to steer the vehicle results in an undesirable rapid deceleration. A more natural deceleration feel (e.g., when the vehicle is coasting and slowing down due to natural forces) can be achieved by selecting an appropriate transmission gear or equivalent shift ratio to optimize engine or electric motor speed and torque based on the current vehicle speed.

[0006] Several illustrative variations may include a system comprising a brake-steering system that enables lateral control of the vehicle without longitudinal compensation. Brake-steering can force the vehicle to decelerate too quickly, unevenly, or uncomfortablely before achieving proper lateral movement. Brake-steering can result in an unnatural driving experience for vehicle occupants. A more natural-feeling deceleration during brake-steering can be achieved by performing closed-loop longitudinal control of the vehicle while optimally selecting the appropriate transmission gear or gear ratio based on the current vehicle speed to achieve optimal engine or electric motor speed and torque, thereby assisting longitudinal control and reducing undesirable longitudinal disturbances.

[0007] Multiple variations may include a non-transitory computer-readable medium having instructions executable by an electronic processor to perform functions including: receiving vehicle speed data, accelerator controller position data, and powertrain state data in a driver intent calculation module; generating a desired vehicle speed request via the driver intent calculation module; transmitting the desired vehicle speed request to a longitudinal kinematics motion controller and a transmission shift request module; generating a desired longitudinal acceleration request via the longitudinal kinematics motion controller; transmitting the desired longitudinal acceleration request to a longitudinal dynamic motion controller; receiving a steering malfunction status via the longitudinal dynamic motion controller; receiving the steering malfunction status via a brake-steering system configured and set to generate at least one braking torque command and at least one feedforward thrust torque command; and transmitting the at least one braking torque command and the at least one feedforward thrust torque command to a final longitudinal... The system includes: a command processing module; generating at least one propulsion torque request or at least one braking torque request; transmitting the propulsion torque request and braking torque request to a final longitudinal command processing module; generating at least one final propulsion torque request and at least one final braking torque request; transmitting the at least one final propulsion torque request and at least one final braking torque request to at least one vehicle system; measuring the longitudinal acceleration of the vehicle; transmitting the measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one propulsion torque request or at least one braking torque request based on the measured longitudinal acceleration of the vehicle to form a closed-loop control system for the propulsion torque request and braking torque request; encoding received engine speed data or electric motor speed and wheel speed data via a transmission gear or shift request module; generating a transmission gear or shift request; and transmitting the transmission gear or shift request to the at least one vehicle system.

[0008] Other illustrative variations within the scope of this invention will become apparent from the detailed description provided below. It should be understood that while the detailed description and specific examples disclose variations of the invention, they are intended for illustrative purposes only and are not intended to limit the scope of the invention. Attached Figure Description

[0009] Examples of variations within the scope of this invention will be more fully understood from the detailed description and accompanying drawings, wherein:

[0010] Figure 1 Illustrative variations of the simplified diagram are depicted, including systems and methods for longitudinal control feedback compensation during braking and steering. Detailed Implementation

[0011] The following description of the variations is illustrative in nature and is not intended to limit the scope, application or use of the invention.

[0012] In several illustrative variations, the vehicle may include a steering system. In this case, the steering system may be manually operable by the driver via a steering interface, automatically operable by an autonomous steering system, or operable as a combination of autonomous and manual steering, wherein the steering system is configured to simultaneously receive and interpret steering inputs from the driver, the autonomous steering system, or both. In several illustrative variations, the steering interface may include a handwheel, joystick, trackball, slider, throttle, button, toggle switch, control lever, touchscreen, mouse, or any other known user input device.

[0013] In several illustrative variations, the vehicle may include a steering system comprising a steering interface and a steerable propulsion system, such as, but not limited to, a steering wheel and wheels respectively. The steering system may be of the steer-by-wire type, wherein physical mechanisms do not mechanically transmit manipulation of the steering interface to the steerable propulsion system, and wherein manipulation of the steering interface affects associated manipulation of the steerable propulsion system via communication with electronic devices, such as, but not limited to, sensors, transceivers, and electronically actuated actuators. According to some variations, the steer-by-wire system may include at least one wheel actuator and at least one handwheel actuator operably communicating with each other via the steer-by-wire system or controller. The steer-by-wire system may include a wheel actuator system operably communicating with the handwheel actuator system, wherein rotation of the vehicle's steering wheel or handwheel is translated into actuation of the wheel actuator system, causing the wheels to rotate.

[0014] The handwheel actuator assembly may include a steering wheel, a handwheel actuator such as an electric motor, and a handwheel angle sensor. The handwheel actuator assembly may be configured and arranged to transmit handwheel angle and position to a wheel actuator assembly, which includes at least one steering actuator configured and arranged to pivot or rotate a wheel.

[0015] In several illustrative variations, the vehicle may include an electronic braking system configured and set to apply braking torque to any number of wheels based on driver handwheel input to decelerate or stop the vehicle. The electronic braking system may be operatively communicable with the steering-by-wire system, handwheel actuator assembly, and wheel actuator assembly via at least one controller. For example, a controller from a computing device may implement any number of systems, including algorithms, for monitoring and controlling propulsion, steering, and braking. According to some variations, the electronic braking system may be used to apply differential braking torque to multiple wheels to enable lateral movement of the vehicle in the event of failure of a portion of the steering-by-wire system, such as operative disengagement between the wheel actuator assembly and the wheel actuator assembly.

[0016] In several illustrative variations, the electronic braking system may utilize a brake-steering algorithm that transmits braking torque requests to each wheel to steer the vehicle based on driver steering input, including steering angle, steering angular rate, and steering torque. The brake-steering algorithm can transmit braking torque requests when the system detects a malfunction or disabling of the drive wheel actuators, resulting in the steering rack failing to output power. Alternatively, the brake-steering algorithm can transmit braking torque requests when the system detects a malfunction or disabling of the handwheel actuator.

[0017] In several exemplary variations, the electronic braking system can be operatively communicated with a mechanical braking system, which may include, but is not limited to, components such as, brake calipers, brake discs, pads, etc. In certain situations, the combination of the electronic braking system and the mechanical braking system can be used to increase vehicle safety, such as during electronic stability control events. As used herein, “braking torque,” ​​“braking force,” or “braking torque,” ​​and variations thereof, can broadly refer to the force or ability of any braking system to decelerate a vehicle.

[0018] Brake steering, which includes a brake steering algorithm, can achieve lateral control of the vehicle without longitudinal compensation, but it can also force the vehicle to decelerate too quickly before it can achieve proper lateral movement.

[0019] In some variations, the combination of an electronic braking system and a brake-steering system can transmit the target deceleration to a longitudinal dynamic control system, which includes a longitudinal dynamic control algorithm. This algorithm adjusts the throttle and braking torque to achieve the target deceleration in the vehicle while monitoring and measuring longitudinal deceleration feedback. The system can monitor and measure vehicle speed and transmit commands to the electronic transmission control module, which then changes the equivalent of the transmission gears or shift ratios as needed to maintain the desired engine or electric motor speed and optimal engine or electric motor torque, thereby overcoming the rapid deceleration associated with brake-steering.

[0020] For example, driver acceleration and deceleration controller inputs via the accelerator pedal, joystick slider, rotary knob, hand-operated or brake pedal, joystick slider, rotary knob, or hand-operated can be taken into account by adjusting the target speed or acceleration within the longitudinal dynamic control algorithm. The longitudinal dynamic control feedback mechanism assists against longitudinal disturbances associated with braking and steering functions by providing instantaneous feedforward powertrain torque requests.

[0021] As a non-limiting example, a driver or autonomous driving system can utilize steer-by-wire or a similar steering system to drive the vehicle. The steering system may fail, and brake-steer functionality can be activated via at least one controller. A feedforward compensation system can provide powertrain torque requests to minimize vehicle deceleration during brake-steer. A longitudinal dynamic control system can measure longitudinal acceleration and provide powertrain torque requests to maintain a predetermined vehicle deceleration target. The longitudinal dynamic control system can additionally monitor engine or electric motor revolutions per minute (rpm) and provide transmission gear or shift requests to maintain a desired engine or electric motor rpm, ensuring that engine or electric motor torque remains at an optimal target value. In the presence of additional driver braking input, primary and secondary longitudinal control functions can adjust the powertrain torque request, deceleration target, desired engine or electric motor rpm, and transmission gear or shift requests accordingly. In this way, the vehicle can perform lateral brake-steer maneuvers while intuitively maintaining vehicle speed, accelerating, or decelerating, mimicking the feel of a natural driving experience.

[0022] Systems for longitudinal control feedback compensation in vehicles can be implemented on any number of controllers within the vehicle environment, such as, but not limited to, controllers managing brake-steering functions, domain controllers, or actuator controllers, including brake electronic control units and steering handwheel actuators during steer-by-wire operation or when the travel wheel actuators fail. Systems for longitudinal control feedback compensation in vehicles can also be implemented on a variety of other controllers, including but not limited to powertrain control modules, transmission control units, or body control modules. The system can be used with transmissions with mechanical gears, continuously variable transmissions, electronic transmissions, or other propulsion devices capable of performing gear shifting equivalents.

[0023] Figure 1 This is a simplified diagram. The functions of various systems or algorithms can be executed by one or more controllers located anywhere in the vehicle. Figure 1 The block diagrams presented herein are a depiction of a logical architecture that can reside in any number of controllers. One or more algorithms can be used and executed by one or more electronic processors to implement the methods, actions, and functions described herein. Each system, controller, and variant described herein may include a non-transitory computer-readable medium having instructions executable by an electronic processor to implement the functions, methods, actions, steps, and behaviors described herein.

[0024] Figure 1An illustrative variation of the block diagram depicting a system and method for managing longitudinal disturbances in a vehicle during brake-steer may include a longitudinal dynamic motion controller 120 configured and set to transmit a propulsion torque request 122 and a braking torque request 124 to a final longitudinal command processing module 126. A brake-steer system 110 may receive a steering malfunction state 130 from an electronic power steering system and transmit a braking torque command 128 and a feedforward, open-loop, or instantaneous propulsion torque command 118 to the final longitudinal command processing module 126. The longitudinal dynamic motion controller 120 may also receive the steering malfunction state 130 from the electronic power steering system. The longitudinal dynamic motion controller 120 may additionally receive a desired longitudinal acceleration request 116 from a longitudinal kinematic motion controller 112. The longitudinal kinematic motion controller 112 may receive a desired vehicle speed request 114 from a driver intent calculation module 102. The driver intent calculation module 102 may receive vehicle data, such as, but not limited to, vehicle speed 104, accelerator controller position data 106, and powertrain state data 108. In this way, vehicle speed data 104, accelerator controller position data 106, and powertrain status data 108 can be combined with steering fault status 130 to generate propulsion torque request 122 and braking torque request 124 that can be transmitted to final longitudinal command processing module 126.

[0025] The final longitudinal command processing module 126 can generate a final propulsion torque request 132 and a final braking torque request 134 using propulsion torque request 122, braking torque request 124, braking torque command 128, and feedforward, open-loop, or instantaneous propulsion torque command 118. These can be transmitted to the appropriate vehicle system 136, such as, but not limited to, propulsion, steering, braking, or transmission systems, control units, controllers, or electronic control units associated with propulsion, steering, braking, or transmission systems. The final longitudinal command processing module 126 can generate the final propulsion torque request 132 and the final braking torque request 134 via a combined propulsion torque request 122, braking torque request 124, braking torque command 128, and feedforward, open-loop, or instantaneous propulsion torque command 118. The vehicle system 136 can transmit the measured longitudinal acceleration 138 to the longitudinal dynamic motion controller 120, which is part of a closed-loop control system. The longitudinal dynamic motion controller 120 can calculate the difference between the target acceleration 116 and the measured acceleration 138 within the vehicle to generate a final propulsion torque request 132 and a final braking torque request 134 in conjunction with the final longitudinal command processing module 126. The transmission gear request module 140 can receive desired vehicle speed data 114, engine speed or electric motor speed 142, and wheel speed 144, and calculate the transmission gear request 148 transmitted to the vehicle system 136 to facilitate transmission gear changes or propulsion shifts within the vehicle, thereby maintaining the target engine speed or electric motor speed and engine or electric motor torque, thereby reducing undesirable longitudinal disturbances within the vehicle.

[0026] Depending on some variations, driver input, such as acceleration or deceleration input, can be taken into account by adjusting the desired vehicle speed 114 or the target longitudinal acceleration 116.

[0027] The following description of variations is merely illustrative of components, elements, actions, products, and methods considered to be within the scope of this invention, and is not intended in any way to limit such scope by specific disclosures or non-expressive statements. Components, elements, actions, products, and methods described herein may be combined and rearranged in ways other than those explicitly described herein, and are still considered to be within the scope of this invention.

[0028] According to variant 1, a method for use in a vehicle may include: receiving vehicle speed data, accelerator controller position data, and powertrain state data in a driver intent calculation module; generating a desired vehicle speed request via the driver intent calculation module; transmitting the desired vehicle speed request to a longitudinal kinematics motion controller and a transmission gear request module; generating a desired longitudinal acceleration request via the longitudinal kinematics motion controller; transmitting the desired longitudinal acceleration request to a longitudinal dynamic motion controller; receiving a steering fault state via the longitudinal dynamic motion controller; receiving the steering fault state via a brake-steering system configured and set to generate at least one braking torque command and at least one feedforward thrust torque command; and transmitting the at least one braking torque command and the at least one feedforward thrust torque command to a final longitudinal command processing module. The system generates at least one propulsion torque request or at least one braking torque request; transmits the propulsion torque request and braking torque request to the final longitudinal command processing module; generates at least one final propulsion torque request and at least one final braking torque request; transmits the at least one final propulsion torque request and at least one final braking torque request to at least one vehicle system; measures the longitudinal acceleration of the vehicle; transmits the measured longitudinal acceleration to the longitudinal dynamic motion controller; modifies the at least one propulsion torque request or at least one braking torque request based on the measured longitudinal acceleration of the vehicle to form a closed-loop control system for the propulsion torque request and braking torque request; receives engine speed or electric motor speed data and wheel speed data via a transmission gear or shift request module; generates a transmission gear or shift request; and transmits the transmission gear request to the at least one vehicle system.

[0029] Variation 2 may include the method for use in a vehicle as in Variation 1, wherein the at least one vehicle system is a transmission control unit.

[0030] Variation 3 may include the method for use in a vehicle as described in Variation 1 or 2, and further include changing the gear position of the transmission within the vehicle to maintain a target engine speed or electric motor speed and engine or electric motor torque.

[0031] Variation 4 may include the method for use in a vehicle as described in any one of Variations 1 to 3, wherein changing the transmission gear helps to reduce undesirable longitudinal disturbances within the vehicle.

[0032] Variation 5 may include a method for use in a vehicle as described in any one of Variations 1 to 4, wherein generating at least one final propulsion torque request and at least one final braking torque request includes merging a propulsion torque request, a braking torque request, a braking torque command, and a feedforward propulsion torque command.

[0033] Variation 6 may include a method for use in a vehicle as described in any one of Variations 1 to 5, wherein transmitting the at least one final propulsion torque request and the at least one final braking torque request to at least one vehicle system comprises: transmitting the at least one final propulsion torque request to a propulsion system; and transmitting the at least one final braking torque request to a braking system.

[0034] Variation 7 may include the method for use in a vehicle as described in any one of Variations 1 to 6, further comprising generating a target engine speed or electric motor speed and a target engine or electric motor torque prior to generating at least one final propulsion torque request and at least one final braking torque request.

[0035] Variation 8 may include a method for use in a vehicle as described in any one of Variations 1 to 7, wherein the at least one vehicle system is a transmission control unit.

[0036] Variation 9 may include the method for use in a vehicle as described in any one of Variations 1 to 8, further comprising changing the gear position of the transmission within the vehicle to maintain a target engine speed or electric motor speed and engine or electric motor torque.

[0037] Variation 10 may include a method for use in a vehicle as described in any one of Variations 1 to 9, wherein changing the gear of a transmission within the vehicle to maintain a target engine speed or electric motor speed and engine or electric motor torque occurs during a braking and steering event.

[0038] According to variant 11, a method for use in a vehicle may include: receiving vehicle speed data, accelerator controller position data, and powertrain state data in a driver intent calculation module; generating a desired vehicle speed request via the driver intent calculation module; transmitting the desired vehicle speed request to a longitudinal kinematics motion controller and a transmission shift request module; generating a desired longitudinal acceleration request via the longitudinal kinematics motion controller; transmitting the desired longitudinal acceleration request to a longitudinal dynamic motion controller; receiving a steering fault state via the longitudinal dynamic motion controller; receiving the steering fault state via a brake-steering system configured and set to generate at least one braking torque command and at least one feedforward thrust torque command; transmitting the at least one braking torque command and the at least one feedforward thrust torque command to a final longitudinal command processing module; generating at least one thrust torque request or at least one braking torque request; and transmitting the thrust torque request and braking torque command to a final longitudinal command processing module. The process involves: transmitting a torque request to the final longitudinal command processing module; generating a target engine speed or electric motor speed and a target engine / electric motor torque; generating at least one final propulsion torque request and at least one final braking torque request; transmitting the at least one final propulsion torque request and at least one final braking torque request to at least one first vehicle system; measuring the longitudinal acceleration of the vehicle; transmitting the measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying at least one propulsion torque request or at least one braking torque request based on the measured longitudinal acceleration of the vehicle to form a closed-loop control system for propulsion torque requests and braking torque requests; receiving engine speed data or electric motor speed and wheel speed data via a transmission shift request module; generating a transmission shift request; transmitting the transmission shift request to at least one second vehicle system; and, during a brake-steering event, changing the transmission shift within the vehicle to maintain the target engine speed or electric motor speed and engine or electric motor torque.

[0039] Variation 12 may include the method for use in a vehicle as in Variation 11, wherein the at least one second vehicle system is a transmission control unit.

[0040] Variation 13 may include a method for use in a vehicle as described in Variation 11 or 12, wherein the generation of a target engine speed or electric motor speed and a target engine or electric motor torque depends on the measured vehicle speed.

[0041] Variant 14 may include a non-transitory computer-readable medium having instructions executable by an electronic processor to perform functions including: receiving vehicle speed data, accelerator controller position data, and powertrain state data in a driver intent calculation module; generating a desired vehicle speed request via the driver intent calculation module; transmitting the desired vehicle speed request to a longitudinal kinematics motion controller and a transmission gear request module; generating a desired longitudinal acceleration request via the longitudinal kinematics motion controller; transmitting the desired longitudinal acceleration request to a longitudinal dynamic motion controller; receiving a steering fault status via the longitudinal dynamic motion controller; receiving a steering fault status via a brake-steering system configured and set to generate at least one braking torque command and at least one feedforward thrust torque command; transmitting the at least one braking torque command and the at least one feedforward thrust torque command to... The system sends data to the final longitudinal command processing module; generates at least one propulsion torque request or at least one braking torque request; transmits the propulsion torque request and braking torque request to the final longitudinal command processing module; generates at least one final propulsion torque request and at least one final braking torque request; transmits the at least one final propulsion torque request and at least one final braking torque request to at least one vehicle system; measures the longitudinal acceleration of the vehicle; transmits the measured longitudinal acceleration to the longitudinal dynamic motion controller; modifies at least one propulsion torque request or at least one braking torque request based on the measured longitudinal acceleration of the vehicle to form a closed-loop control system for propulsion torque request and braking torque request; receives engine speed or electric motor speed data and wheel speed data via a transmission gear or shift request module; generates a transmission gear or shift request; and transmits the transmission gear request to at least one vehicle system.

[0042] Variation 15 may include a non-transitory computer-readable medium as in Variation 14, wherein the at least one vehicle system is a transmission control unit.

[0043] Variation 16 may include a non-transitory computer-readable medium as described in Variation 14 or 15, and may also include changing the gear position of a transmission within the vehicle to maintain a target engine speed or electric motor speed and engine or electric motor torque.

[0044] Variation 17 may include a non-transitory computer-readable medium as described in any one of Variations 14 to 16, wherein changing the transmission gear helps reduce undesirable longitudinal disturbances within the vehicle.

[0045] Variation 18 may include a non-transitory computer-readable medium as described in any one of Variations 14 to 17, wherein generating at least one final propulsion torque request and at least one final braking torque request includes merging a propulsion torque request, a braking torque request, a braking torque command, and a feedforward propulsion torque command.

[0046] Variation 19 may include a non-transitory computer-readable medium as described in any one of Variations 14 to 18, wherein transmitting the at least one final propulsion torque request and the at least one final braking torque request to at least one vehicle system comprises: transmitting the at least one final propulsion torque request to a propulsion system; and transmitting the at least one final braking torque request to a braking system.

[0047] Variation 20 may include a non-transitory computer-readable medium as described in any one of Variations 14 to 19, and further includes generating a target engine speed or electric motor speed and a target engine or electric motor torque prior to generating at least one final propulsion torque request and at least one final braking torque request.

[0048] Variation 21 may include a non-transitory computer-readable medium as described in any one of Variations 14 to 20, wherein the at least one vehicle system is a transmission control unit.

[0049] Variation 22 may include a non-transitory computer-readable medium as described in any one of Variations 14 to 21, and may also include changing the gear position of a transmission within the vehicle to maintain a target engine speed or electric motor speed and engine or electric motor torque.

[0050] Variation 23 may include a non-transitory computer-readable medium as described in any one of Variations 14 to 22, wherein changing the gear position of a transmission within the vehicle to maintain a target engine speed or electric motor speed and engine or electric motor torque occurs during a braking and steering event.

[0051] The above description of the selected variations within the scope of this invention is merely illustrative in nature, and therefore, any changes or modifications thereof should not be considered as departing from the spirit and scope of this invention.

Claims

1. A method for use in a vehicle, comprising: receiving vehicle speed data, accelerator controller position data, and powertrain state data in a driver intent calculation module; generating a desired vehicle speed request via the driver intent calculation module; communicating the desired vehicle speed request to a longitudinal kinematic motion controller and transmission shift request module; generating a desired longitudinal acceleration request via the longitudinal kinematic motion controller; communicating the desired longitudinal acceleration request to a longitudinal dynamic motion controller; receiving a steering fault condition via the longitudinal dynamic motion controller; receiving the steering fault condition via a brake steering system configured and arranged to generate at least one brake torque command and at least one feed forward propulsion torque command; communicating the at least one brake torque command and the at least one feed forward propulsion torque command to a final longitudinal command processing module; generating at least one propulsion torque request or at least one brake torque request via the longitudinal dynamic motion controller; communicating the propulsion torque request and the brake torque request to the final longitudinal command processing module; generating at least one final propulsion torque request and at least one final brake torque request via the final longitudinal command processing module; communicating the at least one final propulsion torque request and at least one final brake torque request to at least one vehicle system; measuring a longitudinal acceleration of the vehicle; communicating the measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one propulsion torque request or at least one brake torque request based on the measured longitudinal acceleration of the vehicle to form a closed loop control system of the propulsion torque request and the brake torque request; receiving engine speed data or electric motor speed and wheel speed data via a transmission gear or shift request module; generating a transmission gear or shift request; and communicating the transmission gear or shift request to the at least one vehicle system. The at least one vehicle system is a transmission control unit.

2. The method for use in a vehicle of claim 1, wherein, 3. The method for use in a vehicle of claim 2, further comprising changing a transmission shift within the vehicle to maintain a target engine speed or electric motor speed and engine or electric motor torque. Changing the transmission shift helps to reduce undesirable longitudinal disturbances within the vehicle.

4. The method for use in a vehicle of claim 3, wherein, Generating the at least one final propulsion torque request and the at least one final brake torque request includes combining the propulsion torque request, the brake torque request, the brake torque command, and the feed forward propulsion torque command.

5. The method for use in a vehicle of claim 1, wherein, Communicating the at least one final propulsion torque request and the at least one final brake torque request to at least one vehicle system includes:

6. The method for use in a vehicle of claim 1, wherein, communicating the at least one final propulsion torque request to a propulsion system; and communicating the at least one final brake torque request to a brake system. Further comprising generating a target engine speed or electric motor speed and a target engine or electric motor torque prior to generating the at least one final propulsion torque request and the at least one final brake torque request.

7. The method for use in a vehicle of claim 1, wherein, The at least one vehicle system is a transmission control unit.

8. The method for use in a vehicle of claim 7, wherein, 3. The method for use in a vehicle of claim 2, further comprising changing a transmission shift within the vehicle to maintain a target engine speed or electric motor speed and engine or electric motor torque. Changing the transmission shift helps to reduce undesirable longitudinal disturbances within the vehicle. Generating the at least one final propulsion torque request and the at least one final brake torque request includes combining the propulsion torque request, the brake torque request, the brake torque command, and the feed forward propulsion torque command. Communicating the at least one final propulsion torque request and the at least one final brake torque request to at least one vehicle system includes: communicating the at least one final propulsion torque request to a propulsion system; and communicating the at least one final brake torque request to a brake system. Further comprising generating a target engine speed or electric motor speed and a target engine or electric motor torque prior to generating the at least one final propulsion torque request and the at least one final brake torque request. The at least one vehicle system is a transmission control unit.

9. The method for use in a vehicle of claim 8, further comprising varying a transmission shift within the vehicle to maintain a target engine or electric motor speed and engine or electric motor torque.

10. The method for use in a vehicle of claim 9, wherein, Varying a transmission shift within the vehicle to maintain a target engine or electric motor speed and engine or electric motor torque occurs during a brake-to-steer event.

11. A method for use in a vehicle, comprising: receiving vehicle speed data, accelerator controller position data, and powertrain status data in a driver intent calculation module; generating a desired vehicle speed request via the driver intent calculation module; communicating the desired vehicle speed request to a longitudinal kinematic motion controller and transmission shift request module; generating a desired longitudinal acceleration request via the longitudinal kinematic motion controller; communicating the desired longitudinal acceleration request to a longitudinal dynamic motion controller; receiving a steering fault status via the longitudinal dynamic motion controller; receiving a steering fault status via a brake-to-steer system configured and arranged to generate at least one brake torque command and at least one feed forward propulsion torque command; communicating the at least one brake torque command and the at least one feed forward propulsion torque command to a final longitudinal command processing module; generating at least one propulsion torque request or at least one brake torque request via the longitudinal dynamic motion controller; communicating the propulsion torque request and the brake torque request to a final longitudinal command processing module; generating a target engine or electric motor speed and a target engine or electric motor torque; generating at least one final propulsion torque request and at least one final brake torque request via the final longitudinal command processing module; communicating the at least one final propulsion torque request and at least one final brake torque request to at least one first vehicle system; measuring a longitudinal acceleration of the vehicle; communicating the measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one propulsion torque request or at least one brake torque request based on the measured longitudinal acceleration of the vehicle to form a closed loop control system of the propulsion torque request and the brake torque request; receiving engine or electric motor speed data and wheel speed data via a transmission gear or shift request module; generating a transmission gear or shift request; communicating the transmission gear or shift request to at least one second vehicle system; and varying a transmission gear or shift within the vehicle to maintain a target engine or electric motor speed and engine or electric motor torque during a brake-to-steer event. The at least one second vehicle system is a transmission control unit.

12. The method for use in a vehicle of claim 11, wherein, Generating a target engine or electric motor speed and a target engine or electric motor torque is dependent on a measured vehicle speed.

13. The method for use in a vehicle of claim 11, wherein, 14. A non-transitory computer readable medium having instructions thereon that are executable by an electronic processor to implement functions comprising: receiving vehicle speed data, accelerator controller position data, and powertrain status data in a driver intent calculation module; generating a desired vehicle speed request via the driver intent calculation module; ​ communicating a desired vehicle speed request to a longitudinal kinematic motion controller and a transmission shift request module; generating a desired longitudinal acceleration request via the longitudinal kinematic motion controller; communicating the desired longitudinal acceleration request to a longitudinal dynamic motion controller; receiving a steering fault condition via the longitudinal dynamic motion controller; receiving a steering fault condition via a brake steering system configured and arranged to generate at least one brake torque command and at least one feed forward propulsion torque command; communicating the at least one brake torque command and the at least one feed forward propulsion torque command to a final longitudinal command processing module; generating at least one propulsion torque request or at least one brake torque request via the longitudinal dynamic motion controller; communicating the propulsion torque request and the brake torque request to a final longitudinal command processing module; generating at least one final propulsion torque request and at least one final brake torque request via the final longitudinal command processing module; communicating the at least one final propulsion torque request and at least one final brake torque request to at least one vehicle system; measuring a longitudinal acceleration of the vehicle; communicating the measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one propulsion torque request or at least one brake torque request based on the measured longitudinal acceleration of the vehicle to form a closed loop control system of the propulsion torque request and the brake torque request; receiving engine speed data or electric motor speed and wheel speed data via a transmission gear or shift request module; generating a transmission gear or shift request; and communicating the transmission gear or shift request to the at least one vehicle system. The at least one vehicle system is a transmission control unit.

15. The non-transitory computer-readable medium of claim 14, wherein, 16. The non-transitory computer readable medium of claim 15, further comprising altering a transmission shift within the vehicle to maintain a target engine speed or electric motor speed and engine or electric motor torque. Altering the transmission shift helps to reduce undesirable longitudinal disturbances within the vehicle.

17. The non-transitory computer-readable medium of claim 16, wherein, Generating the at least one final propulsion torque request and the at least one final brake torque request includes combining the propulsion torque request, the brake torque request, the brake torque command, and the feed forward propulsion torque command.

18. The non-transitory computer-readable medium of claim 14, wherein, Communicating the at least one final propulsion torque request and the at least one final brake torque request to at least one vehicle system includes:

19. The non-transitory computer-readable medium of claim 14, wherein, communicating the at least one final propulsion torque request to a propulsion system; and communicating the at least one final brake torque request to a brake system.

20. The non-transitory computer readable medium of claim 14, further comprising generating a target engine speed or electric motor speed and a target engine or electric motor torque prior to generating the at least one final propulsion torque request and the at least one final brake torque request. The at least one vehicle system is a transmission control unit.

21. The non-transitory computer-readable medium of claim 20, wherein, 22. The non-transitory computer readable medium of claim 21, further comprising altering a transmission shift within the vehicle to maintain a target engine speed or electric motor speed and engine or electric motor torque. ​ 23. The non-transitory computer-readable medium of claim 22, wherein, Changing a transmission shift within the vehicle to maintain a target engine speed or motor speed and engine or motor torque occurs during a brake turn event.

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