Coordinated suspension and propulsion control for vehicles

Abstract

A system for controlling a vehicle includes a plurality of vehicle actuators in electrical communication with a controller. The controller is programmed to determine a predicted path of the vehicle. The controller is further programmed to determine one or more vehicle level control parameters based at least in part on the predicted path of the vehicle. The one or more vehicle level control parameters include a vehicle level suspension control parameter and a vehicle level motion control parameter. The controller is further programmed to adjust operation of one or more of the plurality of vehicle actuators based at least in part on the vehicle-level suspension control parameters. The controller is further programmed to adjust operation of one or more motion actuators of the plurality of vehicle actuators based at least in part on the vehicle-level motion control parameters.

Description

Technical Field

[0001] The present invention relates to systems and methods for vehicle control, and more particularly, to systems and methods for coordinated suspension and propulsion control of a vehicle. Background Art

[0002] To increase occupant comfort and convenience, a vehicle may be equipped with an electronically controlled suspension and propulsion system that is configured to adapt the ride and handling characteristics of the vehicle based on environmental conditions. The electronically controlled suspension system may include, for example, a hydraulic actuator, an electromagnetic actuator, an electromechanical actuator, a pneumatic actuator, and / or the like. The electronically controlled propulsion system may include, for example, an electric drive motor, an internal combustion engine, an electronically controlled braking system, an electric steering system, and / or the like. However, current electronically controlled suspension and propulsion systems may not take into account additional factors that may affect the occupant experience. For example, current electronically controlled suspension and propulsion systems may be adjusted based on current, detected road conditions, and may not take into account future environmental conditions. In addition, current electronically controlled suspension and propulsion systems may be adjusted independently without the need for coordination between the suspension system and the propulsion system.

[0003] Therefore, while the electronically controlled suspension and propulsion systems and methods achieve their intended purposes, a new and improved system and method for vehicle control is needed. Summary of the invention

[0004] According to several aspects, a system for vehicle control is provided. The system may include a plurality of vehicle actuators and a controller in electrical communication with the plurality of vehicle actuators. The controller is programmed to determine a predicted path of the vehicle. The controller is further programmed to determine one or more vehicle-level control parameters based at least in part on the predicted path of the vehicle. The one or more vehicle-level control parameters include vehicle-level suspension control parameters and vehicle-level motion control parameters. The controller is further programmed to adjust the operation of one or more suspension actuators of the plurality of vehicle actuators based at least in part on the vehicle-level suspension control parameters. The controller is further programmed to adjust the operation of one or more motion actuators of the plurality of vehicle actuators based at least in part on the vehicle-level motion control parameters.

[0005] In another aspect of the present invention, to determine the predicted path of the vehicle, the controller is further programmed to determine the predicted path based at least in part on actions of an occupant of the vehicle.

[0006] In another aspect of the invention, the system may also include a plurality of vehicle sensors and an autonomous driving system in electrical communication with the controller. To determine the predicted path of the vehicle, the controller is further programmed to perform a plurality of measurements of the vehicle's surroundings using the plurality of vehicle sensors. To determine the predicted path of the vehicle, the controller is further programmed to determine the predicted path of the vehicle using the autonomous driving system based at least in part on the plurality of measurements. The predicted path of the vehicle includes at least the position of the vehicle as a function of time.

[0007] In another aspect of the present invention, the vehicle-level suspension control parameters include at least one of the following: a stiffness mode, a driving mode, a ground clearance mode, and a load balancing mode. The vehicle-level motion control parameters include at least one of the following: a propulsion setting and a steering setting.

[0008] In another aspect of the present invention, to adjust the operation of the one or more suspension actuators, the controller is further programmed to: use the one or more suspension actuators to adjust at least one of the one or more suspension actuation settings based at least in part on the vehicle-level suspension control parameters. The one or more suspension actuation settings include at least one of the following: per-wheel damping force, per-wheel spring force, per-wheel ground clearance, per-wheel travel, and anti-roll bar stiffness.

[0009] In another aspect of the present invention, to adjust the operation of the one or more motion actuators, the controller is further programmed to: use the one or more motion actuators to adjust at least one of the one or more motion actuation settings based at least in part on the vehicle-level motion control parameters. The one or more motion actuation settings include at least one of the following: per-wheel drive torque, per-wheel steering torque, and per-wheel braking force.

[0010] In another aspect of the present invention, in order to adjust the operation of one or more suspension actuators, the controller is also programmed to: use one or more suspension actuators to adjust at least one of the one or more suspension actuation settings based at least in part on vehicle-level suspension control parameters and one or more motion actuation settings.

[0011] In another aspect of the present invention, in order to adjust the operation of one or more motion actuators, the controller is also programmed to: use one or more motion actuators to adjust at least one of the one or more motion actuation settings based at least in part on vehicle-level motion control parameters and one or more suspension actuation settings.

[0012] In another aspect of the invention, the system may further include a plurality of vehicle sensors in electrical communication with the controller. The controller is further programmed to measure current values ​​of one or more suspension actuation settings using the plurality of vehicle sensors. The controller is further programmed to measure current values ​​of one or more motion actuation settings using the plurality of vehicle sensors. The controller is further programmed to determine the one or more vehicle grade control parameters based at least in part on the current values ​​of the one or more suspension actuation settings and the current values ​​of the one or more motion actuation settings.

[0013] In another aspect of the invention, the controller is further programmed to determine a suspension actuator capability range for each of the one or more suspension actuators. The controller is further programmed to determine a motion actuator capability range for each of the one or more motion actuators. The controller is further programmed to determine the one or more vehicle level control parameters based at least in part on the suspension actuator capability range of each of the one or more suspension actuators and the motion actuator capability range of each of the one or more motion actuators.

[0014] According to several aspects, a method for vehicle control is provided. The method may include determining a predicted path for the vehicle. The method may also include determining one or more vehicle-level control parameters based at least in part on the predicted path for the vehicle. The one or more vehicle-level control parameters include: vehicle-level suspension control parameters and vehicle-level motion control parameters. The method may also include adjusting the operation of one or more suspension actuators based at least in part on the vehicle-level suspension control parameters. The method may also include adjusting the operation of one or more motion actuators based at least in part on the vehicle-level motion control parameters.

[0015] In another aspect of the present invention, determining one or more vehicle-level control parameters may further include determining vehicle-level suspension control parameters. The vehicle-level suspension control parameters include at least one of the following: stiffness mode, driving mode, ground clearance mode, and load balancing mode. Determining one or more vehicle-level control parameters may further include determining vehicle-level motion control parameters. The vehicle-level motion control parameters include at least one of the following: propulsion settings and steering settings.

[0016] In another aspect of the present invention, adjusting the operation of one or more suspension actuators may further include adjusting at least one of one or more suspension actuation settings using the one or more suspension actuators based at least in part on the vehicle-level suspension control parameters. The one or more suspension actuation settings include at least one of the following: per-wheel damping force, per-wheel spring force, per-wheel ground clearance, per-wheel travel, and anti-roll bar stiffness.

[0017] In another aspect of the present invention, adjusting the operation of the one or more motion actuators may also include using the one or more motion actuators to adjust at least one of the one or more motion actuation settings based at least in part on the vehicle-level motion control parameters. The one or more motion actuation settings include at least one of the following: per-wheel drive torque, per-wheel steering torque, and per-wheel braking force.

[0018] In another aspect of the present invention, adjusting operation of one or more suspension actuators may further include adjusting at least one of the one or more suspension actuation settings using the one or more suspension actuators based at least in part on the vehicle level suspension control parameters and the one or more kinematic actuation settings.

[0019] In another aspect of the present invention, adjusting operation of the one or more motion actuators may further include adjusting at least one of the one or more motion actuation settings using the one or more motion actuators based at least in part on vehicle-level motion control parameters and one or more suspension actuation settings.

[0020] In another aspect of the invention, the method may further include determining a suspension actuator capability range for each of the one or more suspension actuators. The method may further include determining a motion actuator capability range for each of the one or more motion actuators. The method may further include determining one or more vehicle level control parameters based at least in part on the suspension actuator capability range for each of the one or more suspension actuators and the motion actuator capability range for each of the one or more motion actuators.

[0021] According to several aspects, a system for vehicle control is provided. The system may include a suspension actuator, a motion actuator, and a controller in electrical communication with the suspension actuator and the motion actuator. The controller is programmed to determine a predicted path of the vehicle based at least in part on the actions of a vehicle occupant. The controller is also programmed to determine a vehicle-level suspension control parameter based at least in part on the predicted path of the vehicle. The controller is also programmed to determine a vehicle-level motion control parameter based at least in part on the predicted path of the vehicle. The controller is also programmed to use the suspension actuator to adjust at least one of one or more suspension actuation settings based at least in part on the vehicle-level suspension control parameter. The one or more suspension actuation settings include at least one of the following: per-wheel damping force, per-wheel spring force, per-wheel ground clearance, per-wheel travel, and anti-roll bar stiffness. The controller is also programmed to use the motion actuator to adjust at least one of the one or more motion actuation settings based at least in part on the vehicle-level motion control parameter. The one or more motion actuation settings include at least one of the following: per-wheel drive torque, per-wheel steering torque, and per-wheel braking force.

[0022] In another aspect of the invention, the controller is further programmed to adjust at least one of the one or more suspension actuation settings using the suspension actuator based at least in part on the vehicle-level suspension control parameters and the one or more motion actuation settings. The controller is further programmed to adjust at least one of the one or more motion actuation settings using the motion actuator based at least in part on the vehicle-level motion control parameters and the one or more suspension actuation settings.

[0023] In another aspect of the invention, the system may further include a plurality of vehicle sensors in electrical communication with the controller. The controller is further programmed to measure current values ​​of one or more suspension actuation settings using the plurality of vehicle sensors. The controller is further programmed to measure current values ​​of one or more motion actuation settings using the plurality of vehicle sensors. The controller is further programmed to determine vehicle-level suspension control parameters and vehicle-level motion control parameters based at least in part on the current values ​​of the one or more suspension actuation settings and the current values ​​of the one or more motion actuation settings.

[0024] Further areas of applicability will become apparent from the description provided herein.It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

[0026] Figure 1 is a schematic diagram of a system for vehicle control according to an exemplary embodiment;

[0027] Figure 2 is a flow chart of a method for vehicle control according to an exemplary embodiment; and

[0028] Figure 3 is a schematic diagram of an exemplary software architecture for executing a vehicle control method according to an exemplary embodiment. DETAILED DESCRIPTION

[0029] The following description is merely exemplary in nature and is not intended to limit the present invention, application, or uses.

[0030] A vehicle may be equipped with electronically controlled suspension and propulsion systems. Advantageously, the behavior of the suspension and propulsion systems is adjusted based on past, current, or predicted future driving conditions. Adjustments to the suspension or propulsion systems may affect the performance of the other system. The calculations of vehicle dynamics for adjusting the suspension and propulsion systems may be complex and resource intensive. Therefore, the present invention provides a new and improved system and method for vehicle control that allows computationally efficient control of coordinated suspension and propulsion systems.

[0031] See also Figure 1 , a system for controlling a vehicle is shown and is generally indicated by the reference numeral 10. The system 10 is shown with an exemplary vehicle 12. Although a passenger car is illustrated, it should be understood that the vehicle 12 may be any type of vehicle without departing from the scope of the present invention. The system 10 generally includes a controller 14, a plurality of vehicle actuators 16, a plurality of vehicle sensors 18, and an autonomous driving system 20.

[0032] The controller 14 is used to implement the method 100 for controlling a vehicle, as described below. The controller 14 includes at least one processor 22 and a non-transitory computer-readable storage device or medium 24. The processor 22 can be a custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor of several processors associated with the controller 14, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, and a combination thereof, or a device generally used to execute instructions. The computer-readable storage device or medium 24 can include volatile and non-volatile storage in, for example, a read-only memory (ROM), a random access memory (RAM), and a keep-alive memory (KAM). The keep-alive memory (KAM) is a persistent or non-volatile memory that can be used to store various operating variables when the processor 22 is powered off. The computer readable storage device or medium 24 may be implemented using a plurality of storage devices, such as a PROM (Programmable Read Only Memory), an EPROM (Electrical PROM), an EEPROM (Electrically Erasable PROM), flash memory, or other electrical, magnetic, optical, or combination storage devices capable of storing data, some of which represents executable instructions that may be used by the controller 14 to control the various systems of the vehicle 12. The controller 14 may also include multiple controllers that are in electrical communication with each other. The controller 14 may be interconnected with additional systems and / or controllers of the vehicle 12, thereby allowing the controller 14 to access data, such as the speed, acceleration, braking, and steering angles of the vehicle 12, etc.

[0033] The controller 14 is in electrical communication with a plurality of vehicle actuators 16, a plurality of vehicle sensors 18, and an autonomous driving system 20. In an exemplary embodiment, the electrical communication is established using, for example, a CAN network, a FLEXRAY network, a local area network (e.g., WiFi, Ethernet, etc.), a serial peripheral interface (SPI) network, etc. It should be understood that various additional wired and wireless technologies and communication protocols for communicating with the controller 14 are within the scope of the present invention.

[0034] The plurality of vehicle actuators 16 are used to adjust the handling characteristics of the vehicle 12. The plurality of vehicle actuators 16 include at least one suspension actuator 26 and at least one motion actuator 28. It should be understood that the plurality of vehicle actuators 16 may include additional actuators without departing from the scope of the present invention. As described above, the plurality of vehicle actuators 16 are in electrical communication with the controller 14.

[0035] The suspension actuator 26 is used to control the operation of the suspension of the vehicle 12. The suspension actuator 26 adjusts the suspension actuation settings. Within the scope of the present invention, the suspension actuation settings include, for example, damping force per wheel, spring force per wheel, ground clearance per wheel, travel per wheel, anti-roll bar stiffness, and / or the like. In an exemplary embodiment, the suspension actuator 26 is a hydraulic actuator operable to control the flow of hydraulic fluid within a suspension component (e.g., within a shock absorber). In another exemplary embodiment, the suspension actuator 26 is an electromagnetic actuator operable to generate a magnetic field that changes the viscosity of the fluid within the suspension component. In another exemplary embodiment, the suspension actuator 26 is an electromechanical actuator operable to control the movement of a mechanical component within the suspension of the vehicle 12. In another exemplary embodiment, the suspension actuator 26 is a pneumatic actuator operable to control the air pressure within a suspension component (e.g., an air spring and / or air shock). It should be understood that any electrically controllable actuator operable to adjust the suspension actuation settings is within the scope of the present invention. It should also be understood that the suspension actuator 26 may also include multiple actuators operating independently or in conjunction without departing from the scope of the present invention.

[0036] The motion actuator 28 is used to provide propulsion to move the vehicle 12, stop the vehicle 12, control the path of the vehicle 12, and / or otherwise affect the operation of the drive system of the vehicle 12. The motion actuator 28 adjusts the motion actuation settings. Within the scope of the present invention, the motion actuation settings include, for example, per-wheel drive torque, per-wheel steering torque, per-wheel steering angle, per-wheel braking force, and / or the like. In an exemplary embodiment, the motion actuator 28 is an electric drive motor. In another exemplary embodiment, the motion actuator 28 is an internal combustion engine. In another exemplary embodiment, the motion actuator 28 is a hybrid powertrain. In another exemplary embodiment, the motion actuator 28 is an electric control brake system. In another exemplary embodiment, the motion actuator 28 is an electric steering system. It should be understood that any electrically controllable actuator that can be operated to adjust the motion actuation settings, including, for example, a wire-controlled powertrain system (e.g., wire-controlled brakes, wire-controlled steering, and / or similar systems) are within the scope of the present invention. It should also be understood that the motion actuator 28 may also include a plurality of actuators operating independently or in conjunction without departing from the scope of the present invention.

[0037] A plurality of vehicle sensors 18 are used to obtain information related to the vehicle 12 . In the exemplary embodiment, the plurality of vehicle sensors 18 include at least a camera system 30 , a vehicle communication system 32 , and a global navigation satellite system (GNSS) 34 .

[0038] In another exemplary embodiment, the plurality of vehicle sensors 18 further include sensors for determining performance data about the vehicle 12. In a non-limiting example, the plurality of vehicle sensors 18 further include: a motor speed sensor, a motor torque sensor, an electric drive motor voltage and / or current sensor, an accelerator pedal position sensor, a brake position sensor, a coolant temperature sensor, a cooling fan speed sensor, a transmission oil temperature sensor, a damping force sensor per wheel, a spring force sensor per wheel, a ground height sensor per wheel, a travel sensor per wheel, an anti-roll bar stiffness sensor, a drive torque sensor per wheel, a steering torque sensor per wheel, and a brake force sensor per wheel.

[0039] In another exemplary embodiment, the plurality of vehicle sensors 18 further include sensors for determining information about the interior environment of the vehicle 12. In a non-limiting example, the plurality of vehicle sensors 18 further include at least one of a seat occupancy sensor, a cabin air temperature sensor, a cabin motion detection sensor, a cabin camera, a cabin microphone, and / or similar vehicle sensors.

[0040] In another exemplary embodiment, the plurality of vehicle sensors 18 also include sensors for determining information about the environment surrounding the vehicle 12. In a non-limiting example, the plurality of vehicle sensors 18 also include at least one of an ambient air temperature sensor, an atmospheric pressure sensor, and / or a photo and / or camera positioned to view the environment in front of the vehicle 12.

[0041] In another exemplary embodiment, at least one of the plurality of vehicle sensors 18 is a perception sensor capable of perceiving objects in the environment surrounding the vehicle 12 and / or measuring distances. In another non-limiting example, the plurality of vehicle sensors 18 include a stereo camera with distance measurement capabilities. In one example, at least one of the plurality of vehicle sensors 18 is fixed to the interior of the vehicle 12, for example, in the roof of the vehicle 12, which has a view through the windshield of the vehicle 12. In another example, at least one of the plurality of vehicle sensors 18 is fixed to the exterior of the vehicle 12, for example, on the roof of the vehicle 12, which has a view of the environment surrounding the vehicle 12. It should be understood that various additional types of perception sensors, such as, for example, LiDAR sensors, ultrasonic ranging sensors, radar sensors, and / or time of flight sensors, are within the scope of the present invention. As described above, the plurality of vehicle sensors 18 are in electrical communication with the controller 14.

[0042] The camera system 30 is a perception sensor for capturing images and / or video of the environment surrounding the vehicle 12. In an exemplary embodiment, the camera system 30 includes a photo and / or video camera positioned to observe the environment surrounding the vehicle 12. In a non-limiting example, the camera system 30 includes a camera fixed to the interior of the vehicle 12, such as in the roof of the vehicle 12, which has a field of view through the windshield. In another non-limiting example, the camera system 30 includes a camera fixed to the exterior of the vehicle 12, such as on the roof of the vehicle 12, which has a field of view of the environment in front of the vehicle 12.

[0043] In another exemplary embodiment, the camera system 30 is a surround view camera system that includes multiple cameras (also referred to as satellite cameras) that are arranged to provide a view of the environment adjacent to all sides of the vehicle 12. In a non-limiting example, the camera system 30 includes a front-facing camera (e.g., mounted in the front grille of the vehicle 12), a rear-facing camera (e.g., mounted on the rear tailgate of the vehicle 12), and two side-facing cameras (e.g., mounted below each of the two side-view mirrors of the vehicle 12). In another non-limiting example, the camera system 30 also includes an additional rear-view camera mounted in the middle of the vehicle 12 near the high-mounted brake light.

[0044] It should be understood that camera systems with additional cameras and / or additional mounting locations are within the scope of the present invention. It should also be understood that cameras with various sensor types, including, for example, a charge coupled device (CCD) sensor, a complementary metal oxide semiconductor (CMOS) sensor, and / or a high dynamic range (HDR) sensor, are within the scope of the present invention. In addition, cameras with various lens types, including, for example, a wide angle lens and / or a narrow angle lens, are also within the scope of the present invention.

[0045] The vehicle communication system 32 is used by the controller 14 to communicate with other systems external to the vehicle 12. For example, the vehicle communication system 32 includes the ability to communicate with vehicles ("V2V" communication), infrastructure ("V2I" communication), remote systems at a remote call center (e.g., GENERAL MOTORS' ON-STAR), and / or personal devices. In general, the term vehicle-to-everything communication ("V2X" communication) refers to communication between the vehicle 12 and any remote system (e.g., vehicle, infrastructure, and / or remote system). In certain embodiments, the vehicle communication system 32 is a wireless communication system configured to communicate via a wireless local area network (WLAN) using the IEEE 802.11 standard or by using cellular data communication (e.g., using GSMA standards such as, for example, SGP.02, SGP.22, SGP.32, etc.). Therefore, the vehicle communication system 32 may also include an embedded universal integrated circuit card (eUICC) configured to store at least one cellular network connection profile, such as an embedded subscriber identity module (eSIM) file. The vehicle communication system 32 is also configured to communicate via a personal area network (e.g., Bluetooth), near field communication (NFC), and / or any additional type of radio frequency communication. However, additional or alternate communication methods such as dedicated short-range communication (DSRC) channels and / or mobile telecommunication protocols based on the third generation partnership project (3GPP) standard are also considered to be within the scope of the present invention. Dedicated short-range communication (DSRC) channels refer to unidirectional or bidirectional short-range to medium-range wireless communication channels and corresponding protocols and standards sets specific to automotive use. The third generation partnership project (3GPP) refers to a partnership between several standard organizations that develop protocols and standards for mobile telecommunications. The third generation partnership project (3GPP) standards are structured as "versions". Therefore, communication methods based on the third generation partnership project (3GPP) version 14, 15, 16 and / or future third generation partnership project (3GPP) versions are considered to be within the scope of the present invention. Therefore, the vehicle communication system 32 may include one or more antennas and / or transceivers for receiving and / or transmitting signals, such as collaborative sensing messages (CSM). The vehicle communication system 32 is configured to wirelessly communicate information between the vehicle 12 and another vehicle. In addition, the vehicle communication system 32 is configured to wirelessly communicate information between the vehicle 12 and infrastructure or other vehicles. It should be understood that the vehicle communication system 32 can be integrated with the controller 14 (e.g., integrated with the controller 14 on the same circuit board, or integrated with a portion of the controller 14 on the same circuit board) without departing from the scope of the present invention.

[0046] The global navigation satellite system (GNSS) 34 is used to determine the geographic location of the vehicle 12. In an exemplary embodiment, the global navigation satellite system (GNSS) 34 is a global positioning system (GPS). In a non-limiting example, the global positioning system (GPS) includes a global positioning system (GPS) receiver antenna (not shown) and a global positioning system (GPS) controller (not shown) in electrical communication with the global positioning system (GPS) receiver antenna. The global navigation satellite system (GNSS) receiver antenna receives signals from a plurality of satellites, and the global navigation satellite system (GNSS) controller calculates the geographic location of the vehicle based on the signals received by the global navigation satellite system (GNSS) receiver antenna. In an exemplary embodiment, the global navigation satellite system (GNSS) 34 also includes a map. The map includes information about infrastructure such as municipality boundaries, roads, railways, sidewalks, buildings, etc. Therefore, the geographic location of the vehicle 12 is textualized using map information. In a non-limiting example, the map is retrieved from a remote source using a wireless connection. In another non-limiting example, the map is stored in a database of the global navigation satellite system (GNSS) 34. It should be understood that various additional types of satellite-based radio navigation systems, such as, for example, the Global Positioning System (GPS), the Galileo Satellite Navigation System (GALILEO), the GLONASS Satellite Navigation System (GLONASS), and the BeiDou Navigation Satellite System (BDS) are within the scope of the present invention. It should be understood that the global navigation satellite system (GNSS) 34 can be integrated with the controller 14 (e.g., integrated with the controller 14 on the same circuit board, or integrated with a portion of the controller 14 on the same circuit board) without departing from the scope of the present invention.

[0047] The automated driving system 20 is used to provide assistance to the occupants to increase the occupants' awareness and / or control of the vehicle 12. Within the scope of the present invention, the automated driving system 20 includes systems that provide any level of assistance to the occupants (e.g., blind spot warning, lane departure warning, and / or the like) and systems that are capable of automatically driving the vehicle 12 under some or all conditions (e.g., automatic lane keeping, adaptive cruise control, full automated driving, etc.). It should be understood that all levels of driving automation defined by, for example, SAE J 3016 (i.e., SAE Level 0, SAE Level 1, SAE Level 2, SAE Level 3, SAE Level 4, and SAE Level 5) are within the scope of the present invention.

[0048] In an exemplary embodiment, the autopilot system 20 is configured to detect and / or receive information about the environment surrounding the vehicle 12 and process the information to provide assistance to the occupants. In some embodiments, the autopilot system 20 is a software module executed on the controller 14. In other embodiments, the autopilot system 20 includes an independent autopilot system controller, similar to the controller 14, which is capable of processing information about the environment surrounding the vehicle 12. In an exemplary embodiment, the autopilot system 20 can operate in a manual operation mode, a partially automatic operation mode, and a fully automatic operation mode.

[0049] Within the scope of the present invention, manual operation mode means that the autonomous driving system 20 provides warnings or notifications to the occupants, but does not directly intervene or control the vehicle 12. In a non-limiting example, the autonomous driving system 20 receives information from a plurality of vehicle sensors 18. Using techniques such as, for example, computer vision, the autonomous driving system 20 understands the environment around the vehicle 12 and provides assistance to the occupants. For example, if the autonomous driving system 20 identifies that the vehicle 12 may collide with a distant vehicle based on data from the plurality of vehicle sensors 18, the autonomous driving system 20 may provide a warning to the occupants using a display.

[0050] Within the scope of the present invention, a partially automated mode of operation means that the automated driving system 20 provides warnings or notifications to the occupants and may directly intervene or control the vehicle 12 in certain circumstances. In a non-limiting example, the automated driving system 20 is additionally in electrical communication with components of the vehicle 12, such as the braking system, propulsion system, and / or steering system of the vehicle 12, so that the automated driving system 20 can control the behavior of the vehicle 12. In a non-limiting example, the automated driving system 20 may control the behavior of the vehicle 12 by applying the brakes of the vehicle 12 to avoid an imminent collision. In another non-limiting example, the automated driving system 20 may control the steering system of the vehicle 12 to provide an automatic lane keeping feature. In another non-limiting example, the automated driving system 20 may control the braking system, propulsion system, and steering system of the vehicle 12 to temporarily drive the vehicle 12 to a predetermined destination. However, occupant intervention may be required at any time. In an exemplary embodiment, the automated driving system 20 may include additional components, such as, for example, an eye tracking device configured to monitor the occupant's attention level and ensure that the occupant is ready to take over control of the vehicle 12.

[0051] Within the scope of the present invention, a fully automated mode of operation means that the automated driving system 20 uses data from the plurality of vehicle sensors 18 to understand the environment and control the vehicle 12 to drive the vehicle 12 to a predetermined destination without requiring control or intervention by an occupant.

[0052] The automated driving system 20 operates using a path planning algorithm that is configured to generate a safe and efficient trajectory for the vehicle 12 to navigate the environment around the vehicle 12. In an exemplary embodiment, the path planning algorithm is a machine learning algorithm that is trained to output control signals for the vehicle 12 based on input data collected from the plurality of vehicle sensors 18. In another exemplary embodiment, the path planning algorithm is a deterministic algorithm that has been programmed to output control signals for the vehicle 12 based on data collected from the plurality of vehicle sensors 18.

[0053] In a non-limiting example, the path planning algorithm generates a series of waypoints or a continuous path that the vehicle 12 should follow to reach the destination while complying with rules, regulations, and safety constraints. The series of waypoints or the continuous path are generated based at least in part on a detailed map and the current state of the vehicle 12 (i.e., the location, speed, and orientation of the vehicle 12). The detailed map includes, for example, information about lane boundaries, road shape, speed limits, traffic signs, and / or other relevant features. In an exemplary embodiment, the detailed map is stored in the medium 24 of the controller 14 and / or on a remote database or server. In another exemplary embodiment, the path planning algorithm performs perception and mapping tasks to interpret data collected from a plurality of vehicle sensors 18 and create, update, and / or augment the detailed map.

[0054] It should be understood that the automated driving system 20 may include any software modules and / or hardware modules configured to operate in a manual operation mode, a partially automated operation mode, or a fully automated operation mode as described above.

[0055] See also Figure 2, a flow chart of a method 100 for controlling a vehicle is shown. The method 100 starts at box 102 and proceeds to boxes 104 and 106. At box 104, the controller 14 determines a predicted path for the vehicle 12. In an exemplary embodiment, the predicted path is determined based at least in part on the actions of an occupant of the vehicle 12. In a non-limiting example, the predicted path is determined based on the position of the vehicle 12 (as determined using a global navigation satellite system (GNSS) 34) and one or more control inputs (e.g., steering input, acceleration input, braking input, and / or the like) provided by the occupant. In another exemplary embodiment, the predicted path is determined using an autonomous driving system 20. In a non-limiting example, the controller 14 uses a plurality of vehicle sensors 18 to perform a plurality of measurements of the environment surrounding the vehicle 12. Based at least in part on the plurality of measurements, the autonomous driving system 20 uses a path planning algorithm (as described above) to determine a predicted path for the vehicle 12. Within the scope of the present invention, the predicted path for the vehicle 12 includes at least the position of the vehicle 12 as a function of time (i.e., the predicted position of the vehicle 12 at one or more future time points). It should be appreciated that various additional methods for determining a predicted path for the vehicle 12 are within the scope of the present invention. After frame 104, the method 100 proceeds to frames 108 and 110, which will be discussed in greater detail below.

[0056] At box 106, the controller 14 determines a suspension actuator capability range of the suspension actuator 26 and a motion actuator capability range of the motion actuator 28. Within the scope of the present invention, the suspension actuator capability range quantifies the ability of the suspension actuator 26 to control the operation of the suspension of the vehicle 12. In a non-limiting example, the suspension actuator capability range includes at least one of the following: minimum and maximum damping force, minimum and maximum ground clearance, minimum and maximum spring force, etc. Within the scope of the present invention, the motion actuator capability range quantifies the ability of the motion actuator 28. In a non-limiting example, the motion actuator capability range includes at least one of the following: minimum and maximum acceleration rate, minimum and maximum deceleration rate, minimum and maximum steering torque, minimum and maximum steering angle, and / or the like. In an exemplary embodiment, the suspension actuator capability range and the motion actuator capability range are predetermined and stored in the medium 24 of the controller 14. In another exemplary embodiment, the controller 14 dynamically determines the suspension actuator capability range and the motion actuator capability range by communicating with the suspension actuator 26 and the motion actuator 28, by communicating with one or more distributed controllers (e.g., a body control module, a vehicle motion control module, a diagnostic module, and / or the like), and / or by communicating with one or more software modules executed by the controller 14 and / or one or more distributed controllers (e.g., a body control software module, a vehicle motion control software module, a diagnostic software module, etc.). After frame 106, the method 100 proceeds to frames 108 and 110.

[0057] At box 108, the controller 14 determines vehicle-level suspension control parameters. Within the scope of the present invention, vehicle-level control parameters are control settings for one or more vehicle systems. Within the scope of the present invention, vehicle-level suspension control parameters include at least one of the following: stiffness mode (e.g., economy, comfort, sport, and / or the like), driving mode (e.g., track, road, off-road, traction, and / or the like), ground clearance mode (e.g., high ground clearance, entry / exit mode, and / or the like), load balancing mode (e.g., low payload, high payload, adaptive, and / or the like), etc. In an exemplary embodiment, the vehicle-level suspension control parameters are determined based at least in part on the predicted path of the vehicle 12 determined at box 104. For example, the vehicle-level suspension control parameters can be adjusted based on the type of road along the predicted path of the vehicle 12 (e.g., highway, city street, unused road, etc.). The vehicle-level suspension control parameters are also determined based at least in part on the suspension actuator capability range determined at box 106 and feedback from measurements, which will be discussed in more detail below. In another exemplary embodiment, vehicle level suspension control parameters are determined based at least in part on future predicted conditions, which will be discussed in more detail below.After frame 108, method 100 proceeds to frames 112 and 114, which will be discussed in more detail below.

[0058] At box 110, the controller 14 determines a vehicle-level motion control parameter. Within the scope of the present invention, the vehicle-level motion control parameter includes at least one of the following: a propulsion setting (e.g., acceleration, braking force, and / or the like), a steering setting (e.g., steering angle, steering torque, and / or the like), and the like. In an exemplary embodiment, the vehicle-level motion control parameter is determined based at least in part on the predicted path of the vehicle 12 determined at box 104. For example, the vehicle-level motion control parameter can be adjusted based on the road grade (e.g., uphill, downhill, grade percentage, etc.) along the predicted path of the vehicle 12. The vehicle-level motion control parameter is also determined at least in part based on the range of motion actuator capabilities determined at box 106 and feedback from measurements, which will be discussed in more detail below. In another exemplary embodiment, the vehicle-level motion control parameter is determined based at least in part on future predicted conditions, which will be discussed in more detail below. After box 110, the method 100 proceeds to boxes 112 and box 114, which will be discussed in more detail below.

[0059] At frame 112, the controller 14 uses the suspension actuator 26 to adjust at least one of the suspension actuation settings. As described above, within the scope of the present invention, the suspension actuation settings include, for example, per-wheel damping force, per-wheel spring force, per-wheel ground clearance, per-wheel travel, anti-roll bar stiffness, etc. In an exemplary embodiment, the suspension actuation settings are adjusted based at least in part on the vehicle-level suspension control parameters determined at frame 108. For example, if the drive mode is track mode, the suspension actuator 26 is used to reduce the per-wheel ground clearance and increase the per-wheel damping force. After frame 112, the method 100 proceeds to frame 116, which will be discussed in more detail below.

[0060] At frame 114, the controller 14 uses the motion actuator 28 to adjust at least one motion actuation setting. As described above, within the scope of the present invention, the motion actuation settings include, for example, per-wheel drive torque, per-wheel steering torque, per-wheel braking force, etc. In an exemplary embodiment, the motion actuation settings are adjusted based at least in part on the vehicle-level motion control parameters determined at frame 110. For example, if the vehicle-level motion control parameters require a predetermined acceleration rate, the motion actuator 28 adjusts the per-wheel drive torque to achieve the predetermined acceleration rate based on the vehicle load and traction conditions. After frame 114, the method 100 proceeds to frame 116, which will be discussed in more detail below.

[0061] In another exemplary embodiment, the suspension actuation settings are adjusted based at least in part on the motion actuation settings. For example, if the motion actuation settings require a large braking force, the suspension actuation settings can be adjusted to increase the suspension stiffness (e.g., by increasing the damping force per wheel) so that the vehicle 12 remains stable during braking. In another exemplary embodiment, the motion actuation settings are adjusted based at least in part on the suspension actuation settings. For example, if the suspension actuation settings require an increased travel distance for a particular wheel of the vehicle 12 (e.g., so that the particular wheel can gain traction on uneven terrain), the motion actuation settings can be adjusted to increase the drive torque to the particular wheel.

[0062] At box 116, the controller 14 uses the plurality of vehicle sensors 18 to measure current values ​​of one or more suspension actuation settings and current values ​​of one or more motion actuation settings. The current values ​​of the one or more suspension actuation settings may include, for example: measured damping force per wheel, measured spring force per wheel, measured ground clearance per wheel, measured travel per wheel, measured normal force per wheel, measured anti-roll bar stiffness, etc. The current values ​​of the one or more motion actuation settings may include, for example: measured drive torque per wheel, measured steering torque per wheel, measured brake force per wheel, and / or the like. The current values ​​of the one or more suspension actuation settings and the current values ​​of the one or more motion actuation settings are provided as feedback for determining vehicle-level suspension control parameters at box 108 and vehicle-level motion control parameters at box 110, as indicated by dashed arrow 118. For example, if the measured drive torque per wheel of a particular wheel is relatively low, the vehicle-level suspension control parameters may be adjusted to allow increased travel of the particular wheel to gain traction.

[0063] In an exemplary embodiment, measurements performed by the plurality of vehicle sensors 18 are additionally used to predict future conditions of the vehicle 12, including, for example: predicted future damping forces per wheel, predicted future spring forces per wheel, predicted future ground clearance per wheel, predicted future travel per wheel, predicted future normal forces per wheel, predicted future anti-roll bar stiffness, predicted future drive torque per wheel, predicted future steering torque per wheel, predicted future lateral motion, predicted future yaw rate, predicted future braking force per wheel, etc. As indicated by dashed arrow 118, the predicted future conditions of the vehicle 12 are provided as feedback for determining vehicle-level suspension control parameters at box 108 and for determining vehicle-level motion control parameters at box 110. After box 116, the method 100 enters a standby state at box 120.

[0064] In an exemplary embodiment, the controller 14 repeatedly exits the standby state 120 and restarts the method 100 at block 102. In a non-limiting example, the controller 14 exits the standby state 120 and restarts the method 100 on a timer, for example, every three hundred milliseconds.

[0065] refer to Figure 3 , a schematic diagram of an exemplary software architecture 50 for performing method 100 using system 10 is shown. As described above, in an exemplary embodiment, system 10 is used to perform method 100. In a non-limiting example, controller 14 is configured with a set of computer executable instructions (i.e., a computer program) to perform method 100. The set of computer executable instructions can be written according to any programming paradigm, including, for example, a functional programming paradigm, an imperative programming paradigm, an object-oriented programming paradigm, and / or a similar programming paradigm. In addition, the set of computer executable instructions can be written using any computer programming language.

[0066] The exemplary software architecture 50 is an example of an organizational structure of a set of computer executable instructions. The exemplary software architecture 50 includes multiple software modules. Within the scope of the present invention, a software module represents an independent software component that is capable of receiving input data, performing operations on the input data according to computer executable instructions, storing intermediate values ​​(i.e., variables), and providing output data. In a non-limiting example, the software modules are programmatically implemented as functions, methods, subroutines, subroutines, and / or the like. In an exemplary embodiment, one or more software modules are configured to run in a non-blocking manner, meaning that a failure or hang-up of any one software module will not cause a failure or hang-up of any other software module. In a non-limiting example, one or more software modules are executed simultaneously on separate threads of the controller 14. In another non-limiting example, one or more software modules are executed on separate controllers distributed throughout the vehicle 12.

[0067] Reference again Figure 3 , the exemplary software architecture 50 includes a vehicle-level abstraction layer 52a and an actuator management abstraction layer 52b. Within the scope of the present invention, the software modules in the vehicle-level abstraction layer 52a are responsible for high-level (i.e., vehicle-level) control of vehicle behavior (e.g., ride comfort mode, acceleration of the vehicle 12, yaw of the vehicle 12, steering direction of the vehicle 12, etc.). Within the scope of the present invention, the software modules in the actuator management abstraction layer 52b are responsible for low-level (i.e., actuator-level) control of multiple vehicle actuators 16. In an exemplary embodiment, the software modules in the vehicle-level abstraction layer 52a are executed at a lower frequency than the software modules in the actuator management abstraction layer 52b.

[0068] In the exemplary software architecture 50, the vehicle level abstraction layer 52a includes a coordinator module 54. The actuator management abstraction layer 52b includes a suspension control module 56 and a vehicle motion control (VMC) module 58. The coordinator module 54 is configured to determine vehicle level control parameters (i.e., vehicle level suspension control parameters and vehicle level motion control parameters, as discussed above with reference to blocks 108 and 110 of the method 100). The coordinator module 54 receives a first input 60a, a second input 60b, and a third input 60c. The first input 60a is the predicted path of the vehicle 12 as discussed above with reference to block 104 of the method 100. The second input 60b is feedback from the suspension control module 56 as discussed above with reference to block 116 of the method 100. The third input 60c is feedback from the vehicle motion control (VMC) module 58 as discussed above with reference to block 116 of the method 100. The vehicle level control parameters are determined based at least in part on the first input 60a, the second input 60b, and the third input 60c. The coordinator module 54 provides the vehicle level control parameters to a suspension control module 56 and a vehicle motion control (VMC) module 58, which will be discussed in greater detail below.

[0069] The suspension control module 56 is configured to control the suspension actuator 26 to adjust at least one of the suspension actuation settings, as discussed above with reference to block 112 of the method 100. The suspension control module 56 receives the vehicle level control parameters generated by the coordinator module 54. The suspension control module 56 also communicates with the vehicle motion control (VMC) module 58 via the communication channel 62. The suspension control module 56 receives the motion actuation settings from the vehicle motion control (VMC) module 58 via the communication channel 62. The suspension control module 56 adjusts the suspension actuation settings and outputs the suspension actuation settings to the suspension actuator 26 via the suspension actuator connection 64a. The suspension actuation settings are also transmitted to the vehicle motion control (VMC) module 58 via the communication channel 62.

[0070] The suspension control module 56 is also configured to measure current values ​​of one or more suspension actuation settings using the plurality of vehicle sensors 18, as discussed above with reference to block 116 of method 100. As described above, the current values ​​of one or more suspension actuation settings are provided to the coordinator module 54 via the second input 60b.

[0071] The vehicle motion control (VMC) module 58 is configured to control the motion actuator 28 to adjust at least one motion actuation setting, as discussed above with reference to block 114 of the method 100. The vehicle motion control (VMC) module 58 receives the vehicle level control parameters generated by the coordinator module 54. The vehicle motion control (VMC) module 58 also communicates with the suspension control module 56 via the communication channel 62. The vehicle motion control (VMC) module 58 receives the suspension actuation setting from the suspension control module 56 via the communication channel 62. The vehicle motion control (VMC) module 58 adjusts the motion actuation setting and outputs the motion actuation setting to the motion actuator 28 via the motion actuator connection 64b. The motion actuation setting is also transmitted to the suspension control module 56 via the communication channel 62.

[0072] The vehicle motion control (VMC) module 58 is also configured to measure current values ​​of one or more motion actuation settings using the plurality of vehicle sensors 18, as discussed above with reference to block 116 of the method 100. As described above, the current values ​​of the one or more motion actuation settings are provided to the coordinator module 54 via the third input 60c.

[0073] In an exemplary embodiment, the vehicle motion control (VMC) module 58 is also configured to predict future conditions of the vehicle 12 based on measurements from the plurality of vehicle sensors 18, as discussed above with reference to block 116 of the method 100. As described above, the predicted future conditions of the vehicle 12 are provided to the coordinator module 54 via the third input 60c.

[0074] It should be understood that the exemplary software architecture 50 is merely exemplary in nature. Any configuration of the system 10, or any other system suitable for performing the method 100, is within the scope of the present invention.

[0075] The system 10 and method 100 of the present invention have several advantages. The system 10 and method 100 allow for increased vehicle stability, performance, and comfort through coordinated control of the suspension actuator 26 and the motion actuator 28. In addition, because the vehicle-level control parameters are determined based at least in part on the predicted path of the vehicle 12, the vehicle-level control parameters can be optimized based on future conditions (i.e., the future predicted position / path of the vehicle 12), thereby allowing for dynamic optimized control that takes into account past, current, and predicted future conditions. As illustrated by the exemplary software architecture 50, the method 100 can be implemented using the system 10 in a modular manner, thereby allowing for independent design and calibration of the various software modules.

[0076] The description of the present invention is merely exemplary in nature, and variations that do not depart from the gist of the present invention are intended to be within the scope of the present invention. Such variations are not to be regarded as a departure from the spirit and scope of the present invention.

Claims

1. A system for vehicle control, the system comprising: a plurality of vehicle actuators; as well as a controller in electrical communication with the plurality of vehicle actuators, wherein the controller is programmed to: determining a predicted path of the vehicle; determining one or more vehicle-level control parameters based at least in part on the predicted path of the vehicle, wherein the one or more vehicle-level control parameters include: a vehicle-level suspension control parameter and a vehicle-level motion control parameter; adjusting operation of one or more suspension actuators of the plurality of vehicle actuators based at least in part on the vehicle level suspension control parameter; and Operation of one or more motion actuators of the plurality of vehicle actuators is adjusted based at least in part on the vehicle level motion control parameter.

2. The system according to claim 1, wherein: To determine the predicted path of the vehicle, the controller is also programmed to: The predicted path is determined based at least in part on actions of an occupant of the vehicle.

3. The system of claim 1 further comprising a plurality of vehicle sensors and an autonomous driving system in electrical communication with the controller, wherein: To determine the predicted path of the vehicle, the controller is also programmed to: performing a plurality of measurements of the vehicle surroundings using the plurality of vehicle sensors; and Based at least in part on the plurality of measurements, determining, using the automated driving system, a predicted path for the vehicle, wherein the predicted path for the vehicle includes at least a position of the vehicle as a function of time.

4. The system according to claim 1, wherein: The vehicle-level suspension control parameters include at least one of: a stiffness mode, a steering mode, a ground clearance mode, and a load balancing mode, and wherein the vehicle-level motion control parameters include at least one of: a propulsion setting and a steering setting.

5. The system according to claim 4, wherein: To regulate the operation of the one or more suspension actuators, the controller is further programmed to: Based at least in part on the vehicle-level suspension control parameters, the one or more suspension actuators are used to adjust at least one of one or more suspension actuation settings, wherein the one or more suspension actuation settings include at least one of the following: per-wheel damping force, per-wheel spring force, per-wheel ground clearance, per-wheel travel, and anti-roll bar stiffness.

6. A system according to claim 5, wherein: To regulate the operation of the one or more motion actuators, the controller is further programmed to: Based at least in part on the vehicle-level motion control parameters, the one or more motion actuators are used to adjust at least one of one or more motion actuation settings, wherein the one or more motion actuation settings include at least one of: per-wheel drive torque, per-wheel steering torque, and per-wheel braking force.

7. The system according to claim 6, wherein: To regulate the operation of the one or more suspension actuators, the controller is further programmed to: At least one of the one or more suspension actuation settings is adjusted using the one or more suspension actuators based at least in part on the vehicle level suspension control parameter and the one or more kinematic actuation settings.

8. The system according to claim 6, wherein: To regulate the operation of the one or more motion actuators, the controller is further programmed to: At least one of the one or more motion actuation settings is adjusted using the one or more motion actuators based at least in part on the vehicle level motion control parameter and the one or more suspension actuation settings.

9. The system of claim 6, further comprising a plurality of vehicle sensors in electrical communication with the controller, wherein: The controller is also programmed to: measuring current values ​​of the one or more suspension actuation settings using the plurality of vehicle sensors; measuring current values ​​of the one or more motion-actuation settings using the plurality of vehicle sensors; as well as The one or more vehicle level control parameters are determined based at least in part on current values ​​of the one or more suspension actuation settings and current values ​​of the one or more motion actuation settings.

10. The system according to claim 1, wherein: The controller is also programmed to: determining a suspension actuator capability range for each of the one or more suspension actuators; determining a range of motion actuator capabilities for each of the one or more motion actuators; as well as The one or more vehicle level control parameters are determined based at least in part on a suspension actuator capability range of each of the one or more suspension actuators and a motion actuator capability range of each of the one or more motion actuators.

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