Smart vehicle system with tire change mode and control logic for vehicle with adjustable ride height suspension

Abstract

Advanced control systems for providing tire replacement modes for vehicles with adjustable ride height suspension systems, methods for making / using such systems, and vehicles equipped with such systems are presented. A method of operating a vehicle includes a controller receiving an input signal indicative of a tire change event of the vehicle and determining a position of a tire associated with the tire change event. In response to receiving the input signal, the controller determines whether the real-time gradient of the vehicle is greater than a preset maximum safety gradient; if not, the controller prompts the user to prepare the vehicle for the tire replacement event. Upon prompting the user to prepare the vehicle, the controller commands a ride height suspension system of the vehicle to lower the ride height of the corner modules of the tire to a predefined post-lowered height and to raise the ride heights of all other corner modules to a predefined post-raised height.

Description

Technical Field

[0001] The present disclosure relates generally to suspension systems and wheel assemblies for motor vehicles. More specifically, aspects of the present disclosure relate to systems and methods for changing tires on vehicles having adjustable ride height suspension systems. Background Art

[0002] Currently produced motor vehicles, such as modern automobiles, are initially equipped with a drivetrain that operates to propel the vehicle and power the vehicle's onboard electronics. In automotive applications, the drivetrain is typically represented by a prime mover—an engine and / or electric motor—that delivers drive torque to the vehicle's final drive system (e.g., differential, axle shafts, corner modules, wheels, etc.) through a power transmission. For many automotive drivetrains, the wheel assembly is a pneumatic unit with a synthetic rubber tire mounted to the outer rim ("barrel") of a metal wheel. To ensure consistent road handling, steering, and braking, each wheel assembly is connected to the vehicle chassis via a corresponding corner module of the vehicle's suspension system. For example, a corner module for a rear-wheel drive automotive vehicle may employ a steering knuckle having a spindle to which the wheel hub and brake disc are rotatably mounted. The inboard contact point of the steering knuckle is coupled to the vehicle body, such as via a control arm, sway bar, strut damper, and tie rods, while the outboard end is coupled to the wheel tread of the hub, such as via a spindle and hub.

[0003] Advanced vehicle suspension systems can now employ controller-automated components such as variable stiffness shock absorbers and variable stiffness strut springs that allow multiple damping factors to be selectively modified to improve vehicle handling. For example, pneumatically controlled suspension springs can be inflated to jointly increase the overall spring rate of the vehicle suspension system, and conversely, can be deflated to reduce the spring rate. In addition to varying the spring rate, a vehicle suspension including a controllable strut assembly can be electronically controlled to select the height of the vehicle undercarriage relative to the wheel contact surface and the road surface, more commonly referred to as "ride height." The vehicle ride height can be lowered, for example, to reduce drag and increase handling at high speeds, and can be raised to increase clearance and enhance ride comfort at lower speeds. Summary of the Invention

[0004] Presented below: an intelligent vehicle system with control logic that provides an advanced tire-changing mode for a motor vehicle with an adjustable ride-height suspension system; methods for manufacturing and operating such a system; and a motor vehicle equipped with such a system. By way of illustration and not limitation, a closed-loop vehicle control algorithm for an independently adjustable ride-height suspension system activates a tire-changing mode that automatically performs tire-dependent ride-height adjustments to facilitate tire changes. The tire-changing mode can be activated automatically by a resident tire pressure monitoring system (TPMS) (e.g., upon detecting low tire pressure) or manually by a vehicle occupant (e.g., via a center console telematics unit). Once activated, the tire-changing mode assesses the real-time vehicle grade, for example, using a resident inertial measurement unit (IMU), and alerts the user if the grade is too steep to safely change a tire. Once the vehicle is secure, the tire-changing mode prompts the user to pre-prepare for the tire change, such as by parking and shutting down the vehicle, placing jack stands near the flat tire, and loosening the wheel nuts. The tire changing mode then lowers the ride height at the tire changing location to or near the lowest ride height and simultaneously raises the ride height at all other tire locations to or near the highest ride height. This tire changing mode can help ensure the vehicle is on a safe gradient while eliminating the need to use a hand crank or hydraulic jack to change tires.

[0005] Various aspects of the present disclosure relate to an intelligent vehicle control system, a memory-stored control protocol, and system control logic for providing an advanced tire changing mode for a motor vehicle having an adjustable ride height suspension system. In one example, a method for operating a motor vehicle having a vehicle body, a plurality of wheel assemblies, and an adjustable ride height suspension system having a plurality of corner modules, each corner module movably attaching a corresponding wheel assembly to the vehicle body. This representative method includes, in any order and in any combination of any of the options and features disclosed above and below: receiving an input signal indicating a tire changing event (e.g., a flat, worn, or damaged tire requiring repair or replacement) for the motor vehicle, for example, via a resident or remote microcontroller, a control module, a logic device, or a network of controllers / modules / devices (collectively, a "controller"); determining, for example, via the controller based on user or TPMS feedback, a position of a tire associated with the tire changing event (e.g., a tire changing position of a first tire of a first wheel assembly); in response to receiving the tire changing input signal, for example, via the controller using dynamic vehicle sensor data to determine whether the real-time grade of the motor vehicle is less than or equal to a preset maximum safe grade (e.g., an 8° angle); in response to determining that the real-time vehicle grade is less than or equal to the preset maximum safe grade, prompting a user, such as via a controller using a center console telematics unit, to pre-prepare the vehicle for a tire change event; and after prompting the user to pre-prepare the vehicle, commanding the adjustable ride height suspension system, such as via a vehicle controller, to: (1) lower the ride height of the corner module of the tire being changed to a calibrated lowered height, and (2) raise the ride height of the other corner module(s) of the tire(s) not being changed to a calibrated raised height.

[0006] Aspects of the present disclosure also relate to a computer-readable medium (CRM) containing controller-executable instructions for executing a tire-changing mode for a vehicle having an independently adjustable ride-height suspension. In one example, the non-transitory CRM stores instructions executable by one or more processors of a vehicle controller of a motor vehicle. The motor vehicle includes a vehicle body, a plurality of (first, second, ...) wheel assemblies, and an adjustable ride-height suspension system having a plurality of (first, second, ...) corner modules, each of which movably attaches a respective one of the wheel assemblies to the vehicle body. The instructions stored in the CRM, when executed by (one or more) processors, cause a vehicle controller to perform operations including: receiving an input signal indicating a tire changing event for the motor vehicle; determining a tire changing position of a first tire of a first wheel assembly associated with the tire changing event; in response to receiving the input signal, determining whether a real-time vehicle grade of the motor vehicle is less than or equal to a preset maximum safe grade; in response to the real-time vehicle grade being less than or equal to the preset maximum safe grade, prompting a user to prepare the motor vehicle for the tire changing event; and after prompting the user to prepare the motor vehicle, commanding an adjustable ride height suspension system to lower a first ride height of a first corner module carrying the first wheel assembly to a predefined lowered height, and to raise a second ride height of a second corner module to a predefined raised height that is higher than the predefined lowered height.

[0007] Additional aspects of the present disclosure relate to a motor vehicle equipped with an intelligent control system that uses the vehicle's adjustable ride height suspension system to provide an advanced tire changing mode. As used herein, the terms "vehicle" and "motor vehicle" may be used interchangeably and synonymously include any relevant vehicle platform, such as passenger vehicles (ICE, HEV, FEV, fuel cell vehicles, fully autonomous and partially autonomous vehicles, etc.), commercial vehicles, industrial vehicles, off-road and all-terrain vehicles (ATVs), motorcycles, agricultural equipment, aircraft, etc. In one example, the motor vehicle includes a vehicle body with a passenger cabin, a plurality of wheels mounted to the vehicle body (e.g., via corner modules coupled to an integral or non-load-bearing (body-on-frame) chassis), and other standard original equipment. A prime mover such as an electric traction motor and / or an internal combustion engine assembly drives one or more wheels, thereby propelling the vehicle. The vehicle is also equipped with an adjustable ride height suspension system having a controller automated corner module that can movably mount the vehicle's wheel assemblies to the vehicle body.

[0008] Continuing with the discussion of the aforementioned example, the motor vehicle also includes a vehicle controller programmed to receive an input signal, such as from a vehicle occupant or a vehicle-resident TPMS, indicating that a tire change event is required for the motor vehicle. The vehicle controller then determines the position of a tire associated with the tire change event (e.g., the first tire of a first wheel assembly mounted at a tire change location). In response to receiving the tire change input signal, the controller then determines the real-time vehicle slope of the motor vehicle and, in tandem, determines whether the vehicle slope is less than or equal to a preset maximum safe slope. If so, the controller responsively prompts a driver, passenger, owner, repair technician, etc. (collectively, "user") of the vehicle to prepare the vehicle for the tire change event. Once the vehicle is prepared, the controller commands the vehicle's adjustable ride height suspension system to lower the ride height of the corner module of the tire being changed to a predefined lowered height and to raise the ride height of the other corner module(s) to a predefined raised height that is significantly higher than the predefined lowered height.

[0009] For any of the disclosed vehicles, methods, and CRMs, the predefined lowered height can be the lowest or near-lowest ride height position available for a vehicle corner module. Conversely, the predefined raised height can be the highest or near-highest ride height position available for a vehicle corner module. The predefined lowered and raised heights can be calibrated for the make, model, trim, etc. of the host vehicle. As a further option, each corner module assembly can include a corresponding controller-adjustable strut assembly; lowering the ride height of a corner module can include actively retracting the uncompressed length of its strut assembly, while raising the ride height of a corner module can include extending the uncompressed length of its strut assembly.

[0010] For any of the disclosed vehicles, methods, and CRMs, a vehicle controller can proactively determine the real-time slope of the host vehicle before determining whether the vehicle slope exceeds a preset maximum safe slope. In this instance, the vehicle controller can communicate with a resident multi-axis inertial measurement unit (IMU) to receive sensor data indicating the real-time (lateral) pitch angle and / or real-time (longitudinal) roll angle of the motor vehicle. Upon determining that the real-time vehicle slope is not less than or equal to the preset maximum safe slope, the vehicle controller can responsively prompt the user to reposition the motor vehicle. In this example, the controller can automatically start a loop exit timer when prompting the user to reposition the motor vehicle and can concomitantly determine whether the user repositions the vehicle before the loop exit timer expires. If not, the controller can automatically exit tire changing mode. If the user repositions the vehicle before the loop exit time expires, the vehicle controller can automatically determine whether the new real-time slope of the host vehicle at the new position is less than or equal to the preset maximum safe slope. As an additional option, the vehicle user may selectively activate / deactivate the tire changing mode, thereby entering / exiting the tire changing mode.

[0011] For any of the disclosed vehicles, methods, and CRMs, prompting a user to prepare the vehicle for a tire changing event may include, individually or in any combination, instructing the user to: (1) shift the host vehicle's powertrain into park mode; (2) shut down the vehicle's motor / engine; (3) activate the hazard lights, set the parking brake, and / or deploy a warning flare / triangle; (4) position a jack stand near the location of the tire being changed; (5) loosen the mounting lug nuts of the wheel assembly for the tire being changed; and (6) align the jack stand below the corresponding jack point on the vehicle chassis. As a further option, the vehicle controller may be programmed to thereafter determine whether the tire-changing event is complete (e.g., the user repaired or replaced the damaged / worn / flat tire); if so, the controller may responsively command the vehicle's adjustable ride-height suspension system to raise the ride height of the corner module of the replaced tire to a preselected (default or user-specified) height, and simultaneously lower the ride height(s) of the other corner module(s) to a preselected (default or user-specified) height.

[0012] For any of the disclosed vehicles, methods, and CRMs, the input signal indicating a tire changing event can include an activation input received by the vehicle controller from a user via a human-machine interface (HMI) device (e.g., a user pressing a "Start Tire Changing Mode" softkey on a touchscreen display resident on a telematics unit or handheld portable computing device). In this example, the specific location of the tire being changed can be a tire selection input received by the controller from the user via the HMI (e.g., a user selecting a location of a tire on a touchscreen display). The vehicle controller can automatically perform the activation and, if desired, one or more selection operations for the tire changing mode without manual input from the user. For example, upon receiving a low tire pressure signal (e.g., a tire pressure less than 20 pounds per square inch (PSI)) from a tire pressure monitoring system (TPMS), the vehicle controller can automatically activate the tire changing mode, or alternatively, can alert the user of the low tire pressure and prompt the user to activate the tire changing mode. Furthermore, the vehicle controller can automatically identify the location of the tire being changed using, for example, corresponding tire identification data contained in the low tire pressure signal received from the TPMS.

[0013] The present disclosure provides the following examples.

[0014] 1. A method of operating a motor vehicle having a vehicle body and an adjustable ride height suspension system having first and second corner modules movably attaching first and second wheel assemblies, respectively, to the vehicle body, the method comprising: receiving, via a vehicle controller of the motor vehicle, an input signal indicative of a tire change event for the motor vehicle; determining, via the vehicle controller, a tire change position of a first tire of a first wheel assembly associated with a tire change event; In response to receiving the input signal, determining, via the vehicle controller, whether a real-time vehicle slope of the motor vehicle is less than or equal to a preset maximum safe slope; In response to determining that the real-time vehicle grade is less than or equal to the predetermined maximum safe grade, prompting a user via the vehicle controller to prepare the motor vehicle for a tire change event; and After prompting the user to arm the motor vehicle, the adjustable ride height suspension system is commanded via the vehicle controller to lower a first ride height of a first corner module to a predefined lowered height and to raise a second ride height of a second corner module to a predefined raised height.

[0015] 2. The method of embodiment 1, wherein the predefined lowered rear height is a lowest ride height position available for the first corner module and the second corner module, and the predefined raised rear height is a highest ride height position available for the first corner module and the second corner module.

[0016] 3. The method of embodiment 1, wherein the first corner module and the second corner module assembly include a first pillar assembly and a second pillar assembly, respectively, that are adjustable by a controller, wherein lowering a first ride height of the first corner module includes retracting a first uncompressed length of the first pillar assembly, and wherein raising a second ride height of the second corner module includes extending a second uncompressed length of the second pillar assembly.

[0017] 4. The method according to Example 1 further includes determining the real-time vehicle slope via the vehicle controller before determining whether the real-time vehicle slope is less than or equal to the preset maximum safe slope.

[0018] 5. A method according to embodiment 4, wherein determining the real-time vehicle slope includes receiving sensor data indicating the lateral pitch angle and / or longitudinal roll angle of the maneuverable vehicle from a multi-axis inertial measurement unit (IMU) attached to the vehicle body via the vehicle controller.

[0019] 6. The method according to embodiment 4 further includes prompting a user to reposition the motor vehicle via the vehicle controller in response to determining that the real-time vehicle slope is not less than or equal to the preset maximum safe slope.

[0020] 7. The method of embodiment 5, further comprising: initiating a cycle exit timer via the vehicle controller in response to prompting a user to reposition the motorized vehicle; determining, via the vehicle controller, whether a user repositions the motor vehicle before expiration of the cycle exit timer; and In response to determining that the user repositioned the motor vehicle before the cycle exit timer expired, determining via the vehicle controller whether a new real-time vehicle grade of the motor vehicle is less than or equal to the preset maximum safe grade.

[0021] 8. A method according to embodiment 1, wherein prompting a user to prepare the motor vehicle for a tire changing event includes instructing the user to shift the motor vehicle into a park mode, turn off the motor vehicle, place a jack stand near the tire changing location of the first tire, and / or loosen a set of lug nuts mounting the first wheel assembly to the first corner module.

[0022] 9. The method of embodiment 1, wherein the input signal is a tire change mode activation input received by the vehicle controller from a user via a human machine interface (HMI) device.

[0023] 10. The method of embodiment 9, wherein the tire change position is a tire selection input received by the vehicle controller from a user via the HMI.

[0024] 11. The method of embodiment 1, wherein the input signal is a low tire pressure signal received by the vehicle controller from a tire pressure monitoring system (TPMS), and wherein the vehicle controller uses the low tire pressure signal to determine a tire change location.

[0025] 12. The method of embodiment 1, further comprising: determining, via the vehicle controller, whether a tire change event is complete; and In response to determining that the tire change event is complete, the adjustable ride height suspension system is commanded via the vehicle controller to raise a first ride height of a first corner module to a preselected first height and lower a second ride height of a second corner module to a preselected second height.

[0026] 13. A non-transitory computer-readable medium storing instructions executable by one or more processors of a vehicle controller of a motor vehicle, the motor vehicle comprising a vehicle body, first and second wheel assemblies, and an adjustable ride-height suspension system having first and second corner modules movably attaching the first and second wheel assemblies, respectively, to the vehicle body, the instructions, when executed by the one or more processors, causing the vehicle controller to perform operations comprising: receiving an input signal indicative of a tire change event for the motor vehicle; determining a tire change position of a first tire of a first wheel assembly associated with a tire change event; In response to receiving the input signal, determining whether a real-time vehicle slope of the motor vehicle is less than or equal to a preset maximum safe slope; In response to the real-time vehicle slope being less than or equal to the predetermined maximum safe slope, prompting a user to prepare the motor vehicle for a tire change event; and After prompting the user to prepare the motor vehicle, the adjustable ride height suspension system is commanded to lower a first ride height of a first corner module to a predefined lowered height and to raise a second ride height of a second corner module to a predefined raised height that is higher than the predefined lowered height.

[0027] 14. A motor vehicle comprising: Vehicle body; a plurality of wheels including a first wheel assembly and a second wheel assembly; an adjustable ride height suspension system having first and second corner modules movably attaching first and second wheel assemblies, respectively, to the vehicle body; a prime mover attached to the vehicle body and configured to drive one or more of the wheels, thereby propelling the motor vehicle; and a vehicle controller operatively connected to the adjustable ride height suspension system, the vehicle controller being programmed to: receiving an input signal indicative of a tire change event for the motor vehicle, determining a tire change position of a first tire of a first wheel assembly associated with a tire change event, In response to receiving the input signal, determining whether the real-time vehicle slope of the motor vehicle is less than or equal to a preset maximum safe slope, In response to determining that the real-time vehicle grade is less than or equal to the predetermined maximum safe grade, prompting a user to prepare the motor vehicle for a tire change event, and The adjustable ride height suspension system is commanded to lower a first ride height of a first corner module to a predefined lowered height and to raise a second ride height of a second corner module to a predefined raised height that is higher than the predefined lowered height.

[0028] 15. The motor vehicle of embodiment 14, wherein the predefined lowered rear height is a lowest ride height position available for the first corner module and the second corner module, and the predefined raised rear height is a highest ride height position available for the first corner module and the second corner module.

[0029] 16. The motor vehicle of embodiment 14, wherein the vehicle controller is further programmed to determine the real-time vehicle grade before determining whether the real-time vehicle grade is less than or equal to the preset maximum safe grade.

[0030] 17. The motor vehicle of embodiment 16, wherein the vehicle controller is further programmed to prompt a user to reposition the motor vehicle in response to determining that the real-time vehicle grade is not less than or equal to the preset maximum safe grade.

[0031] 18. The motorized vehicle of embodiment 17, wherein the vehicle controller is further programmed to: In response to prompting the user to reposition the motorized vehicle, starting a cycle exit timer; determining whether a user repositions the motor vehicle before expiration of the cycle exit timer; and In response to determining that the user repositioned the motor vehicle before the cycle exit timer expired, it is determined whether a new real-time vehicle grade of the motor vehicle is less than or equal to the preset maximum safe grade.

[0032] 19. A motor vehicle according to embodiment 14, wherein the input signal is a tire change mode activation input received by the vehicle controller from a user via a human-machine interface (HMI) device, and wherein the tire change position is a tire selection input received by the vehicle controller from the user via the HMI.

[0033] 20. The motor vehicle of embodiment 14, wherein the vehicle controller is further programmed to: Determining whether the tire change event is complete; and In response to determining that the tire change event is complete, the adjustable ride height suspension system is commanded to raise a first ride height of the first corner module to a preselected first height and to lower a second ride height of the second corner module to a preselected second height.

[0034] The foregoing summary does not represent every embodiment or every aspect of the present disclosure. Rather, the foregoing summary merely provides an overview of some of the novel concepts and features described herein. The foregoing features and advantages of the present disclosure, as well as other features and attendant advantages, will become apparent from the following detailed description of the illustrated examples and representative modes for practicing the present disclosure, when considered in conjunction with the accompanying drawings and the appended claims. Furthermore, the present disclosure expressly encompasses any and all combinations and subcombinations of the elements and features presented above and below. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 is a partially schematic side view illustration of a representative motor vehicle having a network of onboard controllers, sensing devices, and communication devices that provide an advanced tire changing mode using the vehicle's adjustable ride height suspension system in accordance with aspects of the present disclosure.

[0036] Figure 2 is a partially schematic, cross-sectional illustration of a representative vehicle corner module and wheel assembly having an independently adjustable ride height suspension system in accordance with aspects of the disclosed concept.

[0037] Figure 3is a flow chart illustrating a representative vehicle control protocol for providing a tire changing mode for a motor vehicle having an adjustable ride height suspension system in accordance with various aspects of the disclosed concepts, which flow chart may correspond to memory stored instructions executable by a resident or remote microcontroller, control logic circuit, system control module or other integrated circuit (IC) device, or a network of circuits / modules / microcontrollers / IC devices (collectively, a "controller").

[0038] The present disclosure is susceptible to various modifications and alternative forms, and some representative embodiments of the present disclosure are shown in the accompanying drawings by way of example and will be described in detail herein. However, it should be understood that the novel aspects of the present disclosure are not limited to the specific forms illustrated in the above-listed drawings. On the contrary, the present disclosure covers all modifications, equivalents, combinations, permutations, groupings, and alternatives that fall within the scope of the present disclosure, such as those covered by the appended claims. DETAILED DESCRIPTION

[0039] The present disclosure allows for embodiments in many different forms. Representative embodiments of the present disclosure are shown in the accompanying drawings and will be described in detail herein with the understanding that these embodiments are provided as illustrations of the disclosed principles and not as limitations on the broad aspects of the disclosure. In this regard, elements and limitations that are described, for example, in the abstract, introduction, summary, illustrations, and detailed description sections but not expressly set forth in the claims should not be incorporated into the claims, either individually or collectively, by implication, inference, or otherwise. In addition, the references to "first," "second," "third," etc. in the specification or claims are not themselves used to establish ordinal or numerical limitations; unless specifically stated otherwise, these names may be used for convenient reference to similar features in the specification and drawings, and for demarcation between similar elements in the claims.

[0040] For purposes of this disclosure, unless specifically denied, the singular encompasses the plural, and vice versa (e.g., the indefinite articles "a" and "an" shall be construed to mean "one or more" unless explicitly denied); the words "and" and "or" shall be both conjunctive and disjunctive; the words "any" and "all" shall both mean "any and all"; and the words "comprising," "containing," "including," "having," and the like shall each mean "including but not limited to." In addition, approximate terms such as "approximately," "almost," "substantially," "substantially," "approximately," and the like may all be used herein to indicate, for example, "at, approximately, or nearly at," or "within 0-5% of," or "within an acceptable manufacturing tolerance," or any logical combination thereof. Finally, directional adjectives and adverbs (such as head, tail, inboard, outboard, starboard, port, vertical, horizontal, up, down, front, back, left, right, etc.) can be relative to the motor vehicle, such as the forward driving direction of the motor vehicle when the vehicle is operatively oriented on a level driving surface.

[0041] Referring now to the drawings, wherein like reference numerals refer to like features throughout the several views, Figure 1 A representative motor vehicle is shown, generally indicated at 10, and for purposes of discussion herein is depicted as a sedan-type electric drive motor vehicle. The illustrated motor vehicle 10, also referred to herein simply as a "motor vehicle" or "vehicle," is merely an exemplary application with which aspects of the present disclosure may be practiced. In the same manner, Figure 2 The independent adjustable ride height suspension system illustrated in the accompanying drawings and described herein should be understood as a non-limiting implementation of the disclosed features. As such, it will be understood that various aspects and features of the present disclosure may be implemented by other ride height suspension systems and incorporated into any logically related type of vehicle. Furthermore, only selected components of a motor vehicle and vehicle suspension system are shown and described in detail herein. However, the vehicles and systems discussed below may include numerous additional and alternative features, as well as other available peripheral hardware, for implementing the various methods and functions of the present disclosure.

[0042] Figure 1 The representative vehicle 10 is initially equipped with a center stack telecommunications and information ("telematics") unit 14 that is connected to a remotely located cloud computing hosting service 24 (e.g., ) communicate wirelessly. As a non-limiting example, Figure 1Other in-vehicle hardware components 16 shown in the figure include an electronic video display device 18, a microphone 28, an audio speaker 30, and a variety of user input controls 32 (e.g., buttons, knobs, switches, touch screens, etc.). These hardware components 16 act as a human / machine interface (HMI) that enables a user to communicate with the telematics unit 14 and other components resident in and remote from the vehicle 10. The microphone 28, for example, provides a means for the occupant to input verbal commands. Conversely, the speaker 30 provides auditory output to the vehicle occupants and can be a stand-alone speaker dedicated for use with the telematics unit 14, or can be part of the audio system 22. The audio system 22 is operatively connected to the network connection interface 34 and the audio bus 20 to receive analog information for presentation as sound via one or more speaker assemblies.

[0043] Communicatively coupled to the telematics unit 14 is a network connection interface 34, suitable examples of which include a twisted pair / fiber optic Ethernet switch, a parallel / serial communications bus, a local area network (LAN) interface, a controller area network (CAN) interface, and the like. The network connection interface 34 enables the vehicle hardware 16 to send and receive signals with each other and with onboard and off-board systems and subsystems of the vehicle body 12. This allows the vehicle 10 to perform a variety of vehicle functions, such as modulating the powertrain output, activating the vehicle braking system, controlling the vehicle steering, regulating the charging and discharging of the vehicle battery, and other automated functions. For example, Figure 1 The in-vehicle telematics unit 14 can receive and transmit signals to / from the powertrain control module (PCM) 52, the suspension system control module (SSCM) 54, the tire pressure monitoring system (TPMS) module 56, the steering control module (SCM) 58, the brake system control module (BSCM) 60, and a variety of other vehicle ECUs.

[0044] Continue to refer Figure 1 The telematics unit 14 is an onboard computing device that provides a mix of services both individually and through its communication with other networked devices. The telematics unit 14 may generally be comprised of one or more processors 40, each of which may be embodied as a discrete microprocessor, an application-specific integrated circuit (ASIC), or a dedicated control module. The vehicle 10 may provide centralized vehicle control via a central processing unit (CPU) 36 operatively coupled to an integrated circuit (IC) real-time clock (RTC) 42 and one or more electronic memory devices 38, each of which may take the form of a CD-ROM, solid-state drive (SSD) memory, hard disk drive (HDD) memory, semiconductor memory, or the like.

[0045] Long range communication (LRC) capabilities with off-board devices may be provided via a cellular communication chipset, a navigation and location component (e.g., a global positioning system (GPS) transceiver), and / or a wireless modem (all collectively represented by 44). Short range communication (SRC) may be provided via a close range wireless communication device 46 (e.g., Unit), dedicated short-range communication (DSRC) component 48, and / or dual antenna 50. The above-mentioned communication devices can provide data exchange as part of periodic broadcasts in a vehicle-to-vehicle (V2V) communication system or a vehicle-to-everything (V2X) communication system. It should be understood that the vehicle 10 can be implemented without one or more of the components listed above, or alternatively, can include additional components and functionality as desired for a particular end use.

[0046] The CPU 36 receives sensor data from one or more sensing devices that use, for example, light detection, radar, laser, ultrasound, optics, infrared, or other suitable technologies, including short-range communication technologies (e.g., DSRC) or ultra-wideband (UWB) radio technologies, for example, to perform automated vehicle operation or vehicle navigation services. According to the illustrated example, the motor vehicle 10 can be equipped with one or more digital cameras 62, one or more range sensors 64, one or more vehicle speed sensors 66, one or more vehicle dynamics sensors 68, and any necessary filtering, classification, fusion, and analysis hardware and software for processing the raw sensor data. The type, placement, number, and interoperability of the distributed array of sensors on the vehicle can be adapted individually or collectively to a given vehicle platform to achieve a desired level of autonomous vehicle operation.

[0047] To propel the motor vehicle 10, the electrified drivetrain is operable to generate and deliver tractive torque to one or more of the vehicle's drive wheels 26. Figure 17. The vehicle is represented by an electric traction motor 78 connected to a rechargeable energy storage system (RESS), which may be in the nature of a chassis-mounted traction battery pack 70. The battery pack 70 may include one or more battery modules 72, each housing a group of electrochemical battery cells 74, such as lithium-ion or lithium-polymer battery cells of the pouch, can, or prismatic type. One or more electric machines, such as variable-speed multiphase motor / generator (M) units 78, draw electrical power from, and optionally deliver electrical power to, one or more rechargeable battery cells, such as the traction battery pack 70. A high-voltage (HV) electrical system having a power inverter module (PIM) 80 electrically connects the battery pack 70 to the motor / generator unit(s) 78 and modulates the current flow therebetween. The battery pack 70 may be configured such that module management, cell sensing, and module-to-host communication functionality is integrated directly into each module 72 and performed wirelessly via a wireless-enabled cell monitoring unit (CMU) 76 .

[0048] To help optimize vehicle ride quality with balanced road handling, the multi-link vehicle suspension system 100 provides controlled relative motion between the wheels and the load-bearing chassis—"jounce" and "rebound"—during vehicle operation. For steerable wheel units (such as the front driver-side and passenger-side wheels), the suspension system can also help adjust tire camber and caster to maintain proper wheel alignment. Figure 2 , shows a non-limiting example of a vehicle corner module 110 that movably mounts a wheel assembly 112 to a motor vehicle (e.g., Figure 1 10 ) as part of an independently adjustable ride height suspension system. The corner modules 110 can be adapted as front wheel corners for the front driver and passenger wheels of a front wheel drive (FWD) vehicle, and optionally as rear wheel corners for the rear driver and passenger wheels of an all wheel drive (AWD) vehicle. According to the depicted example, each corner module 110 can be represented by a steering knuckle 118, a pair of leading and trailing upper control arms (UCAs) 120, a pair of leading and trailing lower control arms (LCAs) 122, and a ride height adjustable strut assembly 124. It will be appreciated that the corner modules 110 can include more, fewer, or alternative components than those shown in the figures, such as tie rod links (TBLs), stabilizer link (SL) rods, alternative strut assembly designs, and the like.

[0049] The height of the vehicle's undercarriage relative to the road surface and the vehicle's wheel contact patch can significantly affect vehicle handling, ride, and efficiency; this height is more commonly referred to as the vehicle's "ride height." As a non-limiting example, Figure 2 The representative vehicle ride height H1 is depicted as the height between the upper mounting head 108 of the vehicle body 12 and the road surface S R1 and the contact point between the wheel assembly tire 128. As another option, the vehicle ride height can be defined as the vertical distance between a designated (first) reference point on the vehicle body 12 and a designated (second) reference point on the wheel assembly 112. For example, Figure 2 In FIG. 1 , the vehicle ride height H2 can be characterized as the vertical distance between the outboard flange (lip) of the upper mounting head 108 relative to the rotational axis of a given wheel assembly 112. For practical purposes, the radial center of the wheel face of the corresponding hub 126 of the wheel assembly 112 can be designated as the primary reference point. Using the manufacturer-defined tire diameter, the height H2 can then be used to estimate, for example, the vehicle body 12 relative to the road surface S within an allowable error range. R1 The height H1.

[0050] The four corner modules 110 collectively represent the hydromechanical hardware of an independently adjustable ride height suspension system that enables both driver-specified and system-automated ride height selection at each corner of the vehicle. According to the illustrated example, the ride height adjustable strut assembly 124 generally consists of a spring-damped shock absorber 130, a force-absorbing coil spring 132, and a variable height fluid bladder 134. The shock absorber 130 and strut spring 132 are passively actuated components that adjust the vehicle's ride height to the desired level when the vehicle traverses a road surface S. R1 10, these components cooperatively absorb and damp the forces generated at the wheel assembly 112. The airbags 134 are actively actuated and inflatable fluid-tight containers that are filled with compressed air or hydraulic fluid from a fluid tank / compressor 136 to selectively expand in volume and thereby increase the uncompressed length of the strut assembly 124. In doing so, the ride height of the vehicle at the corner module assembly 110 is actively raised. To reduce the uncompressed length of the strut assembly 124, and thereby actively lower the vehicle ride height at the corner module assembly 110, the airbags 134 are actively actuated and inflatable fluid-tight containers that are filled with compressed air or hydraulic fluid from a fluid tank / compressor 136 to selectively expand in volume and thereby increase the uncompressed length of the strut assembly 124. In doing so, the ride height of the vehicle at the corner module assembly 110 is actively raised. To reduce the uncompressed length of the strut assembly 124, and thereby actively lower the vehicle ride height at the corner module assembly 110, the vehicle is automatically inflated by a suitable system controller or control module such as Figure 1 The SSCM 54 ) evacuates the compressed air / hydraulic fluid from the air bag 134 back to the fluid tank / compressor 136.

[0051] Next reference Figure 3 Flowchart of FIG. 1 , according to aspects of the present disclosure, generally describes at 200 a method for providing a vehicle having an independently adjustable ride height suspension system such as Figure 2Suspension system 100) of a motor vehicle (such as Figure 1 The vehicle 10) provides an improved method or control strategy for an advanced tire changing mode. Figure 3 Some or all of the operations illustrated in and described in further detail below may represent an algorithm corresponding to non-transitory processor-executable instructions stored, for example, in main memory or in a secondary or remote memory (e.g., Figure 1 resident memory device 38 and / or remote cloud computing service 24 database), and by, for example, an electronic controller, a processing unit, a dedicated control module, a logic circuit, or other module or device, or a controller / module / device (e.g., Figure 1 The CPU 36 and / or processor 40 of the embodiment of the present invention may be used to execute a network of CPUs 36 and / or processors 40 to perform any or all of the above-mentioned and following functions associated with the disclosed concept. It should be appreciated that the order of execution of the illustrated operational blocks may be changed, additional operational blocks may be added, and some of the operations described herein may be modified, combined, or eliminated.

[0052] Method 200 begins with Figure 3 A "start" terminal block 201 is provided having processor-executable instructions stored in memory for initializing a tire changing mode process for a host vehicle undergoing a tire changing event (e.g., a vehicle tire being repaired or replaced). The routine can be used to initialize in real time, near real time, continuously, systematically, and / or at predefined time intervals during operation of the motor vehicle 10. As yet another option, the terminal block 201 can be initialized in response to a user command prompt (e.g., via the telematics input control 32), a resident vehicle controller prompt (e.g., from the CPU 36), or a broadcast prompt signal received from a centralized back office (BO) vehicle service system (e.g., from the cloud hosting service 24). As a non-limiting example, the method 200 can be automatically initialized by presenting a telematics touchscreen selectable option to a vehicle occupant to activate the tire changing mode, such as when the CPU 36 receives a low tire pressure signal from the TPMS module 56. Upon completion of Figure 2 When some or all of the control operations presented in , method 200 may proceed to "END" terminal block 223 and terminate temporarily, or alternatively, may loop back to terminal block 201 and run in a continuous loop.

[0053] Proceeding from terminal block 201 to "Tire Changing Mode" input block 203, method 200 activates the advanced tire changing mode and determines the position of the tire being changed. For manually activated implementations, the activation input may be received by the vehicle controller from the user via a human machine interface (HMI) device. Figure 1In the example of FIG. 1 , the driver of the vehicle 10 can activate the tire changing mode by pressing a "Start Tire Changing Mode" soft key on the touch screen 32 of the display device 18 resident on the telematics unit 14. Once activated, the user can be prompted to manually enter the tire changing location or select from a set of touch screen soft key options to select the tire location of the tire being changed. The user can enter selections and responses using a handheld personal computing device (such as a smartphone, laptop, or tablet computer) communicatively connected to the vehicle 10, rather than using the input controls 32 of the telematics unit 14.

[0054] For vehicle automation implementations, the vehicle controller can automatically activate the tire changing mode and, if desired, can automatically perform other selected operations of the tire changing mode. For example, upon receiving a low tire pressure signal from the TPMS module 56, Figure 1 The CPU 36 can activate a tire changing mode and use tire identification data contained in a low tire pressure signal received from the TPMS module 56 to locate the tire being changed. In a more specific, but non-limiting example, the TPMS module 56 continuously communicates with tire pressure sensors for all four drive wheels 26; upon receiving sensor data from a tire pressure sensor indicating a real-time tire pressure of less than or equal to 20 PSI ("flat tire pressure"), the CPU 36 activates the tire changing mode and identifies the tire associated with that sensor (e.g., a front passenger-side tire pressure sensor indicating a flat tire). The baseline tire pressure can be a universal value (e.g., ≤20 PSI), can be calibrated for a specific vehicle make / model / trim (e.g., ≤25 PSI for a large SUV), or can be a preset pressure difference between the flat tire pressure and the other tire pressures (e.g., >10 PSI). For at least some implementations, it may be desirable for the CPU 36 to alert the user of detected low tire pressure and provide the user with an option to override the tire changing mode.

[0055] After activating the tire changing mode at input box 203 , the method 200 responsively executes the “vehicle grade” data input box 205 to ascertain the grade of the host vehicle in order to ensure that the vehicle is on a generally flat or otherwise safe surface. Figure 1The vehicle CPU 36 may communicate with the vehicle dynamics sensor package 68, for example, via the network connection interface 34, to retrieve real-time vehicle pitch angle data and, optionally, real-time roll angle data from a resident inertial measurement unit (IMU). When the tire changing mode is activated, it may be desirable for the vehicle controller to instruct the vehicle driver to park the vehicle on a sufficiently level surface using, for example, the display device 18 and / or the audio speaker(s) 30.

[0056] Once the real-time vehicle slope data is retrieved, the method 200 proceeds to the "safe slope" decision box 207 to determine whether the real-time vehicle slope of the motor vehicle is less than or equal to a preset maximum safe slope. The maximum safe slope value can be a universal value (e.g., ≤ approximately 8° angle), can be a manufacturer-defined range (e.g., between approximately 0 and 10°), or can be calibrated for the make / model / trim / etc. of the host vehicle (e.g., depending on wheelbase, vehicle gross weight (GVW), vehicle width, tire size, etc.). Some application designs can evaluate the real-time nose-to-tail pitch angle (e.g., ≤ approximately 8°) and real-time lateral roll angle (e.g., ≤ approximately 5°) of the host vehicle to help ensure a safe vehicle position. The maximum safe slope (such as baseline tire pressure and other system operating parameters) can be stored in and retrieved from: a resident cache memory, a vehicle main memory, or a BO cloud service database memory.

[0057] In response to determining that the real-time vehicle grade is not less than or equal to the preset maximum safe grade (block 207 = No), the method 200 proceeds to a "vehicle reposition" output block 209 and prompts the user to reposition the motor vehicle. For example, if Figure 1 If the host vehicle 10 is not on a generally flat or otherwise safe surface to complete the tire changing event, the telematics unit 14 can output visual, audible, and / or tactile prompts to the driver to move the host vehicle 10. Simultaneously, the CPU 36 can actively monitor the host vehicle's real-time location (GPS) and grade (IMU) and alert the user when the host vehicle 10 is on a safe surface. Alternatively, the CPU 36 can wait for and respond to manually entered user input indicating that the host vehicle has been moved to a new location in order to reassess the host vehicle's real-time grade.

[0058] Simultaneously with output block 209, the vehicle controller may automatically start a loop-out timer (e.g., using the real-time clock 42) to monitor the time it takes the user to reposition the host vehicle. At an optional "loop-out timer" decision block 211, method 200 concomitantly determines whether the loop-out timer expires before the user has correctly repositioned the vehicle. If so (block 211 = Yes), method 200 may automatically exit tire changing mode and temporarily terminate at terminal block 223. In response to determining that the user has correctly repositioned the vehicle before the loop-out timer expires (block 211 = No), method 200 returns to blocks 205 and 207 to determine whether the new real-time grade of the host vehicle is less than or equal to a preset maximum safe grade. Method 200 may continue in a continuous loop through blocks 205, 207, 209, and 211 until an acceptable vehicle grade is achieved, until the loop-out timer expires, or until a loop-out counter reaches a threshold number of failed attempts.

[0059] Once the smart vehicle system is able to verify that the real-time vehicle grade does not exceed the maximum safe grade (block 207 = YES), the method 200 proceeds to the "VEHICLE READY" output block 213 and prompts the user to prepare the host vehicle to complete the tire changing event. Prompting the user to prepare the vehicle for the tire changing event may include visual and / or audible instructions for the user to: (1) shift the host vehicle's drivetrain into park mode; (2) shut off the vehicle's motor / engine (e.g., with accessory mode remaining active); (3) activate the vehicle's hazard lights, set the vehicle's parking brake, and / or deploy a warning flare / triangle; (4) place a jack stand near the location of the tire being changed; (5) loosen the mounting lug nuts of the wheel assembly of the tire being changed; and / or (6) align the jack stand under the corresponding jack point on the vehicle chassis. At this point, the method 200 may optionally provide the user with step-by-step instructions for changing the host tire. As yet another option, the vehicle controller may automatically perform one or more of the aforementioned steps (including shutting down the vehicle, setting the parking brake, activating the hazard lights, etc.). It may be desirable to prompt the user to enter a confirmation input when the vehicle is ready (e.g., the telematics unit 14 displays a pop-up window with a selectable soft key indicating "Vehicle Ready Complete"). The tire changing mode described herein can help ensure that the vehicle is on a safe gradient for a tire changing event while eliminating the need to use a hand crank or hydraulic jack to change the tire.

[0060] Continue to refer Figure 3, the method 200 proceeds from output block 213 to the "ride height" subroutine block 215 and commands the vehicle's independent ride height suspension system to adjust the respective ride height positions of each corner module to a predefined tire changing height. After confirming that the vehicle 10 is parked with the jack stands in place and the wheel lug nuts loosened, Figure 1 The CPU36 can connect to Figure 2 The bidirectional electro-hydraulic pump and valve array of the fluid tank / compressor 136 transmits a command signal to lower the corresponding (first) ride height of the corresponding (first) corner module of the primary (first) tire being replaced to a predefined lowered height. In doing so, the vehicle chassis is lowered onto the jack stands. At the same time, the CPU 36 transmits a command signal to the ride height suspension system 100 to raise the corresponding (second) ride height of the (one or more) other (second) corner modules to a predefined raised height. In doing so, some or all of the weight of the vehicle is lifted (raised off) from the corner module and wheel unit of the tire being replaced. The automated ride height adjustability of the corner module 110 can be achieved through operation controlled by the controller of the ride height adjustable strut assembly 124, as described above. Figure 2 Detailed in the description.

[0061] To help ensure that the vehicle chassis is fully seated on the jack stands, the predefined lowered height can be the lowest or near-lowest ride height position available for the vehicle corner module (e.g., the fluid bladder 134 is 90-100% empty to minimize the uncompressed length of the strut assembly 124). Conversely, the predefined raised height can be the highest or near-highest ride height position available for the corner module (e.g., the fluid bladder 134 is 90-100% filled to maximize the uncompressed length of the strut assembly 124). Like the baseline tire pressure and the preset maximum safe grade, the predefined lowered and raised heights can be calibrated for the make / model / trim of the host vehicle, etc. It may be desirable to provide the user with the option to override the "ride height" subroutine 215 and / or manually adjust one or more of the raised / lowered ride heights.

[0062] After adjusting the ride height position of the corner module, the method 200 executes the “User Alert” output block 217 and notifies the user that the tire change mode has been implemented. Figure 2The display device 18 of the telematics unit 14 may display an alert (such as "Ride Height System Set for Tire Change"), which may be accompanied by a user-perceivable visual / audible prompt to complete the tire change event. The vehicle controller may be programmed to thereafter determine whether the tire change event has been completed, as indicated at a "Tire Change" decision block 219. As an example, the user may employ one of the input controls 32 of the telematics unit 14 to select a "Tire Change Complete" soft key or otherwise input notification that the damaged / worn / flat tire has been repaired or replaced. If the tire change is not complete (block 219 = No), the method 200 may run in a continuous loop through blocks 217 and 219 until the intelligent system controller is able to verify that the tire change event is complete, or, if desired, until the second loop exit timer expires. In response to determining that the tire change is complete (block 219 = YES), the method 200 may execute the "Exit Tire Change Mode" subroutine block 221 and command the vehicle's adjustable ride height suspension system to raise the ride height of the corner module of the replaced tire to a preselected (default or user-specified) height, and simultaneously lower the ride height of the other corner module(s) to a preselected (default or user-specified) height. The method 200 may then proceed to the "End" terminal block 223 and temporarily terminate.

[0063] In some embodiments, aspects of the present disclosure can be implemented by computer executable instruction programs, such as program modules, which generally refer to software applications or applications executed by any controller or controller variant described herein. In non-limiting examples, software can include routines, programs, objects, components, and data structures that perform specific tasks or implement specific data types. Software can form an interface that allows a computer to react based on an input source. Software can also collaborate with other code segments to initiate various tasks in response to data received from a source in conjunction with received data. Software can be stored on any one of various storage media, such as CD-ROMs, disks, and semiconductor memories (e.g., various types of RAM or ROM).

[0064] In addition, various aspects of the present disclosure can be implemented using various computer systems and computer network configurations, including multi-processor systems, microprocessor-based or programmable consumer electronic devices, minicomputers, mainframe computers, etc. In addition, various aspects of the present disclosure can be implemented in a distributed computing environment, where tasks are performed by resident processing devices and remote processing devices linked by a communication network. In a distributed computing environment, program modules can be located in both local and remote computer storage media including memory storage devices. Therefore, various aspects of the present disclosure can be implemented in a computer system or other processing system in combination with various hardware, software, or a combination thereof.

[0065] Any method described herein may include machine-readable instructions for execution by the following: (a) processor, (b) controller, and / or (c) any other suitable processing device. Any algorithm, software, control logic, protocol or method disclosed herein may be embodied as software stored on a tangible medium, such as, for example, a flash memory, a solid-state drive (SSD) memory, a hard disk drive (HDD) memory, a CD-ROM, a digital versatile disk (DVD) or other memory devices. The entire algorithm, control logic, protocol or method and / or its parts may be performed by a device other than a controller and / or embodied in firmware or dedicated hardware in an available manner (for example, by application specific integrated circuit (ASIC), programmable logic device (PLD), field programmable logic device (FPLD), discrete logic, etc.). In addition, although a specific algorithm may be described with reference to the flow chart and / or workflow diagram depicted herein, many other methods for realizing example machine-readable instructions may be used alternatively.

[0066] Various aspects of the present disclosure have been described in detail with reference to the illustrated embodiments; however, those skilled in the art will recognize that many modifications may be made thereto without departing from the scope of the present disclosure. The present disclosure is not limited to the precise configuration and composition disclosed herein; any and all modifications, changes, and variations evident from the foregoing description are within the scope of the present disclosure as defined by the appended claims. Furthermore, the present concept expressly encompasses any and all combinations and subcombinations of the foregoing elements and features.

Claims

1. A method of operating a motor vehicle having a vehicle body and an adjustable ride height suspension system having first and second corner modules movably attaching first and second wheel assemblies, respectively, to the vehicle body, the method comprising: receiving, via a vehicle controller of the motor vehicle, an input signal indicative of a tire change event for the motor vehicle; determining, via the vehicle controller, a tire change position of a first tire of a first wheel assembly associated with a tire change event; In response to receiving the input signal, determining, via the vehicle controller, whether a real-time vehicle slope of the motor vehicle is less than or equal to a preset maximum safe slope; prompting a user via the vehicle controller to prepare the motor vehicle for a tire change event in response to determining that the real-time vehicle grade is less than or equal to the predetermined maximum safe grade; as well as After prompting the user to arm the motor vehicle, the adjustable ride height suspension system is commanded via the vehicle controller to lower a first ride height of a first corner module to a predefined lowered height and to raise a second ride height of a second corner module to a predefined raised height.

2. The method of claim 1 , wherein the predefined lowered rear height is a lowest ride height position available for the first corner module and the second corner module, and the predefined raised rear height is a highest ride height position available for the first corner module and the second corner module.

3. The method of claim 1 , wherein the first corner module and the second corner module assembly comprise first and second pillar assemblies, respectively, adjustable by a controller, wherein lowering a first ride height of the first corner module comprises retracting a first uncompressed length of the first pillar assembly, and wherein raising a second ride height of the second corner module comprises extending a second uncompressed length of the second pillar assembly.

4. The method of claim 1 , further comprising determining the real-time vehicle slope via the vehicle controller before determining whether the real-time vehicle slope is less than or equal to the preset maximum safe slope.

5. The method of claim 4 , wherein determining the real-time vehicle slope comprises receiving, via the vehicle controller, sensor data indicative of a lateral pitch angle and / or a longitudinal roll angle of the maneuverable vehicle from a multi-axis inertial measurement unit (IMU) attached to the vehicle body.

6. The method of claim 4, further comprising prompting a user via the vehicle controller to reposition the motor vehicle in response to determining that the real-time vehicle grade is not less than or equal to the preset maximum safe grade.

7. The method according to claim 5, further comprising: initiating a cycle exit timer via the vehicle controller in response to prompting a user to reposition the motorized vehicle; determining, via the vehicle controller, whether a user repositions the motor vehicle before expiration of the cycle exit timer; as well as In response to determining that the user repositioned the motor vehicle before the cycle exit timer expired, determining via the vehicle controller whether a new real-time vehicle grade of the motor vehicle is less than or equal to the preset maximum safe grade.

8. The method of claim 1 , wherein prompting a user to prepare the motor vehicle for a tire changing event comprises instructing the user to shift the motor vehicle into a park mode, turn off the motor vehicle, place a jack stand near a tire changing location of a first tire, and / or loosen a set of lug nuts mounting a first wheel assembly to a first corner module.

9. The method of claim 1, wherein the input signal is a tire change mode activation input received by the vehicle controller from a user via a human machine interface (HMI) device.

10. The method of claim 9, wherein the tire change position is a tire selection input received by the vehicle controller from a user via the HMI.

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