Driver-to-vehicle interaction for active downforce control

Abstract

A method for active downforce control of a vehicle may include determining an out-of-phase interaction index between a driver of the vehicle and a controller. The controller is configured to control the one or more aerodynamic actuators. The method may also include determining one or more active downforce control inputs based at least in part on the out-of-phase interaction index. The method may also include controlling the one or more aerodynamic actuators based at least in part on the one or more active downforce control inputs.

Description

Technical Field

[0001] This invention relates to systems and methods for controlling an active downforce system in a vehicle. Background Technology

[0002] To enhance vehicle performance and capabilities, vehicles can be equipped with active downforce systems to provide increased traction under certain conditions or otherwise adjust vehicle handling characteristics. For example, a vehicle may include one or more aerodynamic elements, such as spoilers, fins, wings, diffusers, etc., which can be moved or adjusted using electromechanical, hydraulic, and / or pneumatic actuation systems. The actuation system can precisely control the position and angle of the aerodynamic elements to generate frontal and / or rearward downforce on the vehicle. By generating additional downforce, active downforce systems can increase frontal and / or rearward traction, thereby improving grip on the road surface. Increased traction can allow for more aggressive cornering, improved acceleration, and better braking performance. However, the action of the vehicle's active downforce system may conflict with the actions taken by the driver, resulting in an "out-of-phase" interaction between the vehicle's active downforce system and the driver.

[0003] Therefore, while current active downforce systems and methods have achieved their intended purpose, a new and improved system and method for active downforce control of vehicles is needed. Summary of the Invention

[0004] According to several aspects, a method for active downforce control of a vehicle is provided. The method may include determining a phase interaction index between the vehicle's driver and a controller. The controller is configured to control one or more aerodynamic actuators. The method may further include determining one or more active downforce control inputs based at least in part on the phase interaction index. The method may further include controlling one or more aerodynamic actuators based at least in part on the one or more active downforce control inputs.

[0005] In another aspect of the invention, determining the out-of-phase interaction index may further include monitoring one or more input parameters over time. Determining the out-of-phase interaction index may further include determining the magnitude of change of one of the one or more input parameters. Determining the out-of-phase interaction index may also include determining the out-of-phase interaction index based at least in part on the magnitude of change of one of the one or more input parameters.

[0006] In another aspect of the invention, monitoring one or more input parameters over time may further include monitoring the accelerator pedal position over time. Monitoring one or more input parameters over time may further include monitoring the brake pedal position over time. Monitoring one or more input parameters over time may further include monitoring the estimated lateral acceleration of the vehicle over time.

[0007] In another aspect of the invention, determining the out-of-phase interaction index may further include comparing the magnitude of change of one of the one or more input parameters with a predetermined magnitude threshold. Determining the out-of-phase interaction index may further include increasing the out-of-phase interaction index in response to determining that the magnitude of change of one of the one or more input parameters is greater than or equal to the predetermined magnitude threshold. Determining the out-of-phase interaction index may further include determining the time elapsed since the last increase in the out-of-phase interaction index. Determining the out-of-phase interaction index may further include comparing the elapsed time with an elapsed time threshold. Determining the out-of-phase interaction index may further include resetting the out-of-phase interaction index to zero in response to determining that the elapsed time is greater than or equal to the elapsed time threshold.

[0008] In another aspect of the invention, determining one or more active downforce control inputs may further include determining an estimated ride height using one or more vehicle sensors. Determining one or more active downforce control inputs may further include determining a simulated ride height. Determining one or more active downforce control inputs may further include determining a hybrid ride height based at least in part on the estimated ride height, the simulated ride height, and the phase interaction index. Determining the one or more active downforce control inputs may further include determining the one or more active downforce control inputs, wherein the one or more active downforce control inputs include at least the hybrid ride height.

[0009] In another aspect of the invention, determining the simulated driving height may further include using a mathematical formula to determine the simulated driving height, wherein the mathematical formula ignores the effects of sudden driver input and road disturbances.

[0010] In another aspect of the invention, determining the simulated driving height may further include determining the front simulated driving height based at least in part on filtered longitudinal acceleration, front downforce, front spring preload, and front spring constant. Determining the simulated driving height may further include determining the rear simulated driving height based at least in part on filtered longitudinal acceleration, rear downforce, rear spring preload, and rear spring constant.

[0011] In another aspect of the invention, determining the mixed driving height may further include using the following formula to determine the mixed driving height:

[0012] RH B =RH m *i+RH e *(1-i)

[0013] RH B This is the mixed driving height, RH m This is the simulated driving height, where i is the antiphase interaction index, and RH eIt is the estimated driving height, and the out-of-phase interaction index is a number between 0 and 1.

[0014] In another aspect of the invention, determining one or more active downforce control inputs may further include determining an initial longitudinal acceleration. Determining the one or more active downforce control inputs may further include determining a filtered longitudinal acceleration based at least in part on the initial longitudinal acceleration and the out-of-phase interaction index. The one or more active downforce control inputs include at least a filtered longitudinal acceleration.

[0015] In another aspect of the invention, determining one or more active downforce control inputs may further include determining an initial longitudinal tire force. Determining the one or more active downforce control inputs may further include determining a filtered longitudinal tire force based at least in part on the initial longitudinal tire force and the out-of-phase interaction index. The one or more active downforce control inputs include at least the filtered longitudinal tire force.

[0016] According to several aspects, a system for active downforce control of a vehicle is provided. The system may include one or more vehicle sensors, one or more aerodynamic actuators, and a controller electrically connected to the one or more vehicle sensors and the one or more aerodynamic actuators. The controller is programmed to use the one or more vehicle sensors to determine an out-of-phase interaction index between the driver of the vehicle and the controller. The controller is also programmed to determine one or more active downforce control inputs based at least in part on the out-of-phase interaction index. The controller is further programmed to control one or more aerodynamic actuators based at least in part on the one or more active downforce control inputs.

[0017] In another aspect of the invention, to determine the phase interaction index, the controller is further programmed to monitor one or more input parameters over time using one or more vehicle sensors. To determine the phase interaction index, the controller is also programmed to determine the magnitude of change of one of the one or more input parameters. To determine the phase interaction index, the controller is further programmed to determine the phase interaction index based at least in part on the magnitude of change of one of the one or more input parameters.

[0018] In another aspect of the invention, to monitor one or more input parameters over time, the controller is also programmed to monitor the accelerator pedal position over time using an accelerator pedal position sensor from one or more vehicle sensors. To monitor one or more input parameters over time, the controller is also programmed to monitor the brake pedal position over time using a brake pedal position sensor from one or more vehicle sensors. To monitor one or more input parameters over time, the controller is also programmed to monitor the estimated lateral acceleration of the vehicle over time using one or more vehicle sensors.

[0019] In another aspect of the invention, to determine the out-of-phase interaction index, the controller is further programmed to compare the magnitude of change of one of the one or more input parameters with a predetermined magnitude threshold. To determine the out-of-phase interaction index, the controller is further programmed to increase the out-of-phase interaction index in response to determining that the magnitude of change of one of the one or more input parameters is greater than or equal to the predetermined magnitude threshold. To determine the out-of-phase interaction index, the controller is further programmed to determine the time elapsed since the last increase in the out-of-phase interaction index. To determine the out-of-phase interaction index, the controller is further programmed to compare the elapsed time with an elapsed time threshold. To determine the out-of-phase interaction index, the controller is further programmed to reset the out-of-phase interaction index to zero in response to determining that the elapsed time is greater than or equal to the elapsed time threshold.

[0020] In another aspect of the invention, to determine one or more active downforce control inputs, the controller is further programmed to determine an initial longitudinal acceleration. To determine one or more active downforce control inputs, the controller is further programmed to determine a filtered longitudinal acceleration based at least in part on the initial longitudinal acceleration and the out-of-phase interaction index. To determine one or more active downforce control inputs, the controller is further programmed to determine an initial longitudinal tire force. To determine one or more active downforce control inputs, the controller is further programmed to determine a filtered longitudinal tire force based at least in part on the initial longitudinal tire force and the out-of-phase interaction index. To determine one or more active downforce control inputs, the controller is further programmed to determine an estimated ride height using one or more vehicle sensors. To determine one or more active downforce control inputs, the controller is further programmed to determine a simulated ride height. To determine one or more active downforce control inputs, the controller is further programmed to determine a mixed ride height based at least in part on the estimated ride height, the simulated ride height, and the out-of-phase interaction index. The one or more active downforce control inputs include at least a filtered longitudinal acceleration, a filtered longitudinal tire force, and a mixed ride height.

[0021] In another aspect of the invention, to determine the simulated driving height, the controller is also programmed to determine the front simulated driving height based at least in part on filtered longitudinal acceleration, front downforce, front spring preload, and front spring constant. To determine the simulated driving height, the controller is also programmed to determine the rear simulated driving height based at least in part on filtered longitudinal acceleration, rear downforce, rear spring preload, and rear spring constant.

[0022] In another aspect of the invention, in order to determine the mixed driving height, the controller is also programmed to determine the mixed driving height using the following formula:

[0023] RH B =RH m *i+RH e *(1-i)

[0024] RH B This is the mixed driving height, RH m This is the simulated driving height, where i is the antiphase interaction index, and RH e It is the estimated driving height, and the out-of-phase interaction index is a number between 0 and 1.

[0025] According to several aspects, a method for active downforce control of a vehicle is provided. The method may include monitoring one or more input parameters over time using one or more vehicle sensors. The method may further include determining the magnitude of change of one of the one or more input parameters. The method may further include determining a phase interaction index based at least in part on the magnitude of change of one of the one or more input parameters. The method may further include determining one or more active downforce control inputs based at least in part on the phase interaction index. The method may further include controlling one or more aerodynamic actuators based at least in part on the one or more active downforce control inputs.

[0026] In another aspect of the invention, determining the out-of-phase interaction index may further include comparing the magnitude of change of one of the one or more input parameters with a predetermined magnitude threshold. Determining the out-of-phase interaction index may further include increasing the out-of-phase interaction index in response to determining that the magnitude of change of one of the one or more input parameters is greater than or equal to the predetermined magnitude threshold. Determining the out-of-phase interaction index may further include determining the time elapsed since the last increase in the out-of-phase interaction index. Determining the out-of-phase interaction index may further include comparing the elapsed time with an elapsed time threshold. Determining the out-of-phase interaction index may further include resetting the out-of-phase interaction index to zero in response to determining that the elapsed time is greater than or equal to the elapsed time threshold.

[0027] In another aspect of the invention, determining one or more active downforce control inputs may further include using one or more vehicle sensors to determine an estimated ride height. Determining one or more active downforce control inputs may further include using a mathematical formula to determine a simulated ride height, wherein the mathematical formula ignores the effects of sudden driver inputs and road disturbances. Determining the one or more active downforce control inputs may further include using the following formula to determine a hybrid ride height:

[0028] RH B =RH m *i+RH e *(1-i)

[0029] RH B This is the mixed driving height, RH m This is the simulated driving height, where i is the antiphase interaction index, and RH e It is the estimated driving height, and the out-of-phase interaction index is a number between 0 and 1.

[0030] Determining one or more active downforce control inputs may further include determining the original longitudinal acceleration. Determining the one or more active downforce control inputs may further include determining a filtered longitudinal acceleration based at least in part on the original longitudinal acceleration and the phase interaction index. Determining one or more active downforce control inputs may further include determining the original longitudinal tire force. Determining the one or more active downforce control inputs may further include determining a filtered longitudinal tire force based at least in part on the original longitudinal tire force and the phase interaction index. Determining the one or more active downforce control inputs may further include determining the one or more active downforce control inputs, wherein the one or more active downforce control inputs include at least the mixed ride height, the filtered longitudinal acceleration, and the filtered longitudinal tire force.

[0031] Further applications will become clear from the description provided herein. It should be understood that the specification and specific embodiments are for illustrative purposes only and are not intended to limit the scope of the invention. Attached Figure Description

[0032] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of the invention in any way.

[0033] Figure 1 This is a schematic diagram of a system for active downforce control of a vehicle according to an exemplary embodiment;

[0034] Figure 2 This is a flowchart of a method for active downforce control of a vehicle according to an exemplary embodiment; and

[0035] Figure 3 This is a schematic diagram of a simplified vehicle model according to an exemplary embodiment. Detailed Implementation

[0036] The following description is merely exemplary in nature and is not intended to limit the invention, application, or use.

[0037] Active downforce systems and methods for vehicles can be used to provide increased traction or otherwise adjust vehicle handling characteristics under certain conditions, thereby improving vehicle performance. However, the driver can also adjust vehicle controls (e.g., acceleration, braking, steering, etc.) to control traction or otherwise adjust vehicle handling characteristics. In some cases, the action of the vehicle's active downforce system may conflict with the actions taken by the driver, resulting in "out-of-phase" interaction between the vehicle's active downforce system and the driver. In some examples, out-of-phase interaction may occur due to the difference in reaction time between the active downforce system and the driver. In other examples, out-of-phase interaction may occur when the active downforce system and the driver have opposing intentions (e.g., the active downforce system may seek to increase tire traction while the driver simultaneously seeks to decrease tire traction). Therefore, the present invention provides a new and improved system and method for active downforce control of vehicles that mitigates out-of-phase interaction.

[0038] refer to Figure 1 A system for active downforce control of a vehicle is illustrated, generally indicated by reference numeral 10. System 10 is shown with an exemplary vehicle 12. Although a bus is illustrated, it should be understood that vehicle 12 can be any type of vehicle without departing from the scope of the invention. System 10 typically includes a controller 14, one or more vehicle sensors 16, and one or more aerodynamic actuators 18.

[0039] The controller 14 is used to implement a method 100 for active downforce control of a vehicle, as described below. The controller 14 includes at least one processor 20 and a non-transitory computer-readable storage device or medium 22. The processor 20 may be a custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors associated with the controller 14, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or a device typically used for executing instructions.

[0040] Computer-readable storage device or medium 22 may include volatile and non-volatile storage devices such as read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is a persistent or non-volatile memory that can be used to store various operational variables when the processor 20 is powered off. Computer-readable storage device or medium 22 may be implemented using multiple storage devices such as PROM (programmable read-only memory), EPROM (electrical PROM), EEPROM (electrically erasable PROM), flash memory, or another electrical, magnetic, optical, or combined storage device capable of storing data, some of which represent executable instructions that can be used by controller 14 to control various systems of vehicle 12.

[0041] Controller 14 may also include multiple controllers that are electrically communicating with each other. Controller 14 may interconnect with additional systems and / or controllers of vehicle 12, thereby allowing controller 14 to access data such as the speed, acceleration, braking, and steering wheel angle of vehicle 12.

[0042] The controller 14 is electrically connected to one or more vehicle sensors 16 and one or more aerodynamic actuators 18. In an exemplary embodiment, 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 used for communicating with the controller 14 are within the scope of this invention. It should also be understood that, within the scope of this invention, electrical communication also includes power and / or energy transfer between electrical devices (e.g., using wired and / or wireless power transfer technologies).

[0043] One or more vehicle sensors 16 are used to acquire information related to the vehicle 12. In an exemplary embodiment, the one or more vehicle sensors 16 include an accelerator pedal position sensor 24a, a brake pedal position sensor 24b, a steering wheel angle sensor 26, and an inertial measurement unit (IMU) 28.

[0044] In another exemplary embodiment, one or more vehicle sensors 16 further include sensors for determining performance data about the vehicle 12. In a non-limiting example, one or more vehicle sensors 16 further include at least one of a motor speed sensor, a motor torque sensor, an electric drive motor voltage and / or current sensor, a brake position sensor, a coolant temperature sensor, a cooling fan speed sensor, a transmission oil temperature sensor, a front suspension travel height sensor, a rear suspension travel height sensor, a yaw rate sensor, one or more wheel speed sensors, and an inertial measurement unit (IMU).

[0045] In another exemplary embodiment, the one or more vehicle sensors 16 further include sensors for determining information about the environment within the vehicle 12. In a non-limiting example, the one or more vehicle sensors 16 may also 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, etc.

[0046] In another exemplary embodiment, one or more vehicle sensors 16 may further include sensors for determining information about the environment surrounding the vehicle 12. In a non-limiting example, one or more vehicle sensors 16 may also include at least one of an ambient air temperature sensor, an atmospheric pressure sensor, a vehicle communication system, a global navigation satellite system (GNSS), and / or a photographic and / or video camera positioned to observe the environment in front of the vehicle 12.

[0047] In another exemplary embodiment, at least one of the one or more vehicle sensors 16 is a sensing sensor capable of sensing objects and / or measuring distances to the environment surrounding the vehicle 12. In a non-limiting example, the one or more vehicle sensors 16 include a stereo camera with distance measurement capability. In one example, at least one of the one or more vehicle sensors 16 is fixed inside the vehicle 12, for example, in the roof of the vehicle 12, having a view through the windshield of the vehicle 12. In another example, at least one of the one or more vehicle sensors 16 is fixed outside the vehicle 12, for example, on the roof of the vehicle 12, having a view of the environment surrounding the vehicle 12. It should be understood that various additional types of sensing sensors, such as, for example, LiDAR sensors, ultrasonic ranging sensors, radar sensors, and / or time-of-flight sensors, are within the scope of the invention. As described above, the one or more vehicle sensors 16 are electrically connected to the controller 14.

[0048] An accelerator pedal position sensor 24a is used to measure the position of the accelerator pedal of the vehicle 12. In an exemplary embodiment, the accelerator pedal position sensor 24a is an electromechanical sensor that converts the mechanical movement of the accelerator pedal into an electrical signal. In a non-limiting example, the accelerator pedal position sensor 24a includes a potentiometer having at least a first terminal and a second terminal electrically connected to a windshield wiper. The windshield wiper is fixed to the potentiometer (e.g., via a mechanical linkage, gear set, etc.) to the accelerator pedal. Therefore, the resistance measured between the first terminal (i.e., the windshield wiper) and the second terminal is proportional to the position of the accelerator pedal. Thus, by measuring the resistance between the first and second terminals of the potentiometer, the controller 14 determines the position of the accelerator pedal. It should be understood that additional sensors (e.g., rotary encoders, proximity sensors, etc.) for measuring the position of the accelerator pedal are within the scope of this invention.

[0049] Brake pedal position sensor 24b is used to measure the position of the brake pedal of vehicle 12. In an exemplary embodiment, brake pedal position sensor 24b is an electromechanical sensor that converts the mechanical movement of the brake pedal into an electrical signal. In a non-limiting example, brake pedal position sensor 24b includes a potentiometer having at least a first terminal and a second terminal electrically connected to a windshield wiper. The windshield wiper is fixed to the potentiometer (e.g., via a mechanical linkage, gear set, etc.) to the brake pedal. Therefore, the resistance measured between the first terminal (i.e., the windshield wiper) and the second terminal is proportional to the position of the brake pedal. Thus, by measuring the resistance between the first and second terminals of the potentiometer, controller 14 determines the position of the brake pedal. It should be understood that additional sensors (e.g., rotary encoders, proximity sensors, etc.) for measuring the position of the brake pedal are within the scope of this invention.

[0050] A steering wheel angle sensor 26 is used to measure the position (i.e., angle) of the steering wheel of the vehicle 12. In an exemplary embodiment, the steering wheel angle sensor 26 is an electromechanical sensor that converts the mechanical movement of the steering wheel into an electrical signal. In a non-limiting example, the steering wheel angle sensor 26 includes a potentiometer having at least a first terminal and a second terminal electrically connected to a windshield wiper. The windshield wiper is fixed to the potentiometer (e.g., via a mechanical linkage, gear set, etc.) to the steering wheel. Therefore, the resistance measured between the first terminal (i.e., the windshield wiper) and the second terminal is proportional to the position of the steering wheel. Thus, by measuring the resistance between the first and second terminals of the potentiometer, the controller 14 determines the position of the steering wheel, thereby determining the steering wheel angle. It should be understood that additional sensors for measuring the position of the steering wheel (e.g., rotary encoders, proximity sensors, etc.) are within the scope of this invention.

[0051] IMU 28 is used to determine the orientation, velocity, and gravity acting on vehicle 12. In an exemplary embodiment, IMU 28 includes several sensors, including an accelerometer, a gyroscope, and / or a magnetometer. In a non-limiting example, IMU 28 includes a three-axis accelerometer and a three-axis gyroscope integrated into a single unit. The accelerometer measures linear acceleration along each axis, while the gyroscope measures angular velocity about each axis. IMU 28 processes data from the sensors to calculate the current orientation, velocity, heading, yaw rate (i.e., rate of change of heading), and acceleration of vehicle 12 in three-dimensional space. IMU 28 communicates electrically with controller 14 as described above.

[0052] One or more aerodynamic actuators 18 are used to adjust drag on the vehicle 12 and / or adjust aerodynamic downforce on the vehicle 12. In an exemplary embodiment, the one or more aerodynamic actuators 18 include a front aerodynamic actuator 18a and a rear aerodynamic actuator 18b.

[0053] A front aerodynamic actuator 18a is used to regulate the front downforce 30a at or near the front axle 32a of the vehicle 12. Within the scope of this invention, the term "downforce" refers to the component of force perpendicular to the relative direction of motion of the vehicle 12 (i.e., in the longitudinal direction) toward the road surface 40. Within the scope of this invention, the term "front downforce" refers to the downforce applied at or near the front axle 32a of the vehicle 12. The front aerodynamic actuator 18a includes a first aerodynamic body 34a, a first pivot 36a, and a first actuator motor 38a.

[0054] The first aerodynamic body 34a is used to regulate drag and / or aerodynamic downforce by interfering with the airflow through the vehicle 12. In an exemplary embodiment, the first aerodynamic body 34a is configured as an airfoil spoiler. In this invention, the term "airfoil" is defined as having a wing shape, i.e., a winglet having a wing shape defined by a streamlined cross-sectional shape that generates lift for flight or propulsion by fluid. The term "spoiler" refers to an aerodynamic device capable of interfering with the airflow over the vehicle 12 when the vehicle 12 is in motion, thereby adjusting drag and / or aerodynamic downforce on the vehicle 12.

[0055] The first pivot 36a is used to enable rotational movement between the first aerodynamic body 34a and the vehicle 12. In an exemplary embodiment, the first pivot 36a is a hinge. In a non-limiting example, the hinge includes a pivot pin (not shown) and two hinge plates (not shown) mechanically connected to the pivot pin. The pivot pin allows the hinge plates to rotate relative to each other, and the hinge plates are attached to corresponding components (i.e., one attached to the vehicle 12 and one attached to the first aerodynamic body 34a) to facilitate their rotational movement. It should be understood that the first pivot 36a may include any mechanical structure or linkage that allows rotational or pivotal movement, including, for example, any combination of hinges, bearings, pivot pins, ball joints, swivel joints, bushings, universal joints, U-shaped clamps, trunnions, etc.

[0056] The first actuator motor 38a is used to actuate (i.e., move) the first aerodynamic body 34a to adjust drag and / or aerodynamic downforce. In an exemplary embodiment, the first actuator motor 38a is an electric motor (e.g., a DC brushed motor, a DC brushless motor, an AC motor, a linear actuator, etc.) connected to the first aerodynamic body 34a via a first pivot 36a. In another exemplary embodiment, the first actuator motor 38a includes a pneumatic or hydraulic actuator. It should be understood that any actuator operable to actuate (i.e. move) the first aerodynamic body 34a is within the scope of the invention. Furthermore, any mechanical construction (including, for example, chains, belts, pulleys, gears, linkages, etc.) for connecting the first actuator motor 38a to the first aerodynamic body 34a is within the scope of the invention. In a non-limiting example, the first actuator motor 38a includes a relative or absolute positioning device, such as a rotary encoder, such that the controller 14 can determine the position of the first actuator motor 38a, thereby determining the position of the first aerodynamic body 34a. The first actuator motor 38a is electrically connected to and can be controlled by the controller 14, which will be discussed in more detail below.

[0057] The rear aerodynamic actuator 18b is used to regulate the rear downforce 30b at or near the rear axle 32b of the vehicle 12. Within the scope of this invention, the term "rear downforce" refers to the downforce applied at or near the rear axle 32b of the vehicle 12. The rear aerodynamic actuator 18b includes a second aerodynamic body 34b, a second pivot 36b, and a second actuator motor 38b.

[0058] The second aerodynamic body 34b is used to regulate drag and / or aerodynamic downforce by interfering with the airflow through the vehicle 12. In an exemplary embodiment, the second aerodynamic body 34b is configured as an airfoil spoiler.

[0059] The second pivot 36b is used to enable rotational movement between the second aerodynamic body 34b and the vehicle 12. In an exemplary embodiment, the second pivot 36b is a hinge. In a non-limiting example, the hinge includes a pivot pin (not shown) and two hinge plates (not shown) mechanically connected to the pivot pin. The pivot pin allows the hinge plates to rotate relative to each other, and the hinge plates are attached to corresponding components (i.e., one attached to the vehicle 12 and one attached to the second aerodynamic body 34b) to facilitate their rotational movement. It should be understood that the second pivot 36b may include any mechanical structure or linkage that allows rotational or pivotal movement, including, for example, any combination of hinges, bearings, pivot pins, ball joints, swivel joints, bushings, universal joints, U-shaped clamps, trunnions, etc.

[0060] The second actuator motor 38b is used to actuate (i.e., move) the second aerodynamic body 34b to adjust drag and / or aerodynamic downforce. In an exemplary embodiment, the second actuator motor 38b is an electric motor (e.g., a brushless DC motor, an AC motor, a linear actuator, etc.) connected to the second aerodynamic body 34b via a second pivot 36b. In another exemplary embodiment, the second actuator motor 38b includes a pneumatic or hydraulic actuator. It should be understood that any actuator operable to actuate (i.e. move) the second aerodynamic body 34b is within the scope of the invention. Furthermore, any mechanical construction (including, for example, chains, belts, pulleys, gears, linkages, etc.) for connecting the second actuator motor 38b to the second aerodynamic body 34b is within the scope of the invention. In a non-limiting example, the second actuator motor 38b includes a relative or absolute positioning device, such as a rotary encoder, such that the controller 14 can determine the position of the second actuator motor 38b, thereby determining the position of the second aerodynamic body 34b. The second actuator motor 38b is electrically connected to and can be controlled by the controller 14, which will be discussed in more detail below.

[0061] In an exemplary embodiment, the front aerodynamic actuator 18a is located closer to the front axle 32a than the rear axle 32b, such that the front aerodynamic actuator 18a effectively regulates the front downforce 30a. In a non-limiting example, the front aerodynamic actuator 18a is mounted near and / or on the trunk, hood, front bumper, etc. of the vehicle 12. The rear aerodynamic actuator 18b is located closer to the rear axle 32b than the front axle 32a, such that the rear aerodynamic actuator 18b effectively regulates the rear downforce 30b. In a non-limiting example, the rear aerodynamic actuator 18b is mounted near and / or on the trunk, rear spoiler, rear bumper, etc. of the vehicle 12.

[0062] refer to Figure 2 The diagram shows a flowchart of a method 100 for active downforce control of a vehicle. Method 100 begins at block 102 and proceeds to blocks 104, 106, 108, and 110.

[0063] In block 104, controller 14 monitors the accelerator pedal position over time. Within the scope of this invention, the accelerator pedal position is considered as one of one or more input parameters. In an exemplary embodiment, controller 14 uses accelerator pedal position sensor 24a to determine the accelerator pedal position and stores multiple accelerator pedal position measurements in medium 22 of controller 14. Furthermore, in block 104, controller 14 determines the magnitude of change in the accelerator pedal position over time. In a non-limiting example, controller 14 determines the total absolute change in the accelerator pedal position over a predetermined time period (e.g., 10 seconds). Following block 104, method 100 proceeds to block 112, which will be discussed in more detail below.

[0064] In block 106, controller 14 monitors the brake pedal position over time. Within the scope of this invention, brake pedal position is considered to be one of one or more input parameters. In an exemplary embodiment, controller 14 uses brake pedal position sensor 24b to determine the brake pedal position and stores multiple brake pedal position measurements in medium 22 of controller 14. Furthermore, in block 106, controller 14 determines the magnitude of change in brake pedal position over time. In a non-limiting example, controller 14 determines the total change in absolute brake pedal position over a predetermined time period (e.g., 10 seconds). Following block 106, method 100 proceeds to block 112, which will be discussed in more detail below.

[0065] In block 108, controller 14 monitors the steering wheel position over time. Within the scope of this invention, steering wheel position is considered to be one of one or more input parameters. In an exemplary embodiment, controller 14 uses steering wheel angle sensor 26 to determine the steering wheel position and stores multiple steering wheel position measurements in medium 22 of controller 14. Furthermore, in block 108, controller 14 determines the magnitude of change in steering wheel position over time. In a non-limiting example, controller 14 determines the total change in absolute steering wheel position over a predetermined time period (e.g., 10 seconds). Following block 108, method 100 proceeds to block 112, which will be discussed in more detail below.

[0066] In block 110, controller 14 monitors the estimated lateral acceleration over time. Within the scope of this invention, the estimated lateral acceleration is the estimated lateral acceleration of vehicle 12 (i.e., acceleration perpendicular to the direction of travel of vehicle 12). The estimated lateral acceleration is considered to be one of one or more input parameters. In an exemplary embodiment, controller 14 uses IMU 28 to determine the estimated lateral acceleration. In a non-limiting example, IMU 28 is used to directly measure the estimated lateral acceleration of vehicle 12, and multiple estimated lateral acceleration measurements are stored in medium 22 of controller 14. In another exemplary embodiment, statistical analysis, including a Kalman filter, is used to estimate the lateral acceleration based on driver inputs (i.e., accelerator pedal position, brake pedal position, steering angle, etc.) and / or vehicle state (i.e., vehicle heading, vehicle speed, etc.). Furthermore, in block 110, controller 14 determines the magnitude of change of the estimated lateral acceleration over time. In a non-limiting example, controller 14 determines the total absolute change of the estimated lateral acceleration over a predetermined time period (e.g., 10 seconds). After box 110, method 100 proceeds to box 112.

[0067] In block 112, controller 14 compares the change in accelerator pedal position over time with a predetermined threshold value for the change in accelerator pedal position (i.e., a predetermined threshold value for change). Furthermore, controller 14 compares the change in brake pedal position over time with a predetermined threshold value for the change in brake pedal position (i.e., a predetermined threshold value for change). Additionally, controller 14 compares the change in steering wheel position over time with a predetermined threshold value for the change in steering wheel position (i.e., a predetermined threshold value for change). Furthermore, controller 14 compares the estimated change in lateral acceleration over time with a predetermined threshold value for the estimated lateral acceleration change (i.e., a predetermined threshold value for change).

[0068] In an exemplary embodiment, if any one of the one or more input parameters exceeds (i.e., is greater than or equal to) a corresponding threshold, method 100 proceeds to block 114. If none of the one or more input parameters exceeds the corresponding threshold, method 100 proceeds to block 116. In a non-limiting example, if the change in accelerator pedal position over time exceeds a predetermined accelerator pedal position change threshold, the change in brake pedal position over time exceeds a predetermined brake pedal position change threshold, the change in steering wheel position over time exceeds a predetermined steering wheel position change threshold, or the change in estimated lateral acceleration over time exceeds a predetermined estimated lateral acceleration change threshold, method 100 proceeds to block 114. Otherwise, method 100 proceeds to block 116.

[0069] In another exemplary embodiment, if all one or more input parameters exceed (i.e., are greater than or equal to) a corresponding threshold, method 100 proceeds to block 114. If at least one of the one or more input parameters does not exceed a corresponding threshold, method 100 proceeds to block 116. In a non-limiting example, if the change in accelerator pedal position over time exceeds a predetermined threshold for the change in accelerator pedal position, the change in brake pedal position over time exceeds a predetermined threshold for the change in brake pedal position, the change in steering wheel position over time exceeds a predetermined threshold for the change in steering wheel position, and the change in estimated lateral acceleration over time exceeds a predetermined threshold for the change in estimated lateral acceleration, method 100 proceeds to block 114. Otherwise, method 100 proceeds to block 116.

[0070] In block 114, controller 14 increments the phase interaction index. Within the scope of this invention, the phase interaction index quantifies the amount of conflict between input parameters provided by the driver (i.e., the operator) and the operation of controller 14 controlling one or more aerodynamic actuators 18. In an exemplary embodiment, the phase interaction index is a number between 0 and 1. For example, if the driver is providing input parameters intended to cause a loss of traction in one or more tires of vehicle 12 to perform a drift maneuver, but controller 14 commands one or more aerodynamic actuators 18 to provide increased downforce, thereby increasing traction, then the phase interaction index would be considered high (i.e., closer to one), because controller 14 is effectively “not cooperating with the driver.”

[0071] On the other hand, if the driver provides input parameters that intend to cause a loss of traction in one or more tires of vehicle 12 in order to perform a drift maneuver, and the controller 14 commands one or more aerodynamic actuators 18 to provide reduced downforce, thereby reducing traction, then the out-of-phase interaction index will be considered low (i.e., close to zero) because the controller 14 is effectively “working together” with the driver.

[0072] In an exemplary embodiment, at block 114, controller 14 increases the out-of-phase interaction index by a predetermined amount (e.g., one-tenth). In another exemplary embodiment, the amount by which the out-of-phase interaction index is increased is determined at least in part based on the magnitude of one or more of one or more input parameters relative to a corresponding threshold. If the out-of-phase interaction index is equal to its maximum value (i.e., 1), then no increase is made at block 114. In an exemplary embodiment, controller 14 stores the execution timestamp of block 114 in medium 22 of controller 14. After block 114, method 100 proceeds to blocks 118, 120, and 122, which will be discussed in more detail below.

[0073] In box 116, controller 14 determines the time elapsed since the last exponential increase in the out-of-phase interaction. In other words, controller 14 determines the time elapsed since box 114 was most recently executed. In a non-limiting example, controller 14 reads the execution timestamp of box 114 from controller 14's medium 22 to determine the elapsed time. Furthermore, in box 116, controller 14 compares the elapsed time to an elapsed time threshold (e.g., one minute). If the elapsed time is less than the elapsed time threshold, method 100 proceeds to boxes 118, 120, and 122, which will be discussed in more detail below. If the elapsed time is greater than or equal to the elapsed time threshold, method 100 proceeds to box 124.

[0074] In block 124, controller 14 resets the out-of-phase interaction index to its minimum value (i.e., zero) in response to determining at block 116 that the elapsed time is greater than or equal to the elapsed time threshold. After block 124, method 100 proceeds to blocks 118, 120, and 122.

[0075] In block 118, controller 14 determines the estimated driving height of vehicle 12. Within the scope of this invention, the estimated driving height refers to the vehicle body 50 (…). Figure 3 The estimated height is 40 degrees above the road surface. In an exemplary embodiment, estimating the driving height includes estimating the forward driving height and estimating the rear driving height. In a non-limiting example, to determine the estimated driving height, the controller 14 uses one or more vehicle sensors 16 to measure quantities such as, for example, front suspension spring deflection, rear suspension spring deflection, tire pressure, steering wheel angle, etc.

[0076] Controller 14 then uses data processing, statistical, or filtering techniques, such as Kalman filtering, to determine an estimated ride height based on quantities measured using one or more vehicle sensors 16. The term "estimated" ride height is used because the actual ride height can vary over time due to variations in load, acceleration, road surface characteristics, downforce, etc. Therefore, the estimated ride height is determined by considering various factors that affect the ride height of vehicle 12 at any given time. Following box 118, method 100 proceeds to boxes 126 and 128, which will be discussed in more detail below.

[0077] In block 120, controller 14 determines the raw longitudinal acceleration of vehicle 12. Within the scope of this invention, raw longitudinal acceleration is the longitudinal acceleration of vehicle 12 (i.e., the acceleration of vehicle 12 in its direction of travel). Within the scope of this invention, the term "raw" means that the raw longitudinal acceleration is substantially unprocessed or unfiltered. In an exemplary embodiment, controller 14 uses IMU 28 to determine the raw longitudinal acceleration. In a non-limiting example, IMU 28 is used to directly measure the raw longitudinal acceleration of vehicle 12, and multiple raw longitudinal acceleration measurements are stored in medium 22 of controller 14. In another exemplary embodiment, statistical analysis, including a Kalman filter, is used to estimate the raw longitudinal acceleration based on driver input (i.e., accelerator pedal position, brake pedal position, steering angle, etc.) and / or vehicle state (i.e., vehicle heading, vehicle speed, etc.). Following block 120, method 100 proceeds to blocks 126 and 128, which will be discussed in more detail below.

[0078] In block 122, controller 14 determines the raw longitudinal tire forces of vehicle 12. Within the scope of this invention, raw longitudinal tire forces are forces acting longitudinally on one or more tires of vehicle 12 (i.e., tire forces in the direction of travel of vehicle 12). Within the scope of this invention, the term "raw" means that the raw longitudinal tire forces are substantially unprocessed or unfiltered. In an exemplary embodiment, controller 14 uses IMU 28 to determine the raw longitudinal tire forces. In a non-limiting example, IMU 28 is used to directly measure the raw longitudinal tire forces of vehicle 12, and multiple raw longitudinal tire force measurements are stored in medium 22 of controller 14. In another exemplary embodiment, statistical analysis, including a Kalman filter, is used to estimate the raw longitudinal tire forces based on driver inputs (i.e., accelerator pedal position, brake pedal position, steering angle, etc.) and / or vehicle states (i.e., vehicle heading, vehicle speed, wheel slip ratio, etc.). Following block 122, method 100 proceeds to blocks 126 and 128.

[0079] In block 126, the filtered longitudinal acceleration of vehicle 12 is determined. Within the scope of the invention, the filtered longitudinal acceleration is determined by filtering the original longitudinal acceleration determined at block 120 to remove interference. The filtered longitudinal acceleration is considered to be one of one or more active downforce control inputs, which will be discussed in more detail below. In an exemplary embodiment, the filtered longitudinal acceleration is determined by filtering the original longitudinal acceleration at least in part based on the out-of-phase interaction index. Typically, the “strength” of the filter (i.e., the amount of data smoothing and / or the amount of data lost / ignored by the filter) varies directly with the out-of-phase interaction index, such that a higher out-of-phase interaction index results in more filtering.

[0080] In a non-limiting example, the longitudinal acceleration of the filter is determined by taking a moving average of the original longitudinal acceleration. For example, the period of the moving average (i.e., the number of samples used to calculate the moving average, also known as the window size) is determined at least in part based on the out-of-phase interaction exponent. In a non-limiting example, the period of the moving average varies directly (e.g., proportionally) with the out-of-phase interaction exponent. It should be understood that various additional filtering techniques, including, for example, simple moving average (SMA), weighted moving average (WMA), exponential moving average (EMA), median filter, Gaussian filter, Savitzky-Golay filter, Kalman filter, etc., may be used without departing from the scope of this disclosure. Following box 126, method 100 proceeds to box 130, which will be discussed in more detail below.

[0081] In block 128, the filtered longitudinal tire force of vehicle 12 is determined. Within the scope of the invention, the filtered longitudinal tire force is determined by filtering the original longitudinal tire force determined at block 122 to remove interference. The filtered longitudinal tire force is considered to be one of one or more active downforce control inputs, which will be discussed in more detail below. In an exemplary embodiment, the filtered longitudinal tire force is determined by filtering the original longitudinal tire force at least in part based on the out-of-phase interaction index. Typically, the “strength” of the filter (i.e., the amount of data smoothing and / or the amount of data lost / ignored by the filter) varies directly with the out-of-phase interaction index, such that a higher out-of-phase interaction index results in more filtering.

[0082] In a non-limiting example, the filtered longitudinal tire force is determined by taking a moving average of the original longitudinal tire force. For example, the period of the moving average (i.e., the number of samples used to calculate the moving average, also known as the window size) is determined at least in part based on the out-of-phase interaction exponent. In a non-limiting example, the period of the moving average varies directly (e.g., proportionally) with the out-of-phase interaction exponent. It should be understood that various additional filtering techniques, including, for example, simple moving average (SMA), weighted moving average (WMA), exponential moving average (EMA), median filter, Gaussian filter, Savitzky-Golay filter, Kalman filter, etc., may be used without departing from the scope of this disclosure. After block 128, method 100 proceeds to block 130.

[0083] In box 130, controller 14 determines the simulated driving height of vehicle 12. Within the scope of this invention, simulated driving height refers to the vehicle body 50 of vehicle 12 as determined using mathematical simulation. Figure 3 The simulated driving height is 40 degrees above the road surface. In an exemplary embodiment, the simulated driving height includes a front simulated driving height and a rear simulated driving height.

[0084] refer to Figure 3 A simplified vehicle model 52 of vehicle 12 is shown. The simplified vehicle model 52 includes the body 50 of vehicle 12, the front axle 32a of vehicle 12, the rear axle 32b of vehicle 12, the front spring 54a of vehicle 12, the rear spring 54b of vehicle 12, and the center of gravity 56 of vehicle 12. (Reference) Figure 3 And continue to refer to Figures 1 to 2 In an exemplary embodiment, to determine the simulated driving height, controller 14 uses a mathematical relationship that ignores the effects of sudden driver input (i.e., as detected at block 112) and road disturbances. In a non-limiting example, controller 14 uses the following formula to determine the simulated driving height:

[0085]

[0086] RH m,f =g f *Z f +RH 0,f #(3)

[0087] RH m,r =g r *Z r +RH 0,r #(4)

[0088] Where m is the mass of vehicle 12, g is the acceleration due to gravity, and l r It is the longitudinal distance between the rear axle 32b and the center of gravity 56 of the vehicle 12, l is the wheelbase of the vehicle 12, and A is the longitudinal distance between the rear axle 32b and the center of gravity 56 of the vehicle 12. x The longitudinal acceleration and CG of the filter are determined at frame 126. h It is the vertical position of the center of gravity 56 of vehicle 12, F d,f It is the front downforce 30a, F sp,f It is the front spring preload of the 54a front spring, K s,f It is the front spring constant of the 54a front spring, and Z f It is the vertical position of the front axle 32a.

[0089] In addition, l f It is the longitudinal distance between the front axle 32a and the center of gravity 56 of the vehicle 12, F d,r It is the downward pressure 30b, F sp,r It is the rear spring preload of rear spring 54b, K s,r It is the rear spring constant of the rear spring 54b, and Z r This is the vertical position of rear axle 32b. Additionally, RH m,f It is the simulated driving height, g f It is the gain constant of the previous simulated driving height, and RH 0,fThis refers to the front ride height offset. The front simulated ride height gain constant and the front ride height offset are predetermined based on the suspension geometry. Additionally, RH... m,r This is the simulated driving height, g r It is the post-simulation driving height gain constant, and RH 0,r This refers to the rear ride height offset. The rear simulated ride height gain constant and the rear ride height offset are predetermined based on the suspension geometry.

[0090] It should be understood that equations 1-4 above are merely exemplary in nature, and within the scope of this invention, various alternative or additional mathematical and / or physical relationships or simulation techniques can be used to determine the simulated driving height. The term "simulated" driving height is used because the actual driving height may vary over time due to variations in load, acceleration, road surface characteristics, downforce, etc. Based on Newtonian physics, the simulated driving height is determined using mathematical relationships (e.g., based on vehicle load transfer) that neglect the effects of sudden driver inputs (i.e., as detected at box 112) and road disturbances. See again Figure 2 After box 130, method 100 proceeds to box 132.

[0091] In block 132, controller 14 determines the hybrid driving height. Within the scope of the invention, the hybrid driving height is a mixture of the simulated driving height determined at block 130 and the estimated driving height determined at block 118. In an exemplary embodiment, the hybrid driving height includes a pre-hybrid driving height and a post-hybrid driving height. The hybrid driving height is considered to be one of one or more active downforce control inputs, which will be discussed in more detail below. In an exemplary embodiment, the hybrid driving height is determined at least in part based on the simulated driving height determined at block 130, the estimated driving height determined at block 118, and the out-of-phase interaction index.

[0092] In a non-limiting example, the hybrid driving height is a weighted average of the simulated driving height and the estimated driving height, where the weighting is determined based on the out-of-phase interaction index. In another non-limiting example, this hybrid driving height is determined using the following formula:

[0093] RH B =RH m *i+RH e *(1-i)#(5)

[0094] RH B It is the combined driving height (i.e., the driving height before or after mixing), RH m The simulated driving height (i.e., simulated forward driving height or simulated backward driving height) is determined at box 130, where i is the out-of-phase interaction index, and RH eThe estimated driving height (i.e., the estimated forward driving height or the estimated backward driving height) is determined at box 118. It should be understood that various other mathematical relationships can be used to determine the mixed driving height based on the simulated driving height and the estimated driving height, without departing from the scope of the invention. After box 132, method 100 proceeds to box 134.

[0095] In block 134, controller 14 controls one or more aerodynamic actuators 18 based at least in part on one or more active downforce control inputs (i.e., the filtered longitudinal acceleration determined at block 126, the filtered longitudinal tire force determined at block 128, and the mixed ride height determined at block 132). In an exemplary embodiment, controller 14 executes an active downforce control program stored in medium 22 of controller 14. In an exemplary embodiment, the active downforce control program is configured to receive the one or more active downforce control inputs, determine a requested front downforce 30a and a requested rear downforce 30b, and determine a position setpoint for a first actuator motor 38a based on the requested front downforce 30a and a position setpoint for a second actuator motor 38b based on the requested rear downforce 30b.

[0096] In a non-limiting example, controller 14 controls one or more aerodynamic actuators 18, as discussed in U.S. Application No. 18 / 787,480, filed July 29, 2024, entitled "Active Downforce Control for Drifting Maneuvers," which is incorporated herein by reference in its entirety. In another non-limiting example, controller 14 controls one or more aerodynamic actuators 18, as discussed in U.S. Application No. 18 / 350,508, filed July 11, 2023, entitled "Method and System for Determining the Desired Tire Grap in Active Downforce Control," which is incorporated herein by reference in its entirety. It should be understood that various additional and / or alternative methods for controlling one or more aerodynamic actuators 18, at least in part, based on one or more active downforce control inputs, are within the scope of this invention. After box 134, method 100 enters the standby state at box 136.

[0097] In an exemplary embodiment, controller 14 repeatedly exits standby state 136 and restarts method 100 at block 102. In a non-limiting example, controller 14 exits standby state 136 and restarts method 100 on a timer, for example, every 300 milliseconds.

[0098] The system 10 and method 100 of the present invention offer several advantages. Using the system 10 and method 100 of the present invention, the out-of-phase interaction between the driver and the active downforce control program of the controller 14 can be identified and quantified using an out-of-phase interaction index. The out-of-phase interaction index is then used to adjust the active downforce control input of the active downforce control program so that the active downforce control program does not cancel out one or more input parameters provided by the driver (i.e., accelerator pedal position, brake pedal position, steering wheel position, etc.). Furthermore, the system 10 and method 100 can be used to adjust the active downforce control input to enhance and / or supplement one or more input parameters provided by the driver. Therefore, using the system 10 and method 100 of the present invention enhances driver control, comfort, and enjoyment while maintaining vehicle performance.

[0099] The description of this invention is merely exemplary in nature, and variations that do not depart from the spirit of the invention are intended to be within its scope. Such variations should not be considered as a departure from the spirit and scope of the invention.

Claims

1. A method for active downforce control of a vehicle, the method comprising: Determine the out-of-phase interaction index between the driver and the controller of the vehicle, wherein the controller is configured to control one or more aerodynamic actuators; One or more active downforce control inputs are determined at least in part based on the heterogeneous interaction index; as well as The one or more aerodynamic actuators are controlled at least in part based on the one or more active downforce control inputs.

2. The method according to claim 1, wherein determining the heterogeneous interaction index further comprises: Monitor one or more input parameters over time; Determine the magnitude of change of one of the one or more input parameters; as well as The heterogeneous interaction index is determined at least in part based on the magnitude of change of one of the one or more input parameters.

3. The method of claim 2, wherein monitoring the one or more input parameters over time further comprises: Monitor the accelerator pedal position over time; Monitor brake pedal position over time; as well as The estimated lateral acceleration of the vehicle is monitored over time.

4. The method according to claim 2, wherein determining the heterogeneous interaction index further comprises: The magnitude of change of one of the one or more input parameters is compared with a predetermined magnitude threshold. In response to determining that the magnitude of change of one of the one or more input parameters is greater than or equal to the predetermined magnitude of change threshold, the heterogeneous interaction index is increased; Determine the time elapsed since the last increase in the heterogeneous interaction index; Compare the elapsed time with an elapsed time threshold; as well as In response to determining that the elapsed time is greater than or equal to the elapsed time threshold, the out-of-phase interaction index is reset to zero.

5. The method of claim 1, wherein determining the one or more active downforce control inputs further comprises: Use one or more vehicle sensors to determine the estimated driving height; Determine the simulated driving height; The mixed driving height is determined at least in part based on the estimated driving height, the simulated driving height, and the phase interaction index; as well as Determine the one or more active downforce control inputs, wherein the one or more active downforce control inputs include at least the hybrid ride height.

6. The method according to claim 5, wherein determining the simulated driving height further comprises: The simulated driving height is determined using a mathematical formula that ignores the effects of sudden driver input and road disturbances.

7. The method of claim 6, wherein determining the simulated driving height further comprises: The front simulated driving height is determined at least in part based on filtered longitudinal acceleration, front downforce, front spring preload, and front spring constant. as well as The rear simulated driving height is determined at least in part based on the longitudinal acceleration, rear downforce, rear spring preload, and rear spring constant of the filter.

8. The method of claim 5, wherein determining the mixed driving height further comprises: The mixed driving height is determined using the following formula: RH B =RH m *i+RH e *(1-i) RH B It is the mixed driving height, RH m is the simulated driving height, i is the antiphase interaction index, and RH e It is the estimated driving height, and the phase interaction index therein is a number between 0 and 1.

9. The method of claim 1, wherein determining the one or more active downforce control inputs further comprises: Determine the original longitudinal acceleration; The filtered longitudinal acceleration is determined at least in part based on the original longitudinal acceleration and the out-of-phase interaction index; as well as Determine the one or more active downforce control inputs, wherein the one or more active downforce control inputs include at least the filtered longitudinal acceleration.

10. The method of claim 1, wherein determining the one or more active downforce control inputs further comprises: Determine the initial longitudinal tire force; The filtered longitudinal tire force is determined at least in part based on the original longitudinal tire force and the out-of-phase interaction index; as well as Determine the one or more active downforce control inputs, wherein the one or more active downforce control inputs include at least the filtered longitudinal tire force.

Images