SYSTEM FOR CLASSIFIING DRIVER QUALIFICATION LEVEL

Abstract

Vehicle control system, comprehensive: a function that relates (i) pairs of lateral and longitudinal acceleration values ​​to (ii) qualification values; a qualification module (428) that: both (i) a lateral acceleration (316) of the vehicle and (ii) a longitudinal acceleration (332) of the vehicle receives; and using the function, a qualification value (432) of a driver of the vehicle is determined based on (i) the lateral acceleration (316) of the vehicle and (ii) the longitudinal acceleration (332) of the vehicle; a qualification level module (448) that determines a qualification level (452) of the driver of the vehicle based on the qualification value (432); and an actuator control module (348) which, based on the driver's qualification level (452), selectively actuates a dynamic actuator (204) of the vehicle, wherein the qualification values ​​(432) increase at a first rate when the lateral acceleration (316) becomes more positive while the longitudinal acceleration (332) remains constant; and the qualification values ​​increase at a second rate when the lateral acceleration (316) becomes more positive and the longitudinal acceleration (332) becomes one of (i) more positive and (ii) more negative; where the second rate is greater than the first rate, and / or wherein the qualification values ​​increase at a first rate when the lateral acceleration (316) becomes more negative while the longitudinal acceleration (332) remains constant; and the qualification values ​​increase at a second rate when the lateral acceleration (316) becomes more negative and the longitudinal acceleration (332) becomes one of (i) more positive and (ii) more negative; where the second rate is larger than the first rate, and / or wherein the qualification values ​​increase at a first rate when the longitudinal acceleration (332) becomes more positive while the lateral acceleration (316) remains constant; and the qualification values ​​increase at a second rate when the longitudinal acceleration (332) becomes more positive and the lateral acceleration (316) becomes one of (i) more positive and (ii) more negative; where the second rate is larger than the first rate, and / or wherein the qualification values ​​increase at a first rate when the longitudinal acceleration (332) becomes more negative while the lateral acceleration (316) remains constant; and the qualification values ​​increase at a second rate when the longitudinal acceleration (332) becomes more negative and the lateral acceleration (316) becomes one of (i) more positive and (ii) more negative; where the second rate is larger than the first rate.

Description

TECHNICAL AREA

[0001] The present disclosure relates to systems and methods for controlling actuators of a vehicle that vary the driving dynamics. INTRODUCTION

[0002] This introduction serves to provide a general overview of the context of the disclosure. The work of the inventors currently mentioned, as described in this introductory section, as well as other aspects of the description, are neither expressly nor implicitly considered prior art in relation to the present disclosure.

[0003] Internal combustion engines burn a fuel-air mixture in cylinders to move pistons and generate torque. In some types of engines, the airflow into the engine can be regulated by a throttle valve. The throttle valve can adjust its opening range, thereby increasing or decreasing the airflow into the engine. As the throttle opening range increases, so does the air supply to the engine.

[0004] A fuel control system adjusts the amount of fuel injected to supply the cylinders with a desired air-fuel mixture and / or to achieve a desired torque. Increasing the amount of air and fuel supplied to the cylinders generally increases the engine's torque output. The engine can transmit this torque to the wheels via drive components such as a transmission, one or more differentials, and a variety of drive shafts. Some vehicles, such as hybrid and electric vehicles, additionally or alternatively incorporate one or more electric motors that transmit torque to the wheels via drive components.

[0005] From the publication DE 11 2009 002 603 T5 a vehicle and a method for giving recommendations to a driver in it are known.

[0006] One of the purposes of this disclosure is to provide an improved vehicle control system. SUMMARY

[0007] This problem is solved by a vehicle control system according to independent claim 1. Advantageous further developments are specified in the dependent claims.

[0008] This vehicle control system according to the invention includes a function that relates (i) pairs of lateral and longitudinal acceleration values ​​to (ii) qualification values. A qualification module receives both (i) a lateral acceleration of the vehicle and (ii) a longitudinal acceleration of the vehicle; and, using the function, determines a qualification value of a driver of the vehicle based on (i) the lateral acceleration of the vehicle and (ii) the longitudinal acceleration of the vehicle. A qualification module determines a qualification level of the driver of the vehicle based on the qualification value. An actuator control module, based on the driver's skills, selectively actuates a dynamic actuator of the vehicle.

[0009] According to the invention, the qualification values ​​increase at a first rate when the lateral acceleration becomes more positive at constant longitudinal acceleration, and the qualification values ​​increase at a second rate when the lateral acceleration becomes more positive and the longitudinal acceleration becomes one of (i) more positive and (ii) more negative, wherein the second rate is greater than the first rate.

[0010] Alternatively or additionally, according to the invention, the qualification values ​​increase at a first rate when the lateral acceleration becomes more negative at constant longitudinal acceleration, and the qualification values ​​increase at a second rate when the lateral acceleration becomes more negative and the longitudinal acceleration of one of (i) becomes more positive and (ii) becomes more negative, wherein the second rate is greater than the first rate.

[0011] Alternatively or additionally, according to the invention, the qualification values ​​increase at a first rate when the longitudinal acceleration becomes more positive at constant lateral acceleration, and the qualification values ​​increase at a second rate when the longitudinal acceleration becomes more positive and the lateral acceleration of one of (i) becomes more positive and (ii) becomes more negative, wherein the second rate is greater than the first rate.

[0012] Alternatively or additionally, according to the invention, the qualification values ​​increase at a first rate when the longitudinal acceleration becomes more negative at constant lateral acceleration, and the qualification values ​​increase at a second rate when the longitudinal acceleration becomes more negative and the lateral acceleration of one of (i) becomes more positive and (ii) becomes more negative, wherein the second rate is greater than the first rate.

[0013] In other features, the qualification level module selects the driver's quality level from a group consisting of a first qualification level, a second qualification level which indicates a higher qualification level than the first qualification level, and a third qualification level which indicates a higher qualification level than the second qualification level.

[0014] In other features, the lateral acceleration of the vehicle is measured using a lateral acceleration sensor.

[0015] In other features, the longitudinal acceleration of the vehicle is measured using a longitudinal acceleration sensor.

[0016] In other features, the dynamic actuator includes one of: an electronic locking differential; an electronic power steering motor; an automatic braking system (ABS) actuator; a vehicle control actuator; and an aerodynamic actuator.

[0017] An unclaimed vehicle control method includes: receiving both (i) a lateral acceleration of the vehicle and (ii) a longitudinal acceleration of the vehicle; using a function that relates (i) pairs of lateral and longitudinal acceleration values ​​to (ii) qualification values; determining a qualification value of a driver of the vehicle based on (i) the lateral acceleration of the vehicle and (ii) the longitudinal acceleration of the vehicle; determining a qualification level of the driver of the vehicle based on the qualification level; and, based on the qualification level of the driver, selectively actuating a dynamic actuator of the vehicle.

[0018] In other aspects, determining the qualification level involves selecting the driver's qualification level from a group consisting of a first qualification level, a second qualification level indicating a higher qualification level than the first qualification level, and a third qualification level indicating a higher qualification level than the second qualification level.

[0019] In other characteristics, the qualification values ​​of the function increase by at least one of the following: (i) the lateral acceleration increases by an order of magnitude and (ii) the longitudinal acceleration increases by an order of magnitude.

[0020] In other characteristics, the qualification values ​​increase at a first rate when the lateral acceleration becomes more positive at constant longitudinal acceleration; and the qualification values ​​increase at a second rate when the lateral acceleration becomes more positive and the longitudinal acceleration of one of (i) becomes more positive and (ii) becomes more negative, where the second rate is greater than the first rate.

[0021] In other characteristics, the qualification values ​​increase at a first rate when the lateral acceleration becomes more negative at constant longitudinal acceleration; and the qualification values ​​increase at a second rate when the lateral acceleration becomes more negative and the longitudinal acceleration of one of (i) becomes more positive and (ii) becomes more negative, where the second rate is greater than the first rate.

[0022] In other characteristics, the qualification values ​​increase at a first rate when the longitudinal acceleration becomes more positive while the lateral acceleration remains constant; and the qualification values ​​increase at a second rate when the longitudinal acceleration becomes more positive and the lateral acceleration of one of (i) becomes more positive and (ii) becomes more negative, with the second rate being greater than the first rate.

[0023] In other characteristics, the qualification values ​​increase at a first rate when the longitudinal acceleration becomes more negative while the lateral acceleration remains constant; and the qualification values ​​increase at a second rate when the longitudinal acceleration becomes more negative and the lateral acceleration of one of (i) becomes more positive and (ii) becomes more negative, with the second rate being greater than the first rate.

[0024] Other features of the vehicle control system include measuring the vehicle's lateral acceleration using a lateral acceleration sensor.

[0025] Other features of the vehicle control system include measuring the longitudinal acceleration of the vehicle using a longitudinal acceleration sensor.

[0026] In other features, the dynamic actuator includes one of: an electronic locking differential; an electronic power steering motor; an automatic braking system (ABS) actuator; a vehicle control actuator; and an aerodynamic actuator.

[0027] Further applications of the present disclosure will become apparent from the detailed description, the claims, and the drawings. The detailed description and the specific examples serve only for illustration and do not limit the scope of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The present disclosure becomes more understandable with the aid of the detailed description and the accompanying drawings, in which the following applies: Fig. Figure 1 is a functional block diagram of an exemplary powertrain system; Fig. Figure 2 is a functional block diagram of an exemplary dynamic vehicle control system; Fig. Figure 3 is a functional block diagram of an exemplary dynamic control module; Fig. Figure 4 is a functional block diagram of an exemplary classification module; Fig. Figure 5 is an exemplary graph of the driver's skill level as a function of both lateral and longitudinal acceleration; Fig. Figure 6 is a flowchart that presents an exemplary procedure for determining a driver's qualification level and handling method; and Fig.Figure 7 is a flowchart that illustrates an exemplary procedure for controlling dynamic actuators of a vehicle based on the qualification level of a driver and / or a handling method.

[0029] The same reference symbols are used in the drawings for similar and / or identical elements. DETAILED DESCRIPTION

[0030] Some vehicles incorporate one or more actuators that can be adapted to the specific driving dynamics. Such actuators can be referred to as dynamic actuators. Examples of dynamic actuators include, but are not limited to, actuators for an electronic limited-slip differential, an electronic power steering system, an automatic braking system, a chassis control system, and an aerodynamic system. The control of dynamic actuators can be tailored to drivers with varying skill levels and driving styles, such as oversteer, understeer, and neutral steering.

[0031] According to the present application, a dynamic control module determines the driver's skill level, such as beginner, intermediate, or expert. The dynamic control module determines the driver's skill level based on both the vehicle's lateral and longitudinal acceleration. For example, the dynamic control module can determine the skill level by mapping the values ​​of the skill level based on sets of lateral and longitudinal accelerations. Higher lateral or longitudinal accelerations, especially higher lateral and longitudinal accelerations, can indicate a higher skill level of the driver, such as an advanced or experienced driver.

[0032] The dynamic control module also determines the handling characteristics, such as oversteer, understeer, or neutral steering behavior. The dynamic control module can determine the handling characteristics, for example, based on a gradient of the steering wheel angle. The vehicle can be steered towards understeer when lower gradients of the steering wheel angle are present than when the vehicle is steered towards neutral handling. The vehicle can be steered towards neutral handling when lower gradients of the steering wheel angle are present than when the vehicle is steered towards oversteer.

[0033] The dynamic control module determines when and how the dynamic actuators are controlled, depending on the driver's skill level and handling style. In this way, the dynamic control module adapts the control of the dynamic actuators to the driver's skill level and handling style. This allows drivers of different skill levels to experience similar or identical driving dynamics and enables a driver to experience consistent driving dynamics across various road conditions, handling styles, and operating conditions.

[0034] Now with reference to Fig. Figure 1 presents a functional block diagram of an example drive 100. The drive 100 contains an engine 102 that burns an air-fuel mixture to generate torque. The vehicle can be a non-autonomous or an autonomous model.

[0035] Air is drawn into the engine 102 through an intake system 108. The intake system 108 may include an intake manifold 110 and a throttle valve 112. For example only, the throttle valve 112 may include a throttle plate with a rotating vane. An engine control module (ECM) 114 controls a throttle actuator module 116, and the throttle actuator module 116 regulates the opening of the throttle valve 112 to control the airflow into the intake manifold 110.

[0036] Air from the intake manifold 110 is drawn into the cylinders of the engine 102. Although the engine 102 can contain multiple cylinders, only a single representative cylinder 118 is shown here for illustrative purposes. For example only, the engine 102 can contain 2, 3, 4, 5, 6, 8, 10, and / or 12 cylinders. The ECM 114 can instruct a cylinder actuator module 120 to selectively deactivate some of the cylinders under certain circumstances, which can improve fuel efficiency.

[0037] The engine 102 can operate using a four-stroke cycle or another suitable engine cycle. The four strokes of a four-stroke cycle, described below, are referred to as the intake stroke, the compression stroke, the combustion stroke, and the exhaust stroke. During each revolution of a crankshaft (not shown), two of the four strokes occur within cylinder 118. Consequently, two revolutions of the crankshaft are required for cylinder 118 to complete all four strokes. In four-stroke engines, one engine cycle can correspond to two crankshaft revolutions.

[0038] When cylinder 118 is activated, air is drawn from the intake manifold 110 through an intake valve 122 into cylinder 118 during the intake stroke. The ECM 114 controls a fuel actuator module 124, which regulates fuel injection to achieve a desired fuel / air mixture. Fuel can be injected into the intake manifold 110 at a central location or at multiple locations, such as near the intake valve 122 of each cylinder. In different implementations (not shown), fuel can be injected directly into the cylinders or into mixing chambers / ports connected to the cylinders. The fuel actuator module 124 can stop fuel injection into the deactivated cylinders.

[0039] The injected fuel mixes with air to form a fuel / air mixture within cylinder 118. During the compression stroke, a piston (not shown) in cylinder 118 compresses the fuel / air mixture. The engine 102 can be a compression-ignition engine, in which case compression causes the ignition of the air / fuel mixture. Alternatively, the engine 102 can be a spark-ignition engine, in which case the ignition control module 126 energizes a spark plug 128 in cylinder 118 based on a signal from the ECM 114, thereby igniting the air-fuel mixture. Some types of engines, such as homogeneous combustion diesel engines (HCCI), can operate using both compression and spark ignition. The timing of the spark can be specified relative to the time when the piston is at its highest position, known as top dead center (TDC).

[0040] The ignition spark control module 126 can be controlled by a timing signal that determines how long before or after the TDC (Total Discharge Time) the spark should be triggered. Since the piston position is directly related to the crankshaft rotation, the operation of the ignition spark control module 126 can be synchronized with the crankshaft position. The ignition spark control module 126 can disable or enable the provision of ignition sparks to deactivated cylinders.

[0041] During the combustion stroke, the combustion of the air-fuel mixture drives the piston downwards, thereby driving the crankshaft. The combustion stroke can be defined as the time between the piston reaching its top dead center (TDC) and returning to its lowest position, known as bottom dead center (BDC).

[0042] During the exhaust stroke, the piston begins to move upwards from the BDC and expels the combustion byproducts through an exhaust valve 130. The combustion waste products are expelled from the vehicle via an exhaust system 134.

[0043] The intake valve 122 can be controlled by an intake camshaft 140, while the exhaust valve 130 can be controlled by an exhaust camshaft 142. In various applications, multiple intake camshafts (including the intake camshaft 140) can control multiple intake valves (including the intake valve 122) for cylinder 118 and / or can control the intake valves (including the intake valve 122) of multiple cylinder banks (including cylinder 118). Similarly, multiple exhaust camshafts (including the exhaust camshaft 142) can control multiple exhaust valves for cylinder 118 and / or can control exhaust valves (including the exhaust valve 130) of multiple cylinder banks (including cylinder 118). Although camshaft-based valve actuation has been presented and discussed, camless valve actuators can also be implemented.Although separate intake and exhaust camshafts are shown, a single camshaft can be used that has cams for both the intake and exhaust valves.

[0044] The cylinder actuator module 120 can deactivate cylinder 118 by disabling the opening of the intake valve 122 and / or the exhaust valve 130. The timing at which the intake valve 122 opens can be varied by an intake cam adjuster 148. The timing at which the exhaust valve 130 opens can be varied by an exhaust cam adjuster 150. An adjustment actuator module 158 can control the intake cam adjuster 148 and the exhaust cam adjuster 150 based on signals from the ECM 114. In various applications, camshaft adjustment may be omitted. Variable valve lift (not shown) can also be controlled by the adjustment actuator module 158. In various other implementations, the intake valve 122 and / or the exhaust valve 130 can be controlled by actuators other than a camshaft, such as... B. by electromechanical actuators, electrohydraulic actuators, electromagnetic actuators, etc.can be controlled.

[0045] The engine 102 may contain no, one or more charging device(s) that supply pressurized air to the intake manifold 110. Fig. Figure 1, for example, represents a turbocharger with a turbine 160-1 driven by exhaust gases flowing through the exhaust system 134. A compressor is another type of charging device.

[0046] The turbocharger also includes a turbocharger compressor 160-2, which is driven by the turbocharger turbine 160-1 and compresses the air that is directed into the throttle valve 112. A boost pressure control valve 162 controls exhaust gas flow through the turbocharger turbine 160-1 and its bypass. Boost pressure control valves can also be referred to as (turbocharger) turbine bypass valves. The boost pressure control valve 162 can direct the exhaust gases past the turbine 160-1, thereby reducing the boost pressure (the strength of the intake air compression) generated by the turbocharger. The ECM 114 can control the turbocharger via a wastegate actuator module 164. The boost pressure control valve actuator module 164 can change the turbocharger's boost by controlling the opening of the boost pressure control valve 162.

[0047] A cooler (e.g., a charge air cooler or intercooler) can dissipate some of the heat contained in the compressed air charge, which can be generated when the air is compressed. Although shown separately for illustrative purposes, the turbine 160-1 and the compressor 160-2 can be mechanically connected, with intake air positioned very close to hot exhaust gases. The compressed air charge can absorb heat from components of the exhaust system 134.

[0048] The engine 102 can include an exhaust gas recirculation (EGR) valve 170, which selectively recirculates exhaust gases back to the intake manifold 110. The EGR valve 170 can receive exhaust gas upstream of the turbine of the turbocharger 160-1 in the exhaust system 134. The EGR valve 170 can be controlled by an EGR actuator module 172.

[0049] The crankshaft position can be measured using a crankshaft position sensor 180. Engine speed can be determined based on the crankshaft position measured using the crankshaft position sensor 180. The engine coolant temperature can be measured using an engine coolant temperature sensor (ECT) 182. The ECT sensor 182 can be located inside the engine 102 or at other locations where the coolant circulates, such as a radiator (not shown).

[0050] The pressure in the intake manifold 110 can be measured using a manifold absolute pressure (MAP) sensor 184. In various configurations, the engine vacuum, which consists of the difference between the ambient air pressure and the pressure in the intake manifold 110, can be measured. The mass flow rate of the air flowing through the intake manifold 110 can be measured using a mass airflow (MAF) sensor 186. In different implementations, the MAF sensor 186 can be positioned in a housing that also contains the throttle valve 112.

[0051] The position of the throttle valve 112 can be measured using one or more throttle position sensors (TPS) 190. The temperature of air drawn into the engine 102 can be measured using an intake air temperature sensor (IAT) 192. One or more sensors 193 may also be implemented. The other sensors 193 include an accelerator pedal position sensor (APP), a brake pedal position sensor (BPP), and possibly a clutch pedal position sensor (CPP) (e.g., in a manual transmission), a steering angle sensor (SWA), and one or more other types of sensors. An APP sensor measures the position of an accelerator pedal within the passenger compartment of the vehicle. A BPP sensor measures the position of a brake pedal within the passenger compartment of the vehicle. A CPP sensor measures the position of a clutch pedal within the passenger compartment of the vehicle.The other sensors 193 may also include one or more accelerometers, which measure the longitudinal acceleration (i.e., along the line from the rear to the front) of the vehicle. An accelerometer is one example of a type of accelerometer, although other types of accelerometers may also be used. The ECM 114 can use signals from the sensors to make decisions for controlling the engine 102.

[0052] The ECM 114 can, for example, communicate with a transmission control module 194 to coordinate the operation of the engine with the shifting of gears in a transmission 195. The ECM 114 can communicate with a hybrid control module 196 to coordinate, for example, the operation of the engine 102 and a motor / generator unit (MGU) 198. While the example uses one MGU, multiple MGUs and / or electric motors can also be implemented. Any system that varies an engine parameter can be called an engine actuator. Each engine actuator has an associated actuator value. The throttle actuator module 116, for example, can be called an engine actuator, and the throttle opening range can be called the actuator value. In the example of the Fig. 1. The throttle actuator module 116 reaches the throttle opening range by adjusting an angle of the vane of the throttle valve 112.

[0053] The ignition actuator module 126 can also be referred to as an engine actuator, although the corresponding actuator value may be the ignition advance relative to the cylinder's TDC. Other engine actuators may include the cylinder actuator module 120, the fuel actuator module 124, the adjustment actuator module 158, the booster actuator module 164, and the EGR actuator module 172. For these actuators, the actuator values ​​may correspond to a cylinder activation / deactivation sequence, fuel supply rate, intake and exhaust camshaft adjustment angles, wastegate setpoint openings, and EGR valve opening range, respectively.

[0054] The ECM 114 can control the actuator values ​​to cause the motor 102 to produce the requested output torque. The ECM 114 can determine the torque request based on one or more driver inputs, such as an APP, a BPP, a CPP, and / or one or more other relevant driver inputs. The ECM 114 can determine the torque request using one or more equations and / or lookup tables that relate the driver input(s) to the torque requirements.

[0055] Under certain circumstances, the hybrid control module 196 controls the MGU 198 to provide output torque, for example, to supplement the engine's output torque. The hybrid control module 196 directs electrical energy from a battery 199 to the MGU 198 so that the MGU 198 delivers positive torque. While this example uses battery 199, more than one battery can be used to power the MGU 198. The MGU 198 can deliver the output torque, for example, to the engine 102, an input shaft of the transmission 195, an output shaft of the transmission 195, or another torque-transmitting device in the vehicle's drivetrain. The battery 199 can be specifically designated for the MGU 198, and one or more other batteries can be used to power other vehicle functions.

[0056] Under other circumstances, the hybrid control module 196 can control the MGU 198 to convert the vehicle's mechanical energy into electrical energy. The hybrid control module 196 can control the MGU 198 to convert mechanical energy into electrical energy, for example, to charge the battery 199. This can be referred to as regeneration. Although the example of an engine system that includes both the engine 102 and the MGU 198 is provided, the present application is also applicable to vehicles that have only one engine for propulsion and vehicles that include only one or more electric motors and / or MGUs for propulsion.

[0057] Fig.Figure 2 is a functional block diagram of a vehicle dynamics control system with one or more dynamic actuators 204 of the vehicle, a dynamic control module 208, and a communication bus 210. The dynamic control module 208, the ECM 114, and one or more other vehicle control modules 214 communicate via the communication bus 210. For example, the communication bus 210 could be a passenger car area network (CAN) bus or another suitable communication bus. Although only one communication bus is shown, two or more communication buses could be used. Examples of the other vehicle control modules 214 are the transmission control module 195, the hybrid control module 196, and other vehicle control modules. In various implementations, the functionality of one or more vehicle control modules can be combined into a single module.

[0058] The dynamic actuators 204 vary the vehicle dynamics. The dynamic control module 208 controls the actuation of the dynamic actuators 204, as explained below. For example, an electronic limited-slip differential (ELSD) actuator module 212 can control an ELSD 216 based on signals from the dynamic control module 208. The ELSD 216 regulates the rotational speed of one drive shaft relative to the rotational speed of another drive shaft in the vehicle. An electronic power steering (EPS) actuator 220 controls an EPS motor 224 based on signals from the dynamic control module 208. The EPS motor 224 controls the steering (turning) of the vehicle's wheels. The dynamic control module 208 can generate the signals to control the EPS motor 224, for example, based on a steering angle (SWA) measured using one or more SWA sensors.The SWA sensors measure the angular displacement of a steering wheel relative to a predetermined steering wheel angle (e.g., when the vehicle is to travel along its longitudinal axis). A user turns the steering wheel to request a vehicle turn.

[0059] An automatic braking system (ABS) actuator module 228 controls the actuation of one or more ABS actuators 232 based on signals from the dynamic control module 208. The ABS actuator(s) 232 can control the brake fluid flow to and from the vehicle's brake calipers and thus the brake fluid pressure. A drive control actuator module 236 controls the drive control actuators 240, such as magnetic drive control actuators or other types of electronic drive control actuators, based on signals from the dynamic control module 208. A drive control actuator can be implemented at each wheel of the vehicle. The drive control actuators 240 control, for example, ride height and damping. An aerodynamic actuator module 244 controls one or more aerodynamic actuators 248 based on signals from the dynamic control module 208.Examples of aerodynamic actuators include spoilers and splitters. The aerodynamic actuators 248 can be actuated to vary aerodynamics, downforce, and lift. Although examples of the dynamic actuators 204 are given, the present application is also applicable to other dynamic actuators of vehicles.

[0060] Fig.Figure 3 is a functional block diagram of a dynamic control module 208. A lane module 304 determines whether the driver is operating the vehicle in the lane state or not. The lane module 304 sets a lane signal 308 to a first state when the driver is operating the vehicle in the lane state, and sets the lane signal 308 to a second state when the driver is not operating the vehicle in the lane state. As explained in more detail below, in the lane state, one or more of the dynamic actuators 204 can be controlled and / or set based on the yaw behavior of the vehicle and the classification of the driver characteristics.

[0061] The lane module 304 can determine whether the driver is maintaining the vehicle's lane position, for example, based on a vehicle speed (VS) 312 and a lateral acceleration 316. For instance, the lane module 304 can increment a counter value if both the vehicle speed 312 and the lateral acceleration 316 are greater than a specified speed (e.g., by an order of magnitude) than a specified acceleration. The lane module 304 can decrement the counter value if at least one of the vehicle speeds 312 is lower than the specified speed and the lateral acceleration 316 is lower than the specified acceleration.

[0062] The lane module 304 can set the lane signal 308 to the first state if the counter value is greater than a predetermined value greater than zero. If the counter value is less than the predetermined value, the lane module 304 can set the lane signal 308 to the second state. The vehicle speed 312 can be determined, for example, by averaging the rotational speeds of one or more of the vehicle's wheel speeds. The wheel speeds can be measured using wheel speed sensors. The lateral acceleration 316 can be measured, for example, with a lateral acceleration sensor. Further information regarding determining whether the vehicle is traveling in a lane (e.g., the first state) or not (e.g., the second state) is incorporated herein in the well-known U.S. Patent No. 6,408,229 B1.

[0063] A classification module 320 generates a classification 324 for the driver. Classification 324 can include a driver's skill level, such as beginner, intermediate, or expert, although the skill levels may have different names and a larger or smaller number of skill levels may be used. For example, first, second, and third skill levels may be used, with the second skill level indicating a higher skill level than the first and the third skill level indicating a higher skill level than the second.

[0064] For some (e.g., only for advanced and expert drivers) or all qualification levels, classification 324 may also include a handling characteristic, such as oversteer, neutral steering, or understeer. The handling characteristic can indicate whether the vehicle is being steered towards oversteer, understeer, or neutral steering.

[0065] When the lane signal 308 is in the first state, the classification module 320 sets the classification based on the vehicle's lateral acceleration 316, steering angle (SWA) 328, and longitudinal acceleration 332. The SWA 328 can be measured, for example, with one or more steering angle sensors. The longitudinal acceleration 332 can be measured, for example, with one or more longitudinal acceleration sensors. When the lane signal 308 is in the second state, the classification module 320 can set the classification 324 so that it does not display a classification (of the qualification level or handling type).

[0066] Fig.Figure 4 is a functional block diagram of an exemplary implementation of the classification module 320. The SWA 328 can be sampled at a predefined rate. A rate of the change module 404 determines the SWA change rate (ROC) 408 based on a difference between the samples of the SWA 328 (e.g., a current and a previous sample) and the time interval between these samples. The time interval between successive samples corresponds to the predefined rate.

[0067] A first averaging module 412 determines an average SWA ROC 416 based on an average of a large number of SWA ROCs 408. For example, the first averaging module 412 can set the average SWA ROC 416 based on or equal to an average of the last predetermined number of SWA ROCs 408. The first averaging module 412 can, for example, sum the predetermined number of the last SWA ROCs 408 and divide the sum by the predetermined number.

[0068] A handling module 420 determines a driver handling mode 424 based on the average SWA ROC 416. For example, the handling module 420 can set the handling mode 424 to oversteer if the average SWA ROC 416 is greater than a first predefined ROC, such as 48 degrees per second or another suitable ROC. The handling module 420 can set the handling mode 424 to understeer if the average SWA ROC 416 is less than a second predefined ROC, which is less than the first predefined ROC, such as 38 degrees per second or another suitable ROC. The handling module 420 can set the handling mode 424 to neutral if the average SWA ROC 416 is between the first and second predefined ROCs.

[0069] In various implementations, the first and second predetermined ROCs can be set based on the driver's qualification levels. For example, a first set of first and second predetermined ROCs can be used if the qualification level is Expert, and a second set of first and second predetermined ROCs if the driver's qualification level is Qualified, and so on. Below is an example table of SWA ROCs showing details for drivers with Expert qualifications. Expert override ExpertNeutral Expert Understeer SWA ROC (degrees / second) 50-55 40-45 30-35

[0070] A qualification module 428 determines a qualification value 432 based on the longitudinal acceleration 332 and the lateral acceleration 316. The lateral and longitudinal accelerations 316 and 332 can be sampled at a predefined rate. Each qualification value corresponds to a driver qualification level for that lateral and longitudinal acceleration. The qualification module 428 determines the qualification value 432 for a given longitudinal and lateral acceleration using a qualification value function 436. The qualification value function 436 can, for example, be one or more equations that relate lateral and longitudinal acceleration values ​​to qualification values. Alternatively, the qualification value function 436 can be a three-dimensional mapping of qualification values ​​that are indexed by sets of lateral and longitudinal acceleration values.In various implementations, the qualification value function 436 can also determine the vehicle speed and the qualification module 428 can determine the qualification value 432 based on the vehicle speed 312.

[0071] Fig.Figure 5 includes an exemplary graph of the qualification level 502 as a function of both the lateral acceleration 504 and the longitudinal acceleration 508. In general, the qualification values ​​increase as the lateral acceleration increases or decreases away from 0 and decrease as the lateral acceleration approaches 0. The qualification values ​​also increase, and independently of each other, as the longitudinal acceleration deviates from 0, or increase and decrease as the longitudinal acceleration approaches 0. In other words, the qualification values ​​increase as at least one of the following occurs: (i) the lateral acceleration increases by an order of magnitude, and (ii) the longitudinal acceleration increases by an order of magnitude.

[0072] The qualification values ​​increase more rapidly as both the lateral and longitudinal acceleration move away from 0. This can occur when the longitudinal acceleration becomes positive and the lateral acceleration becomes positive, when the longitudinal acceleration becomes positive and the lateral acceleration becomes negative, when the longitudinal acceleration becomes negative and the lateral acceleration becomes positive, and when the longitudinal acceleration becomes negative and the lateral acceleration becomes negative.

[0073] In other words, the qualification values ​​increase at a first rate when the lateral acceleration becomes more positive at constant longitudinal acceleration, and the qualification values ​​increase at a second rate when the lateral acceleration becomes more positive and the longitudinal acceleration of one of (i) becomes more positive and (ii) becomes more negative, with the second rate being greater than the first rate. Additionally, the qualification values ​​increase at a first rate when the lateral acceleration becomes more negative at constant longitudinal acceleration, and the qualification values ​​increase at a second rate when the lateral acceleration becomes more negative and the longitudinal acceleration of one of (i) becomes more positive and (ii) becomes negative, with the second rate being greater than the first rate.Furthermore, the qualification values ​​increase at a first rate when the longitudinal acceleration becomes more positive while the lateral acceleration remains constant. The qualification values ​​increase at a second rate when the longitudinal acceleration becomes more positive and the lateral acceleration becomes either (i) more positive or (ii) more negative, with the second rate being greater than the first rate. The qualification values ​​can increase and decrease at linear or nonlinear rates.In the example of further incorporating vehicle speed, the qualification module increases the qualification value if at least one of (i) the lateral acceleration increases by an order of magnitude, (ii) the longitudinal acceleration increases by an order of magnitude, and (iii) the vehicle speed increases. For values ​​of a set of lateral acceleration 316 and longitudinal acceleration 332 that lie between the entries in the qualification value lookup table, the qualification module 428 can determine the qualification value 432 by interpolation, such as linear interpolation.

[0074] With reference to Fig.4. A second averaging module 440 determines an average qualification value 444 based on an average of a multitude of qualification values ​​432. For example, the second averaging module 440 can set the average qualification value 444 based on or equal to an average of the last predetermined number of qualification values ​​432. The second averaging module 440 can, for example, sum the predetermined number of the last qualification values ​​432 and divide the sum by the predetermined number.

[0075] A qualification level module 448 determines a driver's qualification level 452 based on the average qualification value 444. For example, qualification level module 448 can set the qualification level 452 to Expert if the average qualification value 444 is greater than a first predefined value. Qualification level module 448 can set the qualification level 452 to Novice if the average qualification value 444 is less than a second predefined value, which is itself less than the first predefined value. Qualification level module 448 can set the qualification level 452 to Qualified if the average qualification value 444 lies between the first and second predefined values.As an example only, based on the qualification value function 436, which provides qualification values ​​in the range of 0.0 to 1.0 and which increase and decrease as described above, the first preset value could be approximately 0.7 or another suitable value, and the second preset value could be approximately 0.4 or another suitable value. Although the example for setting the qualification level 452 to beginner, intermediate, or expert is given, a smaller (e.g., 2) or larger (more than 3) number of qualification levels with a corresponding number of preset values ​​could be used.

[0076] When the track signal 308 is in the second state, one classification generation module 456 can set the classification 324 so that no classification is displayed. When the track signal 308 is in the first state, the classification generation module 456 generates classification 324, which includes qualification level 452 and handling method 424. For one or more qualification levels, such as beginner, the classification generation module 456 can generate classification 324, which includes qualification level 452 but not handling method 424.

[0077] Fig.Figure 6 is a flowchart illustrating an exemplary procedure for classifying handling style and driver qualification level. At 604, the classification generation module 456 can determine whether the lane signal 308 is in the first state. If 604 is true, the control continues to 608. If 604 is false, the classification generation module 456 can set classification 324 so that no classification is displayed, and the control can terminate.

[0078] At 608, the rate of change of module 404 can determine the SWA ROC 408 based on the SWA 328. The first averaging module 412 determines the average SWA ROC 416 at 612. The first averaging module 412 determines the average SWA ROC 416 by averaging the predetermined number of SWA ROCs, including the SWA ROC 408 determined at 608 and the predetermined number-1 SWA ROCs 408 from the last predetermined number-1 control loops.

[0079] At 616, the qualification module 428 can determine the qualification value 432 based on the lateral acceleration 316 and the longitudinal acceleration 332 using the qualification value function 436. The qualification module 428 can also determine the qualification value 432 based on the vehicle speed 312 in various implementations. The second averaging module 440 can determine the average qualification value 444 at 620 by averaging the predetermined number of qualification values, including the qualification value 432 determined at 616 and the predetermined number-1 qualification values ​​432 from the last predetermined number-1 control loops.

[0080] The handling module 420 can determine whether the average SWA ROC 416 is less than the second predefined ROC at 624. If 624 is true, the handling module 420 can set the handling mode 424 to understeer at 628 and the control transfer to 644, as explained in more detail below. If 624 is false, the control can proceed to 632. The handling module 420 can also determine whether the average SWA ROC 416 is greater than the first predefined ROC at 632. If 632 is true, the handling module 420 can set the handling mode 424 to oversteer at 636 and the control can transfer to 644. If 632 is false, the handling module 420 can set the handling mode 424 to neutral at 640, and the control can proceed to 644.

[0081] At 644, the qualification level module 448 can determine whether the average qualification value 444 is less than the second specified value. If 644 is true, the qualification level module 448 can set the qualification level 452 at 648 to beginner, and the control can be transferred to 664, which is explained in more detail below. If 644 is false, the control can proceed to 652.

[0082] At 652, the qualification level module 448 can determine whether the average qualification value 444 is greater than the first specified value. If 652 is true, the qualification level module 448 can set the qualification level 452 to Expert at 656, and control can proceed to 664. If 652 is false, the qualification level module 448 can set the qualification level 452 to 660, and control can proceed to 664. At 664, the classification generation module 456 can generate the driver's classification 324 to include the driver's handling style 424 and / or qualification level 452. Although the example of Fig. 6 is shown as ending, can Fig. Figure 6 illustrates a control loop, and the controller can initiate a control loop at a predetermined time. The driver's classification 324 is applied as explained below.

[0083] With reference to Fig.3. A basic module 340 sets the target values ​​344 for the dynamic actuators 204 according to the classification 324. For example, the basic module 340 can set the target values ​​344 to a first predefined set of target values ​​if the classification 324 does not display a classification. The basic module 340 can set the target values ​​344 to a second predefined set of target values ​​if the classification 324 displays "Beginner". The basic module 340 can set the target values ​​344 to a third predefined set of target values ​​if the classification 324 displays "Qualified and Undercontrolled". The basic module 340 can set the target values ​​344 to a fourth predefined set of target values ​​if the classification 324 displays "Qualified and Neutral". The basic module 340 can set the target specifications 344 to a fifth predefined set of target specifications if the classification 324 indicates qualified and overridden.The basic module 340 can set the targets 344 to a sixth predefined set of targets if the classification 324 indicates "Expert" and "Under-Controlled". The basic module 340 can set the targets 344 to a seventh predefined set of targets if the classification 324 indicates "Expert" and "Neutral". The basic module 340 can set the targets 344 to an eighth predefined set of targets if the classification 324 indicates "Expert" and "Over-Controlled". In general, a predefined set of targets can be specified and selected for any possible combination of classifications, including qualification level and handling method.

[0084] An actuator control module 348 sets the target values ​​344 based on the target values ​​352 to create the target values. For example, the actuator control module 348 can sum or multiply the target values ​​344 with the target values ​​352 to create the final target values. Another suitable setting option can also be used. The actuator control module 348 actuates the dynamic actuators 204 to achieve the respective end targets.

[0085] A closed-loop module 356 sets the target settings 352. In particular, when the track signal 308 is switched to the second state, a setting module 360 ​​sets the target settings 352 to predefined, non-adjustable values. For example, the predefined, non-adjustable values ​​can be zero (in the example of summing the target settings 352 with the target values ​​344) or one (in the example of multiplying the target settings 352 with the target values ​​344).

[0086] Based on the target settings 352, which are set to the predetermined, non-adjustable values, the actuator control module 348 sets the final targets to the target specifications 344. When the lane signal 308 is set to the first state, the setting module 360 ​​can set one, several, or all of the target settings 352 to values ​​other than the predetermined, non-adjustable value(s), as explained in more detail below. In this way, the control of the dynamic actuators 204 is tailored to the driver, in contrast to the target specifications 344, which can be calibrated to accommodate drivers with different skill levels and handling styles.

[0087] A target yaw module 362 determines a target yaw rate 364 for the vehicle. The target yaw module 362 can determine the target yaw rate 364, for example, based on at least one of the lateral accelerations 316, the longitudinal acceleration 332, the SWA 328, the vehicle speed 312, and an accelerator pedal position (APP) 366. The target yaw module 362 can determine the target yaw rate 364 as a function of the lateral acceleration, longitudinal acceleration, SWA, vehicle speed, and / or APP using one or more equations or lookup tables that relate the lateral acceleration, longitudinal acceleration, SWA, vehicle speed, and / or APP to the target yaw rate. The APP 366 can be measured with one or more APP sensors or determined based on one or more other parameters. Instead of the APP, autonomous driver input can be used.

[0088] A first fault module 368 determines a yaw rate fault 370 based on a difference between the target yaw rate 364 and the vehicle's actual yaw rate 372. For example, the first fault module 368 can set the yaw rate fault 370 based on or equal to the target yaw rate 364 minus the actual yaw rate 372, or the actual yaw rate 372 minus the target yaw rate 364. The actual yaw rate 372 can be measured with one or more sensors or determined based on one or more other parameters.

[0089] An averaging module 374 determines an average yaw rate error 376 based on an average of a large number of yaw rate error values ​​370. For example, the averaging module 374 can set the average yaw rate error 376 based on or equal to the average of a specified number of yaw rate error values ​​370. The averaging module 374 can, for example, sum the specified number of recent average yaw rate error values ​​376 and divide by the specified number.

[0090] A second fault module 378 determines a yaw error (YEE) 380 based on a difference between the average yaw rate error 376 and a target yaw error 382. For example, the second fault module 378 can set the YEE 380 based on or equal to the target yaw error 382 minus the average yaw rate error 376, or the average yaw rate error 376 minus the target yaw error 382.

[0091] A target yaw error module 384 sets the target yaw error 382 based on the driver's classification 324. For example, the target yaw error module 384 can set the target yaw error 382 to a first predefined yaw error if the classification 324 indicates that the driver is a novice. The target yaw error module 384 can set the target yaw error 382 to a second predefined yaw error if the classification 324 indicates that the driver's skill level is qualified. The target yaw error module 384 can set the target yaw error 382 to a third predefined yaw error if the classification 324 indicates that the driver's skill level is expert. The first predefined yaw error can be smaller than the second predefined yaw error, and the second predefined yaw error can be smaller than the third predefined yaw error.This can allow for a greater control range of one or more of the dynamic actuators 204 as the driver's skill level improves. The target yaw error 382 is a target value for the average yaw rate error 376, determined by the driver's skill level.

[0092] The Target Yaw Error Module 384 can also determine the specified yaw error based on the handling method. For example, a specified yaw error can be defined for each possible skill level and handling method, and the Target Yaw Error Module 384 can select one of the specified yaw errors based on the skill level and handling method.

[0093] An integrator module 386 determines an accumulated error 388 by integrating consecutive and / or non-consecutive values ​​of the YEE 380. For example, when a new value of the YEE 380 is determined, the integrator module 386 can determine a mathematical integral based on a difference between the YEE 380 and the last value of the YEE 380. The integrator module 386 can then add the result of the integration to the accumulated error 388 to update the accumulated error 388 based on the new value of the YEE 380. In the example of consecutive values, the last value of the YEE 380 can be the last set value of the YEE 380. In the example of non-consecutive values, the last value of the YEE 380 can be the last used value of the YEE 380. The use of YEE values ​​can be paused or interrupted, for example during straight-line driving and / or low-dynamic-range situations (e.g.(when the track signal 308 is in the second state).

[0094] A scaling module 390 can determine a scaled error 392 based on the accumulated error 388 and a unique value 394. For example, the scaling module 390 can set the scaled error 392 based on or equal to the accumulated error 388 multiplied by the unique value 394. A scaling module 396 can determine the unique value 394, for example, based on the vehicle speed 312. The scaling module 396 can determine the unique value 394, for example, as a function of the vehicle speed 312 using an equation and a lookup table that relates vehicle speeds to unique values. In general, the scaling module 396 can increase the unique value 394 when the vehicle speed 312 increases, and vice versa.

[0095] The setting module 360 ​​increases one or more of the target settings 352 to greater than the predefined, non-adjustable values ​​if both the YEE 380 and the scaled error 392 are greater than a predefined error threshold. The predefined YEE threshold and the predefined error threshold are specified in Fig. 3 summarized by 398. Although the example of increasing one or more of the target settings 352 is dealt with, the present application is also applicable to decreasing one or more of the target settings and, more generally, to setting one or more of the target settings 352 away from the predetermined, non-adjustable values.

[0096] The setting module 360 ​​can adjust the setpoints 352 based on a predefined priority usage of the dynamic actuators 204. The predefined priority can indicate that first the first of the dynamic actuators 204 is actuated, then the second, then the third, and so on. Based on the predefined priority, if both the YEE 380 is greater than the predefined YEE threshold and the scaled error 392 is greater than the predefined error threshold, the setting module 360 ​​can first increase the first of the setpoints 352 associated with the first of the dynamic actuators 204. The setting module 360 ​​can increase the first of the setpoints 352, for example, by a predefined increment per control loop, until an actuation capacity of the first of the dynamic actuators 204 is reached.The setting module 360 ​​can then increase a second of the setpoints 352, which are assigned to the second of the dynamic actuators 204. The setting module 360 ​​can increase the second of the setpoints 352, for example, by a predefined increment per control loop, until an actuation capacity of the second of the dynamic actuators 204 is reached. The setting module 360 ​​can then increase a third of the setpoints 352, which are assigned to the third of the dynamic actuators 204. The setting module 360 ​​can increase the second of the setpoints 352, for example, by a predefined increment per control loop, until an actuation capacity of the third of the dynamic actuators 204 is reached, and so on.

[0097] The actuation capacities of the dynamic actuators 204 are summarized by 399.

[0098] If the YEE 380 is less than the specified YEE threshold and / or the scaled error 392 is less than the specified error threshold, the setting module 360 ​​can decrease the setpoints 352 towards the specified, non-adjustable values ​​in reverse order of the specified priority. For example, the setting module 360 ​​can first decrease the last of the setpoints 352 assigned to the last of the dynamic actuators 204 in the specified priority. The setting module 360 ​​can decrease the last of the setpoints 352, for example, by a specified decrement amount per control loop, until the last of the setpoints 352 reaches the specified, non-adjustable value. The setting module 360 ​​can then decrease a second and final setpoint 352 assigned to the second and last of the dynamic actuators 204.The setting module 360 ​​can, for example, decrease the second and last of the setpoints 352 by a predefined decrement amount per control loop until the second and last of the setpoints 352 reach the predefined, non-adjustable value, and so on. Although the example of decreasing one or more of the setpoints 352 is discussed, this application is also applicable to increasing one or more of the setpoints and, more generally, to setting one or more setpoints 352 to the predefined, non-adjustable values.

[0099] A Threshold Module 400 determines the predefined YEE threshold and error threshold based on the driver's Classification 324. For example, if Classification 324 indicates that the driver is a novice, the Threshold Module 400 can set the predefined YEE threshold and error threshold to a first predefined YEE threshold and error threshold, respectively. If Classification 324 indicates that the driver is an experienced driver, the Threshold Module 400 can set the predefined YEE threshold and error threshold to a second predefined YEE threshold and error threshold, respectively.The threshold module 400 can set the specified YEE threshold and the specified error threshold to a third specified YEE threshold and a third specified error threshold if classification 324 indicates that the driver is an expert.

[0100] The third predefined YEE threshold and the third predefined error threshold can be lower than the second predefined YEE threshold and the second predefined error threshold. The second predefined YEE threshold and the second predefined error threshold can be lower than the first predefined YEE threshold and the first predefined error threshold. This allows the dynamic actuators 204 to be adjusted based on the target settings 352 as the driver's skill level improves. Although the priority order is given as an example, multiple dynamic actuators 204 can be adjusted per control loop, and the setting module 360 ​​can control the adjustment of the dynamic actuators 204 in other ways.

[0101] The Threshold Module 400 can additionally or alternatively determine the predefined YEE threshold and the predefined error threshold depending on the handling method. For example, a set of predefined YEE thresholds and predefined error thresholds can be provided for each possible skill level and handling method, and the Threshold Module 400 can select one of the sets based on the skill level and handling method. Although the example described here uses the yaw rate, the yaw angle can be used instead.

[0102] Fig.Figure 7 is a flowchart illustrating an exemplary procedure for selectively setting and controlling the vehicle's dynamic actuators 204. Control can begin at 704, where the closed-loop module 356 determines whether the track signal 308 is in the first state. If 704 is true, control proceeds to 708. If 704 is false, the actuator control module 348 can control the actuation of the dynamic actuators 204 based on the target settings 344, and control can terminate. The setting module 360 ​​can adjust the setpoints 352 to the predetermined, non-adjustable values ​​to achieve this.

[0103] At 708, the target yaw error module 384, based on the driver's classification 324, can determine the target yaw error 382, ​​and the threshold module 400 can determine the specified YEE threshold and the specified error threshold. The scaling module 396 can also determine the individual value 394 based on the vehicle speed 312 at 708.

[0104] The target yaw module 362 determines the target yaw rate 364 at 712. The target yaw module 362 determines the target yaw rate 364 based on the lateral acceleration 316, the longitudinal acceleration 332, the SWA 328, the APP 366 and / or the vehicle speed 312. The first fault module 368 determines the yaw rate fault 370 at 716 based on a difference between the target yaw rate 364 and the actual yaw rate 372.

[0105] At 720, the averaging module 374 determines the average yaw rate error 376 by averaging the predetermined number of yaw rate errors, including the yaw rate error 370 determined at 716 and the predetermined number-1 yaw rate errors 370 from the last predetermined number-1 control loops. The second error module 378 determines the YEE 380 at 724 based on a difference between the target yaw error 382 and the average yaw rate error 376.

[0106] Integrator module 386 can calculate a mathematical integral of the difference between the YEE 380 determined at 728 and a recent value of the YEE 380 from a previous control loop. Integrator module 386 can sum this result with a recent value of the accumulated error 388 from a previous control loop to determine / update the accumulated error 388 for the current control loop.

[0107] The scaling module 390 determines the scaled error 392 at 732 based on the accumulated error 388 and the single value 394. For example, the scaling module 390 can set the scaled error 392 based on or equal to the accumulated error 388 multiplied by the single value 394.

[0108] The setting module 360 ​​can determine whether the YEE 380 and the scaled error 392 are each greater than the specified YEE threshold and the specified error threshold at 736. If both are true at 736, the controller can proceed to 740. If one or more of the conditions at 736 are false, the controller can transfer to 748, which is explained in more detail below.

[0109] At 740, the setting module 360 ​​can determine which of the dynamic actuators 204 are to be set. For example, the setting module 360 ​​can select one of the dynamic actuators 204 with the highest priority in the specified priority that is not currently available at the actuation capacity. The setting module 360 ​​can adjust the target settings 352 of the selected dynamic actuators 204 (e.g., increment) away from the specified, non-adjustable values ​​at 744, and the control system proceeds to 756, which is explained in more detail below. At 748, the setting module 360 ​​can determine which of the dynamic actuators 204 are to be set.For example, the setting module 360 ​​can select one of the dynamic actuators 204 with the lowest priority in the predefined priority list, to which one of the setpoints 352 is assigned, which is currently not at the predefined, non-adjustable value. The setting module 360 ​​can set the setpoints 352 of the selected dynamic actuators 204 (e.g., decrement) to the predefined, non-adjustable values ​​at 752, and the controller proceeds to 756.

[0110] At 756, the actuator control module determines the final targets for the dynamic actuators 204 based on the respective target specifications 344 and setpoints 352. For example, the actuator control module 348 can sum or multiply the target specifications 344 by the respective setpoints 352. The actuator control module 348 controls the actuation of the dynamic actuators 204 based on the respective final target specifications at 760, and the control can end. Although the example of Fig. 7 is represented as ending, can Fig. 7 can be used to illustrate a control loop, and the controller can start a control loop at any given time. Fig. 7 will be used in parallel to Fig. 6 executed.

[0111] The preceding description is purely illustrative and is in no way intended to limit the present disclosure, its embodiments, or uses. The comprehensive teachings of the disclosure can be implemented in numerous ways. Thus, although the present disclosure includes certain examples, the actual scope of the disclosure is in no way limited by this, and further modifications will become apparent from studying the drawings, the description, and the following claims. It should be noted that one or more steps within a process may be carried out in a different order (or simultaneously) without altering the principles of the present disclosure.Furthermore, although each of the embodiments above is described as having certain features, one or more of these features described in relation to each embodiment of the disclosure can be implemented and / or combined in any of the other embodiments, even if this combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and permutations of one or more embodiments against each other remain within the scope of protection of this disclosure.

[0112] Spatial and functional relationships between elements (e.g., between modules, circuit elements, semiconductor layers, etc.) are described using various terms, including "connected," "latched," "coupled," "adjacent," "next to," "on top of," "above," "below," and "arranged." Unless expressly described as "direct," a relationship can be direct if a relationship between a first and second element is described in the above disclosure when no other intervening elements exist between the first and second elements; however, it can also be indirect if one or more intervening elements (either spatial or functional) exist between the first and second elements.As used herein, the phrase “at least one of A, B and C” should be understood to mean a logic (A OR B OR C), using a non-exclusive logical OR, and should not be understood to mean “at least one of A, at least one of B and at least one of C”.

[0113] In the figures, the arrow directions, as shown, through the arrowhead generally indicate the flow of information (such as data or commands) relevant to the context of the representation. For example, if Element A and Element B exchange a variety of information, but the information transferred from Element A to Element B is relevant to the representation, the arrow may point from Element A to Element B. These unidirectional arrows do not imply that no other information is transferred from Element B to Element A. Furthermore, Element B may send requests or acknowledgments of information to Element A in connection with the information sent from Element A to Element B.

[0114] In this application, including the following definitions, the term "module" or "controller" may be replaced by the term "circuit" where appropriate. The term "module" may refer to, be part of, or include: an application-specific integrated circuit (ASIC); a digital, analog, or mixed analog / digital discrete circuit; a digital, analog, or mixed analog / digital integrated circuit; a combinational logic circuit; a field-programmable gate array (FPGA); a processor circuit (shared, dedicated, or group) that executes code; a memory circuit (shared, dedicated, or group) that stores code executed by the processor circuit; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-a-chip.

[0115] The module may include one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces connected to a local area network (LAN), the internet, a wide area network (WAN), or combinations thereof. The functionality of the modules mentioned in this disclosure may be distributed across multiple modules connected via interface circuits. For example, multiple modules may enable load balancing. In another example, functions of a client module may be inherited by a server module (e.g., a remote server or cloud).

[0116] The term "code," as used above, can include software, firmware, and / or microcode, and can refer to programs, routines, functions, classes, data structures, and / or objects. The term "common processor circuit" refers to a single processor circuit that executes discovered or complete code from multiple modules. The term "clustered processor circuit" refers to a processor circuit that, in combination with additional processor circuits, executes discovered or complete code from potentially multiple modules. References to multiple processor circuits include multiple processor circuits on discrete matrices, multiple processor circuits on a single disk, multiple cores on a single processor circuit, multiple threads of a single processor circuit, or a combination thereof.The term "shared memory circuit" refers to a single memory circuit that stores retrieved or complete code from multiple modules. The term "grouped memory circuit" refers to a memory circuit that, in combination with additional memory, stores retrieved or complete code from potentially multiple modules.

[0117] The term memory circuit is subordinate to the term computer-readable medium. The term "computer-readable medium," as used here, does not refer to volatile electrical or electromagnetic signals propagating in a medium (e.g., in the case of a carrier wave); the expression "computer-readable medium" is therefore to be understood as concrete and non-volatile. Non-restrictive examples of a concrete, non-volatile computer-readable medium are non-volatile memory circuits (e.g., flash memory circuits, erasable programmable ROM circuits, or mask ROM circuits), volatile memory circuits (e.g., static or dynamic RAM circuits), magnetic storage media (e.g., analog or digital magnetic tapes or a hard disk drive), and optical storage media (e.g., CD, DVD, or Blu-ray).

[0118] The devices and methods described in this application can be implemented partially or completely using a dedicated computer configured to execute identified computer program functions. The functional blocks, flowchart components, and elements described above serve as software specifications that can be translated into computer programs by appropriately trained technicians or programmers.

[0119] Computer programs contain processor-executable instructions stored on at least one non-volatile, tangible, machine-readable medium. Computer programs may also contain or be based on stored data. Computer programs may include a basic input / output system (BIOS) that interacts with the hardware of the specific computer, device drivers that interact with identified devices of the specific computer, one or more operating systems, user applications, background services, background applications, and so on.

[0120] Computer programs can include: (i) descriptive text that is parsed, such as HTML (hypertext markup language) or XML (extensible markup language), (ii) assembly code, (iii) object code created from source code by a compiler, (iv) source code for execution by an interpreter, (v) source code for compilation and execution by a just-in-time compiler, etc. For example only, source code can be written using the syntax of languages ​​such as C, C++, C#, Objective-C, Haskell, Go, SQL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, JavaScript®, HTML5, Ada, ASP (active server pages), PHP, Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, and Python®.

Claims

[1] Vehicle control system, comprising: a function that relates (i) pairs of lateral and longitudinal acceleration values ​​to (ii) qualification values; a qualification module (428) that: both (i) a lateral acceleration (316) of the vehicle and (ii) a longitudinal acceleration (332) of the vehicle receives; and using the function, a qualification value (432) of a driver of the vehicle is determined based on (i) the lateral acceleration (316) of the vehicle and (ii) the longitudinal acceleration (332) of the vehicle; a qualification level module (448) that determines a qualification level (452) of the driver of the vehicle based on the qualification value (432); and an actuator control module (348) which, based on the driver's qualification level (452), selectively actuates a dynamic actuator (204) of the vehicle, wherein the qualification values ​​(432) increase at a first rate when the lateral acceleration (316) becomes more positive while the longitudinal acceleration (332) remains constant; and the qualification values ​​increase at a second rate when the lateral acceleration (316) becomes more positive and the longitudinal acceleration (332) becomes one of (i) more positive and (ii) more negative; where the second rate is greater than the first rate, and / or wherein the qualification values ​​increase at a first rate when the lateral acceleration (316) becomes more negative while the longitudinal acceleration (332) remains constant; and the qualification values ​​increase at a second rate when the lateral acceleration (316) becomes more negative and the longitudinal acceleration (332) becomes one of (i) more positive and (ii) more negative; where the second rate is larger than the first rate, and / or wherein the qualification values ​​increase at a first rate when the longitudinal acceleration (332) becomes more positive while the lateral acceleration (316) remains constant; and the qualification values ​​increase at a second rate when the longitudinal acceleration (332) becomes more positive and the lateral acceleration (316) becomes one of (i) more positive and (ii) more negative; where the second rate is larger than the first rate, and / or wherein the qualification values ​​increase at a first rate when the longitudinal acceleration (332) becomes more negative while the lateral acceleration (316) remains constant; and the qualification values ​​increase at a second rate when the longitudinal acceleration (332) becomes more negative and the lateral acceleration (316) becomes one of (i) more positive and (ii) more negative; where the second rate is larger than the first rate. [2] Vehicle control system according to claim 1, wherein the qualification level module (448) selects the driver's qualification level (452) from a group comprising a first qualification level, a second qualification level indicating a higher qualification level than the first qualification level, and a third qualification level indicating a higher qualification level than the second qualification level. [3] Vehicle control system according to claim 1, wherein the lateral acceleration (316) of the vehicle is measured using a lateral acceleration sensor. [4] Vehicle control system according to claim 1, wherein the longitudinal acceleration (336) of the vehicle is measured using a longitudinal acceleration sensor. [5] Vehicle control system according to claim 1, wherein the dynamic actuator (204) includes one of the following options: an electronic locking differential (216); an electronic power steering motor (224); an automatic braking system actuator (232); a drive control actuator (240); and an aerodynamic actuator (248).

Images