COMPENSATION OF LONGITUDINAL CONTROL FEEDBACK DURING BRAKE-TO-STEER

Abstract

A method for use in a vehicle, comprising: Receiving vehicle speed data (104), acceleration control position data (106), and powertrain status data (108) in a driver intent calculation module (102); generating desired vehicle speed requests (114) by the driver intent calculation module (102); Communicating desired vehicle speed requests (114) to a longitudinal kinematic motion controller (112) and to a transmission shift request module; Generating desired longitudinal acceleration requests (116) by the longitudinal kinematic motion controller (112); Communicating desired longitudinal acceleration requests (116) to a longitudinal dynamic motion controller (120); Receiving a steering error status (130) by the longitudinal dynamic motion controller (120); Receiving a steering fault status (130) by a brake-to-steer system (110), the brake-to-steer system (110) constructed and arranged to generate at least one brake torque command and at least one forward drive torque command; transmitting the at least one braking torque command and the at least one forward drive torque command to a final longitudinal command processing module (126); Generating at least one drive torque request (122) or at least one brake torque request (124); transmitting drive torque requests (122) and braking torque commands to the final longitudinal command processing module; Generating at least one final drive torque request (132) and at least one final brake torque request (134); Transmitting the at least one final drive torque request (132) and the at least one final brake torque request (134) to at least one vehicle system (136); Measuring a longitudinal acceleration of the vehicle; Transmitting measured longitudinal acceleration to the longitudinal dynamic motion controller (120); Modifying the at least one drive torque request (122) or at least one brake torque request (124) based on measured longitudinal acceleration of the vehicle to form a closed-loop control system of drive torque requests (122) and brake torque requests (124); Receiving engine speed data or electric motor speed data (142) and wheel speed data (144) by the transmission gear or shift request module; Generating a transmission gear or shift request; and Transmitting the transmission gear or shift request to the at least one vehicle system (136).

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of the filing date of U.S. Provisional Application Serial No. 63 / 257,048, filed October 18, 2021. TECHNICAL FIELD

[0002] The field to which the invention generally relates includes steering, braking and drive systems. BACKGROUND

[0003] Vehicles may have steering systems that incorporate an electronic power steering system with steer-by-wire technology or brake-to-steer technology. A vehicle with a functioning steering system can maintain a constant speed when a steering input is applied. In a brake-to-steer scenario, applying the brakes to steer a vehicle may cause the vehicle to decelerate. Simultaneously, a driver input may require deceleration or other changes in vehicle speed, or acceleration. With driver brake input and brake-to-steer input, optimal axle torque control can be enabled by selecting appropriate transmission gears.

[0004] US 7,318,629 B1 relates to a four-wheel steering control system with a steering wheel that controls vehicle steering. A steering wheel angle sensor detects a rotation angle of the steering wheel. An acceleration sensor device detects an acceleration request. A wheel speed sensing device detects the wheel speed for each of the four wheels. A steering control activation switch activates the steering control system and shifts a vehicle transmission into a low or reverse gear. A brake control module calculates a desired vehicle speed, a vehicle turning geometry, and desired wheel speeds. A brake torque command signal is generated to modulate the brake torque. An engine torque command signal is generated to modulate engine torque that produces the target vehicle speed.An appropriate additional braking torque is applied to at least one of the wheels to reduce the vehicle steering radius while maintaining the vehicle target speed.

[0005] DE 10 2016 113 047 A1 relates to a vehicle speed control device that can promptly obtain a target acceleration while reducing deterioration of an operating feeling during acceleration control in a vehicle equipped with a multi-stage automatic transmission. In acceleration control in which the vehicle speed is brought close to the target vehicle speed in terms of the driving force of the vehicle, a control part executes gradient restriction according to a variation pattern of a requested driving force calculated by a driving force operation part. On the other hand, as for a gearshift stage of the multi-stage automatic transmission, the control part changes it to a target gearshift stage, which is a gearshift stage required for obtaining the target driving force corresponding to the target vehicle speed, in one go. SUMMARY OF ILLUSTRATIVE VARIATIONS

[0006] In the event of steering failures, braking individual wheels with different torques can be used to steer a vehicle laterally through brake-to-steer. In a brake-to-steer scenario, applying the brakes to steer a vehicle results in undesirable, rapid deceleration in a vehicle. A more natural deceleration feel, such as when a vehicle is coasting and decelerating under natural forces, can be enabled by selecting appropriate transmission gears or shifting the equivalent gear ratio to enable optimal engine or electric motor speed and torque based on a current vehicle speed.

[0007] A number of illustrative variants may include a system with brake-to-steer systems that enable lateral control of a vehicle without longitudinal compensation. The brake-to-steer functionality may force a vehicle to decelerate too quickly, unevenly, or uncomfortably before achieving appropriate lateral movement. The brake-to-steer functionality may create an unnatural driving experience for the vehicle's occupants.A more natural braking feel during brake-to-steer can be enabled by performing a longitudinal closed-loop control of a vehicle when appropriate transmission gears or the equivalent gear shift are optimally selected to enable optimal speed and torque of an internal combustion engine or an electric motor based on a current vehicle speed to assist with longitudinal control and thus reduce unwanted longitudinal disturbance.

[0008] A number of variations may include a non-transitory computer-readable medium having stored thereon instructions executable by an electronic processor to implement functionality comprising: receiving vehicle speed data, acceleration control position data, and powertrain status data in a driver intent calculation module; generating desired vehicle speed requests by the driver intent calculation module; communicating desired vehicle speed requests to a longitudinal kinematic motion controller and to a transmission shift request module; generating desired longitudinal acceleration requests by the longitudinal kinematic motion controller; communicating desired longitudinal acceleration requests to a longitudinal dynamic motion controller;Receiving a steering fault status by the longitudinal dynamic motion controller; Receiving a steering fault status by a brake-to-steer system, the brake-to-steer system constructed and arranged to generate at least one brake torque command and at least one forward drive torque command; Communicating the at least one brake torque command and the at least one forward drive torque command to a final longitudinal command processing module; Generating at least one drive torque request or at least one brake torque request; Communicating drive torque requests and brake torque commands to the final longitudinal command processing module; Generating at least one final drive torque request and at least one final brake torque request;Communicating the at least one final drive torque request and the at least one final brake torque request to at least one vehicle system; measuring longitudinal acceleration of the vehicle; communicating measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one drive torque request or at least one brake torque request based on measured longitudinal acceleration of the vehicle to form a closed-loop control system of drive torque requests and brake torque requests; receiving engine speed data or electric motor speed and wheel speed data by the transmission gear or shift request module; generating a transmission gear or shift request; and communicating the transmission gear or shift request to the at least one vehicle system.

[0009] This object is achieved by the features of the independent claims. The subclaims contain advantageous developments of the invention. Further illustrative variants within the scope of the invention will become apparent from the detailed description below. It should be understood that the detailed description and specific examples, in disclosing variants of the invention, are for illustrative purposes only and are not intended to limit the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Selected examples of variations within the scope of the invention will be better understood from the detailed description and the accompanying drawings, in which: Fig. Figure 1 shows an illustrative variation of a simplified diagram comprising a system and method for longitudinal control feedback compensation in brake-to-steer. Detailed description of the illustrative variations

[0011] The following description of the variations is merely illustrative and is in no way intended to limit the scope of the invention, its application, or uses.

[0012] In a number of illustrative variations, a vehicle may include a steering system. In such cases, the steering system may be manually operable by the driver via a steering interface, autonomously operable by an autonomous steering system, or operable as a combination of autonomous and manual steering, with the steering system configured to receive and interpret steering inputs from a driver, the autonomous steering system, or both simultaneously. In a number of illustrative variations, a steering interface may include a handwheel, a joystick, a trackball, a slider, a throttle, a push button, a toggle switch, a lever, a touchscreen, a mouse, or any other known means of user input.

[0013] In a number of illustrative variations, a vehicle may include a steering system that includes a steering interface and a steerable drive system, such as, but not limited to, a steering wheel and road wheels. The steering system may be of the steer-by-wire type, wherein physical mechanisms non-mechanically communicate manipulation of the steering interface to the steerable drive system, and wherein manipulation of the steering interface affects associated manipulation of the steerable drive system through communication of electronic devices, such as, but not limited to, sensors, transceivers, and electronically excited actuators. According to some variations, a steer-by-wire system may include at least one road wheel actuator and at least one handwheel actuator operably connected to each other via a steer-by-wire system or controller.The steer-by-wire system may include a road wheel actuator system in operative communication with a handwheel actuator system, wherein rotation of a vehicle's steering wheel or handwheel translates into actuation of the road wheel actuator system to rotate a vehicle wheel.

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

[0015] In a number of illustrative variations, a vehicle may include an electronic braking system constructed and arranged to apply braking torque to any number of road wheels to decelerate or stop a vehicle based on driver handwheel input. The electronic braking system may function in operative communication with the steer-by-wire system, the handwheel actuator assembly, and the roadwheel actuator assembly through at least one controller. The controller, e.g., a computing device, may implement any number of systems, including algorithms, for monitoring and controlling propulsion, steering, and braking. According to some variations, the electronic braking system may be used to apply differential braking torque to a number of wheels to cause lateral movement of the vehicle when a portion of a steer-by-wire system has failed, such asan operable interruption between the wheel actuator assembly and the road wheel actuator assembly.

[0016] In a number of illustrative variations, an electronic braking system may employ a brake-to-steer system having a brake-to-steer algorithm that can communicate braking torque requests to individual wheels as a function of driver steering inputs, including steering angle, steering angle rate, and steering torque, for steering a vehicle. The brake-to-steer algorithm may communicate braking torque requests when the system detects a failure or disablement of a road wheel actuator, resulting in no power being delivered from a steering rack. Alternatively, the brake-to-steer algorithm may communicate braking torque requests when the system detects a failure or disablement of the hand wheel actuator.

[0017] In a number of illustrative variations, an electronic braking system may be in operative communication with a mechanical braking system, which may include components such as, but not limited to, brake calipers, brake rotors, brake pads, and the like. Under certain circumstances, electronic braking systems may be used in combination with mechanical braking systems to enhance vehicle safety, such as during electronic stability control events. As used herein, the terms "braking force" or "braking torque," and variations of these terms, may refer broadly to the power or ability of a braking system to decelerate a vehicle.

[0018] Brake-to-steer functionality with brake-to-steer algorithms can enable lateral control of a vehicle without longitudinal compensation, but can also cause a vehicle to decelerate too quickly before appropriate lateral movement can be achieved.

[0019] According to some variations, an electronic braking system in combination with a brake-to-steer system may communicate a target deceleration to a longitudinal dynamic control system having a longitudinal dynamic control algorithm. The longitudinal dynamic control algorithm may regulate the throttle and brake torque to enable a target deceleration in the vehicle while monitoring the measured longitudinal deceleration feedback. The system may, if necessary, monitor measured vehicle speed and communicate commands to an electronic transmission control module and shift the transmission gear or the equivalent of a gear ratio to obtain desired engine or electric motor speed and optimal engine or electric motor torque to overcome the on-the-fly deceleration associated with the brake-to-steer functionality.

[0020] Driver acceleration and deceleration control inputs, e.g., from an accelerator pedal, joystick slider, rotary knob, or hand controller, or a brake pedal, joystick slider, rotary knob, or hand controller, can be accommodated by adjusting the target speed or acceleration within the longitudinal dynamic control algorithm. A control mechanism for longitudinal dynamic control feedback by providing current feedback from forward driveline torque demands to assist longitudinal disturbances associated with brake-to-steer functionality.

[0021] As a non-limiting example, a driver or an autonomous driving system may be operating a vehicle that uses a steer-by-wire or similar steering system. The steering system may fail, and brake-to-steer functionality may be activated by at least one controller. A forward compensation system may provide driveline torque requests to minimize vehicle deceleration during brake-to-steer. A longitudinal dynamic control system may measure measured longitudinal acceleration and provide driveline torque requests to maintain a predetermined vehicle deceleration target.A longitudinal dynamic control system can additionally monitor engine or electric motor rpm and provide transmission gear or shift requests to maintain the desired engine or electric motor rpm, thereby maintaining engine or electric motor torque at an optimal target. With additional driver braking input, primary and secondary longitudinal control functions can adjust powertrain torque requests, deceleration target, desired engine or electric motor rpm, and transmission gear or shift requests accordingly. This allows the vehicle to perform lateral brake-to-steer maneuvers while maintaining vehicle speed, acceleration, or deceleration in an intuitive manner, mimicking the feel of a natural driving experience.

[0022] A longitudinal steering feedback compensation system in a vehicle can be implemented on any number of controllers within a vehicle environment, such as, but not limited to, a controller managing the brake-to-steer function, a domain controller, or an actuator controller with electronic brake control units and steering handwheel actuators during steer-by-wire operation or in the event of road wheel actuator failure. A longitudinal steering feedback compensation system in a vehicle can be implemented in various other controllers, including, but not limited to, powertrain control modules, transmission control units, or body control modules. The system can be used with a transmission with mechanical gears, a continuously variable transmission, an electric transmission, or other drive devices capable of performing the equivalent of gear shifting.

[0023] Fig. 1 is merely illustrative. The functionality of various systems or algorithms can be executed by one or more controllers located throughout a vehicle. Fig. The block diagram shown in Figure 1 is a representation of a logical architecture that may be arranged in any number of controllers. One or more algorithms may be used and executed by one or more electronic processors to perform the methods, acts, and functions described herein. Each system, controller, and variation described herein may include a non-transitory, computer-readable medium having stored thereon instructions executable by an electronic processor to implement the functionality, methods, acts, steps, and actions described herein.

[0024] Fig.1 shows an illustrative variant of a block diagram of a system and method for managing longitudinal disturbance in a vehicle during brake-to-steer, which may include a longitudinal dynamic motion controller 120 constructed and arranged to communicate drive torque requests 122 and brake torque requests 124 to a final longitudinal command processing module 126. A brake-to-steer system 110 may receive steering fault status 130 from an electronic power steering system and communicate brake torque commands 128 and feedforward, open-loop, or bypass drive torque commands 118 to the final longitudinal command processing module 126. The longitudinal dynamic motion controller 120 may also receive steering fault status 130 from an electronic power steering system.The longitudinal dynamic motion controller 120 may additionally receive desired longitudinal acceleration requests 116 from a longitudinal kinematic motion controller 112. The longitudinal kinematic motion controller 112 may receive desired vehicle speed requests 114 from a driver intent calculation module 102. The driver intent calculation module 102 may receive vehicle speed data, such as, but not limited to, vehicle speed data 104, acceleration control position data 106, and powertrain status data 108. In this manner, vehicle speed data 104, acceleration control position data 106, and powertrain status data 108 may be combined with the steering fault status 130 to generate drive torque requests 122 and brake torque requests 124, which may be communicated to the final longitudinal command processing module 126.

[0025] The final longitudinal command processing module 126 may use drive torque requests 122, brake torque requests 124, brake torque commands 128, and forward, open-loop, or bypass drive torque commands 118 to generate final drive torque requests 132 and final brake torque requests 134, which may be communicated to suitable vehicle systems 136, such as, but not limited to, drive, steering, braking, or transmission systems, control units, controllers, or electronic control units associated with drive, steering, braking, or transmission systems.The final longitudinal command processing module 126 may generate final drive torque requests 132 and final brake torque requests 134 by consolidating drive torque requests 122, brake torque requests 124, brake torque commands 128, and forward, open-loop, or bypass drive torque commands 118. Vehicle systems 136 may communicate measured longitudinal acceleration 138 to the longitudinal dynamic motion controller 120 as a portion of a closed-loop control system. The longitudinal dynamic motion controller 120 may calculate the difference between target acceleration 116 and measured acceleration 138 within a vehicle to generate final drive torque requests 132 and final brake torque requests 134 in conjunction with the final longitudinal command processing module 126.The transmission gear request module 140 may receive desired vehicle speed data 114, engine or electric motor speed 142, and wheel speeds 144 and calculate transmission gear requests 148 that are communicated to vehicle systems 136 to enable transmission gear changes or drive shifts within a vehicle to maintain a target engine or electric motor speed and torque, thereby reducing undesirable longitudinal disturbance within a vehicle.

[0026] According to some variations, driver inputs, such as acceleration or deceleration inputs, may be taken into account by adjusting desired vehicle speed 114 or target longitudinal acceleration 116.

[0027] The following description of variations is intended only to illustrate the components, elements, acts, products, and methods considered to be within the scope of the invention and is in no way intended to limit that scope by what is specifically disclosed or not expressly set forth. The components, elements, acts, products, and methods described herein may be combined and reconfigured other than as expressly described herein and still be considered to be within the scope of the invention.

[0028] According to Variation 1, a method for use in a vehicle may include: receiving vehicle speed data, acceleration control position data, and powertrain status data in a driver intent calculation module; generating desired vehicle speed requests by the driver intent calculation module; communicating desired vehicle speed requests to a longitudinal kinematic motion controller and to a transmission gear request module; generating desired longitudinal acceleration requests by the longitudinal kinematic motion controller; communicating desired longitudinal acceleration requests to a longitudinal dynamic motion controller; receiving a steering fault status by the longitudinal dynamic motion controller;Receiving a steering fault status by a brake-to-steer system, the brake-to-steer system constructed and arranged to generate at least one brake torque command and at least one forward drive torque command; communicating the at least one brake torque command and the at least one forward drive torque command to a final longitudinal command processing module; generating at least one drive torque request or at least one brake torque request; communicating drive torque requests and brake torque commands to the final longitudinal command processing module; generating at least one final drive torque request and at least one final brake torque request; communicating the at least one final drive torque request and the at least one final brake torque request to at least one vehicle system;Measuring a longitudinal acceleration of the vehicle; communicating measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one drive torque request or at least one brake torque request based on measured longitudinal acceleration of the vehicle to form a closed-loop control system of drive torque requests and brake torque requests; receiving engine speed or electric motor speed data and wheel speed data by the transmission gear or shift request module; generating a transmission gear or shift request; and communicating the transmission gear request to the at least one vehicle system.

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

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

[0031] Variation 4 may include a method for use in a vehicle according to any one of Variations 1 to 3, wherein changing a transmission gear enables reduction of undesirable longitudinal interference within a vehicle.

[0032] Variation 5 may include a method for use in a vehicle according to any one of Variations 1 to 4, wherein generating at least one final drive torque request and at least one final brake torque request comprises consolidating drive torque requests, brake torque requests, brake torque commands, and forward drive torque commands.

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

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

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

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

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

[0038] Variation 11 may include a method for use in a vehicle, comprising: receiving vehicle speed data, acceleration control position data, and powertrain status data in a driver intent calculation module; generating desired vehicle speed requests by the driver intent calculation module; communicating desired vehicle speed requests to a longitudinal kinematic motion controller and to a transmission shift request module; generating desired longitudinal acceleration requests by the longitudinal kinematic motion controller; communicating desired longitudinal acceleration requests to a longitudinal dynamic motion controller; receiving a steering fault status by the longitudinal dynamic motion controller;Receiving a steering fault status by a brake-to-steer system, the brake-to-steer system constructed and arranged to generate at least one brake torque command and at least one forward drive torque command; communicating the at least one brake torque command and the at least one forward drive torque command to a final longitudinal command processing module; generating at least one drive torque request or at least one brake torque request; communicating drive torque requests and brake torque commands to the final longitudinal command processing module; generating a target engine or motor speed and a target engine or motor torque; generating at least one final drive torque request and at least one final brake torque request;Communicating the at least one final drive torque request and the at least one final brake torque request to at least one first vehicle system; measuring a longitudinal acceleration of the vehicle; communicating the measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one drive torque request or at least one brake torque request based on the measured longitudinal acceleration of the vehicle to form a closed-loop control system of drive torque requests and brake torque requests; receiving engine speed or electric motor speed data and wheel speed data by the transmission shift request module; generating a transmission shift request; communicating the transmission shift request to at least one second vehicle system;and changing a transmission shift within the vehicle to maintain a target engine speed or electric motor speed and engine or electric motor torque during a brake-to-steer event;

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

[0040] Variation 13 may include a method for use in a vehicle according to Variation 11 or 12, wherein generating a target engine or motor speed and a target engine or motor torque is dependent on the measured vehicle speed.

[0041] Variation 14 may include a non-transitory computer-readable medium having stored thereon instructions executable by an electronic processor to implement functionality including: receiving vehicle speed data, acceleration control position data, and powertrain status data in a driver intent calculation module; generating desired vehicle speed requests by the driver intent calculation module; communicating desired vehicle speed requests to a longitudinal kinematic motion controller and to a transmission gear request module; generating desired longitudinal acceleration requests by the longitudinal kinematic motion controller; communicating desired longitudinal acceleration requests to a longitudinal dynamic motion controller; receiving a steering fault status by the longitudinal dynamic motion controller;Receiving a steering fault status by a brake-to-steer system, the brake-to-steer system constructed and arranged to generate at least one brake torque command and at least one forward propulsion torque command; communicating the at least one brake torque command and the at least one forward propulsion torque command to a final longitudinal command processing module; generating at least one propulsion torque request or at least one brake torque request; communicating propulsion torque requests and brake torque commands to the final longitudinal command processing module; generating at least one final propulsion torque request and at least one final brake torque request; communicating the at least one final propulsion torque request and the at least one final brake torque request to at least one vehicle system;Measuring longitudinal acceleration of the vehicle; communicating measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one drive torque request or at least one brake torque request based on measured longitudinal acceleration of the vehicle to form a closed-loop control system of drive torque requests and brake torque requests; receiving engine speed or electric motor speed data and wheel speed data by the transmission gear or shift request module; generating a transmission gear or shift request; and communicating the transmission gear or shift request to the at least one vehicle system.

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

[0043] Variation 16 may include a non-transitory computer-readable medium according to Variation 14 or 15, further comprising: changing a transmission gear within the vehicle to maintain a target engine or motor speed and engine or motor torque.

[0044] Variation 17 may include a non-transitory computer-readable medium according to any one of Variations 14 to 16, wherein changing a transmission gear enables reduction of undesirable longitudinal interference within a vehicle.

[0045] Variation 18 may include a non-transitory computer-readable medium according to any of Variations 14 to 17, wherein generating at least one final drive torque request and at least one final brake torque command comprises consolidating drive torque requests, brake torque requests, brake torque commands, and forward drive torque commands.

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

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

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

[0049] Variation 22 may include a non-transitory computer-readable medium according to any of Variations 14 to 21, further comprising: changing a transmission gear within the vehicle to maintain a target engine or motor speed and engine or motor torque.

[0050] Variation 23 may include a non-transitory computer-readable medium according to any one of Variations 14 to 22, wherein changing a transmission gear within the vehicle is to maintain a target engine or motor speed and torque during a brake-to-steer event.

Claims

[1] A method for use in a vehicle, comprising: Receiving vehicle speed data (104), acceleration control position data (106), and powertrain status data (108) in a driver intent calculation module (102); generating desired vehicle speed requests (114) by the driver intent calculation module (102); Communicating desired vehicle speed requests (114) to a longitudinal kinematic motion controller (112) and to a transmission shift request module; Generating desired longitudinal acceleration requests (116) by the longitudinal kinematic motion controller (112); Communicating desired longitudinal acceleration requests (116) to a longitudinal dynamic motion controller (120); Receiving a steering error status (130) by the longitudinal dynamic motion controller (120); Receiving a steering fault status (130) by a brake-to-steer system (110), the brake-to-steer system (110) constructed and arranged to generate at least one brake torque command and at least one forward drive torque command; transmitting the at least one braking torque command and the at least one forward drive torque command to a final longitudinal command processing module (126); Generating at least one drive torque request (122) or at least one brake torque request (124); transmitting drive torque requests (122) and braking torque commands to the final longitudinal command processing module; Generating at least one final drive torque request (132) and at least one final brake torque request (134); Transmitting the at least one final drive torque request (132) and the at least one final brake torque request (134) to at least one vehicle system (136); Measuring a longitudinal acceleration of the vehicle; Transmitting measured longitudinal acceleration to the longitudinal dynamic motion controller (120); Modifying the at least one drive torque request (122) or at least one brake torque request (124) based on measured longitudinal acceleration of the vehicle to form a closed-loop control system of drive torque requests (122) and brake torque requests (124); Receiving engine speed data or electric motor speed data (142) and wheel speed data (144) by the transmission gear or shift request module; Generating a transmission gear or shift request; and Transmitting the transmission gear or shift request to the at least one vehicle system (136). [2] A method for use in a vehicle according to claim 1, wherein the at least one vehicle system (136) is a transmission control unit. [3] A method for use in a vehicle according to claim 1 or 2, further comprising changing a transmission shift within the vehicle to maintain a target engine or motor speed and engine or motor torque. [4] A method for use in a vehicle according to claim 3, wherein changing a transmission shift enables a reduction of undesirable longitudinal disturbance within a vehicle. [5] A method for use in a vehicle according to any one of claims 1 to 4, wherein generating at least one final drive torque request (132) and at least one final brake torque request (134) comprises consolidating drive torque requests (122), brake torque requests (124), brake torque commands, and forward drive torque commands. [6] A method for use in a vehicle according to any one of claims 1 to 5, wherein transmitting the at least one final drive torque request (132) and the at least one final brake torque request (134) to at least one vehicle system (136) comprises: Transmitting the at least one final drive torque request (132) to a drive system; and Transmitting the at least one final braking torque request (134) to a braking system. [7] A method for use in a vehicle according to any one of claims 1 to 6, further comprising: Generating a target engine speed or electric motor speed and a target engine or electric motor torque prior to generating at least one final drive torque request (132) and at least one final brake torque request (134). [8] A method for use in a vehicle according to any one of claims 1 to 7, further comprising: Changing a transmission shift within the vehicle to maintain a target engine or electric motor speed and engine or electric motor torque. [9] A method for use in a vehicle according to claim 8, wherein changing a transmission shift within the vehicle to maintain a target engine or motor speed and engine or motor torque occurs in a brake-to-steer event. [10] A method for use in a vehicle, comprising: Receiving vehicle speed data (104), acceleration control position data (106), and powertrain status data (108) in a driver intent calculation module (102); generating desired vehicle speed requests (114) by the driver intent calculation module (102); Communicating desired vehicle speed requests (114) to a longitudinal kinematic motion controller (112) and to a transmission shift request module; Generating desired longitudinal acceleration requests (116) by the longitudinal kinematic motion controller (112); Communicating desired longitudinal acceleration requests (116) to a longitudinal dynamic motion controller (120); Receiving a steering error status (130) by the longitudinal dynamic motion controller (120); Receiving a steering fault status (130) by a brake-to-steer system (110), the brake-to-steer system (110) constructed and arranged to generate at least one brake torque command and at least one forward drive torque command; transmitting the at least one braking torque command and the at least one forward propulsion torque command to a final longitudinal command processing module; Generating at least one drive torque request (122) or at least one brake torque request (124); transmitting drive torque requests (122) and braking torque commands to the final longitudinal command processing module; Generating a target engine or electric motor speed and a target engine or electric motor torque; Generating at least one final drive torque request (132) and at least one final brake torque request (134); Transmitting the at least one final drive torque request (132) and the at least one final brake torque request (134) to at least one first vehicle system (136); Measuring a longitudinal acceleration of the vehicle; Transmitting the measured longitudinal acceleration to the longitudinal dynamic motion controller (120); Modifying the at least one drive torque request (122) or at least one brake torque request (124) based on the measured longitudinal acceleration of the vehicle to form a closed-loop control system of drive torque requests (122) and brake torque requests (124); Receiving engine speed data or electric motor speed data and wheel speed data by the transmission gear or shift request module; Generating a transmission gear or shift request; Transmitting the transmission gear or shift request to at least one second vehicle system (136); and Changing a transmission gear or transmission shift within the vehicle to maintain a target engine or electric motor speed and engine or electric motor torque during a brake-to-steer event. [11] A method for use in a vehicle according to claim 10, wherein the at least one second vehicle system (136) is a transmission control unit. [12] A method for use in a vehicle according to claim 10 or 11, wherein generating a target engine speed or electric motor speed and a target engine or electric motor torque depends on the measured vehicle speed. [13] Non-transitory computer-readable medium having stored thereon instructions executable by an electronic processor to implement functionalities having: Receiving vehicle speed data (104), acceleration control position data (106), and powertrain status data (108) in a driver intent calculation module (102); generating desired vehicle speed requests (114) by the driver intent calculation module (102); Communicating desired vehicle speed requests (114) to a longitudinal kinematic motion controller (112) and to a transmission shift request module; Generating desired longitudinal acceleration requests (116) by the longitudinal kinematic motion controller (112); Communicating desired longitudinal acceleration requests (116) to a longitudinal dynamic motion controller (120); Receiving a steering error status (130) by the longitudinal dynamic motion controller (120); Receiving a steering fault status (130) by a brake-to-steer system (110), the brake-to-steer system (110) constructed and arranged to generate at least one brake torque command and at least one forward drive torque command; transmitting the at least one braking torque command and the at least one forward propulsion torque command to a final longitudinal command processing module; Generating at least one drive torque request (122) or at least one brake torque request (124); transmitting drive torque requests (122) and braking torque commands to the final longitudinal command processing module; Generating at least one final drive torque request (132) and at least one final brake torque request (134); Transmitting the at least one final drive torque request (132) and the at least one final brake torque request (134) to at least one vehicle system (136); Measuring longitudinal acceleration of the vehicle; Transmitting measured longitudinal acceleration to the longitudinal dynamic motion controller (120); Modifying the at least one drive torque request (122) or at least one brake torque request (124) based on measured longitudinal acceleration of the vehicle to form a closed-loop control system of drive torque requests (122) and brake torque requests (124); Receiving engine speed data or electric motor speed and wheel speed data by the transmission gear or shift request module; Generating a transmission gear or shift request; and Transmitting the transmission gear or shift request to the at least one vehicle system (136). [14] The non-transitory computer-readable medium of claim 13, wherein the at least one vehicle system (136) is a transmission control unit. [15] The non-transitory computer-readable medium of claim 13 or 14, further comprising: Changing a transmission shift within the vehicle to maintain a target engine or electric motor speed and engine or electric motor torque. [16] The non-transitory computer-readable medium of claim 15, wherein changing a transmission shift enables reduction of undesirable longitudinal interference within a vehicle. [17] The non-transitory computer-readable medium of any of claims 13 to 16, wherein generating at least one final drive torque request (132) and at least one final brake torque command comprises consolidating drive torque requests (122), brake torque requests (124), brake torque commands, and forward drive torque commands. [18] The non-transitory computer-readable medium of any of claims 13 to 17, wherein communicating the at least one final propulsion torque request (132) and the at least one final braking torque request (134) to at least one vehicle system (136) comprises: Transmitting the at least one final drive torque request (132) to a drive system; and Transmitting the at least one final braking torque request (134) to a braking system. [19] A non-transitory computer-readable medium according to any one of claims 13 to 18, further comprising: Generating a target engine speed or electric motor speed and a target engine or electric motor torque prior to generating at least one final drive torque request (132) and at least one final brake torque request (134). [20] The non-transitory computer-readable medium of any of claims 13 to 19, wherein the at least one vehicle system (136) is a transmission control unit. [21] A non-transitory computer-readable medium according to any one of claims 13 to 20, further comprising: Changing a transmission shift within the vehicle to maintain a target engine or electric motor speed and engine or electric motor torque. [22] The non-transitory computer-readable medium of claim 21, wherein changing a transmission shift within the vehicle is to maintain a target engine or motor speed and torque during a brake-to-steer event.

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