System and method for controlling active roll control systems in vehicles

Abstract

A system for controlling an active stabilizer bar in a vehicle comprises a stabilizer bar associated with one or more of the vehicle's wheels and a control module that communicates with the stabilizer bar. The stabilizer bar is configured to be controlled according to a variety of stiffness modes. Each stiffness mode is associated with a different moment for the stabilizer bar. The control module is configured to control the stabilizer bar so that it operates according to a first stiffness mode from the variety of stiffness modes, to detect an anomaly in the vehicle's path, and, in response to the anomaly detection, to control the stabilizer bar so that it operates according to a second stiffness mode from the variety of stiffness modes, the second stiffness mode being different from the first.Further examples of systems and methods for controlling active stabilizer bars in vehicles are also disclosed.

Description

INTRODUCTION

[0001] The present invention relates to a system according to the preamble of claim 1 and a method according to the preamble of claim 5 for controlling an active stabilizer bar in response to detected road anomalies, as is essentially known from DE 10 2020 007 277 A1. Comparable methods and systems are disclosed in DE 10 2019 117 228 A1, DE 10 2012 024 086 A1, DE 10 2012 017 118 A1 and DE 10 2008 032 545 A1.

[0002] A vehicle includes a suspension system with stabilizer bars at the front and rear of the vehicle. Each stabilizer bar generates a moment to counteract any pitch or roll of the vehicle chassis and maintain vehicle stability and / or prevent tipping when the vehicle turns. The stabilizer bars may function mechanically to generate a natural moment by twisting the bars when the vehicle turns. Alternatively, the stabilizer bars may function electromechanically to actively control the moment when the vehicle turns. Such systems are called active roll control systems. SUMMARY

[0003] The purpose of the invention is to overcome the disadvantages of the prior art.

[0004] This problem is solved by a system having the features of claim 1 and by a method having the features of claim 5.

[0005] According to the invention, a system for controlling an active stabilizer bar in a vehicle is presented. The system comprises a stabilizer bar assigned to one or more wheels of the vehicle and a control module that communicates with the stabilizer bar. The stabilizer bar is configured to be controlled according to a variety of stiffness modes. Each stiffness mode is associated with a different magnitude of moment for the stabilizer bar.The control module is configured to control the stabilizer bar so that it operates according to a first stiffness mode of its plurality of stiffness modes, to detect an anomaly in the vehicle's travel path, and, in response to the anomaly detection, to control the stabilizer bar so that it operates according to a second stiffness mode of its plurality of stiffness modes, the second stiffness mode being different from the first. The control module is further configured to determine the amplitude of the detected anomaly and, in response to the vehicle reaching the amplitude of the detected anomaly, to control the stabilizer bar so that it operates according to a third stiffness mode of its plurality, the third stiffness mode being different from the second.

[0006] In other features, the anomaly in the vehicle's path includes at least one of a pothole, a bump, and a curve.

[0007] In other features, the system further includes a detection module communicatively coupled to the control module and configured to detect the anomaly in the path of travel of the vehicle.

[0008] The detection module further comprises at least one of a radar sensor, a lidar sensor, an ultrasonic sensor and a camera.

[0009] In other features, the control module is configured to receive a signal indicating the anomaly from another control module external to the vehicle and detect the anomaly in the travel path of the vehicle based on the received signal.

[0010] In other features, the control module is configured to determine a distance between the detected anomaly and the vehicle and, in response to the distance being less than or equal to a defined threshold, to control the stabilizer bar to operate according to the second stiffness mode of the plurality of stiffness modes.

[0011] In other features, the anomaly in the vehicle's path is a pothole, and the moment associated with the second stiffness mode is larger than the moment associated with the third stiffness mode.

[0012] In other features, the anomaly in the vehicle's travel path is a bump, and the moment associated with the second stiffness mode is smaller than the moment associated with the third stiffness mode.

[0013] In other features, the system also includes a steering wheel angle sensor that communicates with the control module. The steering wheel angle sensor is configured to detect the movement of a steering wheel in the vehicle.

[0014] In other features, the control module is configured to receive a signal from the steering wheel angle sensor indicative of the movement of the steering wheel and detect the abnormality in the travel path of the vehicle based on the received signal from the steering wheel angle sensor.

[0015] In other features, the magnitude of the moment associated with the first stiffness mode is less than the magnitude of the moment associated with the second stiffness mode.

[0016] Furthermore, the invention presents a method for controlling an active stabilizer bar connected to one or more wheels of a vehicle. The method comprises controlling the stabilizer bar so that it operates according to a first stiffness mode from a plurality of stiffness modes. Each stiffness mode is associated with a different magnitude of moment for the stabilizer bar. The method further comprises detecting an anomaly in the vehicle's path and, in response to the anomaly detection, controlling the stabilizer bar so that it operates according to a second stiffness mode from the plurality of stiffness modes. The second stiffness mode differs from the first stiffness mode.The procedure further includes determining an amplitude of the detected anomaly and, in response to the vehicle reaching the amplitude of the detected anomaly, controlling the stabilizer bar so that it operates according to a third stiffness mode of the plurality of stiffness modes, wherein the third stiffness mode differs from the second stiffness mode.

[0017] In other features, the anomaly in the vehicle's path includes at least one of a pothole, a bump, and a curve.

[0018] In other embodiments, the method further comprises receiving a signal indicative of the anomaly from another control module external to the vehicle, and detecting the anomaly in the path of travel of the vehicle comprises detecting the anomaly based on the received signal.

[0019] In other features, detecting the anomaly in the path of travel of the vehicle includes detecting the anomaly with at least one of a radar sensor, a lidar sensor, an ultrasonic sensor, and a camera.

[0020] In other features, the method further comprises determining a distance between the detected anomaly and the vehicle, and controlling the stabilizer bar to operate according to the second stiffness mode comprises controlling the stabilizer bar to operate according to the second stiffness mode in response to the distance being less than or equal to a defined threshold.

[0021] In other features, the anomaly in the vehicle's path is a pothole, and the moment associated with the second stiffness mode is larger than the moment associated with the third stiffness mode.

[0022] In other features, the anomaly in the vehicle's travel path is a bump, and the moment associated with the second stiffness mode is smaller than the moment associated with the third stiffness mode.

[0023] In other embodiments, the method further comprises receiving a signal from a steering wheel angle sensor indicative of movement of a steering wheel in the vehicle, and detecting the anomaly in the travel path of the vehicle comprises detecting the anomaly based on the received signal from the steering wheel angle sensor.

[0024] Further applications of the present invention will become apparent from the detailed description, the claims, and the drawings. The detailed description and the specific examples serve only for illustration. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The present invention will be better understood with reference to the detailed description and the accompanying drawings, wherein: Fig. 1 a functional block diagram of an exemplary vehicle system with a control module for controlling active stabilizer bars according to the present invention; Fig. 2 is a functional block diagram of a vehicle incorporating parts of the system Fig. 1 according to the present invention; Fig. 3 is a functional block diagram of multiple vehicles, wherein one vehicle detects a road anomaly and another vehicle is later informed of the detected road anomaly, according to the present disclosure; Fig. 4 is a flowchart of an example of a control process for controlling an active stabilizer bar of a vehicle according to the present invention; and Fig. Figure 5 is a flowchart of another example of a control process for controlling an active stabilizer bar of a vehicle according to the present invention.

[0026] Reference numerals may be reused in the drawings to identify similar and / or identical elements. DETAILED DESCRIPTION

[0027] A vehicle includes one or more active roll control (ARC) systems that actively control the moment of a stabilizer bar to counteract a pitch or roll effect of the vehicle's chassis and to maintain stability and / or prevent the vehicle from tipping over. The vehicle typically includes two stabilizer bars, one at the front and one at the rear of the vehicle. In such examples, each stabilizer bar can be actively controlled to vary the moment acting on each wheel. While driving, the vehicle may encounter a pothole, bump, etc. In such cases, one or more of the ARC systems may react to the pothole, bump, etc. and rely on a state estimator to control the moment for the associated stabilizer bar based on information about the vehicle's wheel position and wheel acceleration.However, in such scenarios, the ARC system may have limited ability to react to the pothole, bump, etc., due to factors such as the vehicle's speed, the size of the pothole, the bump, etc. For example, if a pothole has a size (e.g., length) of 1 meter and the vehicle is traveling at 60 kilometers per hour, the vehicle will clear the pothole in 50 milliseconds. Due to its reactive nature, the conventional ARC system may have limited time to react to the encountered pothole.

[0028] The systems and methods according to the present invention enable the accurate detection and tracking of a road anomaly (e.g., a pothole, a bump, a curve, etc.) and the subsequent control of one or more vehicle stabilizer bars in response to the detected road anomaly. This allows for the provision of an early warning of an impending road anomaly, enabling the systems and methods to recognize when it is desirable for an ARC system to provide a stabilizer bar moment, minimize a stabilizer bar moment, etc. For example, the systems and methods described in this document can control a stabilizer bar to operate according to a stiffness mode (e.g., a standard stiffness mode, a moment suppression mode, a torque mode, etc.).), detect an anomaly in a vehicle's travel path and then, in response to the detection of the anomaly, control the stabilizer bar to operate according to a different stiffness mode (e.g., a moment suppression mode, a moment mode, etc.). In this way, the ARC system can be controlled in different modes depending on a detected road anomaly to control the magnitude of the moment acting on the stabilizer bar (e.g., no or minimal moment, reduced moment, increased moment, etc.). With the proactive control of ARC systems, the drivability and comfort of moving vehicles (e.g., autonomous vehicles, semi-autonomous vehicles, non-autonomous vehicles, etc.) can be improved compared to conventional reactive ARC systems.

[0029] Referring to Fig. 1 shows a functional block diagram of an exemplary vehicle system 100. The vehicle system 100 of Fig. 1 may be used for any suitable vehicle with an ARC system, such as an electric vehicle (e.g., a pure electric vehicle, a plug-in hybrid electric vehicle, etc.), a vehicle with an internal combustion engine, etc. Furthermore, the vehicle system may be used in an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0030] As in Fig. 1, the vehicle system 100 generally includes a control module 102, ARC systems, each including an ARC module 104 and a stabilizer bar 106, a steering control module 108, a steering angle sensor 110, a speed sensor 112, a detection module 114, and a communication interface 116. Although the vehicle system 100 is described herein as having a single ARC module associated with each stabilizer bar, it should be understood that an ARC module may be associated with a plurality of stabilizer bars, if desired. Further, although the vehicle system 100 is illustrated as including one detection module and one communication interface, in some embodiments, the system 100 may include multiple detection modules and / or multiple communication interfaces.

[0031] The above-mentioned modules and sensors of vehicle system 100 can exchange parameters via a network 120, such as a Controller Area Network (CAN). A CAN can also be referred to as a Car Area Network. The network 120 can, for example, include one or more data buses. Various parameters can be transmitted from a given module to other modules via the network 120.

[0032] In various embodiments, the control module 102 may control an internal combustion engine and / or an electric motor. For example, in a vehicle with an internal combustion engine, the control module 102 may control the actuation of engine actuators such as a throttle valve, one or more spark plugs, one or more fuel injectors, valve actuators, camshaft phasers, an exhaust gas recirculation valve, one or more boost devices, and other suitable engine actuators. In some vehicle types (e.g., electric vehicles), the engine may be omitted. If the vehicle is an electric vehicle, the control module 102 may control an electric motor. For example, the electric motor may operate either as a generator or as a motor at any given time. In its function as a generator, the electric motor converts mechanical energy into electrical energy.The electrical energy can, for example, be used to charge a battery via a power control device. In its function as a motor, the electric motor generates torque that can, for example, be used to supplement or replace the torque output by the internal combustion engine.

[0033] The steering control module 108 controls the steering / turning of the vehicle's wheels, for example, based on the driver's rotation of a steering wheel in the vehicle and / or steering commands from one or more vehicle control modules. The steering wheel angle (SWA) sensor may monitor a rotational position, movement, etc., of the steering wheel and generate an SWA signal based on the position, movement, etc. of the steering wheel. The generated SWA signal is then provided to the steering control module 108. For example, the steering control module 108 may control the vehicle's steering via an electronic power steering (EPS) motor based on the generated SWA signal. However, the vehicle may also include another type of steering system. The steering control module 108 and / or the EPS motor may then provide the SWA signal to the control module 102, the ARC modules 104, and / or another control module in the vehicle.

[0034] The speed sensor 112 monitors the speed of the vehicle (e.g., miles per hour, kilometers per hour, etc.). The speed sensor 112 may include, for example, a vehicle speed sensor (VSS) that measures transmission / transaxle power or wheel speed. The speed sensor 112 may then provide a signal representing the speed of the vehicle to the control module 102, the ARC modules 104, and / or another control module in the vehicle. In other examples, the control module 102 may receive a signal representing an accelerator pedal position of the vehicle. In such examples, the control module 102 may determine or calculate the speed of the vehicle based on the accelerator pedal position.

[0035] The ARC modules 104 of the ARC systems actively control a moment magnitude of the stabilizer bars 106. For example, one of the stabilizer bars 106 is disposed in the front of the vehicle to interact with a front suspension and one or more front wheels of the vehicle. Another stabilizer bar 106 is disposed in the rear of the vehicle to interact with a rear suspension and one or more rear wheels of the vehicle. In such examples, the ARC modules 104 control how much moment is provided by the stabilizer bars 106, for example, based on signals from the control module 102 and / or another control module in the vehicle, to counteract a pitch or roll effect of the vehicle chassis and maintain vehicle stability and / or prevent tipping when the vehicle turns.

[0036] In various embodiments, each of the stabilizer bars 106 can be controlled to operate in several different stiffness modes. In such examples, each stiffness mode can be associated with a different magnitude (e.g., a specific magnitude, a varying magnitude, etc.) of moment for the stabilizer bar 106. For example, the stabilizer bar 106 can be controlled in a moment suppression mode where no or minimal moment is provided, a moment mode where a moment of a defined magnitude is provided, etc. In some examples, either the moment suppression mode or the moment mode can be considered a default stiffness mode.

[0037] With further reference to Fig. 1. The vehicle system can further include a memory circuit 118 for storing various vehicle-related parameters. In particular, the memory circuit 118 can store different torque values ​​that are assigned to the stiffness modes of the stabilizer bars 106. In such examples, the stored torque values ​​can correspond to different types of road anomalies (e.g., raised road surfaces, dipped road surfaces, etc.), the size of the road anomalies, etc. When a specific road anomaly is detected and one of the stabilizer bars 106 is controlled according to a specific stiffness mode, a corresponding stored torque can be preloaded for an actuator assigned to the stabilizer bar 106, as further explained in this document.

[0038] The memory circuit 118 may be communicatively connected to one or more of the above-mentioned modules of the vehicle system 100 via the network 120. For example, the memory circuit 118 may be configured as shown in Fig. 1, communicate with the control module 102 and / or the ARC modules 104 via the network 120 and / or another network. In other embodiments, the control module 102 and / or the ARC modules 104 may include the memory circuit 124 or portions thereof.

[0039] In various embodiments, the control module 102 and / or the ARC modules 104 may control the stabilizer bars 106 to operate in a particular stiffness mode. For example, the control module 102 and / or the ARC modules 104 may control one of the stabilizer bars 106 to operate in a default stiffness mode, such as a moment suppression mode, a moment mode, etc., as discussed above. At a later time, the control module 102 and / or the ARC modules 104 may control the stabilizer bar 106 to operate in a different stiffness mode, thereby changing the moment acting on the stabilizer bar 106. This change in control of the stiffness modes may occur, for example, in response to detecting a road anomaly in the vehicle's path of travel.

[0040] The control module 102 may detect or otherwise become aware of an anomaly in the vehicle's travel path. The anomaly may be detected using in-vehicle modules. For example, the anomaly may be detected using the detection module 114. In such examples, the detection module 114 may send a signal indicating the detected anomaly to the control module 102 (via the network 120).

[0041] The detection module 114 can generally detect and track objects located in the vehicle's path. In various embodiments, the detected objects can include, for example, other vehicles, people, animals, road signs, road anomalies, etc. In such examples, the road anomalies can include raised road surfaces (e.g., bumps, frost heave, etc.), sunken road surfaces (e.g., potholes, etc.), road modifications (e.g., curves in a road, etc.), and so on.

[0042] The detection module 114 can, for example, include one or more detection devices such as a radar sensor, lidar sensor, ultrasonic sensor, camera, etc., mounted on the vehicle. During operation, a detection device of the detection module 114 can emit waves (e.g., light waves, ultrasonic waves, microwave signals, etc.) and then receive reflected waves to detect road anomalies (e.g., bumps, potholes, curves, etc.) or other objects. In some examples, the detection module 114 can initially detect an object up to ten to twenty meters away from the vehicle, depending, for example, on the vehicle's speed.

[0043] In various embodiments, the detection module 114 and / or the control module 102 may detect the road anomalies through various mechanisms. For example, the data collected by the detection module 114 may be used to create surface profiles of the road and then processed (e.g., through image processing, etc.) to detect road anomalies (e.g., road irregularities). In some examples, the road anomalies may be detected through machine learning. For example, the collected data and / or the created surface profiles of the road, along with previously collected data and / or created surface profiles (e.g., from the same or other vehicles), may be analyzed by one or more machine learning algorithms. In this way, road anomalies and / or features indicative of road anomalies may be detected.

[0044] In other embodiments, the anomaly may be detected based on other sensors within the vehicle. For example, the control module 102 may receive a signal from the SWA sensor 110 indicating movement of the steering wheel and then detect the anomaly (e.g., a curve, a turn, etc.) based on the received signal from the SWA sensor 110. For example, if the driver moves the steering wheel and / or the steering wheel is operated autonomously to steer the vehicle through a curve, avoid an obstacle, change lanes, turn, etc., the SWA sensor 110 may detect such movement of the steering wheel before the vehicle's wheels actually rotate. Once detected, the SWA sensor 110 may send a signal to the control module 102 indicating the movement of the steering wheel.

[0045] Additionally and / or alternatively, the anomaly may be detected using modules external to the vehicle. For example, the control module 102 may receive a signal from another vehicle-external control module indicating the anomaly. In such examples, the signal may be received from the vehicle system 100 via the communication interface 116. The communication interface 116, for example, provides a communication path to other modules, e.g., to vehicle-external modules. As shown in Fig. As shown in Figure 1, the vehicle system 100 can communicate with an external module 122 via the communication interface 116. In such examples, the control module 102 in the vehicle system 100 can receive one or more signals from the external module 122. The control module 102 can then detect the road anomaly based on the received signal(s) or otherwise become aware of it. In various embodiments, the external module 122 can be a module (e.g., a control module) in another vehicle, a module in communication with multiple vehicles, etc. For example, one or more vehicles may have previously traveled on the same road on which the vehicle in question (including the vehicle system 100) is currently traveling. In some examples, the vehicle or vehicles may be ahead of the vehicle in question in terms of time and / or distance (e.g.,(one kilometer ahead, twenty minutes ahead, one hour ahead, one or more days ahead, etc.). In such examples, a vehicle can detect the road anomaly (e.g., a pothole, a bump, etc.) with its respective control module and then send signals indicating the anomaly directly to control module 102 and / or indirectly to control module 102 via another control module (e.g., a cloud-based module, etc.).

[0046] The control module 102 and / or the ARC modules 104 may then control the stabilizer bars 106 to operate in a different, distinct stiffness mode when a road anomaly is detected. For example, when a road anomaly is detected, one of the stabilizer bars 106 may be temporarily controlled according to a moment suppression mode, where the associated ARC module 104 minimizes the stabilizer bar moment for the transient event (e.g., traveling over a bump, etc.). In other examples, one of the stabilizer bars 106 may be temporarily controlled according to a moment mode, where the associated ARC module 104 increases or otherwise provides the stabilizer bar moment for the transient event (e.g., traveling over a pothole, etc.).

[0047] In some examples, the control module 102 and / or the ARC modules 104 may control the stabilizer bars 106 to operate according to a default stiffness mode and then change the stiffness modes. For example, one of the stabilizer bars 106 may normally be controlled according to a moment suppression mode. In response to detecting a road anomaly that causes the vehicle to turn (e.g., a curve, a turn, avoiding an obstacle, changing lanes, etc., as discussed above), the stabilizer bar may be temporarily controlled according to a moment mode or an active roll mode, where the associated ARC module 104 may increase the moment of the stabilizer bar to minimize roll and improve handling. Such control may be particularly useful in autonomous vehicles. In such examples, ride and handling while driving (e.g.,In addition, autonomous vehicles can generate electricity when operating in torque suppression mode. By maximizing the time spent in torque suppression mode (e.g., the standard mode with normal stiffness), the range of the vehicles can be increased.

[0048] In various embodiments, the control module 102 and / or the ARC modules 104 can control the stabilizer bars 106 so that they operate in a different stiffness mode based on the distance between the detected anomaly and the vehicle. For example, the control module 102 can determine the distance between the detected anomaly and the vehicle. This determination can be based on data received by the detection module 114 and / or other sensors in the system 100. For example, the control module 102 can determine the relative distance of the detected anomaly based on the time interval between the emission of waves and the reception of reflected waves by a detection device, the vehicle's speed, etc.

[0049] In response to the determined distance being less than or equal to a defined threshold, the control module 102 and / or the ARC modules 104 may then control the stabilizer bars 106 to operate in a different, distinct stiffness mode. For example, in some cases, it may be desirable to change the stiffness at or near a minimum distance from the anomaly (e.g., pothole, bump, etc.) to maintain the vehicle's ride and handling. In such examples, the distance between the detected anomaly and the vehicle may be determined multiple times (e.g., periodically, continuously, etc.) and compared to the defined threshold (e.g., 3 meters, 2 meters, 1.5 meters, 1 meter, 0.5 meters, zero, etc.).Once the determined distance reaches or falls below the defined threshold, the control module 102 and / or the ARC modules 104 can control the stabilizer bars 106 to operate in a different, distinct stiffness mode.

[0050] In various embodiments, each of the stabilizer bars 106 can be temporarily controlled according to a specific stiffness mode in response to a detected road anomaly, and then in a different stiffness mode after a condition is met. For example, the control module 102 can determine the type and magnitude of the anomaly. In such examples, the control module 102 can determine whether the detected anomaly is a positive event (e.g., a raised road surface) or a negative event (e.g., a sunken road surface), and calculate an amplitude of the detected anomaly based on data collected by the detection module 114, generated surface profiles, etc. For example, the control module 102 can determine an estimated amplitude of the detected anomaly based on spatial data (e.g., X, Y, Z coordinates) associated with the reflected waves, the relative distance of the detected object, etc.

[0051] When the vehicle reaches the amplitude (e.g., peak displacement) of the detected anomaly, the control module 102 and / or the ARC modules 104 can control the stabilizer bars 106 to operate in a different stiffness mode. Thus, the stabilizer bar 106 can operate in multiple stiffness modes while the respective vehicle wheel encounters the anomaly. In other words, the stabilizer bar 106 can operate in one stiffness mode when the respective vehicle wheel initially encounters the anomaly and in a different stiffness mode after the respective vehicle wheel reaches the peak of the anomaly.

[0052] For example, each of the stabilizer bars 106 may normally be controlled in a moment suppression mode. If the control module 102 detects a road anomaly and determines that the anomaly is a pothole or other depressed or negative road event, the stabilizer bar 106 may be temporarily controlled according to a moment mode, where the associated ARC module 104 increases, provides, etc., the stabilizer moment. After the wheel / tire reaches the maximum deflection (e.g., amplitude) of the pothole, the stabilizer bar 106 may be controlled according to a different stiffness mode, such as moment suppression mode or another mode to reduce, eliminate, etc., the stabilizer moment.However, if the control module 102 detects that the anomaly is a bump in the road or another raised or positive road event, the stabilizer bar 106 can be temporarily controlled according to a stiffness mode to reduce, eliminate, etc., the stabilizer moment. After the wheel / tire has reached the maximum deflection (e.g., the amplitude) of the bump, the stabilizer bar 106 can be controlled according to a different stiffness mode, e.g., in a moment mode or another mode, to increase, provide, etc., the stabilizer moment.

[0053] In various embodiments, the vehicle system can be Fig. 1 or parts thereof in any suitable vehicle. Fig. 2, for example, is a plan view of the example vehicle 200 with a body 230 arranged on a chassis (not shown), four wheels 232 and a part of the vehicle system 100 of Fig. 1. More specifically, the vehicle 200 is shown as including the control module 102, the detection module 114, the ARC modules 104, and the stabilizer bars 106. Fig. 1. As shown, one of the stabilizer bars 106 is arranged in the front part of the vehicle 200 and the other stabilizer bar 106 is arranged in the rear part of the vehicle 200. Although in Fig. 2, the vehicle 200 may also include the other modules and sensors described above with respect to Fig. 1 were mentioned.

[0054] In the embodiment of Fig. 2, the vehicle 200 may be any suitable type of vehicle. For example, the vehicle 200 may be an electric vehicle (e.g., a pure electric vehicle, a plug-in hybrid electric vehicle, etc.), an internal combustion engine vehicle, etc. Furthermore, the vehicle 200 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0055] Fig. 3 shows two vehicles 350, 352 on a roadway 360, wherein one of the vehicles 352 detects a road anomaly and the other vehicle 350 is informed of the detected road anomaly. As shown, the vehicles 350, 352 each comprise a part of the vehicle system 100 of Fig. 1. For example, each vehicle 350, 352 is shown as including the control module 102 and the detection module 114 Fig. 1. Although in Fig. 3, one or both vehicles 350, 352 may also include the other modules and sensors described above with respect to Fig. 1 were mentioned.

[0056] In the example from Fig. 3, the detection module 114 for each vehicle 350, 352 may be a lidar sensor, a radar sensor, an ultrasonic sensor, a camera, etc., disposed in or adjacent to a bumper of the vehicle 350, 352. As shown, the detection module 114 of the vehicle 350 has a field of view 354, and the detection module 114 of the vehicle 352 has a field of view 356.

[0057] In various embodiments, the vehicle 352 may detect road anomalies on the road surface 360, as discussed herein. For example, the vehicle 352 may detect (via its detection module 114, the control module 102, etc.) a bump 362 and a pothole 364. In such examples, one or more stabilizer bars of the vehicle 352 may be controlled according to different stiffness modes when a wheel of the vehicle 352 encounters and travels over the bump 362 and / or the pothole 364, as discussed above. Additionally, the vehicle 352 may provide one or more signals indicative of the bump 362 and / or the pothole 364 to the control module 102 of the vehicle 350 via a communications network 320 and / or another control module communicatively coupled to the vehicles 350, 352.The control module 102 of the later arriving vehicle 350 can then be informed of the bump 362 and / or pothole 364 and react appropriately as explained above.

[0058] Fig. 4-5 illustrate exemplary control processes 400, 500 performed by the vehicle system 100 from Fig. 1 are usable to control one of the active stabilizer bars 106 associated with one or more wheels of a vehicle while the vehicle is in motion. Although the exemplary control processes 400, 500 in connection with the system 100 of Fig. 1, including the control module 102, each of the control processes 400, 500 may be used by any suitable system. Each control process 400, 500 may begin when the system is turned on, the vehicle is turned on, and / or at another suitable time, and end when the vehicle comes to a stop, is turned off, and / or at another suitable time.

[0059] As in Fig. 4, control begins at 402, where the control module 102 (and / or the corresponding ARC module 104) controls one or both stabilizer bars 106 to operate according to a particular stiffness mode. For example, as discussed herein, each stabilizer bar 106 may be controlled in a default stiffness mode, such as a moment suppression mode, a moment mode, etc. In some examples, a corresponding moment for the respective stiffness mode may be stored in memory (e.g., in memory circuit 118) and preloaded to one or more actuators associated with the stabilizer bars 106. Control then continues at 404.

[0060] At 404, the control module 102 may optionally receive data from one or more sources. For example, as discussed herein, the control module 102 may receive collected data and / or road surface profiles from sensors associated with the vehicle, such as a detection device (e.g., a radar sensor, a lidar sensor, an ultrasonic sensor, a camera, etc.), one or more detection modules 114, the SWA sensor 110, the speed sensor 112, etc. Additionally and / or alternatively, the control module 102 may receive data from one or more modules external to the vehicle, such as a control module associated with another vehicle, a control module in communication with multiple vehicles, etc. Control then continues at 406.

[0061] At 406, the control module 102 detects whether a road anomaly is in the path of one of the vehicle's wheels / tires, as discussed herein. In various embodiments, the control module 102 may make this determination based on the received data and / or the road surface profile. For example, the control module 102 may detect a road anomaly based on information from the one or more detection modules 114, machine learning techniques, etc. In other embodiments, the control module 102 may detect a road anomaly based on signals from the SWA sensor 110 (e.g., indicating an impending change of direction of the vehicle). In still other embodiments, the control module 102 may detect a road anomaly based on feedback from other vehicles. If a road anomaly is detected, control continues at 408.Otherwise, control may return to 402, where the stabilizer bar 106 may continue to be controlled in its default stiffness mode.

[0062] At 408, the control module 102 (and / or the corresponding ARC module 104) controls one or both stabilizer bars 106 associated with the affected wheel(s) / tires of the vehicle to operate in a different stiffness mode in response to the detected road anomaly. For example, if the detected road anomaly is a pothole, the control module 102 may change the stiffness mode for the stabilizer bar 106 from a moment suppression mode to a moment mode, where the associated ARC module 104 may increase, provide, etc., the stabilizer moment, as explained herein. A similar stiffness mode change may occur if the detected road anomaly is an impending change in the vehicle's direction.In other examples, if the detected road anomaly is a bump, the control module 102 may change the stiffness mode for the stabilizer bar 106 to reduce the stabilizer moment. In such examples, a corresponding stored moment for the detected road anomaly and the determined stiffness mode may be preloaded for one or more actuators associated with the stabilizer bars 106.

[0063] Control may then continue to 410, where the control module 102 may optionally determine whether the effected wheel / tire(s) or the vehicle generally has crossed the detected road anomaly. If not, control may return to 410. If so, control may return to 402, where the stabilizer bar 106 may again be controlled to its default stiffness mode. In other embodiments, control may instead wait for a period of time (e.g., depending on the speed of the vehicle) to ensure that the effected wheel / tire(s) or the vehicle has crossed the detected road anomaly and then return to 402.

[0064] As in Fig.5, control begins at 502, where the control module 102 detects whether a road anomaly may be in the path of one of the vehicle's wheels / tires, as discussed herein. If not, control returns to 502. If yes, control continues to 504, 506, 508.

[0065] In cases 504, 506, and 508, the control module 102 can determine several characteristics associated with the detected road anomaly. For example, in case 504, the control module 102 can determine the type of road anomaly. In such cases, the control module 102 can determine whether the detected road anomaly is a positive event (e.g., a raised road feature such as a bump, frost heave, etc.), a negative event (e.g., a sunken road feature such as a pothole, etc.), and so on. In case 506, the control module 102 can determine the magnitude of the road anomaly. For example, the control module 102 can determine the maximum displacement (e.g., amplitude), length, etc., of the positive or negative event. Furthermore, in case 508, the control module 102 can determine the distance between the detected road anomaly and the vehicle.These determinations at 504, 506, 508 may be made based on data received from a detection device, one or more detection modules, other sensors in system 100, machine learning algorithms, etc., as explained herein.

[0066] Control then continues to 510, where the control module 102 determines whether the determined distance is less than or equal to a defined threshold. In various embodiments, the defined threshold may be, for example, 3 meters, 2 meters, 1.5 meters, 1 meter, 0.5 meters, zero, etc. In some examples, the defined threshold may change during travel, for example, depending on the speed of the vehicle. If the answer at 510 is no, control returns to 508 to again determine a distance between the detected road anomaly and the vehicle. If the answer at 510 is yes, control continues to 512.

[0067] At 512, the control module 102 (and / or the corresponding ARC module 104) controls one or both stabilizer bars 106 associated with the affected wheel(s) / tires of the vehicle to operate according to a stiffness mode, as discussed herein, in response to the detected road anomaly. In such examples, a corresponding stored torque for the detected road anomaly, its characteristics, and the determined stiffness mode may be preloaded for one or more actuators associated with the stabilizer bars 106. For example, the storage circuit 118 may store different torque values ​​for different types of road anomalies (e.g., positive and negative events), different magnitudes of the road anomalies, etc. Control continues at 514.

[0068] At 514, the control module 102 determines whether the effected wheel(s) / tire(s) has / have reached the maximum deflection of the road anomaly (e.g., positive or negative event). This may be determined based on the magnitude of the road anomaly, the speed of the vehicle, etc. If not at 514 (e.g., the effected wheel(s) / tire(s) are on the upstream side of a bump, the downstream side of a pothole, etc.), control may return to 512, where the effected stabilizer bar 106 may continue to be controlled in its current stiffness mode. If 514 is affirmative, control continues to 516.

[0069] At 516, the control module 102 (and / or the corresponding ARC module 104) controls one or both stabilizer bars 106 associated with the affected wheel(s) / tires of the vehicle to operate in a different stiffness mode, as explained herein. In such examples, a corresponding stored torque for the detected road anomaly, its characteristics, and the determined stiffness mode may be preloaded to one or more actuators associated with the stabilizer bars 106. Control may then return to 502.

Claims

[1] A system (100) for controlling an active stabilizer bar (106) in a vehicle (350), the system (100) comprising: a stabilizer bar (106) associated with one or a plurality of wheels (232) of the vehicle (350), the stabilizer bar (106) being configured to be controlled according to a plurality of stiffness modes, each stiffness mode being associated with a different moment for the stabilizer bar (106); and a control module (102) in communication with the stabilizer bar (106), the control module (102) being configured to: controlling the stabilizer bar (106) to operate according to a first stiffness mode of the plurality of stiffness modes; Detecting an anomaly in a travel path of the vehicle (350); and in response to detecting the anomaly, controlling the stabilizer bar (106) to operate according to a second stiffness mode of the plurality of stiffness modes, the second stiffness mode being different from the first stiffness mode; characterized by , that the control module (102) is further configured to determine an amplitude of the detected anomaly and, in response to the vehicle (350) reaching the amplitude of the detected anomaly, to control the stabilizer bar (106) to operate according to a third stiffness mode of the plurality of stiffness modes, wherein the third stiffness mode is different from the second stiffness mode. [2] The system (100) of claim 1, further comprising a detection module (114) communicatively coupled to the control module (102) and configured to detect the anomaly in the path of travel of the vehicle (350). [3] The system (100) of claim 1, wherein the control module (102) is configured to: Determining a distance between the detected anomaly and the vehicle (350); and in response to the distance being less than or equal to a defined threshold, controlling the stabilizer bar (106) to operate according to the second stiffness mode of the plurality of stiffness modes. [4] The system (100) of claim 1, further comprising a steering wheel angle sensor (110) communicatively connected to the control module (102), the steering wheel angle sensor (110) configured to detect movement of a steering wheel in the vehicle (350), wherein: the control module (102) is configured to receive a signal from the steering wheel angle sensor (110) indicating the movement of the steering wheel and to detect the abnormality in the travel path of the vehicle (350) based on the received signal from the steering wheel angle sensor (110); and the magnitude of the moment associated with the first stiffness mode is less than the magnitude of the moment associated with the second stiffness mode. [5] A method for controlling an active stabilizer bar (106) associated with one or more wheels (232) of a vehicle (350), the method comprising: controlling a stabilizer bar (106) to operate according to a first stiffness mode of a plurality of stiffness modes, each stiffness mode being associated with a different magnitude of moment for the stabilizer bar (106); Detecting an anomaly in a travel path of the vehicle (350); and in response to detecting the anomaly, controlling the stabilizer bar (106) to operate according to a second stiffness mode of the plurality of stiffness modes, the second stiffness mode being different from the first stiffness mode; characterized by Determining an amplitude of the detected anomaly; and in response to the vehicle (350) reaching the amplitude of the detected anomaly, controlling the stabilizer bar (106) to operate according to a third stiffness mode of the plurality of stiffness modes, the third stiffness mode being different from the second stiffness mode. [6] The method of claim 5, wherein detecting the anomaly in the path of the vehicle (350) comprises detecting the anomaly with at least one of a radar sensor, a lidar sensor, an ultrasonic sensor, and a camera. [7] The method of claim 6, further comprising determining a distance between the detected anomaly and the vehicle (350) and controlling the stabilizer bar (106) to operate according to the second stiffness mode, comprising controlling the stabilizer bar (106) to operate according to the second stiffness mode in response to the distance being less than or equal to a defined threshold. [8] The method of claim 5, further comprising receiving a signal from a steering wheel angle sensor (110) indicative of movement of a steering wheel in the vehicle (350), wherein detecting the anomaly in the travel path of the vehicle (350) comprises detecting the anomaly based on the received signal from the steering wheel angle sensor (110).

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