DRIVER-VEHICLE INTERACTION FOR ACTIVE ENGINE CONTROL

Abstract

An active downforce control method for a vehicle may include determining an index of phase-shifted interactions between a driver of the vehicle and a controller. The controller is configured to control one or more aerodynamic actuators. Furthermore, the method may include determining one or more inputs to the active downforce control, at least partially, based on the index of phase-shifted interactions. The method may also include controlling one or more aerodynamic actuators, at least partially, based on the one or more inputs to the active downforce control.

Description

INTRODUCTION

[0001] The present disclosure relates to systems and methods for controlling active drive systems for a vehicle.

[0002] To enhance vehicle performance and capability, vehicles may be equipped with active downforce systems to provide increased traction or otherwise adjust vehicle handling characteristics under specific conditions. For example, vehicles may incorporate one or more aerodynamic elements such as spoilers, ribs, wings, diffusers, and / or the like, which can be moved or adjusted using electromechanical, hydraulic, and / or pneumatic actuation systems. These systems can precisely control the position and angle of the aerodynamic elements to generate front and / or rear downforce on the vehicle. By generating this additional downforce, the active downforce system can increase front and / or rear traction, thereby improving grip on the road surface.Increased traction can enable more aggressive cornering, improved acceleration, and better braking performance. However, actions taken by the active vehicle downforce systems can conflict with actions taken by the driver, resulting in a "phase-shifted" interaction between the active vehicle downforce system and the driver.

[0003] Although current active downforce systems and active downforce methods fulfill their intended purpose, there is therefore a need for a new and improved system and method for active downforce control for a vehicle. SUMMARY

[0004] A method for active downforce control of a vehicle is provided according to several aspects. The method may include determining an index of phase-shifted interactions between a driver of the vehicle and a controller. The controller is configured to control one or more aerodynamic actuators. Furthermore, the method may include determining one or more inputs to the active downforce control, at least partially, based on the index of phase-shifted interactions. The method may also include controlling one or more aerodynamic actuators, at least partially, based on the one or more inputs to the active downforce control.

[0005] According to another aspect of the present disclosure, determining the index of phase-shifted interactions may further include monitoring one or more input parameters over time. Furthermore, determining the index of phase-shifted interactions may include determining the magnitude of a change in one or more input parameters. Finally, determining the index of phase-shifted interactions may include determining the index of phase-shifted interactions at least partially based on the magnitude of the change in one or more input parameters.

[0006] According to another aspect of the present disclosure, monitoring one or more input parameters over time may also include monitoring the accelerator pedal position over time. Furthermore, monitoring one or more input parameters over time may include monitoring the brake pedal position over time. Finally, monitoring one or more input parameters over time may include monitoring an estimated lateral acceleration of the vehicle over time.

[0007] According to another aspect of the present disclosure, determining the index of phase-shifted interactions may further include comparing the magnitude of the change in one of the one or more input parameters with a predetermined change-magnitude threshold. Furthermore, determining the index of phase-shifted interactions may include incrementing the index of phase-shifted interactions in response to the finding that the magnitude of the change in one of the one or more input parameters is greater than or equal to the predetermined change-magnitude threshold. Furthermore, determining the index of phase-shifted interactions may include determining the elapsed time since the index of phase-shifted interactions was last incremented. Finally, determining the index of phase-shifted interactions may include comparing the elapsed time with a threshold value.Furthermore, determining the index of phase-shifted interactions may involve resetting the index of phase-shifted interactions to zero in response to the determination that the elapsed time is greater than or equal to the elapsed time threshold.

[0008] According to another aspect of the present disclosure, determining one or more inputs to the active downforce control may further include determining an estimated ground clearance using one or more vehicle sensors. Furthermore, determining one or more inputs to the active downforce control may include determining a modeled ground clearance. Finally, determining one or more inputs to the active downforce control may include determining a combined ground clearance, at least partially, based on the estimated ground clearance, the modeled ground clearance, and the index of phase-shifted interactions.Furthermore, determining the one or more inputs to the active drive control can include determining the one or more inputs to the active drive control, wherein the one or more inputs to the active drive control contain at least the combined ground clearance.

[0009] According to another aspect of the present disclosure, determining the modeled ground clearance may further include determining the modeled ground clearance using a mathematical relationship that neglects the effects of sudden driver inputs and road disturbances.

[0010] According to another aspect of the present disclosure, determining the modeled ground clearance may further include determining a modeled front ground clearance, at least partially, based on a filtered longitudinal acceleration, front downforce, front spring preload, and front spring constant. Furthermore, determining the modeled ground clearance may include determining a modeled rear ground clearance, at least partially, based on the filtered longitudinal acceleration, rear downforce, rear spring preload, and rear spring constant.

[0011] According to another aspect of the present disclosure, determining the combined ground clearance can be determined using the formula: RHB=RHm⋅i+RHe⋅(1−i) included, with RH B The combined ground clearance is, RH mthe modeled ground clearance is, i is the index of phase-shifted interactions, and RH e the estimated ground clearance is where the index of phase-shifted interactions is a number between zero and one.

[0012] According to another aspect of the present disclosure, determining the one or more inputs to the active drive control may further include determining a raw longitudinal acceleration. Furthermore, determining the one or more inputs to the active drive control may include determining a filtered longitudinal acceleration, at least partially, based on the raw longitudinal acceleration and the index of phase-shifted interactions. The one or more inputs to the active drive control include at least the filtered longitudinal acceleration.

[0013] According to another aspect of the present disclosure, determining the one or more inputs to the active drive control may further include determining a raw tire longitudinal force. Furthermore, determining the one or more inputs to the active drive control may include determining a filtered tire longitudinal force, at least partially, based on the raw tire longitudinal force and the index of phase-shifted interactions. The one or more inputs to the active drive control include at least the filtered tire longitudinal force.

[0014] A system for active downforce control is provided for a vehicle according to several aspects. The system may include one or more vehicle sensors, one or more aerodynamic actuators, and a controller in electrical communication with the one or more vehicle sensors and the one or more aerodynamic actuators. The controller is programmed to determine, using the one or more vehicle sensors, an index of phase-shifted interactions between the vehicle driver and the controller. Furthermore, the controller is programmed to determine, at least partially based on the index of phase-shifted interactions, one or more inputs to the active downforce control. The controller is also programmed to control the one or more aerodynamic actuators, at least partially, based on the one or more inputs to the active downforce control.

[0015] According to another aspect of the present disclosure, the controller for determining the index of phase-shifted interactions is further programmed to monitor one or more input parameters over time using one or more vehicle sensors. Furthermore, the controller for determining the index of phase-shifted interactions is further programmed to determine the magnitude of a change in one or more input parameters. Finally, the controller for determining the index of phase-shifted interactions is programmed to determine the index of phase-shifted interactions at least partially based on the magnitude of the change in one or more input parameters.

[0016] According to another aspect of the present disclosure, the controller is further programmed to monitor one or more input parameters over time, using an accelerator pedal position sensor from one or more vehicle sensors. Furthermore, the controller is programmed to monitor one or more input parameters over time, using a brake pedal position sensor from one or more vehicle sensors, to monitor a brake pedal position over time. Finally, the controller is programmed to monitor one or more input parameters over time, using one or more vehicle sensors, to monitor an estimated lateral acceleration of the vehicle over time.

[0017] According to another aspect of the present disclosure, the controller for determining the index of phase-shifted interactions is further programmed to compare the magnitude of the change in one or more input parameters with a predetermined change-magnitude threshold. Furthermore, the controller for determining the index of phase-shifted interactions is programmed to increment the index of phase-shifted interactions in response to the determination that the magnitude of the change in one or more input parameters is greater than or equal to the predetermined change-magnitude threshold. Finally, the controller for determining the index of phase-shifted interactions is programmed to determine the elapsed time since the index of phase-shifted interactions was last incremented.Furthermore, the controller is programmed to determine the index of phase-shifted interactions by comparing the elapsed time with a threshold value. The controller is also programmed to reset the index of phase-shifted interactions to zero when it determines that the elapsed time is greater than or equal to the threshold value.

[0018] According to another aspect of the present disclosure, the controller is further programmed to determine a raw longitudinal acceleration for the one or more inputs to the active drive control. Furthermore, the controller is programmed to determine a filtered longitudinal acceleration, at least partially, based on the raw longitudinal acceleration and the index of the phase-shifted interaction. Furthermore, the controller is programmed to determine a raw tire longitudinal force for the one or more inputs to the active drive control. Furthermore, the controller is programmed to determine a filtered tire longitudinal force, at least partially, based on the raw tire longitudinal force and the index of phase-shifted interactions.Furthermore, the controller is programmed to determine one or more inputs to the active downforce control, using one or more vehicle sensors to determine an estimated ground clearance. Furthermore, the controller is programmed to determine one or more inputs to the active downforce control, also determining a modeled ground clearance. Finally, the controller is programmed to determine one or more inputs to the active downforce control, at least partially based on the estimated ground clearance, the modeled ground clearance, and the index of phase-shifted interactions. The one or more inputs to the active downforce control include at least the filtered longitudinal acceleration, the filtered longitudinal tire force, and the combined ground clearance.

[0019] According to another aspect of the present disclosure, the controller for determining the modeled ground clearance is further programmed to determine a modeled front ground clearance, at least partially, based on a filtered longitudinal acceleration, front downforce, front spring preload, and front spring constant. Furthermore, the controller for determining the modeled ground clearance is programmed to determine a modeled rear ground clearance, at least partially, based on the filtered longitudinal acceleration, rear downforce, rear spring preload, and rear spring constant.

[0020] According to another aspect of the present disclosure, the controller is further programmed to determine the combined ground clearance using the formula: RHB=RHm⋅i+RHe⋅(1−i) to determine, whereby RH B The combined ground clearance is, RH mthe modeled ground clearance is, i is the index of phase-shifted interactions, and RH e the estimated ground clearance is where the index of phase-shifted interactions is a number between zero and one.

[0021] A method for active downforce control of a vehicle is provided according to several aspects. The method may include monitoring one or more input parameters over time using one or more vehicle sensors. Furthermore, the method may include determining the magnitude of a change in one or more input parameters. The method may also include determining an index of phase-shifted interactions, at least partially, based on the magnitude of the change in one or more input parameters. Finally, the method may include determining one or more inputs to the active downforce control, at least partially, based on the index of phase-shifted interactions. Finally, the method may include controlling one or more aerodynamic actuators, at least partially, based on the one or more inputs to the active downforce control.

[0022] According to another aspect of the present disclosure, determining the index of phase-shifted interactions may further include comparing the magnitude of the change in one of the one or more input parameters with a predetermined change-magnitude threshold. Furthermore, determining the index of phase-shifted interactions may include incrementing the index of phase-shifted interactions in response to the finding that the magnitude of the change in one of the one or more input parameters is greater than or equal to the predetermined change-magnitude threshold. Furthermore, determining the index of phase-shifted interactions may include determining the elapsed time since the index of phase-shifted interactions was last incremented. Finally, determining the index of phase-shifted interactions may include comparing the elapsed time with a threshold value.Furthermore, determining the index of phase-shifted interactions may involve resetting the index of phase-shifted interactions to zero in response to the determination that the elapsed time is greater than or equal to the elapsed time threshold.

[0023] According to another aspect of the present disclosure, determining the one or more inputs to the active downforce control may further include determining an estimated ground clearance using one or more vehicle sensors. Furthermore, determining the one or more inputs to the active downforce control may include determining a modeled ground clearance using a mathematical relationship that neglects the effects of sudden driver inputs and road disturbances. Finally, determining the one or more inputs to the active downforce control may include determining a combined ground clearance using the formula: RHB=RHm⋅i+RHe⋅(1−i) included, with RH B The combined ground clearance is, RH m the modeled ground clearance is, i is the index of phase-shifted interactions, and RH e the estimated ground clearance is where the index of phase-shifted interactions is a number between zero and one.

[0024] Furthermore, determining one or more inputs to the active downforce control can include determining a raw longitudinal acceleration. Furthermore, determining one or more inputs to the active downforce control can include determining a filtered longitudinal acceleration, at least partially based on the raw longitudinal acceleration and the index of phase-shifted interactions. Furthermore, determining one or more inputs to the active downforce control can include determining a raw tire longitudinal force. Furthermore, determining one or more inputs to the active downforce control can include determining a filtered tire longitudinal force, at least partially based on the raw tire longitudinal force and the index of phase-shifted interactions.Furthermore, determining the one or more inputs to the active downforce control can include determining the one or more inputs to the active downforce control, wherein the one or more inputs to the active downforce control include at least the combined ground clearance, the filtered longitudinal acceleration and the filtered tire longitudinal force.

[0025] Further areas of applicability are evident from the description given here. It should be understood that the description and the specific examples are for illustrative purposes only and are not intended to limit the scope of protection afforded by this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The drawings described here serve only for illustration and are not intended to limit the scope of protection of the present disclosure in any way; they show: Fig. 1 a schematic representation of a system for active power delivery control for a vehicle according to an exemplary embodiment; Fig. 2. A flowchart of a procedure for active power delivery control for a vehicle according to an exemplary embodiment; and Fig. 3 A schematic representation of a simplified vehicle model according to an exemplary embodiment. DETAILED DESCRIPTION

[0027] The following description is by its very nature merely exemplary and is not intended to limit the present disclosure, application or uses.

[0028] Active downforce systems and techniques for vehicles can be used to provide increased traction under certain conditions or to otherwise adjust vehicle handling characteristics, thus improving vehicle performance. However, drivers can also adjust vehicle controls (e.g., acceleration, braking, steering, etc.) to manage traction or otherwise adjust vehicle handling characteristics. In some cases, actions taken by active vehicle downforce systems can conflict with actions taken by the driver, resulting in a "phase-shifted" interaction between the active vehicle downforce system and the driver. In some examples, this phase-shifted interaction can occur due to differences in reaction time between the active downforce system and the driver.In other cases, phase-shifted interaction can occur when the active downforce system and the driver have opposing intentions (e.g., when the active downforce system attempts to increase tire traction while the driver simultaneously attempts to decrease it). Thus, the present disclosure provides a new and improved system and method for active downforce control for a vehicle that mitigates phase-shifted interaction.

[0029] In Fig. Figure 1 is a system for active downforce control for a vehicle, generally designated by reference numeral 10. The system 10 is shown with an exemplary vehicle 12. Although a passenger car is depicted, it should be noted that the vehicle 12 can be any type of vehicle without derogating from the scope of protection of this disclosure. Generally, the system 10 comprises a controller 14, one or more vehicle sensors 16, and one or more aerodynamic actuators 18.

[0030] The controller 14 is used to implement a method 100 for active drive control for a vehicle, as described below. The controller 14 includes at least one processor 20 and a non-transitory computer-readable storage device or non-transitory computer-readable storage media 22. The processor 20 can be a custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors associated with the controller 14, a semiconductor-based processor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or generally, an instruction-executing device.

[0031] The computer-readable storage device or computer-readable storage media 22 can be, for example, volatile and non-volatile storage in read-only memory (ROM), in read / write memory (RAM), and in a hold memory (KAM). A KAM is persistent or non-volatile memory that can be used to store various operating variables while the processor 20 is shut down.The computer-readable storage device or computer-readable storage media 22 may be implemented using a number of storage devices such as PROMs (programmable read-only memory), EPROMs (electrical PROMs), EEPROMs (electrically erasable PROMs), flash memory, or other electrical, magnetic, optical, or combination storage devices capable of storing data, some of which represent executable instructions used by the controller 14 to control various systems of the vehicle 12.

[0032] The controller 14 can also consist of several controllers that communicate electrically with each other. The controller 14 can be connected to additional systems and / or controllers of the vehicle 12, which allows the controller 14 to access data such as the speed, acceleration, braking, and steering angle of the vehicle 12.

[0033] The controller 14 communicates electrically with the one or more vehicle sensors 16 and the one or more aerodynamic actuators 18. According to an exemplary embodiment, the electrical communication is established, for example, using a CAN network, a FLEXRAY network, a local area network (e.g., Wi-Fi, Ethernet, and the like), a serial peripheral interface (SPI) network, or the like. It should be understood that various additional wired and wireless techniques and communication protocols for communicating with the controller 14 are within the scope of this disclosure. Furthermore, it should be understood that the electrical communication within the scope of this disclosure also includes power and / or energy transfer between electrical devices (e.g., using wires and / or wireless power transfer techniques).

[0034] The one or more vehicle sensors 16 are used to obtain information relevant to the vehicle 12. According to an exemplary embodiment, the one or more vehicle sensors 16 include an accelerator pedal position sensor 24a, a brake pedal position sensor 24b, a steering wheel angle sensor 26, and an inertial measurement unit (IMU) 28.

[0035] According to another exemplary embodiment, the one or more vehicle sensors 16 further include sensors for determining performance data about the vehicle 12. According to a non-limiting example, the one or more vehicle sensors 16 further include an engine speed sensor and / or an engine torque sensor and / or an electric drive motor voltage sensor and / or an electric drive motor current sensor and / or a brake position sensor and / or a coolant temperature sensor and / or a fan speed sensor and / or a transmission oil temperature sensor and / or a front suspension ground clearance sensor and / or a rear suspension ground clearance sensor and / or a yaw rate sensor and / or one or more wheel speed sensors and / or an inertial measurement unit (IMU).

[0036] According to another exemplary embodiment, the one or more vehicle sensors 16 further include sensors for determining information about an environment in the vehicle 12. According to a non-limiting example, the one or more vehicle sensors 16 further include a seat occupancy sensor and / or an interior air temperature sensor and / or an interior motion detection sensor and / or an interior camera and / or an interior microphone and / or the like.

[0037] According to another exemplary embodiment, the one or more vehicle sensors 16 further include sensors for determining information about an environment surrounding the vehicle 12. According to a non-limiting example, the one or more vehicle sensors 16 further include an ambient air temperature sensor and / or an atmospheric pressure sensor and / or a vehicle communication system and / or a global navigation satellite system (GNSS) and / or a photo and / or video camera positioned in front of the vehicle 12 for viewing the environment.

[0038] According to another exemplary embodiment, at least one of the one or more sensors 16 is a perception sensor capable of perceiving objects and / or measuring distances in the environment surrounding the vehicle 12. According to a non-limiting example, the one or more vehicle sensors 16 include a stereo camera with distance-measuring capabilities. According to one example, at least one of the one or more vehicle sensors 16 is mounted inside the vehicle 12, for example, in the headliner of the vehicle 12 with a view through a windshield of the vehicle 12. According to another example, at least one of the one or more sensors 16 is mounted outside the vehicle 12, for example, on the roof of the vehicle 12 with a view of the environment surrounding the vehicle 12. It should be understood that various additional types of perception sensors, such as, for example,LiDAR sensors, ultrasonic distance measuring sensors, radar sensors and / or time-of-flight sensors are within the scope of protection of this disclosure. As discussed above, one or more vehicle sensors 16 are in electrical communication with the controller 14.

[0039] The accelerator pedal position sensor 24a is used to measure the position of the accelerator pedal of the vehicle 12. According to an exemplary embodiment, the accelerator pedal position sensor 24a is an electromechanical sensor that converts a mechanical movement of the accelerator pedal into an electrical signal. According to a non-limiting example, the accelerator pedal position sensor 24a includes a potentiometer with at least one first terminal connected to a sliding contact and a second terminal. The sliding contact of the potentiometer is attached to the accelerator pedal (e.g., via a mechanical linkage, a gear set, and / or the like). Thus, an electrical resistance value measured between the first terminal (i.e., the sliding contact) and the second terminal is proportional to the position of the accelerator pedal.Accordingly, the controller 14 determines the position of the accelerator pedal by measuring the electrical resistance value between the first and second terminals of the potentiometer. It should be understood that additional sensors for measuring the position of the accelerator pedal (e.g., rotary encoders, proximity sensors, and the like) are within the scope of protection of this disclosure.

[0040] The brake pedal position sensor 24b is used to measure the position of the brake pedal of the vehicle 12. According to an exemplary embodiment, the brake pedal position sensor 24b is an electromechanical sensor that converts a mechanical movement of the brake pedal into an electrical signal. According to a non-limiting example, the brake pedal position sensor 24b includes a potentiometer with at least one first terminal, which is electrically connected to a sliding contact, and a second terminal. The sliding contact of the potentiometer is attached to the brake pedal (e.g., via a mechanical linkage, a gear set, and / or the like). Thus, an electrical resistance value measured between the first terminal (i.e., the sliding contact) and the second terminal is proportional to the position of the brake pedal.Accordingly, the controller 14 determines the position of the brake pedal by measuring the electrical resistance value between the first and second terminals of the potentiometer. It should be understood that additional sensors for measuring the position of the brake pedal (e.g., rotary encoders, proximity sensors, and the like) are within the scope of protection of this disclosure.

[0041] The steering wheel angle sensor 26 is used to measure the position (i.e., angle) of the steering wheel of the vehicle 12. According to an exemplary embodiment, the steering wheel angle sensor 26 is an electromechanical sensor that converts a mechanical movement of the steering wheel into an electrical signal. According to a non-limiting example, the steering wheel angle sensor 26 includes a potentiometer with at least one first terminal, which is electrically connected to a sliding contact, and a second terminal. The sliding contact of the potentiometer is attached to the steering wheel (e.g., via a mechanical linkage, a gear set, and / or the like). Thus, an electrical resistance value measured between the first terminal (i.e., the sliding contact) and the second terminal is proportional to the position of the steering wheel.Accordingly, the controller 14 determines the position, and thus the steering angle, of the steering wheel by measuring the electrical resistance between the first and second terminals of the potentiometer. It should be understood that additional sensors for measuring the steering wheel's position (e.g., rotary encoders, proximity sensors, and the like) are within the scope of protection of this disclosure.

[0042] The IMU 28 is used to determine the orientation, velocity, and gravitational forces acting on the vehicle 12. According to one exemplary embodiment, the IMU 28 includes multiple sensors, including accelerometers, gyroscopes, and / or magnetometers. According to a non-limiting example, the IMU 28 includes three-axis accelerometers and three-axis gyroscopes integrated into a single unit. The accelerometers measure the linear acceleration along each axis, while the gyroscopes measure the angular velocity about each axis. The IMU 28 processes data from the sensors to calculate the current orientation, velocity, direction of travel, yaw rate (i.e., the rate of change of direction), and acceleration of the vehicle 12 in three-dimensional space. As discussed above, the IMU 28 communicates electrically with the controller 14.

[0043] The one or more aerodynamic actuators 18 are used to adjust the driving resistance of the vehicle 12 and / or to adjust the aerodynamic downforce of the vehicle 12. According to an exemplary embodiment, the one or more aerodynamic actuators 18 include a front aerodynamic actuator 18a and a rear aerodynamic actuator 18b.

[0044] The aerodynamic front actuator 18a is used to generate front downforce 30a at or near a front axle 32a of the vehicle 12. Within the scope of this disclosure, the term "downforce" means a force component that is perpendicular to the direction of the relative motion of the vehicle 12, i.e., in the longitudinal direction, in the direction of a road surface 40. Within the scope of this disclosure, the term "front downforce" means downforce exerted at or near the front axle 32a of the vehicle 12. The aerodynamic front actuator 18a comprises a first aerodynamic body 34a, a first pivot joint 36a, and a first actuator motor 38a.

[0045] The first aerodynamic body 34a is used to adjust the driving drag and / or aerodynamic downforce by interrupting the airflow over the vehicle 12. According to an exemplary embodiment, the first aerodynamic body 34a is configured as a wing-shaped spoiler. According to the present disclosure, the term "wing-shaped" is defined as having the form of a wing, i.e., a rib with the shape of an airfoil, which is characterized by a streamlined cross-sectional shape that generates lift for flight or propulsion by a fluid. The term "spoiler" means an aerodynamic device capable of interrupting the airflow over the vehicle 12 while the vehicle 12 is in motion, thereby adjusting the driving drag and / or generating aerodynamic downforce on the vehicle 12.

[0046] The first pivot joint 36a is used to enable rotational movement between the first aerodynamic body 34a and the vehicle 12. According to an exemplary embodiment, the first pivot joint 36a is a hinge. According to a non-limiting example, the pivot joint includes a pivot pin (not shown) and two hinge plates (not shown) mechanically connected to the pivot pin. The pivot pin allows the hinge plates to rotate relative to each other, with the hinge plates attached to the respective components (i.e., one on the vehicle 12 and one on the first aerodynamic body 34a) to enable their rotational movement. It should be understood that the first pivot joint 36a is any mechanical structure or linkage that enables the rotational or pivoting movement, including, for example,may contain any combination of hinges, bearings, pivot pins, ball joints, swivel joints, bushings, universal joints, lifting eye bolts, end pins and / or the like.

[0047] The first actuator motor 38a is used to actuate (i.e., move) the first aerodynamic body 34a for adjusting the driving resistance and / or the aerodynamic downforce. According to one exemplary embodiment, the first actuator motor 38a is an electric machine (e.g., a DC brushed motor, a brushless DC motor, an AC motor, a linear actuator, and / or the like) coupled to the first aerodynamic body 34a by the first pivot joint 36a. According to another exemplary embodiment, the first actuator motor 38a includes a pneumatic or hydraulic actuator. It should be understood that any actuator operable to actuate (i.e., move) the first aerodynamic body 34a is within the scope of protection of this disclosure. Furthermore, any mechanical construction for coupling the first actuator motor 38a to the first aerodynamic body 34a, including, for example, a pivot joint 36a, is also within the scope of protection of this disclosure. B.Chains, belts, pulleys, gears, coupling mechanisms, and / or the like, within the scope of protection of this disclosure. According to a non-limiting example, the first actuator motor 38a includes a device for relative or absolute position determination, such as a rotary encoder, so that the controller 14 can determine a position of the first actuator motor 38a and thus a position of the first aerodynamic body 34a. The first actuator motor 38a communicates electrically with the controller 14 and can be controlled by the controller 14, as will be discussed in more detail below.

[0048] The aerodynamic rear actuator 18b is used to generate rear downforce 30b at or near a rear axle 32b of the vehicle 12. Within the scope of this disclosure, the term "rear downforce" means downforce exerted at or near the rear axle 32b of the vehicle 12. The aerodynamic rear actuator 18b comprises a second aerodynamic body 34b, a second pivot joint 36b, and a second actuator motor 38b.

[0049] The second aerodynamic body 34b is used to adjust the driving resistance and / or aerodynamic downforce by interrupting the airflow over the vehicle 12. According to an exemplary embodiment, the second aerodynamic body 34b is configured as a wing-shaped spoiler.

[0050] The second pivot joint 34b is used to allow rotational movement between the second aerodynamic body 34b and the vehicle 12. According to an exemplary embodiment, the second pivot joint 36b is a hinge. According to a non-limiting example, the hinge includes a pivot pin (not shown) and two hinge plates (not shown) mechanically connected to the pivot pin. The pivot pin allows the hinge plates to rotate relative to each other, with the hinge plates attached to the respective components (i.e., one on the vehicle 12 and one on the second aerodynamic body 34b) to allow their rotational movement. It should be understood that the second pivot joint 36b is any mechanical structure or linkage that allows the rotational or oscillating movement, including, for example,may contain any combination of hinges, bearings, pivot pins, ball studs, swivel joints, bushings, universal joints, lifting eye bolts, end studs and / or the like.

[0051] The second actuator motor 38b is used to actuate (i.e., move) the second aerodynamic body 34b for adjusting the driving resistance and / or the aerodynamic downforce. According to one exemplary embodiment, the second actuator motor 38b is an electric machine (e.g., a DC brushed motor, a brushless DC motor, an AC motor, a linear actuator, and / or the like) coupled to the second aerodynamic body 34b by the second pivot joint 36b. According to another exemplary embodiment, the second actuator motor 38b includes a pneumatic or hydraulic actuator. It should be understood that any actuator operable to actuate (i.e., move) the second aerodynamic body 34b is within the scope of protection of this disclosure. Furthermore, any mechanical construction for coupling the second actuator motor 38b to the second aerodynamic body 34b, including, for example, a pivot joint 36b, is also within the scope of protection of this disclosure. B.Chains, belts, pulleys, gears, coupling mechanisms, and / or the like, within the scope of protection of this disclosure. According to a non-limiting example, the second actuator motor 38b includes a device for relative or absolute position determination, such as a rotary encoder, so that the controller 14 can determine a position of the second actuator motor 38b and thus a position of the second aerodynamic body 34b. The second actuator motor 38b communicates electrically with the controller 14 and can be controlled by the controller 14, as will be discussed in more detail below.

[0052] According to one exemplary embodiment, the aerodynamic front actuator 18a is located closer to the front axle 32a than to the rear axle 32b, so that the aerodynamic front actuator 18a effectively controls the front downforce 30a. According to a non-limiting example, the aerodynamic front actuator 18a is located near and / or on a front trunk, hood, front bumper, and / or the like of the vehicle 12. The aerodynamic rear actuator 18b is located closer to the rear axle 32b than to the front axle 32a, so that the aerodynamic rear actuator 18b effectively controls the rear downforce 30b. According to a non-limiting example, the aerodynamic rear actuator 18b is located near and / or on a trunk, rear spoiler, rear bumper, and / or the like of the vehicle 12.

[0053] In Fig. Figure 2 shows a flowchart of procedure 100 for active downforce control for a vehicle. Procedure 100 begins in block 102 and proceeds to blocks 104, 106, 108, and 110.

[0054] In block 104, the controller 14 monitors the accelerator pedal position over time. Within the scope of this disclosure, the accelerator pedal position is considered one or more input parameters. According to an exemplary embodiment, the controller 14 uses the accelerator pedal position sensor 24a to determine the accelerator pedal position and stores multiple accelerator pedal position measurements in the media 22 of the controller 14. Furthermore, in block 104, the controller 14 determines the magnitude of a change in the accelerator pedal position over time. According to a non-limiting example, the controller 14 determines the total change in the absolute accelerator pedal position during a predetermined time period, e.g., ten seconds. Following block 104, the method 100 proceeds to block 112, as described in more detail below.

[0055] In block 106, the controller 14 monitors the brake pedal position over time. Within the scope of this disclosure, the brake pedal position is considered one or more input parameters. According to an exemplary embodiment, the controller 14 uses the brake pedal position sensor 24b to determine the brake pedal position and stores multiple brake pedal position measurements in the media 22 of the controller 14. Furthermore, in block 106, the controller 14 determines the magnitude of a change in the brake pedal position over time. According to a non-limiting example, the controller 14 determines the total change in the absolute brake pedal position during a predetermined time period, e.g., ten seconds. Following block 106, the method 100 proceeds to block 112, as described in more detail below.

[0056] In block 108, the controller 14 monitors the steering wheel position over time. Within the scope of this disclosure, the steering wheel position is considered one or more input parameters. According to an exemplary embodiment, the controller 14 uses the steering wheel angle sensor 26 to determine the steering wheel position and stores multiple steering wheel angle position measurements in the media 22 of the controller 14. Furthermore, in block 108, the controller 14 determines the magnitude of a change in the steering wheel position over time. According to a non-limiting example, the controller 14 determines the total change in the absolute steering wheel position during a predetermined time period, e.g., ten seconds. Following block 108, the method 100 proceeds to block 112, as discussed in more detail below.

[0057] In block 110, the controller 14 monitors an estimated lateral acceleration over time. Within the scope of this disclosure, the estimated lateral acceleration is an estimated lateral acceleration of the vehicle 12 (i.e., an acceleration perpendicular to the direction of travel of the vehicle 12). The estimated lateral acceleration is considered one or more input parameters. According to one exemplary embodiment, the controller 14 uses the IMU 28 to determine the estimated lateral acceleration. According to a non-limiting example, the estimated lateral acceleration of the vehicle 12 is measured directly using the IMU 28, with several estimated lateral acceleration measurements being stored in the media 22 of the controller 14. According to another exemplary embodiment, the lateral acceleration is determined based on driver inputs (i.e.,The accelerator pedal position, brake pedal position, steering angle, and / or the like) and / or the vehicle state (i.e., vehicle direction, vehicle speed, and / or the like) is estimated using statistical analysis that includes Kalman filters and / or the like. Furthermore, in block 110, the controller 14 determines the magnitude of a change in the estimated lateral acceleration over time. According to a non-restrictive example, the controller 14 determines the total change in the absolute estimated lateral acceleration during a predetermined time period, e.g., ten seconds. After block 110, the procedure 100 proceeds to block 112.

[0058] In block 112, controller 14 compares the magnitude of the change in accelerator pedal position over time with a predefined accelerator pedal position change magnitude threshold (i.e., a predefined change magnitude threshold). Additionally, controller 14 compares the magnitude of the change in brake pedal position over time with a predefined brake pedal position change magnitude threshold (i.e., a predefined change magnitude threshold). Furthermore, controller 14 compares the magnitude of the change in steering wheel position over time with a predefined steering wheel position change magnitude threshold (i.e., a predefined change magnitude threshold). Finally, controller 14 compares the magnitude of the change in estimated lateral acceleration over time with a predefined estimated lateral acceleration change magnitude threshold (i.e., a predefined change magnitude threshold).

[0059] According to an exemplary embodiment, method 100 proceeds to block 114 if any of the one or more input parameters exceeds the corresponding threshold (i.e., is greater than or equal to it). If none of the one or more input parameters exceeds the corresponding threshold, method 100 proceeds to block 116.According to a non-restrictive example, procedure 100 proceeds to block 114 if the magnitude of the change in accelerator pedal position over time exceeds a predetermined accelerator pedal position change magnitude threshold, if the magnitude of the change in brake pedal position over time exceeds the predetermined brake pedal position change magnitude threshold, if the magnitude of the change in steering wheel position over time exceeds the predetermined steering wheel position change magnitude threshold, OR if the magnitude of the change in estimated lateral acceleration over time exceeds the predetermined estimated acceleration change magnitude threshold. Otherwise, procedure 100 proceeds to block 116.

[0060] According to another exemplary embodiment, method 100 proceeds to block 114 if all of the one or more input parameters exceed the corresponding threshold (i.e., are greater than or equal to it). If at least one of the one or more input parameters does not exceed the corresponding threshold, method 100 proceeds to block 116.According to a non-restrictive example, procedure 100 proceeds to block 114 if the magnitude of the change in accelerator pedal position over time exceeds the specified accelerator pedal position change magnitude threshold, if the magnitude of the change in brake pedal position over time exceeds the specified brake pedal position change magnitude threshold, if the magnitude of the change in steering wheel position over time exceeds the specified steering wheel position change magnitude threshold, AND if the magnitude of the change in estimated lateral acceleration over time exceeds the specified estimated lateral acceleration change magnitude threshold. Otherwise, procedure 100 proceeds to block 116.

[0061] In block 114, the controller 14 increments an index of phase-shifted interactions. Within the scope of protection of the present disclosure, the index of phase-shifted interactions quantifies the amount of conflict between the input parameters provided by the driver (i.e., the operator) and the operation of the controller 14 to control the one or more aerodynamic actuators 18. According to an exemplary embodiment, the index of phase-shifted interactions is a number between zero and one. For example, the index of phase-shifted interactions would be considered high (i.e.,closer to one) since the controller 14 effectively “counteracts” the driver if the driver provides input parameters with the intention of causing a loss of traction of one or more tires of the vehicle 12 in order to perform a drift maneuver, but the controller 14 instructs that the one or more aerodynamic actuators 18 provide increased downforce, thus increasing traction.

[0062] On the other hand, the index of phase-shifted interactions would be considered low (i.e. closer to zero) because the controller 14 effectively “cooperates” with the driver if the driver provides input parameters with the intention of causing a loss of traction of one or more tires of the vehicle 12 in order to perform a drift maneuver, and the controller 14 instructs the one or more aerodynamic actuators 18 to provide reduced downforce, thus reducing traction.

[0063] According to one exemplary embodiment, the controller 14 increments the phase-shifted interactions index in block 114 by a predetermined amount (e.g., one-tenth). According to another exemplary embodiment, the amount by which the phase-shifted interactions index is incremented is determined, at least in part, based on the magnitude of one or more of the input parameters relative to the corresponding thresholds. If the phase-shifted interactions index is equal to a maximum value (i.e., one), the phase-shifted interactions index in block 114 is not incremented. According to one exemplary embodiment, the controller 14 stores an execution timestamp for block 114 in the media 22 of the controller 14. After block 114, the method 100 proceeds to blocks 118, 120, and 222, as discussed in more detail below.

[0064] In block 116, controller 14 determines the elapsed time since the index of phase-shifted interactions was last incremented. In other words, controller 14 determines the elapsed time since block 114 was last executed. According to a non-restrictive example, controller 14 reads the execution timestamp of block 114 from controller 14's media 22 to determine the elapsed time. Furthermore, in block 116, controller 14 compares the elapsed time to an elapsed time threshold (for example, one minute). If the elapsed time is less than the elapsed time threshold, procedure 100 proceeds to blocks 118, 120, and 122, as described in more detail below. If the elapsed time is greater than or equal to the elapsed time threshold, procedure 100 proceeds to block 124.

[0065] In block 124, controller 14 resets the index of phase-shifted interactions to its minimum value (i.e., zero) in response to the determination in block 116 that the elapsed time is greater than or equal to the elapsed time threshold. After block 124, procedure 100 proceeds to blocks 118, 120, and 122.

[0066] In block 118, the controller 14 determines an estimated ground clearance of the vehicle 12. Within the scope of protection of the present disclosure, the estimated ground clearance refers to an estimated height of a body 50 ( Fig. 3) of the vehicle 12 from the road surface 40. According to an exemplary embodiment, the estimated ground clearance includes an estimated front ground clearance and an estimated rear ground clearance. According to a non-limiting example, the controller 14 uses the one or more vehicle sensors 16 to measure quantities such as, for example, the front suspension travel, the rear suspension travel, tire pressure, steering wheel angle, and / or the like, in order to determine the estimated ground clearance.

[0067] The controller then uses data processing, statistics, or filtering techniques such as Kalman filtering to determine the estimated ground clearance based on the quantities measured using the one or more vehicle sensors. The term "estimated" ground clearance is used because the actual ground clearance can vary over time due to changes in load, acceleration, road surface properties, downforce, and / or the like. Thus, the estimated ground clearance is determined taking into account various factors that affect the vehicle's ground clearance at any given time. Following block 118, the procedure proceeds to blocks 126 and 128, which are discussed in more detail below.

[0068] In block 120, the controller 14 determines a raw longitudinal acceleration of the vehicle 12. Within the scope of this disclosure, the raw longitudinal acceleration is a longitudinal acceleration of the vehicle 12 (i.e., an acceleration in the direction of travel of the vehicle 12). Within the scope of this disclosure, the term "raw" indicates that the raw longitudinal acceleration is not substantially preprocessed or filtered. According to one exemplary embodiment, the controller 14 uses the IMU 28 to determine the raw longitudinal acceleration. According to a non-limiting example, the raw longitudinal acceleration of the vehicle 12 is measured directly using the IMU 18, and multiple raw longitudinal acceleration measurements are stored in the media 22 of the controller 14. According to another exemplary embodiment, the raw longitudinal acceleration is determined based on driver inputs (i.e.,the accelerator pedal position, brake pedal position, steering angle, and / or the like) and / or the vehicle state (i.e., vehicle direction of travel, vehicle speed, and / or the like) are estimated using statistical analysis that includes Kalman filters and / or the like. After block 120, procedure 100 proceeds to blocks 126 and 128, as discussed in more detail below.

[0069] In block 122, the controller 14 determines a raw tire longitudinal force of the vehicle 12. Within the scope of this disclosure, the raw tire longitudinal force is a force acting longitudinally on one or more tires of the vehicle 12 (i.e., a tire force in the direction of travel of the vehicle 12). Within the scope of this disclosure, the term "raw" indicates that the raw tire longitudinal force is not substantially preprocessed or filtered. According to one exemplary embodiment, the controller 14 uses the IMU 28 to determine the raw tire longitudinal force. According to a non-limiting example, the raw tire longitudinal force of the vehicle 12 is measured directly using the IMU 28, and multiple raw tire longitudinal force measurements are stored in the media 22 of the controller 14. According to another exemplary embodiment, the raw tire longitudinal force is determined based on driver inputs (i.e.,Accelerator pedal position, brake pedal position, steering angle, and / or the like) and / or the vehicle state (i.e., vehicle direction of travel, vehicle speed, wheel speed, wheel slip rate, and / or the like) are estimated using statistical analysis that includes Kalman filters and / or the like. After block 122, procedure 100 proceeds to blocks 126 and 128.

[0070] In Block 126, a filtered longitudinal acceleration of the vehicle 12 is determined. Within the scope of this disclosure, the filtered longitudinal acceleration is determined by filtering the raw longitudinal acceleration determined in Block 120 to remove disturbances. As discussed in more detail below, the filtered longitudinal acceleration is considered one of the one or more inputs to the active drive control. According to an exemplary embodiment, the filtered longitudinal acceleration is determined by filtering the raw longitudinal acceleration at least partially based on the index of phase-shifted interactions. In general, the “strength” of the filtering (i.e., an amount of data smoothing and / or a quantity of data lost / ignored by the filtering) varies directly with the index of phase-shifted interactions, such that a higher index of phase-shifted interactions results in more filtering.

[0071] According to a non-restrictive example, the filtered longitudinal acceleration is determined by forming a moving average of the raw longitudinal acceleration. For example, a moving average time (i.e., a number of samples used to calculate the moving average, also known as the window size) is determined at least partially based on the index of phase-shifted interactions. According to a non-restrictive example, the moving average time varies directly (i.e., proportionally) with the index of phase-shifted interactions. It should be understood that various additional filtering techniques, including, for example,Simple moving average (SMA), weighted moving average (WMA), exponential moving average (EMA), median filter, Gaussian filter, Savitzky-Golay filter, Kalman filter and / or the like may be used without deviating from the scope of protection of this disclosure. Following Block 126, Method 100 transitions to Block 130, as described in more detail below.

[0072] In Block 128, a filtered longitudinal tire force of the vehicle 12 is determined. Within the scope of this disclosure, the filtered longitudinal tire force is determined by filtering the raw longitudinal tire force determined in Block 122 to remove disturbances. As discussed in more detail below, the filtered longitudinal tire force is considered one of the one or more inputs to the active downforce control. According to an exemplary embodiment, the filtered longitudinal tire force is determined by filtering the raw longitudinal tire force at least partially based on the index of phase-shifted interactions. In general, the “strength” of the filtering (i.e., an amount of data smoothing and / or a quantity of data lost / ignored by the filtering) varies directly with the index of phase-shifted interactions, such that a higher index of phase-shifted interactions results in more filtering.

[0073] According to a non-restrictive example, the filtered tire longitudinal force is determined by forming a moving average of the raw tire longitudinal force. For example, a moving average time (i.e., a number of samples used to calculate the moving average, also known as the window size) is determined at least partially based on the index of phase-shifted interactions. According to a non-restrictive example, the moving average time varies directly (e.g., proportionally) with the index of phase-shifted interactions. It should be understood that various additional filtering techniques, including, for example,Simple moving average (SMA), weighted moving average (WMA), exponential moving average (EMA), median filter, Gaussian filter, Savitzky-Golay filter, Kalman filter and / or the like may be used without deviating from the scope of protection of the present disclosure. After Block 128, Method 100 proceeds to Block 130.

[0074] In block 130, the controller 14 determines a modeled ground clearance of the vehicle 12. Within the scope of protection of the present disclosure, the modeled ground clearance refers to a modeled height of a body 50 ( Fig. 3) of the vehicle 12 from the road surface 40, which is determined using a mathematical model. According to an exemplary embodiment, the modeled ground clearance includes a modeled front ground clearance and a modeled rear ground clearance.

[0075] In Fig. Figure 3 shows a schematic representation of a simplified vehicle model 52 of vehicle 12. The simplified vehicle model 52 includes the body 50 of vehicle 12, the front axle 32a of vehicle 12, the rear axle 32b of vehicle 12, a front spring 54a of vehicle 12, a rear spring 54b of vehicle 12, and a center of gravity 56 of vehicle 12. Based on Fig. 3 and further based on Fig. 1-2 According to an exemplary embodiment, the controller 14 uses a mathematical relationship to determine the modeled ground clearance, neglecting the effects of sudden driver inputs (i.e., as detected in block 112) and road disturbances. According to a non-restrictive example, the controller 14 uses the following formulas to determine the modeled ground clearance: −m⋅g⋅lrl+Ax⋅m⋅CGhl−Fd,f+Fsp,fKs,f=Zf −m⋅g⋅lfl+Ax⋅m⋅CGhl−Fd,r+Fsp,rKs,r=Zr RHm,f=gf⋅Zf+RH0,f RHm,r=gr⋅Zr+RH0,r, where m is the mass of the vehicle 12, g is the acceleration due to gravity, l r a longitudinal distance between the rear axle 32b and the center of gravity 56 of the vehicle 12 is, l the wheelbase of the vehicle 12 is, A x the filtered longitudinal acceleration determined in block 126, CG h a vertical location of the center of gravity 56 of the vehicle 12 is, F d,f the front drive 30a is, F sp,f a front spring preload of the front spring 54a is, K s,f a front spring constant of the front spring 54a is and Z f a vertical location of the front axle 32a is.

[0076] Furthermore, l f a longitudinal distance between the front axle 32a and the center of gravity 56 of the vehicle 12, is F d,r the rear drive 30b, is F sp,r a rear spring preload of the rear spring 54b, is K s,r a rear spring constant of the rear spring 54b and is Z ra vertical location of the rear axle 32b. Furthermore, RH m,f the modeled front ground clearance is g f a gain constant of the modeled front ground clearance and is RH 0,f a front ground clearance offset. The gain constant of the modeled front ground clearance and the front ground clearance offset are predefined depending on the suspension geometry. Furthermore, RH m,r the modeled rear ground clearance is g r a reinforcement constant of the modeled rear ground clearance and is RH 0,r A rear ground clearance offset. The gain constant of the modeled rear ground clearance and the rear ground clearance offset are predefined depending on the suspension geometry.

[0077] It should be understood that Equations 1-4 presented above are essentially only exemplary and that various alternative or additional mathematical and / or physical relationships or modeling techniques may be used to determine the modeled ground clearance within the scope of protection of this disclosure. The term "modeled" ground clearance is used because actual ground clearance may vary over time due to changes in load, acceleration, road surface properties, downforce, and / or the like. The modeled ground clearance is determined based on Newtonian physics using a mathematical relationship (e.g., based on the dynamic vehicle wheel load distribution) that neglects the effects of sudden driver inputs (i.e., such as those detected in Block 112) and road disturbances. Again, based on Fig.2. The procedure 100 continues from block 130 to block 132.

[0078] In Block 132, the controller 14 determines a combined ground clearance. Within the scope of this disclosure, the combined ground clearance is a combination of the modeled ground clearance determined in Block 130 and the estimated ground clearance determined in Block 118. According to an exemplary embodiment, the combined ground clearance includes a combined front ground clearance and a combined rear ground clearance. As discussed in more detail below, the combined ground clearance is considered one of the one or more inputs to the active downforce control. According to an exemplary embodiment, the combined ground clearance is determined at least partially based on the modeled ground clearance determined in Block 130, the estimated ground clearance determined in Block 118, and the index of phase-shifted interactions.

[0079] According to one non-restrictive example, the combined ground clearance is a weighted average of the modeled ground clearance and the estimated ground clearance, with the weighting determined based on the index of phase-shifted interactions. According to another non-restrictive example, the combined ground clearance is determined using the following formula: RHB=RHm⋅i+RHe⋅(1−i), where RH B The combined ground clearance (i.e., either the combined front ground clearance or the combined rear ground clearance) is RH m the modeled ground clearance determined in block 130 (i.e., either the modeled front ground clearance or the modeled rear ground clearance), i is the index of phase-shifted interactions, and RH eThe estimated ground clearance determined in Block 118 (i.e., either the estimated front ground clearance excluding the estimated rear ground clearance) should be understood. It should be understood that various additional mathematical relationships can be used to combine the modeled ground clearance and the estimated ground clearance based on the index of phase-shifted interactions to determine the combined ground clearance without deviating from the scope of protection of the present disclosure. Following Block 132, Method 100 proceeds to Block 134.

[0080] In block 134, the controller 14 controls one or more aerodynamic actuators 18 at least partially based on one or more inputs to the active downforce control (i.e., the filtered longitudinal acceleration determined in block 126, the filtered longitudinal tire force determined in block 128, and the combined ground clearance determined in block 132). According to an exemplary embodiment, the controller 14 executes an active downforce control program stored in the media 22 of the controller 14.According to an exemplary embodiment, the program of the active output control is configured to receive one or more inputs into the active output control, to determine a requested front output 30a and a requested rear output 30b, and, based on the requested front output 30a, to determine a position setpoint for the first actuator motor 38a and, based on the requested rear output 30b, to determine a position setpoint for the second actuator motor 38b.

[0081] According to one non-limiting example, the controller 14 controls the one or more aerodynamic actuators 18, as discussed in U.S. application no. 18 / 787,480 entitled "ACTIVE DOWNFORCE CONTROL FOR DRIFTING MANEUVERS," filed on July 29, 2024, the entirety of which is fully incorporated herein by reference. According to another non-limiting example, the controller 14 controls the one or more aerodynamic actuators 18, as discussed in U.S. application no. 18 / 350,508 entitled "METHOD AND SYSTEM FOR DETERMINING THE DESIRED TIRE GRIP IN ACTIVE DOWNFORCE CONTROL," filed on July 11, 2023, the entirety of which is fully incorporated herein by reference.It should be understood that various additional and / or alternative methods for controlling one or more aerodynamic actuators 18 are at least partially based on one or more inputs to the active downforce control within the scope of protection of this disclosure. According to Block 134, the method 100 transitions to a readiness state in Block 136.

[0082] According to one exemplary embodiment, the controller 14 repeatedly exits the standby state 136 and restarts the procedure 100 in block 102. According to a non-restrictive example, the controller 14 exits the standby state 136 and restarts the procedure 100 via a timer, e.g., every three hundred milliseconds.

[0083] System 10 and Method 100 of the present disclosure offer several advantages. Using System 10 and Method 100 of the present disclosure, a phase-shifted interaction between the driver and the active downforce control program of Controller 14 can be identified and quantified using the index of phase-shifted interactions. Subsequently, the index of phase-shifted interactions is used to adjust the inputs to the active downforce control program in such a way that the active downforce control program does not counteract the one or more input parameters provided by the driver (i.e., accelerator pedal position, brake pedal position, steering wheel position, etc.).Furthermore, System 10 and Method 100 can be used to adjust the inputs of active downforce control in such a way as to improve and / or supplement one or more input parameters provided by the driver. Accordingly, using System 10 and Method 100 of this disclosure, driver control, comfort, and driving pleasure are enhanced while maintaining vehicle performance.

[0084] The description in this disclosure is by its very nature merely exemplary, and modifications that do not deviate from the main point of this disclosure shall remain within the scope of protection of this disclosure. Such modifications shall not be considered a deviation from the inventive concept and scope of protection of this disclosure. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 18 / 787,480

[0081] US 18 / 350,508

[0081]

Claims

[1] Method for active power delivery control for a vehicle, the method comprising: Determining an index of phase-shifted interactions between a driver of the vehicle and a controller, wherein the controller is configured to control one or more aerodynamic actuators; Determining one or more inputs to the active drive control at least partially based on the index of phase-shifted interactions; and Control of one or more aerodynamic actuators, at least partially, based on one or more inputs to the active downforce control. [2] Method according to claim 1, wherein determining the index of phase-shifted interactions further comprises: Monitoring one or more input parameters over time; Determining the magnitude of a change in one or more input parameters; and Determining the index of phase-shifted interactions at least partially based on the magnitude of the change in one or more input parameters. [3] The method of claim 2, wherein monitoring one or more input parameters over time further comprises: Monitoring the accelerator pedal position over time; Monitoring a brake pedal position over time; and Monitoring the estimated lateral acceleration of the vehicle over time. [4] Method according to claim 2, wherein determining the index of phase-shifted interactions further comprises: Comparing the magnitude of the change in one or more input parameters with a predefined change magnitude threshold; Increasing the index of phase-shifted interactions in response to the determination that the magnitude of the change in one of the one or more input parameters is greater than or equal to the specified change magnitude threshold; Determining the time elapsed since the index of phase-shifted interactions was last incremented; Comparing the elapsed time with a threshold value of elapsed time; and Resetting the index of phase-shifted interactions to zero in response to the determination that the elapsed time is greater than or equal to the elapsed time threshold. [5] Method according to claim 1, wherein determining the one or more inputs to the active output control further comprises: Determining an estimated ground clearance using one or more vehicle sensors; Determining a modeled ground clearance; Determining a combined ground clearance at least partially based on the estimated ground clearance, the modeled ground clearance, and the index of phase-shifted interactions; and Determining the one or more inputs to the active downforce control, wherein the one or more inputs to the active downforce control include at least the combined ground clearance. [6] Method according to claim 5, wherein determining the modeled ground clearance further comprises: Determining the modeled ground clearance using a mathematical relationship that neglects the effects of sudden driver inputs and road disturbances. [7] Method according to claim 6, wherein determining the modeled ground clearance further comprises: Determining a modeled front ground clearance at least partially based on a filtered longitudinal acceleration, front downforce, front spring preload, and front spring constant; and Determining a modeled rear ground clearance at least partially based on the filtered longitudinal acceleration, rear downforce, rear spring preload, and rear spring constant. [8] Method according to claim 5, wherein determining the combined ground clearance further comprises: Determining the combined ground clearance using the formula: RHB=RHm⋅i+RHe⋅(1−i), where RH B The combined ground clearance is, RH m the modeled ground clearance is, i is the index of phase-shifted interactions, and RH e the estimated ground clearance is where the index of phase-shifted interactions is a number between zero and one. [9] Method according to claim 1, wherein determining the one or more inputs to the active output control further comprises: Determining a raw longitudinal acceleration; Determining a filtered longitudinal acceleration at least partially based on the raw longitudinal acceleration and the index of phase-shifted interactions; and Determining the one or more inputs to the active output control, wherein the one or more inputs to the active output control contain at least the filtered longitudinal acceleration. [10] Method according to claim 1, wherein determining the one or more inputs to the active output control further comprises: Determining a raw tire longitudinal force; Determining a filtered tire longitudinal force at least partially based on the raw tire longitudinal force and the index of phase-shifted interactions; and Determining the one or more inputs to the active downforce control, wherein the one or more inputs to the active downforce control include at least the filtered longitudinal tire force.

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