MANUAL TORQUE VECTORIZATION USING STEERING WHEEL-MOUNTED INPUT DEVICES

Abstract

A vehicle includes a controller configured to calculate initial torques for a variety of the vehicle's wheels and to receive manual input that directs one or more torque differentials to apply those initial torques. The controller adjusts the initial torques according to the one or more torque differentials to obtain output torques and drives the variety of wheels according to those output torques. Manual input can be received from steering wheel-mounted input devices, such as two input wheels. The controller can adjust the left-to-right torque distribution between the vehicle's right and left wheels according to the manual input.

Description

RELATED REGISTRATION

[0001] This application claims priority over the preliminary US application with serial number 63 / 718,512, filed on November 8, 2024, entitled “MANUAL TORQUE VECTORING USING STEERING WHEEL-MOUNTED INPUT DEVICES”, which is hereby incorporated herein by reference in its entirety. INTRODUCTION

[0002] The present disclosure relates to performing torque vectorization using steering wheel-mounted input devices. SUMMARY

[0003] In one aspect, a vehicle control unit is configured to calculate initial torques for a variety of a vehicle's wheels and receive manual input that instructs one or more torque differentials to apply these initial torques. The vehicle control unit adjusts the initial torques according to the one or more torque differentials to obtain output torques and drives the variety of wheels according to these output torques.

[0004] In some embodiments, the vehicle control system is configured to receive manual input from one or more input devices mounted on the vehicle's steering wheel.

[0005] In some embodiments, the one or more input devices include two input devices.

[0006] In some embodiments, the two input devices include two input wheels.

[0007] In some embodiments, the plurality of road wheels includes one or more left wheels and one or more right wheels, wherein the vehicle control is further configured to adapt a torque distribution between the one or more left wheels and the one or more right wheels according to the one or more torque differentials.

[0008] In some embodiments, the vehicle control is further configured to drive the multiple road wheels by controlling the current to a plurality of motors, the plurality of motors including one or more left motors coupled to the one or more left wheels and one or more right motors coupled to the one or more right wheels.

[0009] In some embodiments, the vehicle control system is further configured to calculate the initial torques according to at least one position of a steering wheel, a position of an accelerator pedal, and a position of a brake pedal.

[0010] In some embodiments, the vehicle control system is further configured to calculate the initial torques according to at least one output from a stability control algorithm and an output from a traction control algorithm.

[0011] In some embodiments, the vehicle control system is further configured to calculate the initial torques according to a self-driving algorithm.

[0012] In another aspect, a vehicle includes a multitude of road wheels, a steering wheel, and one or more manual input devices mounted on the steering wheel. The vehicle includes a controller configured to calculate initial torques for the multitude of road wheels and to receive manual input from one or more manual input devices, which instruct one or more torque differentials to apply the initial torques. The controller adjusts the initial torques according to the one or more torque differentials to obtain output torques and drives the multitude of road wheels according to the output torques.

[0013] In some embodiments, the one or more manual input devices include two manual input devices.

[0014] In some embodiments, the two manual input devices include two input wheels.

[0015] In some embodiments, the plurality of road wheels includes one or more left road wheels and one or more right road wheels. The control system can further be configured to adjust a torque distribution between the one or more left road wheels and the one or more right road wheels according to the one or more torque differentials.

[0016] In some embodiments, the vehicle further includes a plurality of motors coupled to the plurality of road wheels, wherein the control is further configured to drive the plurality of road wheels by controlling the current to the plurality of motors, wherein the plurality of motors includes one or more left motors coupled to the one or more left road wheels and one or more right motors coupled to the one or more right road wheels.

[0017] In some embodiments, the vehicle further includes an accelerator pedal and a brake pedal, the control system being further configured to calculate the initial torques according to at least one position of the steering wheel, an accelerator pedal position, and a brake pedal position.

[0018] In some embodiments, the control is further configured to calculate the initial torques according to at least one output from a stability control algorithm and an output from a traction control algorithm.

[0019] In some embodiments, the control system is further configured to calculate the initial torques according to a self-driving algorithm.

[0020] In another aspect, a non-transitory, computer-readable medium storing executable code, when executed by a vehicle control unit, causes the control unit to calculate initial torques for a multitude of a vehicle's road wheels and receive manual input that instructs one or more torque differentials to apply these initial torques. The initial torques are then adjusted by the torque differential(s) to produce output torques. The multitude of road wheels are driven according to these output torques.

[0021] In some embodiments, when executed by the vehicle control system, the executable code also causes the vehicle control system to receive manual input from two input wheels.

[0022] In some embodiments, the plurality of road wheels includes one or more left road wheels and one or more right road wheels, wherein the executable code, when executed by the vehicle control system, further causes the vehicle control system to adjust a torque distribution between the one or more left road wheels and the one or more right road wheels according to the one or more torque differentials. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1A illustrates an exemplary vehicle according to certain embodiments. Fig. Figure 1B illustrates a vehicle chassis according to certain embodiments. Fig. 2A is a schematic block diagram of components of a vehicle according to certain embodiments. Fig. 2B is a schematic block diagram of alternative components of a vehicle according to certain embodiments. Fig. Figure 3 illustrates a steering wheel with input devices mounted on it, which, according to certain embodiments, can be used for manual torque vectoring. Fig. 4A and Fig. Figure 4B illustrates layouts of engines of a vehicle according to certain embodiments. Fig. Figure 5 illustrates the generation of torque based on inputs to steering wheel-mounted controls according to certain embodiments. DETAILED DESCRIPTION

[0023] In vehicles with three or four engines, independent torque control on the right and left sides of the vehicle is possible. This capability is used to control stability and to implement torque vectoring to improve vehicle handling. Using the approach described herein, a user provides input to steering wheel-mounted devices to manually adjust the amount of torque transmitted to the right and left wheels of the vehicle. This capability can be used for off-road driving, implementing a tank propulsion system, or for other applications.

[0024] Fig. Figure 1A illustrates an example vehicle 100. As in Fig. As can be seen in Figure 1A, the vehicle 100 has several external cameras 102 and one or more front displays 104. Each of these external cameras 102 can capture a particular view or perspective of the exterior of the vehicle 100. The images or videos captured by the external cameras 102 can then be displayed on one or more displays in the vehicle 100, for example, the one or more front displays 104, for viewing by a driver.

[0025] How Fig. As can be seen from 1B, the vehicle 100 can include a chassis 106 which includes a frame 108 that provides a primary structural element of the vehicle 100. The frame 108 can be formed from one or more beams or other structural elements, or it can be integrated into the body of the vehicle (i.e., a unibody construction).

[0026] In embodiments where the vehicle 100 is a battery electric vehicle (BEV) or possibly a hybrid vehicle, a large battery 110 is mounted on the chassis 106 and can occupy a considerable area within the frame 108 (e.g., at least 80 percent of it). For example, the battery 110 can store between 100 and 200 kilowatt-hours (kWh). The battery 110 can be a lithium-ion battery or another type of rechargeable battery. The battery can essentially have a planar shape.

[0027] The power of the battery 110 can be supplied to one or more drive units 112. Each drive unit 112 can consist of an electric motor and possibly a reduction gear. In some embodiments, there is a single drive unit 112 that drives either the front or the rear wheels of the vehicle 100. In another embodiment, there are two drive units 112, each driving either the front or the rear wheels of the vehicle 100. In yet another embodiment, there are four drive units 112, each driving one of the four wheels of the vehicle 100. In still another embodiment, one drive unit 112 (e.g., the front drive unit) includes a single motor, and another drive unit 112 (e.g., the rear drive unit) includes two motors, each driving one wheel.

[0028] The drive units 112 can be powered by one or more power electronics units 114 from the battery 110. The power electronics 114 can include inverters configured to convert direct current (DC) from the battery 110 into alternating current (AC), which is supplied to the motors of the drive units 112.

[0029] The drive units 112 are connected to two or more hubs 116, to which road wheels can be mounted. Each hub 116 includes a corresponding brake 118, such as the illustrated disc brakes. The drive units 112 or other components can also enable regenerative braking. Each hub 116 is further connected to the frame 108 via a suspension 120. The suspension 120 can include metal or air springs for shock absorption. The suspension 120 can be designed as a pneumatic or hydraulic suspension, allowing the ride height of the chassis 106 relative to a support surface to be adjusted. The suspension 120 can include a damper, the damper's characteristics being either fixed or electronically adjustable.

[0030] In the embodiment of Fig. In 1B and in the discussion below, vehicle 100 is a battery-powered electric vehicle. However, the systems and procedures described herein can be used for any type of vehicle, including internal combustion engine (ICE) vehicles, hybrid powertrains, hydrogen fuel cell powertrains, or other types of powertrains that require warm-up in preparation for use, such as diesel engines.

[0031] Fig. 2A illustrates exemplary components of vehicle 100. Fig. 1A. As in Fig. As shown in Figure 2A, the vehicle 100 includes the cameras 102, one or more front displays 104, a user interface 200, one or more sensors 202, a motion sensor 203, and a tracking system 204. The one or more sensors 202 may include ultrasonic sensors, radio detection and range measurement sensors (RADAR sensors), light detection and range measurement sensors (LIDAR sensors), or other sensor types. The tracking system 204 may be implemented as a GPS receiver (Global Positioning System receiver). The user interface 200 allows a user, for example, a driver or passenger in the vehicle 100, to provide input.

[0032] The components of the vehicle 100 may include one or more temperature sensors 205. The temperature sensors 205 may include sensors configured to detect an ambient air temperature, a battery temperature 110, a power electronics temperature 114, a temperature of each drive unit 112 and / or each motor of each drive unit 112, or the temperature of any other component of the vehicle 100.

[0033] A control system 206 executes instructions to perform at least some of the actions or functions of the vehicle 100, including those relating to the Fig. 3 to 5 described functions. For example, the 206 control system, as described in Fig. 2 shown, including one or more electronic control units (ECUs) configured to perform at least some of the actions or functions of the vehicle 100, including those relating to the Fig. 3 to 5 functions described. In certain embodiments, each of the ECUs is responsible for a specific group of functions. Each ECU can be a computer system, and each ECU can perform the functions described below in connection with the Fig. Include the functionality described in points 3 to 5.

[0034] Certain features of the embodiments described herein may be controlled by a telematics control module ECU (TCM-ECU). The TCM-ECU may provide a wireless vehicle communication gateway to support functions such as, but not limited to, over-the-air (OTA) software updates, vehicle-to-the-Internet communication, vehicle-to-a-computer communication, on-board navigation, vehicle-to-vehicle communication, vehicle-to-landscape feature communication (e.g., automated toll road sensors, automated toll plazas, power delivery devices at charging stations), or automated calling functionality.

[0035] Certain features of the embodiments described herein can be controlled by a central gateway module ECU (CGM-ECU). The CGM-ECU can serve as the vehicle's communication hub, connecting and transmitting data to and from the various ECUs, sensors, cameras, microphones, motors, displays, and other vehicle components. The CGM-ECU can include a network switch that provides connectivity via Controller Area Network (CAN) ports, Local Interconnect Network (LIN) ports, and Ethernet ports. The CGM-ECU can also act as the master controller over the various vehicle modes (e.g., road mode, park mode, off-road mode, towing mode, camping mode) and thereby control certain vehicle components related to switching the vehicle into one of the vehicle modes.

[0036] In various embodiments, the CGM-ECU collects sensor signals from one or more sensors of the vehicle 100. For example, the CGM-ECU can collect data from cameras 102 and sensors 202. The sensor signals collected by the CGM-ECU are then forwarded to the corresponding ECUs to, for example, process the data related to the Fig. to perform the processes and functions described in 3 to 5.

[0037] The control system 206 may also include one or more additional ECUs, such as, but not limited to: a Vehicle Dynamics Module ECU (VDM ECU), an Experience Management Module ECU (XMM ECU), a Vehicle Access System ECU (VAS ECU), a Near Field Communication ECU (NFC ECU), a Body Control Module ECU (BCM ECU), a Seat Control Module ECU (SCM ECU), a Door Control Module ECU (DCM ECU), a Rear Zone Control ECU (RZC ECU), an Autonomy Control Module ECU (ACM ECU), an Autonomous Safety Module ECU (ASM ECU), a Driver Monitoring System ECU (DMS ECU), and / or a Winch Control Module ECU (WCM ECU).If the vehicle 100 is an electric vehicle, one or more ECUs can provide functions related to the vehicle's battery pack, such as a battery management system ECU (BMS-ECU), a battery power isolation ECU (BPI-ECU), a balancing voltage temperature ECU (BVT-ECU), and / or a thermal management module ECU (TMM-ECU). In various configurations, the XMM-ECU transmits data to the TCM-ECU (e.g., via Ethernet, etc.). Additionally or alternatively, the XMM-ECU can transmit other data (e.g., audio data from microphones 208, etc.) to the TCM-ECU.

[0038] With reference to Fig. 2B: In some embodiments, the control system 206 can be implemented as a plurality of zone controllers 206a, 206b, 206c. Each zone controller 206a, 206b, 206c can control a subset of the vehicle's systems. The subset of systems controlled by each zone controller 206a, 206b, 206c can generally be assigned based on location within the vehicle 100. For example, a west zone controller 206a can control systems on the driver's side of the vehicle 100, an east zone controller 206b can control systems on the passenger side of the vehicle 100, and a south zone controller 206c can control systems in the rear of the vehicle. Each zone controller 206a, 206b, 206c can implement some of the functions that are assigned to the control system 206's ECUs. Fig. 2A. The functions of the ECUs can be distributed across zone controllers 206a, 206b, 206c such that only one zone controller 206a, 206b, 206c implements the functions of each ECU. Alternatively, the functions of an ECU can be duplicated across multiple zone controllers 206a, 206b, 206c, with each zone controller executing the functions of the ECU for the part of the vehicle to which that zone controller 206a, 206b, 206c is assigned.

[0039] The zone controllers 206a, 206b, 206c can be interconnected via a network 206d, for example an Ethernet network, a Controller Area Network (CAN) or another type of network.

[0040] With reference to Fig. 3. A vehicle 100 may include a steering wheel 300, a steering fork, a steering lever, or another type of interface through which a user can provide steering inputs to the vehicle. The steering wheel 300 may be coupled to the steered road wheels of the vehicle 100 via a linkage or be part of a steer-by-wire system in which the position of the steering wheel 300 is detected and used to generate electrical signals to control an actuator that controls the angle of the steered road wheels of the vehicle 100. The steering wheel 300 may have a rotation range of 180 degrees or less on either side of a center position of the steering wheel 300. This may be particularly useful in a steer-by-wire system in which the steering ratio between the position of the steering wheel 300 and the steered road wheels can be varied based on the vehicle speed or driving mode (e.g.,(A "performance mode" may have a higher steering ratio relative to another driving mode).

[0041] Left and right input devices 302a and 302b, respectively, can be mounted on the steering wheel 300. The input devices 302a and 302b can be haptic feedback devices that can be deflected or moved by a driver, providing a feedback sensation such as resistance to movement, a restoring force in response to movement, perceptible clicks or knocks in response to movement, or other haptic feedback. The input devices 302a and 302b can be embodied as input wheels and corresponding motors that are controlled to provide the feedback sensation. The axes of rotation of the input wheels can be substantially parallel to each other (e.g., within 10 degrees) and substantially perpendicular to the axis of rotation of the steering wheel 300 (e.g., within 10 degrees), and positioned on either side of the axis of rotation of the steering wheel 300. In vehicles 100 with electronic steering (e.g.,In steer-by-wire systems, the steering wheel may have a limited range of motion, as noted above. Accordingly, the input devices 302a and 302b can remain in consistent and intuitive positions relative to the driver, thus enabling instinctive control of right- and left-hand behavior using the input devices 302a and 302b, as described below.

[0042] The vehicle cabin further includes an accelerator pedal 304, which can be pressed or released to transmit a desired amount of acceleration. The vehicle cabin may include a brake pedal 306 for effecting regenerative and / or friction braking. In some embodiments, a single pedal 304 is used, wherein pressing the pedal causes acceleration and releasing the pedal causes deceleration.

[0043] With reference to Fig. 4A The drive units 112 can include a front drive unit 112a and a rear drive unit 112b. The vehicle 100 can be a four-motor vehicle, including two motors 400a, 400b in each drive unit 112a, 112b, each driving the left and right road wheels 402a, 402b attached to that drive unit 112a, 112b. Alternatively, the front or rear drive unit 112a, 112b can include a single motor 400 that drives both the left and right road wheels, as shown in Fig. 4B shown.

[0044] By controlling the different torque adjustments of the left and right motors 400a, 400b using the approach described herein, a left / right torque imbalance (L / R torque imbalance) can be created, which brings about an adjustment to the left 404a or an adjustment to the right 404b of the travel path of the vehicle 100.

[0045] In the following examples, the torque applied to the left and right sides of the vehicle is controlled by controlling the current supplied to motors 400a and 400b, respectively. However, other approaches are also possible. In particular, any known approach to torque vectoring is possible, such as using a single motor (or internal combustion engine), drive shafts, and clutches to control the power supply to each wheel, as is known in engineering.

[0046] With reference to Fig. In some embodiments, the control system 206 includes a dynamic controller 500. The dynamic controller 500 receives inputs such as pedal positions 502 of the pedals 304, 306, a steering wheel position 504, and possibly other inputs such as accelerometers, speed sensors, or the like. The dynamic controller 500 can determine a torque T1 to be supplied to each motor 400, 400a, 400b according to the inputs, e.g., the initial torques T1. The dynamic controller 500 can attempt to implement the driver's intention indicated by the pedal positions 502 and the steering wheel position. The dynamic controller 500 can further select the torque T1 for each motor 400a, 400b according to a stability control algorithm, traction control algorithm, or an automated driving assistance function (e.g., cruise control, dynamic cruise control, lane keeping assist).

[0047] Manual inputs 506, received by the left input device 302a and / or right input device 302b, can be received and processed by a manual control module 508 to obtain one or more torques T2 for each motor 400, e.g., a torque differential for some or all torques T1. The torque for a motor 400a, 400b can be a combination of the torque T1 and the torque T2 for that motor 400a, 400b. For example, a combination stage 510 can combine the torque T1 and the torque T2 for a motor 400a, 400b, such as by summation, to obtain an output torque T3 for the motor 400a, 400b. The combination stage 510 can include other logic, such as limiting the output torque T3 to no more than a maximum torque.It should be noted that each of the torques T1, T2, and T3 can be negative, indicating regenerative braking using motor 400a, 400b. A negative output torque at a road wheel 402a, 402b can also be achieved by activating the brake 118 of this road wheel 402a, 402b, such as by opening a valve to allow hydraulic fluid to compress a brake caliper, or by activating an electric motor to compress the brake caliper.

[0048] If no input is received from an input device 302a, 302b corresponding to a motor 400a, 400b, the value of T2 can be set to zero either immediately after an input or as part of a gradual transition to zero.

[0049] The torque T3 for a motor 400a, 400b can be provided to the drive unit 112a, 112b, which includes this motor 400a, 400b, which then attempts to cause the motor 400a, 400b to generate the commanded torque T3.

[0050] The approach of Fig. 3 to 5 can be used to implement various use cases described below.

[0051] The input devices 302a, 302b can be used to provide an intuitive interface that allows the user to adjust the left / right torque distribution between the left and right wheels 402a, 402b for one or both of the front wheel pair 402a, 402b and the rear wheel pair 402a, 402b. The user can easily correlate their inputs on the haptic wheel of the steering wheel with the expected behavior of the corresponding (left vs. right) rear tires and thus easily define the dynamic behavior of the vehicle: the left input device 302a produces a torque differential applied to the left wheels 402a, and the right input device 302b produces a torque differential applied to the right wheels 402b.

[0052] In a world where autonomy continues to impress with its processing capacity for "normal" driving, the actual driving experience is diminished. For most miles / times, this is appreciated, as this capability of autonomy removes the monotony of daily driving tasks. By using the input devices 302a, 302b to control the left / right torque distribution, the driver's skills, abilities, and driving intentions are facilitated. With this level of precise control, the driver can drive with excitement, passion, and purpose in demanding environments, while the vehicle's control system 206 assumes primary responsibility for driving.

[0053] In a first exemplary use case, a "rapid rotation" of one or both input devices 302a, 302b, embodied as wheels, corresponds to a torque distribution (L / R) to simulate the driver's input. The direction of the user-initiated "rotation" of the wheel determines the adjustment of the respective (L / R) torque applied to the road wheels 402a, 402b. For example, in a curve, the "outer" road wheel produces increased yaw with a forward torque input and decreased yaw with a reverse torque input. The opposite is true for the "inner" road wheel with respect to the vehicle's response based on the user-initiated directions. Torque input in both directions (forward or reverse) is possible / desirable as user control for both road wheels 402a, 402b.

[0054] In a second exemplary use case, dynamic "detent" allows the user to "rotate" the input devices 302a, 302b, implemented as wheels, as quickly / forcefully as desired, thereby controlling the amplitude of the left / right torque preload depending on how forcefully / how quickly they "rotate" the wheels in the intended direction for torque delivery from the respective rear tires. "Detent" can refer to simulated gear engagement or haptic feedback at regular angular intervals while the wheel is rotated.

[0055] In a third exemplary use case, the input devices 302a and 302b provide a "spring-based" control. The input devices 302a and 302b, implemented as wheels, can be pre-tensioned to "return to the center." The angular distance and the direction in which a wheel is pushed away from the center determine the sign and magnitude of the torque T2 (and correspondingly, the torque T3) for the side corresponding to that wheel. For example, pushing the left wheel forward can increase the torque acting on the left road wheel 402a, pushing the right wheel forward can increase the torque acting on the right road wheel 402b, pushing the left wheel backward can decrease the torque acting on the left road wheel 402a, and pushing the right wheel backward can decrease the torque acting on the right road wheel 402b.Reducing the applied torque can include applying a negative torque through regenerative braking.

[0056] In a fourth exemplary use case, inputs using the input devices 302a, 302b according to one of the preceding embodiments can be accompanied by haptic feedback using the input devices 302a, 302b, which indicate the adhesion / slip of the road wheels based on real-time conditions to provide a feedback mechanism to enable improved driver-in-loop feedback and more precise control of the behavior of the left and right road wheels 402a, 402b and the resulting vehicle reaction / behavior.

[0057] In a fifth exemplary use case, when driving off-road or on surfaces with low traction (e.g., snow) at relatively high speeds (e.g., above 20 km / h), the user can adjust the vehicle's slip angle before or during a turn. For example, when driving on snow, a user can perform a "Scandinavian flick" or adjust the vehicle's attitude on snow.

[0058] In a sixth exemplary use case, when driving off-road or in low-traction situations at relatively low speeds (e.g., below 20 km / h), the user can generate torque pulses (bumps) on the left or right side of the vehicle 100 in a positive or negative direction to assist the vehicle 100 in overcoming rocks. The location of the input devices 302a, 302b allows the user to remain stable while pedaling to control the average torque required for uphill travel and then, using the input devices 302a, 302b, to trigger additional torque pulses when a particular side / wheel encounters an obstacle. By manually controlling the torque, the user can steer the vehicle 100 more directly out of a "stuck" situation.For example, a left input device 302a can be rolled forward to increase the torque on the left road wheels 402a, and the right input device 302b can be rolled forward to increase the torque on the right road wheels 402b.

[0059] In a seventh exemplary use case, the vehicle 100 is driven on a surface with high traction (high µ). By adjusting the torque applied to the left and / or right road wheels 402a, 402b, the driver can adjust the vehicle's attitude, increase power to a single road wheel, or request temporary regenerative braking with precise modulation at one or both road wheels 402a, 402b.

[0060] In an eighth exemplary use case with a vehicle 100, which, as in Fig.As shown in diagram 4A, tank turns can be performed using inputs to input devices 302a and 302b. During a tank turn, wheels 402a rotate in the opposite direction to wheels 402b, causing the vehicle to turn 100 degrees. The driver can use input devices 302a and 302b to manually control the left, right, or both motors 400a and 400b, thus controlling the vehicle's behavior more precisely.

[0061] In a ninth exemplary use case, the input devices 302a, 302b are used to adjust the front-to-rear torque distribution. For example, one input device 302a can be used to increase or decrease the torque applied to the front wheels 402a, 402b, and another input device 302b can be used to increase the torque applied to the rear wheels 402a, 402b.

[0062] In a tenth exemplary use case, a user can actuate both user input devices 302a, 302b in the same direction (e.g. forward) to instruct a temporary increase or decrease in torque.

[0063] In an eleventh exemplary use case, haptic feedback is provided via user input devices 302a, 302b while the user interacts with them. For example, if a user commands a change in the torque applied to a wheel 402a, 402b and the wheel spins, as detected by a traction control algorithm, feedback can be provided via the corresponding user input device 302a, 302b. For example, if a wheel 402a spins, the user input device 302a can be caused to produce a haptic output, such as a buzzing sound. If a wheel 402b spins, the input device 302b can be caused to produce a haptic output.

[0064] In a twelfth use case, any attribute that influences vehicle dynamics can be assigned to one or both user input devices 302a, 302b, such as suspension damping, ride height, the behavior of a stability control algorithm, the behavior of a traction control algorithm, the behavior of an anti-lock braking system, or the like. A driver can then use the user input devices 302a, 302b to dynamically change one or more attributes while driving by interacting with one or both of them. In particular, the user can rotate an input device 302a, 302b and bring about a change in an attribute according to one of the examples described above, corresponding to the amount of rotation. Which attribute is adjusted by which input device 302a, 302b can be set according to the inputs that the control system 206 receives from a user.

[0065] The descriptions of the various embodiments of this disclosure are presented for illustrative purposes. Many modifications and variations will be apparent to the person skilled in the art without affecting the scope of protection or the spirit of the described embodiments. The terminology used herein has been chosen to explain the principles of the embodiments, their practical application, or the technical improvement over technologies available on the market, or to enable other persons skilled in the art to understand the embodiments disclosed herein.

[0066] The foregoing refers to the embodiments presented in this disclosure. However, the scope of this disclosure may extend beyond the specifically described embodiments. Instead, any combination of features and elements, regardless of whether they relate to different embodiments, is considered for implementing and practicing the presented embodiments. Furthermore, while the embodiments disclosed herein may have advantages over other possible solutions or over the prior art, the embodiments may have some advantages or no particular advantage at all. Therefore, the considerations, features, embodiments, and advantages discussed herein are merely illustrative.

[0067] Aspects of the present disclosure may take the form of a complete hardware implementation, a complete software implementation (including firmware, resident software, microcode, etc.), or an embodiment combining software and hardware aspects, all of which may be generally referred to herein as a “circuit”, “module”, or “system”.

[0068] Various aspects of the present disclosure are described by explanatory text, flowcharts, block diagrams of computer systems, and / or block diagrams of machine logic included in embodiments of computer program products (CPPs). In all flowcharts, the operations may be performed in a different sequence than depicted in a particular flowchart, depending on the technology. For example, again depending on the technology, two operations shown in successive flowchart blocks may be performed in reverse order, as a single integrated step, concurrently, or in a manner that overlaps at least partially in time.

[0069] An embodiment of a computer program product (“CPP embodiment” or “CPP”) is a term used in the present disclosure to describe any group of one or more storage media (also called “media”) that are together enclosed in a group of one or more storage devices, which together include machine-readable code corresponding to instructions and / or data for performing computer operations specified in a particular CPP claim. A “storage device” is any tangible device in which instructions for use by one or more computer processing devices can be stored and retained.The computer-readable storage medium may be, without limitation, an electronic storage medium, a magnetic storage medium, an optical storage medium, an electromagnetic storage medium, a semiconductor storage medium, a mechanical storage medium, or a suitable combination of the foregoing. Certain types of storage devices that include these media are: floppy disk, hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), read-only memory for compact discs (CD-ROM), digital versatile discs (DVD), memory stick, floppy disk, mechanically coded devices (such as punched cards or pits / lands formed in a primary surface of a disk), or any suitable combination of the foregoing.According to the use of this term in the present disclosure, a computer-readable storage medium refers to non-transient storage and not to transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide, light pulses traveling through a fiber optic cable, electrical signals transmitted through a wire, and / or other transmission media. As those skilled in the art know, during the normal operation of a storage device, e.g., during access, defragmentation, or data cleanup, data is typically moved at certain times, but the storage device remains non-transient during these operations because the data remains non-transient during storage. 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 63 / 718,512

[0001]

Claims

[1] Vehicle control, including: at least one processor; and a memory coupled to at least one processor, which stores instructions which, when executed by the at least one processor, cause the at least one processor to: Calculating the initial torques for a large number of road wheels of a vehicle; Receiving a manual input that specifies one or more torque differentials for the initial torques; Adjusting the initial torques according to one or more torque differentials to obtain output torques; and Driving the multitude of road wheels according to the output torques. [2] Vehicle control system according to claim 1, wherein the at least one processor is configured to receive manual input from one or more input devices mounted on a steering wheel of the vehicle. [3] Vehicle control according to claim 2, wherein the one or more input devices include two input devices. [4] Vehicle control system according to claim 3, wherein the two input devices include two input wheels. [5] Vehicle control according to claim 1, wherein the plurality of road wheels includes one or more left wheels and one or more right wheels, wherein the instructions further cause the at least one processor to adjust a torque distribution between the one or more left wheels and the one or more right wheels according to the one or more torque differentials. [6] Vehicle control according to claim 5, wherein the at least one processor is configured to drive the multiple road wheels by controlling the current to a plurality of motors, the plurality of motors including one or more left motors coupled to the one or more left wheels and one or more right motors coupled to the one or more right wheels. [7] Vehicle control system according to claim 1, wherein the at least one processor is configured to calculate the initial torques according to at least one position of a steering wheel, a position of an accelerator pedal and a position of a brake pedal. [8] Vehicle control according to claim 1, wherein the at least one processor is configured to calculate the initial torques according to at least one output of a stability control algorithm and an output of a traction control algorithm. [9] Vehicle control system according to claim 1, wherein the at least one processor is configured to calculate the initial torques according to a self-driving algorithm. [10] Vehicle, comprising: a large number of road bikes; a steering wheel; one or more manual input devices mounted on the steering wheel; and a controller that is configured to: Calculating the initial torques for the multitude of road wheels; Receiving a manual input from one or more manual input devices that instruct one or more torque differentials for the initial torques; Adjusting the initial torques according to the one or more torque differentials to obtain output torques; and driving the multitude of road wheels according to the output torques. [11] Vehicle control system according to claim 10, wherein the one or more manual input devices include two manual input devices. [12] Vehicle according to claim 11, wherein the two manual input devices include two input wheels. [13] Vehicle according to claim 10, wherein: the multitude of road wheels includes one or more left road wheels and one or more right road wheels; and The control system is further configured to adapt a torque distribution between the one or more left road wheels and the one or more right road wheels according to the one or more torque differentials. [14] Vehicle according to claim 13, further comprising a plurality of motors coupled to the plurality of road wheels, wherein the control is configured to drive the plurality of road wheels by controlling the current to the plurality of motors, wherein the plurality of motors includes one or more left motors coupled to the one or more left road wheels and one or more right motors coupled to the one or more right road wheels. [15] Vehicle according to claim 10, further comprising an accelerator pedal and a brake pedal, wherein the control is configured to calculate the initial torques according to at least one of a position of the steering wheel, a position of the accelerator pedal and a position of the brake pedal. [16] Vehicle according to claim 10, wherein the control is configured to calculate the initial torques according to at least one of an output of a stability control algorithm and an output of a traction control algorithm. [17] Vehicle according to claim 10, wherein the control system is configured to calculate the initial torques according to a self-driving algorithm. [18] Non-transitory, computer-readable medium that stores executable code which, when executed by the vehicle control system, causes the vehicle control system to: Calculating the initial torques for a large number of road wheels of a vehicle; Receiving a manual input that instructs one or more torque differentials for the initial torques; Adjusting the initial torques according to one or more torque differentials to obtain output torques; and Driving the multitude of road wheels according to the output torques. [19] Non-transitory, computer-readable medium according to claim 18, wherein the executable code, when executed by the vehicle control system, further causes the vehicle control system to receive manual input from two input wheels. [20] Non-transitory, computer-readable medium according to claim 18, wherein the plurality of road wheels includes one or more left road wheels and one or more right road wheels, wherein the executable code, when executed by the vehicle control system, further causes the vehicle control system to adjust a torque distribution between the one or more left road wheels and the one or more right road wheels according to the one or more torque differentials.

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