Systems and methods for controlling driving dynamics in vehicle

Abstract

To provide enhancement of performance and enjoyment of driving by changing driving dynamics characteristics proportionally to a manual input from a user.SOLUTION: A system for controlling movement of a vehicle includes a user input device and a computing system. The user input device dynamically controls settings or balance of driving dynamics in a vehicle, and the user input device is configured to receive a manual input from a user, The computing system controls the settings of the vehicle driving dynamics and / or balance of the vehicle, the computing system is in data communication with the user input device and configured to change the driving dynamics balance proportionately to the manual input upon receiving an input command based on the manual input from the user input device.SELECTED DRAWING: Figure 10

Description

Technical Field

[0001] (Cross - Reference to Related Applications) This application claims the priority of U.S. Non - Provisional Patent Application No. 16 / 380,494, filed on April 10, 2020, which is hereby incorporated by reference in its entirety.

Background Art

[0002] Conventional vehicles have a drive system, a suspension, and a control unit for the user to operate the drive system. The control unit generally includes a steering control unit for changing the driving direction of the vehicle, a throttle control unit for changing the amount of power output by one or more motors or engines, and a brake control unit for applying a decelerating force to the movement of the vehicle. The method and balance of providing power to move the vehicle, providing a decelerating force to decelerate the vehicle, and providing a steering input to change the driving direction of the vehicle are generally static for the drive system. In some systems, the drive system may have two or more drive preset modes for changing the driving dynamics of the vehicle that are selectable by the user. For example, in a four - wheel drive vehicle, in a sports drive mode, the throttle response is increased relative to the snow / ice drive mode, or in a drift drive mode, the set ratio of engine power transmitted to the front wheels relative to the rear wheels is changed. Precise control of the vehicle for attractive and high - performance driving is limited by the distribution of forces and / or traction by the drive system in a stationary or uncontrolled state. Direct real - time control by the user over one or more driving dynamics of the vehicle can provide an improvement in driving performance and / or enjoyment.

Summary of the Invention

Means for Solving the Problems

[0003] In some embodiments, a system for controlling the movement of a vehicle includes a user input device and a computing system. The user input device dynamically controls the driving dynamics characteristics of the vehicle, and the user input device is configured to receive manual input from a user. The computing system controls the driving dynamics characteristics of the vehicle, and the computing system is in data communication with the user input device and is configured to change the driving dynamics characteristics in proportion to the manual input when receiving an input command based on the manual input from the user input device.

[0004] In other embodiments, a method for controlling the movement of a vehicle includes receiving, by a user input device, manual input from a user driving the vehicle, transmitting, from the user input device to a computing system, an input command based on the manual input from the user, and using the computing system based on the input command to change the driving dynamics balance of the vehicle from a first driving dynamics balance to a driving dynamics balance.

[0005] In still other embodiments, a system for controlling the movement of a vehicle includes a steering device, a throttle control unit, a brake control unit, a user input device, and a computing system. The user input device is continuously variable between a fixed position and a full input position, and the user input device is configured to provide manual input based on the location of the user input device between the fixed position and the full input position. The computing system controls the power output balance between a first part of the vehicle and a second part of the vehicle. The computing system is in data communication with the user input device and is configured to change the power output balance between the first part and the second part in proportion to the manual input when receiving the manual input from the user input device. The computing system controls the power output balance between a first part of the vehicle and a second part of the vehicle. The computing system is in data communication with the user input device and is configured to change the power output balance between the first part and the second part in proportion to the manual input when receiving the manual input from the user input device.

[0006] This abstract is presented to introduce a selection of concepts further described in the detailed description below. This abstract is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of the claimed subject matter.

[0007] Additional features and advantages of the disclosed embodiments are presented in the following description, some of which are obvious from the description, or may be learned by practice of such embodiments. The features and advantages of such embodiments may be recognized and obtained by means and combinations particularly pointed out in the appended claims. The foregoing and other features will become fully apparent from the following description and appended claims, or may be learned by the practice of the embodiments presented below. To describe how the above and other features of the present disclosure are obtained, a more detailed description may be obtained by reference to the specific embodiments shown in the accompanying drawings. For a better understanding, like elements are designated by like reference numerals throughout the various accompanying drawings. Some of the drawings represent the concepts schematically or exaggeratedly, while at least some of the drawings are drawn to scale. Understanding that the drawings illustrate some example embodiments, the embodiments are described and explained with a high degree of specificity and detail through the use of the accompanying drawings.

Brief Description of the Drawings

[0008]

Figure 1-1

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DETAILED DESCRIPTION OF THE INVENTION

[0009] This application relates to the control of motor vehicles. More specifically, this application relates to adding a new level of control to a high-performance, state-of-the-art drive system. Conventional vehicle control units include a steering control unit such as a steering wheel, a brake control unit such as a brake pedal, and a throttle control unit such as an accelerator pedal.

[0010] With the steering control unit, the user can change the direction of the wheels and thus the driving direction of the vehicle. In some conventional systems, the steering input by the steering control unit changes the direction of the vehicle's wheels in proportion to the angle of the steering input. In other conventional systems, the steering input by the steering control unit changes the direction of the wheels in proportion to the angle of the steering input and the speed of the vehicle. In other conventional systems, the steering control input changes the direction of the rear wheels of the vehicle in addition to the front wheels.

[0011] With the brake control unit, the user can apply a force such as mechanical force or electromagnetic force (such as in regenerative braking) to decelerate or stop the rotation of one or more wheels of the vehicle. In conventional systems, the brake control unit can provide a brake input that decelerates the rotation of the wheels based on a fixed ratio between the front and rear wheels of the vehicle. In other conventional systems, the brake balance ratio is automatically changed during braking when there is a grip loss between the tire and the road surface, such as by an anti-lock braking system.

[0012] The throttle control allows the user to control the torque or power output of an internal combustion engine (ICE), an electric motor, or a combination of one or more ICEs and electric motors. In conventional systems, the throttle control provides a throttle input to the ICE to control the amount of air (or fuel) provided to the ICE. In other conventional systems, the throttle control provides an input that requests the amount of power or torque provided by the electric motor (via current, voltage, or frequency). In some conventional systems, the drive train computer system receives the throttle input and sends commands to both the ICE and the electric motor to generate the desired amount of total power output from the propulsion system.

[0013] In some embodiments according to the present disclosure, a vehicle control system includes a drive dynamics control system that allows a user to change at least one drive dynamic of the vehicle by a user-selected amount based on a dynamic user input during driving. The input device can be a single device or one or more devices that act in relation to each other. The input device can have a continuous range of positions between a fixed position and a full input position. The amount of user input depends or is proportional to the position of the input device at any location between the fixed position and the full input position. For example, various drive dynamics that can be controlled within the scope of the present disclosure include the total amount of power output of the propulsion system and / or the relative amount of power provided to different wheels, the total amount and / or relative amount of braking force provided to different wheels, settings of the drive train and chassis control systems (such as traction control, torque vectoring, stability control, or yaw control), the speed of a given single or multiple wheels relative to the speed of other single or multiple wheels, the total amount of suspension stiffness and / or damping, and / or the relative amount of suspension stiffness and / or damping of different wheels, or includes suspension height and weight balance at different corners or wheels of an automobile. In addition, the effect of the operating mode or user input can be programmed or customized to allow different effects at different times or situations.

[0014] Figures 1-1 through 3-2 illustrate schematic views of embodiments of different vehicle drive systems controlled by a drive dynamics control system. The drive dynamics control system can modify the performance of the drive system through various electrical or mechanical actuators.

[0015] Figures 1-1 through 1-3 illustrate a vehicle 100 including a drive dynamics control system 102 in communication with a front wheel power source 104-1 and a rear wheel power source 104-2. The drive dynamics control system 102 includes a user input device 106 in communication with at least one computing device 108. The computing device 108 of the drive dynamics control system 102 communicates with the front wheel power source 104-1 and the rear wheel power source 104-2 to control the power output balance between the front wheels 110-1 and the rear wheels 110-2 of the vehicle 100.

[0016] In some embodiments, the power source described in the present disclosure is an ICE, while in other embodiments the power source is an electric motor. For example, in a hybrid vehicle or the like, the front wheel power source 104-1 illustrated in FIG. 1 is an ICE and the rear wheel power source 104-2 is an electric motor. In other examples, in a high-performance electric vehicle or the like, both the front wheel power source 104-1 and the rear wheel power source 104-2 can be electric motors. In yet other examples, both the front wheel power source 104-1 and the rear wheel power source 104-2 can be ICEs. Although less common, such drive systems are used in heavy machinery and large trucks, among other high-performance vehicles. Other drive system layouts are described herein.

[0017] The power output balance is the relative amount of power or torque provided to different wheels of the vehicle. In some embodiments, the power output balance is the relative amount of power output to the front wheels 110-1 and the rear wheels 110-2. In other embodiments, the power output balance includes the difference in power transmitted to the left and right wheels, or to individual wheels, as described herein. FIG. 1-1 illustrates front wheel power output 112-1 at substantially equal front wheels 110-1 and rear wheel power output 112-2 at rear wheels 110-2. In the illustrated embodiment, front wheel power output 112-1 is provided by front wheel power source 104-1 and rear wheel power output 112-2 is provided by rear wheel power source 104-2. An equal power output balance between front wheel power output 112-1 at front wheels 110-1 and rear wheel power output 112-2 at rear wheels 110-2 can provide efficient acceleration and reliable handling under most conditions by equally distributing the power that propels vehicle 100.

[0018] Generally, each wheel of a vehicle has a ground contact surface with the road surface that enables friction or grip between this wheel and the road surface. Therefore, each wheel always has the maximum amount of grip effective in changing the movement of the vehicle. For example, to apply a force for accelerating, decelerating (braking state), or maintaining lateral or centrifugal load (i.e., cornering state) between the wheel and the road surface, part or all of the effective grip can be utilized. In a straight-line acceleration state, the front-end lift of the vehicle increases the normal force of rear wheels 110-2 relative to front wheels 110-1, meaning that rear wheels 110-2 have a large amount of effective grip relative to front wheels 110-1. Dynamically changing the power output balance between front wheel power output 112-1 and rear wheel power output 112-2 can enhance the control of the vehicle during driving and improve performance. In addition, whether the front wheels or the rear wheels first lose traction in a given dynamic situation determines the understeer or oversteer characteristics inherent to the vehicle. Therefore, by providing driver control over torque distribution at the front and rear wheels, it is possible to control or manipulate the oversteer and understeer balance of an automobile to generate a desired driving effect for a given situation.

[0019] FIG. 1-2 illustrates vehicle 100 of FIG. 1-1 with a biased rear-wheel power output balance. The user provides user input to input device 106 of drive dynamics control system 102. The computing device 108 or other components of drive dynamics control system 102 send commands to front-wheel power source 104-1 and rear-wheel power source 104-2 to change the power output balance of the drive system and transmit a higher ratio of power output to rear wheels 110-2 than to front wheels 110-1. This reduces the torque and overload on front wheels 110-1, which also have to perform steering during cornering, or is applicable to cut off traction to rear wheels 110-2 for a good turn-in to a very sharp curve or for controlled oversteer or "drifting". Additionally, vehicles with a tendency to understeer are often in the safest steady state. Thus, the vehicle is designed to match this inherent tendency and this embodiment can be used to induce more balanced or oversteer-tending characteristics in desirable situations under control - providing the advantages of both.

[0020] In some embodiments, the power output balance changes by increasing the rear-wheel power output 112-2 relative to the scenario described for FIG. 1-1. For example, when input device 106 is in a fixed position and no user input is provided, each of front-wheel power source 104-1 and rear-wheel power source 104-2 can provide 300 pound-feet (lb-ft) of torque at front wheels 110-1 and rear wheels 110-2, respectively, with a full-throttle input. The power output balance can change in response to user input by increasing the rear-wheel power output 112-2 to, for example, 400 lb-ft, while the front-wheel power output 112-1 remains at 300 lb-ft with a full-throttle input.

[0021] In other embodiments, the power output balance changes by decreasing the front-wheel power output 112-1 relative to the scenario described for FIG. 1-1. For example, the power output balance can change in response to user input by decreasing the front-wheel power output 112-1 to, for example, 200 lb-ft with a full-throttle input while keeping the rear-wheel power output 112-2 at 300 lb-ft.

[0022] In another embodiment, the power output balance changes by increasing the rear-wheel power output 112-2 and decreasing the front-wheel power output 112-1 with respect to the scenario described for FIG. 1-1. For example, by decreasing the front-wheel power output 112-1 to, for example, 200 lb-ft at full throttle input while increasing the rear-wheel power output 112-2 to 400 lb-ft, the power output balance can change in response to user input. In a scenario where the shared battery drives the electric motor at maximum current, the battery continues to output the maximum current, and this is particularly applicable because the distribution of current to the front-wheel power source 104-1 and the rear-wheel power source 104-2 is changed to change the power output balance. Similarly, in a system with a single power source (e.g., a conventional ICE-powered vehicle), one or more mechanical differentials can transmit the same power output from the power source to different wheels at different ratios.

[0023] Any of the methods described herein can be implemented in conjunction with the throttle. The throttle is nominally the total amount of torque required. Thus, in different embodiments, this represents either the maximum torque provided to a given wheel or the total amount of torque provided from all drive units. Ultimately, the relationship between the throttle and the supplementary driver input can be determined based on what is most seamless and logical for the driver or operator.

[0024] Figures 1-3 illustrate an example of vehicle 100 of FIGS. 1-1 and 1-2 in which drive dynamics control system 102 shifts the power output balance towards front wheel 110-1. A user may provide user input to input device 106 of drive dynamics control system 102. A computing device 108 or other component of drive dynamics control system 102 sends commands to front wheel power source 104-1 and rear wheel power source 104-2 to change the power output balance of the drive system and transmit a higher ratio of power output to front wheel 110-1 than to rear wheel 110-2. This is applicable during acceleration from oversteer or in a loss of control situation because the front wheels can apply power without risking increasing the yaw moment and giving the vehicle a dangerous scenario. Similarly, a shift in the power output balance to front wheel 110-1 during cornering may be applicable because a loss of traction at front wheel 110-1 initiates understeer, which is generally safer and easier to control than oversteer.

[0025] FIG. 2-1 illustrates an embodiment of vehicle 200 having individual power sources 204-1, 204-2, 204-3, 204-4 for each wheel 210-1, 210-2, 210-3, 210-4. In some embodiments, a first power source 204-1 and a second power source 204-2 are controlled and / or operated in parallel to function similarly to a front wheel power source (such as front wheel power source 104-1 described with respect to FIGS. 1-1 through 1-3). In some embodiments, a third power source 204-3 and a fourth power source 204-4 are controlled and / or operated in parallel to function similarly to a rear wheel power source (such as rear wheel power source 104-2 described with respect to FIGS. 1-1 through 1-3). In other embodiments, the left and right power sources of each pair of power sources (e.g., front wheel pair and rear wheel pair) are controlled and / or operated independently of each other to provide vectoring to vehicle 200.

[0026] For example, the drive dynamics control system 202 communicates with the individual power sources 204-1, 204-2, 204-3, 204-4 to change the vehicle's power output balance among the individual power sources 204-1, 204-2, 204-3, 204-4 based on user input from the user input device 206. In some embodiments, the computing device 208 receives inputs from other vehicle sensors, driver inputs, algorithms, and settings along with the user input 206 to determine the distribution or torque and power to different power sources or wheels 204-1, 204-2, 204-3, 204-4. For example, the drive dynamics control system 202 shifts the power output balance to the first power source 204-1 and the second power source 204-2 to initiate understeer as described with respect to FIGS. 1-3. In other embodiments, the drive dynamics control system 202 shifts the power output balance to the third power source 204-3 and the fourth power source 204-4 to initiate oversteer as described with respect to FIGS. 1-2.

[0027] In another embodiment, the drive dynamics control system 202 shifts the power output balance to the first power source 204-1 and the third power source 204-3 to initiate right-side rotational vectoring, or the drive dynamics control system 202 shifts the power output balance to the second power source 204-2 and the fourth power source 204-4 to initiate left-side rotational vectoring as illustrated for FIG. 2-2. The power output at the relatively large second power output 212-2 and fourth power output 212-4 (relative to the first power output 212-1 and the third power output 212-3) creates a resultant rotational vector 214 on the vehicle 200. During cornering, the outer wheels receive most of the vehicle load. Thus, the transfer of power to these wheels increases the turning ability while the reduction of power to the inner wheels reduces the tendency to resist turning (understeer). Additionally, the front or rear wheels are more or less under cornering load. Thus, for example, better acceleration is possible by transmitting more power to either the front or rear wheels. Thus, the effect of the driver input is often a combination of these various forms of implementation means. Additionally, all of these different modes can be effective or used in different situations depending on the drive situation, the drive train mode selection, or the effect as determined by a setting dynamically determined from the driver input as described herein.

[0028] Figures 3-1 and 3-2 illustrate an embodiment of a vehicle 300 having a drive dynamics control system 302 that controls the power output balance to the wheels in communication with a single power source 304 to improve steering operation. The vehicle includes a power source 304 that provides power to wheels 310-1, 310-2, 310-3, 310-4 through a plurality of differentials 316-1, 316-2. The drive dynamics control system 302 is in communication with the differentials 316-1, 316-2. User input from the input device 306 to the drive dynamics control system 302 causes the computing device 308 to change the transmission of power from the power source 304 through, for example, the central differential 316-1, to change the power output balance between the front wheels 310-1, 310-2 and the rear wheels 310-3, 310-4. In other examples, user input from the input device 306 to the drive dynamics control system 302 causes the computing device 308 to change the transmission of the output from the power source 304 through, for example, the rear differential 316-2, to change the power output balance between the rear wheels (i.e., the third wheel 310-3 and the fourth wheel 310-4).

[0029] During turning, the front wheels 310-1, 310-2 direct the traction force 318 laterally to change the traveling direction of the vehicle 300. Therefore, the effective grip for acceleration of the front wheels 310-1, 310-2 is low. FIG. 3-2 illustrates the power output balance of the vehicle 300 biased through user input via the input device 306. The user shifts the power output balance of the power source 304 to both of the rear wheels 310-3, 310-4 and to the left wheels 310-1, 310-3 (since the rear wheels have a high effective grip during cornering and the induction of oversteer assists rotation) to generate a rotation 314 of the vehicle 300 to assist cornering.

[0030] For example, FIG. 3-2 illustrates the third power output 312-3 at the third wheel 310-3 (left rear), which is larger than the other wheels. Conversely, the second power output 312-2 at the second wheel 310-2 (right front, opposite the third wheel 310-3) is smaller than the other wheels. The first power output 312-1 and the fourth power output 312-4 are between the third power output 312-3 and the second power output 312-2. By changing the power output balance, the user can apply the maximum possible acceleration and cornering by the vehicle 300 without exceeding the effective grip limit of any wheel.

[0031] As shown in FIG. 3-2, the distribution of torque or power to different wheels can be determined by input from the driver using the mechanisms described in the present invention in relation to other drive system control algorithms including, but not limited to, traction control, dynamic stability control, or yaw control. In these cases, the driver input is more clearly tied to characteristics such as the level of traction or slip and the overall oversteer balance of the vehicle rather than a specific amount of torque distribution. In this case, a full driver input to a given mechanism requires full oversteer or zero traction control, while zero input allows full traction control or stability control, and thus the driver can dynamically manipulate the degree of these effects.

[0032] In such an embodiment, the torque distribution shown in FIG. 3-2 can be the result determined by a torque vectoring, dynamic stability, or yaw control system itself based on inputs such as speed, throttle position, normal force, roll, pitch, yaw, etc. In such an embodiment, the driver input is used as an input to the control system to request a modification of this balance and cause a change in the dynamic behavior. For example, if the driver does not apply sufficient braking for a given corner, the drive system is controlled using the input to increase the turn-in of the vehicle without over-running.

[0033] In the embodiments described with reference to FIGS. 1-1 through 3-2, a change in power output balance is described by redistributing power transmission or generation at different wheels. However, the power output balance can also be changed by actively braking one or more wheels to resist power transmission to the wheels and reduce the power output at the wheels, or by controlling the relative amounts of negative power applied to one wheel or a set of wheels relative to each other. For example, FIGS. 4-1 and 4-2 illustrate an embodiment of a vehicle 400 that includes brakes 420-1, 420-2, 420-3, 420-4 at respective wheels 410-1, 410-2, 410-3, 410-4.

[0034] In some embodiments, the drive dynamics control system 402 and the brakes 420-1, 420-2, 420-3, 420-4 can change the power output balance at the wheels 410-1, 410-2, 410-3, 410-4 by resisting rotation at different amounts at the wheels 410-1, 410-2, 410-3, 410-4. For example, during cornering, the front wheels (i.e., the first wheel 410-1 and the second wheel 410-2) apply a lateral force 418 to change the direction of travel of the vehicle 400, which limits the effective grip of the front wheels for acceleration. The brakes 420-1, 420-2, 420-3, 420-4 apply different amounts of braking force to reproduce the power output balance at the wheels 410-1, 410-2, 410-3, 410-4 described with reference to FIG. 3-2.

[0035] In other embodiments, such as those illustrated in FIG. 4-2, brakes 420-1, 420-2, 420-3, 420-4 apply different amounts of braking force 422-1, 422-2, 422-3, 422-4 during deceleration while cornering to apply a trail brake and enable maximum braking force without exceeding the grip limit of a given wheel (also known as "threshold braking"). By providing user input via input device 406, the user can change the brake bias of brakes 420-1, 420-2, 420-3, 420-4 through the drive dynamics control system, thereby enabling higher performance trail braking than is possible with conventional braking systems. Further, under extreme cornering conditions, Similar to conventional handbrake use, the total braking force at rear wheels 422-3 and 422-4 is further increased to cut off rear wheel traction and increase turn-in and oversteer.

[0036] FIG. 4-2 illustrates equal braking force between front wheel braking forces 422-1, 422-2 and rear wheel braking forces 422-3, 422-4, and in other embodiments, the left and right braking forces are different and generate a rotational force on vehicle 400.

[0037] In addition to torque or power, driver input can also control the relative speed difference between wheels. For example, the functions and attributes described herein can be implemented by controlling the speed of one wheel or wheel set relative to each other. By way of example, an indication of a high speed value for a subset of wheels can induce the same turning vector or oversteer / understeer balance. In other embodiments, speed-based driver input - similar to the "lockup" characteristic of conventional mechanical differentials - is used to impart user control over the degree of wheel speed synchronization, resulting in a fully controllable limited slip differential. In some embodiments, a full input request requires that both rear wheels rotate at exactly the same speed (i.e., behave like a locked differential), while a zero input request allows the rear wheels to rotate with perfect independence based on load and torque input. It is possible to (i.e., behave like an open differential). These control approaches may be used in connection with other aspects defined in the present invention, such as torque vectoring, traction control, etc.

[0038] Although some embodiments described herein are described for high performance and / or high speed applications, it should be understood that the drive dynamics control system described herein is applicable to vehicles and applications where traction or grip is more important than speed. For example, the drive dynamics control system described herein can be used for applications traversing difficult terrains, such as on-road driving, operation at work sites, driving on mud, snow, or rocks, wading, or other low speed applications where driver control of power, braking, suspension damping, or other drive dynamics distribution can be beneficial.

[0039] For example, when ascending a steep slope (e.g., greater than 20°, greater than 30°, or more), since much of the vehicle mass is borne by the rear wheels, it is beneficial for the driver to bias the power output to the rear wheels. In other examples, during driving on mud or other low traction driving surfaces, it is beneficial to provide user control over the left-right bias and / or front-rear bias of the power output balance so that the driver can "find grip" with one or more wheels as the driving surface conditions change.

[0040] FIG. 5 illustrates an example of a driver's seat 524 of a vehicle. The driver's seat 524 includes a plurality of control units, such as a steering wheel 526, a brake control unit 528, a throttle control unit 530, and other conventional vehicle control units. The driver's seat 524 may further include one or more user input devices 506-1, 506-2, 506-3, 506-4, 506-5 for the drive dynamics control system 502.

[0041] In some embodiments, the user input device includes a manually-operated input device. For example, the user input device can be mounted on the steering wheel, such as a thumb-operated button, a scroll wheel, a switch, a lever 506-2, a thumb stick, or another thumb-operated device or paddle 506-1 disposed at the rear of the steering wheel for the user to pull the steering wheel using the index finger or other fingers. In other examples, the input device 506-3 can be mounted on the console or dashboard, such as a rotary dial, a lever, or another user input device that protrudes from the console or dashboard or slider to enable variable input by moving the user input device on the plane of the surface of the console or dashboard.

[0042] In other embodiments, the user input device includes a foot-operated control unit. For example, the user input device can be disposed in the footwell of the vehicle, such as a pedal 506-4. In some examples, the pedal 506-4 can be disposed in the place of a conventional clutch pedal as a third pedal (in addition to the brake control unit 528 and the throttle control unit 530). In other examples, the pedal 506-4 can be disposed to the left of the conventional clutch pedal as a fourth pedal. In at least one example, the user can more easily adjust the user input to the drive dynamics control system 502 during steering by the pedal 506-4 than by the control unit mounted on the steering wheel. The user input to the drive dynamics control system 502 can be adjusted during steering.

[0043] In another embodiment, the user input device includes a sensor 506-5 that monitors the user's position or movement and interprets the user's position or movement as a user input to adjust one or more driving dynamics of the vehicle. For example, the sensor 506-5 can be an optical sensor that tracks the movement of the user's head. When the head is tilted, the sensor 506-5 measures the tilt angle of the user's head, and the driving dynamics control system 502 converts the tilt angle into a user input. Thus, the tilt angle of the user's head instructs the driving dynamics control system 502 to change one or more driving dynamics. Since the user tilts the head when predicting cornering, such control is relatively transparent to the user. In a more aggressive cornering operation, the user tilts the head at a greater angle. The driving dynamics control system 502 interprets the tilt angle of the user's head and changes the brake bias, power output balance,

[0044] or other driving dynamics, and induces trail braking, understeer, oversteer, or other driving behaviors. In a specific example, a slight movement of the user's head just before a steering input shifts the power output balance to the rear wheels to induce a drift, while returning the user's head to the upright position restores an even power output balance, enabling the user to maintain a four-wheel drift during a turn. In other examples, the sensor 506-5 is integrated into the user's seat, allowing the user to control the user input to the driving dynamics control system 502 by shifting their weight on the seat. For example, the user may tilt their body when predicting cornering. Modify the power output balance, or other drive dynamics, to induce trail braking, understeer, oversteer, or other driving behaviors. In a particular example, a sudden weight shift of the user just before a steering input shifts the power output balance to the rear wheels to induce a drift, while the lateral force during a turn returns the user's weight to a more balanced position to restore an even power output balance, and the user can maintain a four-wheel drift during the turn.

[0045] In at least one embodiment, an input from any of a given physical input 506-1, 506-2, 506-3, 506-4, 506-5 or others can be used to change the settings or effects of inputs received from other input devices such as 506-1, 506-2, 506-3, 506-4, 506-5. For example, a change in the position of a button 506-1 or lever 506-3 on the steering wheel can change the mode or action or interpretation of a pedal 506-4. Thus, in one embodiment, a lever 506-3 in a rear position represents that the pedal 506-4 affects the power bias from front to rear, while a lever 506-3 in a left or right position configures the system such that depressing the pedal 506-4 increases the left or right torque or power balance.

[0046] In at least one embodiment, the sensor 506-5 and / or the drive dynamics control system 502 can be in data communication with one or more vehicle sensors. The vehicle sensors can monitor one or more characteristics of the vehicle's movement, such as yaw, roll, pitch, steering angle, brake, or throttle input. Therefore, the vehicle sensors can provide an environment for the input from the user sensor 506-5. For example, the vehicle sensors can be steering or yaw sensors that indicate the planned trajectory of the vehicle. Thus, the drive dynamics control system 502 would understand how to interpret and execute the input from the driver input of the drive dynamics system, for example, to shift the power balance left or right based on the current chassis cornering scenario.

[0047] While user sensor 506-5 measures the weight of the user on the seat, the vehicle sensor can be a lateral G-force sensor that measures the lateral acceleration of the vehicle. Since the lateral G-force sensor can provide information regarding the lateral movement of the vehicle to the drive dynamics control system 502, it can disable seat sensor 506-5 during cornering and / or adjust the input from seat sensor 506-5.

[0048] FIG. 6 shows a system diagram of a control mechanism of another embodiment of vehicle 600. The performance and / or behavior of vehicle 600 can be controlled by a nested set of systems that determine the behavior of the wheels and / or the vehicle as a whole. In some embodiments, a vehicle control unit including a steering control unit 626, a brake control unit 628, and a throttle control unit 630 provides instructions to vehicle 600 to change the angle of the wheels, the braking force, or the power output of the power source, respectively.

[0049] One or more vehicle control units can provide instructions that are later modified by drive dynamics control system 602. For example, throttle control unit 630 can provide an instruction to the power source to provide 50% of the available power to the wheels. And drive dynamics control system 602 can determine how the required available power is transmitted to the wheels. In at least one example, the power source can provide 200 lb-ft of torque. Throttle control unit 630 provides an instruction to generate 100 lb-ft from the power source. And drive dynamics control system 602 directs 10 lb-ft to the front wheels and 90 lb-ft to the rear wheels based on user input to drive dynamics control system 602.

[0050] Vehicle control units 626, 628, 630 and the drive dynamics control system 602 may operate within the framework of one or more safety systems 632 of the vehicle 600. The vehicle 600 may have traction control, antilock braking, yaw control, stability control, or other safety systems. In such a safety system 632, traction control and / or antilock braking may intervene when a loss of traction is detected at any wheel. In the previous example, the throttle control unit 630 and the drive dynamics control system 602 are combined to direct 90 lb-ft of effective torque to the rear wheels. And when the rear wheels slip, the traction control system may reduce the torque to the rear wheels.

[0051] In some embodiments, the traction control system reduces only the torque to the rear wheels, for example, reducing the torque to 75 lb-ft at the rear wheels while maintaining 10 lb-ft at the front wheels. In other embodiments, the traction control system reduces the total power output of the power source, reducing the generated 100 lb-ft to 80 lb-ft. The drive dynamics control system 602 directs 8 lb-ft to the front wheels and 72 lb-ft to the rear wheels (i.e., a 90 / 10 rear bias), thus still providing the same power output balance. In other embodiments or operating modes, the safety system may limit the overall effect that driver input can request. For example, in a regular public operation condition mode, the driver may request 100% torque to the rear wheels, but the safety system may limit this to 80%. Therefore, the driver input is forced to operate within the limits set by the safety system or drive dynamics control system in different modes. In one operating mode, the drive dynamics control system 602 may be used to adjust aspects of these safety systems. For example, in some embodiments, the degree or framework of yaw, traction, or stability control enabled by the safety control system is adjusted by input, allowing the driver to adjust from a fully disengaged state to a fully functional state.

[0052] FIG. 7 is a graph 734 showing an example of user input to an input device and related commands provided to a drive dynamics control system. The graph 734 includes different relationship curves representing different conversion rates between a user input device located at a fixed position 738 and a full input position 740. At the fixed position 738, the input device provides 0% and the drive dynamics control system has a 0% effect on the vehicle. At the full input position 740, the user input device is moved from the fixed position 738 to the maximum extent, and the drive dynamics control system provides 100% of the possible effect, in some embodiments, to the selected drive dynamics.

[0053] In some embodiments, the 100% effect changes the power output balance to provide all available torque to the front wheels. In other embodiments, the 100% effect changes the power output balance to provide all available torque to the rear wheels. In yet other embodiments, the 100% effect changes the braking balance to provide all available braking force to the front wheels. In further embodiments, the 100% effect changes the braking balance to provide all available braking force to the rear wheels. In still further embodiments, the 100% effect (in an example where the differential can only send some, not all, of the power to a wheel) changes the power output balance to direct the maximum power possible by the drive system to one or more wheels. In still further embodiments, the 100% effect changes another aspect of the vehicle and / or drive system to the maximum extent possible by the vehicle and / or drive system.

[0054] The various relationship curves of Graph 734 illustrate examples of relationships that can provide different types of control over drive dynamics to a user. For example, the first relationship curve 736-1 represents a linear relationship with a 1:1 ratio between the user input and the effect of the input command provided by the drive dynamics control system. The linear relationship provides a continuous relationship where a 50% movement of the input device from the fixed position to the full input position generates a 50% effect on the drive dynamics, while a 100% movement of the input device from the fixed position to the full input position generates a 100% effect on the drive dynamics, and the relationship in between is continuous (e.g., 63% input results in a 63% effect).

[0055] In another example, the second relationship curve 736-2 represents a linear but non - continuous relationship. For example, between 0% and 50% input, the second relationship curve 736-2 has a 2:1 relationship and generates a 25% effect with 50% input. Between 50% and 100% input, the second relationship curve 736-2 has a 1:3 relationship and provides a linear relationship from 50% input and 25% effect to the final 100% input (i.e., full input position), resulting in a 100% effect on the drive dynamics.

[0056] In yet another example, the third relationship curve 736-3 represents a non - linear relationship. The third relationship curve 736-3 has a more aggressive relationship (i.e., generates a greater effect for each percentage of input) up to approximately 33% of input, and then the third relationship curve 736-3 has a slope less than 1.0. Such a relationship between the input and the effect of the drive dynamics control system allows for a more rapid startup of the drive dynamics control system during the initial movement of the input device from the fixed position 738, while allowing for more precise control of the effect near the full input position 740.

[0057] In a further example, the fourth relationship curve 736-4 represents a non - linear relationship with an inflection point between the fixed position 738 of the input and the full input position 740. The fourth relationship curve 736-4 allows for precise control of the effect near the fixed position 738 and the full input position 740, while a rapid change in the effect is seen in the middle of the input range.

[0058] In yet a further example, the fifth relationship curve 736-5 shows a linear relationship that produces an effect of less than 1:1 for a given input across the operating range of the input device from a fixed position 738 to a full input position 740. The fixed position 738 provides no input nor effect to the drive dynamics control system. The full input position 740 (i.e., 100% input) of the fifth relationship curve 736-5 provides a 25% effect. With the fifth relationship curve 736-5 and other relationships that do not provide a 100% effect, the user's ability to modify the drive dynamics from the vehicle's standard dynamics can be limited. This limitation can be beneficial when the user is learning to control the vehicle's drive dynamics, or while the user is learning new driving techniques.

[0059] For example, a user beginning to learn vehicle control during a side slide or drift will generally apply too much power to the rear wheels and spin the vehicle out. By limiting the input-to-effect relationship, the drive dynamics control system can reduce changes in power output balance and limit the likelihood of a spin out for novice drivers or experienced drivers learning a vehicle's side slide. In another example, a user learning trail braking during corner entry will attempt to shift the brake bias to the rear of the vehicle. Transmitting 100% of the brake bias to the rear wheels can limit the effectiveness of threshold braking or lock the rear wheels. For example, limiting the effect to a 30% brake bias at 100% input to the rear wheels can limit the likelihood that the user will inadvertently lock the rear wheels.

[0060] In yet a further example, different elements and features of the relationship curves described with respect to FIG. 7 can be used in combination. For example, other relationship curves can be linear over a portion of the input range and non-linear over a different portion of the input range. The relationship curves can be continuous over the entire input range, or alternatively, the relationship curves can have one or more discontinuities over the entire input range. Relationship curves of any shape can provide an effect of less than 100% at the full input position 740. For example, Full input (i.e., 100% input) can be replaced with an effect of less than 90%, less than 80%, less than 70%, less than 60%, less than 50%, less than 40%, less than 30%, less than 20%, less than 10%, or any value in between.

[0061] In some embodiments, the drive dynamics control system has two or more potential relationship curves. For example, the drive dynamics control system has a first relationship curve 736-1 and a third relationship curve 736-3 stored in the memory of the drive dynamics control system, and the user can select a desired relationship curve by the drive dynamics control system. In another example, the relationship curve can be programmed or modified by the user, enabling customization according to the vehicle, user, and environment. In some situations, a fifth relationship curve 736-5 or a similar relationship curve that limits the effect may be beneficial in adverse weather conditions where the change in power output balance required to change the traction of the wheels and disrupt the vehicle's balance is relatively small.

[0062] In some embodiments, user input can be measured in increments, such as measuring the location of the input device between a home position and a full input position in 10% increments. For example, the input device can group user input into one of ten input values, including between 0% and 10%, 10% and 20%, 20% and 30%, etc. In other examples, the input device can group user input in 5% increments so that both 17% input and 19% input are accepted by a drive dynamics control system as being between 15% and 20%. In some embodiments, user input can be measured as a group having a size of an upper value, a lower value, or a range having both upper and lower values, including any of 1%, 2%, 5%, 10%, 15%, 20%, 25%, 33%, 50%, or any value in between. For example, the group is greater than 1% of the operating range of the input device. In other examples, the group is less than 50% of the operating range of the input device. In yet other examples, the group is less than 20%. In a further example, the group is less than 5%. In another example, the group is less than 1%. In other embodiments, user input can be measured continuously, such as measuring user input to the input device at some position between a home position and a full input position. For example, the input device can have a continuously variable register that measures the position of the input device on a continuous curve.

[0063] FIG. 8 shows another graph 834 illustrating an embodiment of a relationship curve 836 for a drive dynamics control system and an input device that enables positive and negative movement from a fixed position 838. The input device enables movement from the fixed position 838 in the positive direction (e.g., forward, upward, leftward) to a positive full input position 840-1 and from the fixed position 838 in the negative direction opposite the positive direction (e.g., backward, downward, rightward) to a negative full input position 840-2. Such an input device enables an input that shifts the vehicle's power output balance, brake bias, or other drive dynamics in two directions. In at least one example, the fixed position 838 represents an equal power output balance between the front and rear wheels. Moving the input device to the positive full input position 840-1 instructs the drive dynamics control system to direct 100% of the power output balance to the front wheels. Moving the input device to the negative full input position 840-2 instructs the drive dynamics control system to direct 100% of the power output balance to the rear wheels.

[0064] In some embodiments, the relationship curve is linear as shown by the first relationship curve 836-1 in FIG. 8. In other embodiments, the relationship curve is non-linear as described for FIG. 7. In still other embodiments, the relationship curve is discontinuous as described for FIG. 7. In further embodiments, the positive side of the relationship curve 836 between the fixed position 838 and the positive full input position 840-1 can be the inverse of the negative side of the relationship curve 836 between the fixed position 838 and the negative full input position 840-2. For example, the shape of the first relationship curve 836-1 between the fixed position 838 and the positive full input position 840-1 and the shape of the relationship curve between the fixed position 838 and the negative full input position 840-2 are similar in shape but opposite in effect. In yet further embodiments, the positive side of the relationship curve between the fixed position 838 and the positive full input position 840-1 can be different from the inverse of the negative side of the first relationship curve 836-1 between the fixed position 838 and the negative full input position 840-2.

[0065] For example, the shape of the second relationship curve 836-2 between the fixed position 838 and the positive full input position 840-1, and the shape of the second relationship curve 836-2 between the fixed position 838 and the negative full input position 840-2 are not similar in shape and have opposite effects. In at least one example, the positive side of the second relationship curve 836-2 is linear and continuous with a 1:1 input effect ratio, while the negative side of the second relationship curve 836-2 is non-linear, and the negative full input position 840-2 provides only 50% of the effect. Such a relationship curve can be beneficial because the drive dynamics control system directs 100% of the power output balance to the front wheels at the positive full input position 840-1 and only 75% of the power output balance to the rear wheels at the negative full input position 840-2. Thus, the user can enable understeer behavior (exceeding the grip threshold of the front wheels) as much as the vehicle can generate, but can limit the amount of oversteer (exceeding the grip threshold of the rear wheels) that the vehicle and the user can generate to limit spin.

[0066] In some embodiments, different portions of the input range can produce different effects. By way of example, the first 75% of the input range can be used as a requirement to change the left-right power balance, while the last 25% of the stroke can also be used to incorporate operation of the front-rear power balance.

[0067] FIG. 9 illustrates an example of a vehicle 900 including a drive dynamics control system 902 in communication with an active suspension system. A user input device 906 and a computing device 908 send user commands to the active suspension system to change the behavior of one or more suspension components. The suspension system may include springs (such as coil, leaf, or air springs) and dampers 942-1, 942-2, 942-3, 942-4, and may also include anti-roll or roll bars. In some embodiments, the suspension system includes active dampers 942-1, 942-2, 942-3, 942-4 whose stiffness can vary. For example, dampers 942-1, 942-2, 942-3, 942-4 can be hydraulic dampers or magnetorheological dampers. Hydraulic dampers can have variable stiffness, damping, or rebound characteristics by changing the valve adjustment or path of hydraulic fluid in the damper and / or reservoir. In magnetorheological dampers, a magnetorheological fluid that changes viscosity with an applied magnetic field is stored in the damper. Thus, in response to user input to the drive dynamics control system 902, the stiffness, damping, or rebound characteristics can change rapidly.

[0068] With magnetorheological dampers and / or hydraulic control dampers, one or more performance characteristics of dampers 942-1, 942-2, 942-3, 942-4 can be changed independently of the others. Thus, the front dampers 942-1, 942-2 can have a higher stiffness independently of the rear dampers 942-3, 942-4, and relative traction limits are processed as a distribution between wheel sets or multiple wheels. In some examples, this can be used to limit or control brake dive or squat. Brake dive gradually applies a load to the front suspension to limit the rattling of the front wheels 910-1. Similarly, the rear dampers 942-3, 942-4 can have a high stiffness to limit and / or prevent suspension "squat" during acceleration. In some examples, compression of the rear suspension can assist acceleration on uneven surfaces or from a standing start and improve the grip of the rear wheels 910-2.

[0069] In some embodiments, for example with respect to oversteer or understeer, drive dynamics inputs can be used to control the damping or stiffness of suspension components at different parts of the vehicle to further affect chassis balance. In such an example, the driver input can be configured to shift towards the rear wheels 910-2 to request a power balance that enhances oversteer. And a request to increase the stiffness to further enhance oversteer by changing the rear suspension settings 942-3, 942-4 can also be incorporated into the driver input.

[0070] In other examples, enhancing the stiffness, damping, or rebound of the left wheel shock absorbers 942-1, 942-3 or the right wheel shock absorbers 942-2, 942-4 keeps the vehicle 900 flat during cornering when turning right or left, respectively. Flat cornering helps with the distribution of contact forces and traction between the wheels 910-1, 910-2 and improves cornering performance on smooth roads. With direct user control over suspension stiffness, damping, or rebound, the user can adjust the suspension based on performance preferences and / or external conditions.

[0071] The system shown in FIG. 9 can be used by the user input 906 to control the relative minimum ground clearance of different corners 942-1, 942-2, 942-3, 942-4 of the vehicle, or can also be used in other ways that enable control of the vehicle's weight distribution to control the traction limits of the wheels based on desired driving characteristics or dynamic conditions.

[0072] Case Example 1: As approaching a gentle corner where braking is hardly or not at all required, when the user starts to turn the wheels, the user gradually begins to provide user input to the input device to the outer rear wheel for the first time Increase the amount of lateral power output balance in the direction opposite to the turning direction (i.e., counter to the turning direction), thus enhancing the degree to which the vehicle "tries to turn". Since it is a shallow turn, only a moderate to small amount of effect is required or desirable. With a small pedal depression, the total grip of all wheels effective for acceleration is nominally increased. Thus, the user strikes a balance between the beneficial amount of grip and the amount of "rotation" or "active yaw" - thus maximizing the speed at which the vehicle can negotiate a curve while making the driver feel that the vehicle is in a geared control state. This reduces the steering wheel angle, thus maximizing the grip and potentially the total amount of power that can be transmitted to the wheels. The rotation of the vehicle is accelerated by the pedals, further increasing the speed in the corner. Therefore, the control of this balance also nominally reduces the amount of braking required.

[0073] Example 2: As the vehicle approaches a sharp curve, the user and the vehicle approach the corner with the brakes applied. When the vehicle begins to turn, the user provides a large input to the drive dynamics control system to change the power output balance. In a drive dynamics control system configured to change the power output balance between the front and rear wheels, the user input instructs the drive dynamics control system to reduce the torque to the front wheels. The drive dynamics control system maintains or increases the torque at the rear wheels to enhance the vehicle's tendency to turn while increasing the relative effective grip to the front wheels for turning. The driver input can also be configured to adjust the effect of the traction control or electronic stability control system to allow for a large (controlled) rotation or oversteer. In such an operation, the user reduces the user input as the vehicle exits the curve, maximizing the front and rear grip for acceleration. In other examples, if the user generates too much oversteer during cornering, the system can be used to direct a large amount of torque to the front wheels during acceleration out of the corner. The additional torque transfer to the front wheels (and / or the automatic traction control system) can return the vehicle to a safer / regulated state from the corner.

[0074] When the effect of the drive dynamics control system changes the power output balance laterally to the outer wheels (opposite to the example of the front / rear wheels), the user adjusts the rotational effect of the lateral torque vectoring and the steering wheel rotation to balance and provides user input to maximize the overall speed and the desired dynamics. Additionally, when the user does not apply sufficient braking in a corner, the user can increase the rotation of the vehicle using the drive dynamics control system rather than controlling and correcting only with the steering wheel during the turn.

[0075] Example 3: In another embodiment of this concept, multiple driver inputs can be used to enable multiple effects by control. For example, as shown in FIG. 5, an input device mounted on the steering wheel, such as a scroll wheel or paddle 506-1, can be configured to enable driver input regarding the torque distribution balance to the left or right. At the same time, the pedal 506-4 can be used to control the front-rear torque balance. Thus, the driver can have complete control over various potentially desirable imbalances of torque vectoring as shown in FIG. 3-2.

[0076] Example 4: A lever that can be used as a secondary input to allow the system to select different settings or enable various driver inputs can be installed on the center console or other locations. With such a center console lever or joystick 506-3, the driver can select or determine a specific desired effect from other adjusted driver inputs such as from the pedal 506-4. For example, if such a joystick has four different positions, it can be implemented as follows. The lever 506-3 in the left position and the pedal 506-4 adjust the torque to the left wheel, the lever 506-3 and the pedal 506-4 in the right position adjust the torque to the right wheel, the lever 506-3 and the pedal 506-4 in the front position adjust the torque to the front wheels, or the lever 506-3 and the pedal 506-4 in the rear position adjust the torque to the rear wheels.

[0077] In some embodiments, rather than directly controlling the torque balance, the user input passes through a torque vectoring or yaw control algorithm. By way of example, the input acts as a setting in the control algorithm to determine the extent to which the driver is attempting to achieve a certain type of characteristic or drive system behavior (oversteer or understeer), and then, based on algorithms such as torque vectoring, yaw control, dynamic stability control, or traction control, the actual implementation and / or specific torque vectoring values are ultimately determined.

[0078] In additional embodiments, these configurations and effects can be adjusted or customized by the driver. By way of example, the driver is given access to some or all of the settings and is permitted to reconfigure the system and various inputs to have different effects based on the desired unique settings.

[0079] Example 5: The drive dynamics control system is configured to change the brake bias of the vehicle in addition to the power output balance. The computing device of the drive dynamics control system can measure one or more characteristics of the vehicle and / or the vehicle control unit determines whether the user input to the drive dynamics control system controls the brake bias or the power output balance. For example, the vehicle sensors and / or the vehicle control unit in communication with the computing device can provide the computing device with information that enables the computing device to determine whether the vehicle is accelerating, braking, cornering, or a combination thereof.

[0080] FIG. 10 illustrates an embodiment of a method 1044 for modifying the drive dynamics of a vehicle. Method 1044 includes receiving a user input at 1046. Based on the user input at 1046, method 1044 includes modifying the left-right drive dynamics balance at 1054 and / or the front-rear drive dynamics balance at 1057.

[0081] In some embodiments, modifying the left - right drive dynamics balance at 1054 and / or the front - rear drive dynamics balance at 1057 includes receiving user input provided in real - time according to the relationship curves described with respect to FIGS. 7 and 8 and modifying at least one of suspension, power output balance, brake bias, or other vehicle characteristics.

[0082] FIG. 11 illustrates an embodiment of a method 1144 for modifying the drive dynamics of a vehicle. This method includes receiving user input at 1146 and determining the state of the vehicle at 1148. Determining the state of the vehicle includes determining the longitudinal acceleration of the vehicle (i.e., acceleration in a powered or braking state) at 1152. The longitudinal acceleration state of the vehicle reflects either the braking (deceleration) of the vehicle at 1156 or the throttle input (acceleration) of the vehicle at 1158. The drive dynamics control system may receive information regarding the brake input or throttle input of the vehicle, or in other embodiments, the drive dynamics control system may receive information from one or more vehicle sensors, such as an accelerometer, that provide information regarding the movement of the vehicle. If the drive dynamics control system determines that the vehicle is in a braking state, the drive dynamics control system can change the front - rear balance of the brake bias at 1160 based on the user input. If the drive dynamics control system determines that the vehicle is in a braking state, the drive dynamics control system can change the front - rear balance of the power output balance at 1162 based on the user input. (deceleration) and either the throttle input (acceleration) of the vehicle at 1158 are reflected. The drive dynamics control system may receive information regarding the brake input or throttle input of the vehicle, or in other embodiments, the drive dynamics control system may receive information from one or more vehicle sensors, such as an accelerometer, that provide information regarding the movement of the vehicle. If the drive dynamics control system determines that the vehicle is in a braking state, the drive dynamics control system can change the front - rear balance of the brake bias at 1160 based on the user input. If the drive dynamics control system determines that the vehicle is in a braking state, the drive dynamics control system can change the front - rear balance of the power output balance at 1162 based on the user input.

[0083] Figure 12 illustrates another embodiment of a method 1244 for modifying vehicle drive dynamics. This method includes receiving a user input at 1246 and determining a vehicle state at 1248. The vehicle state may include determining a lateral acceleration of the vehicle (i.e., cornering) at 1250 and a longitudinal acceleration of the vehicle (i.e., acceleration in a power or braking state) at 1252. When the drive dynamics control system determines that the vehicle is subject to a lateral acceleration, either by measuring a steering input or by measuring the lateral acceleration through an accelerometer or other vehicle sensors, the drive dynamics control system can change the lateral drive dynamics balance based on the user input at 1254. For example, during cornering, the vehicle sensors provide information to the drive dynamics control system, and the drive dynamics control system can change the power output balance, brake bias, or suspension behavior laterally.

[0084] Method 1244 also includes determining a longitudinal acceleration of the vehicle at 1252. The longitudinal acceleration state of the vehicle reflects either the braking (deceleration) of the vehicle at 1256 or the throttle input (acceleration) of the vehicle at 1258. The drive dynamics control system may receive information regarding the vehicle's brake input or throttle input, or in other embodiments, the drive dynamics control system may receive information from one or more vehicle sensors, such as an accelerometer, that provide information regarding the movement of the vehicle. When the drive dynamics control system determines that the vehicle is in a braking state, the drive dynamics control system can change the front-to-rear balance of the brake bias at 1260 based on the user input. When the drive dynamics control system determines that the vehicle is in a braking state, the drive dynamics control system can change the front-to-rear balance of the power output balance at 1262 based on the user input.

[0085] For example, when the vehicle is accelerating only in the front - rear direction (e.g., on a straight line), the drive dynamics control system can change the front - rear balance of the power output balance based on user input. When the vehicle is accelerating in the front - rear or left - right direction (e.g., increasing speed in a corner), the drive dynamics control system can change the front - rear balance and the left - right balance of the power output balance based on user input.

[0086] FIG. 13 is a flowchart illustrating the workflow of inputs to and from a vehicle control system. The vehicle control system can include a drive dynamics control system 1302 and a vehicle safety system 1332 as described herein. The vehicle control system functions alone or jointly to receive user input from the steering wheel 1326, brake pedal 1328, throttle pedal 1330, and one or more user input devices 1306, and vehicle sensor inputs from vehicle sensors 1364 such as yaw sensors, accelerometers, vehicle drive train settings. The vehicle control system functions alone or jointly to change the drive train output 1312, such as the rated or relative torque or wheel speed at each wheel.

[0087] In at least some embodiments, the drive dynamics control system according to the present disclosure controls or modifies the behavior of the wheels to provide the user with additional or improved real - time control over the performance of the vehicle.

[0088] One or more specific embodiments of the present disclosure are described herein. These described embodiments are examples of the technology disclosed herein. Additionally, in order to provide an accurate description of these embodiments, not all features of actual embodiments are described in the specification. In the development of such actual implementations, as in any engineering or design project, it should be recognized that numerous implementation-specific decisions are made to achieve the developer's specific goals, such as complying with system-related and business-related constraints that can vary from one embodiment to another. Also, such development efforts are complex and time-consuming, but should be recognized as routine design, fabrication, and manufacturing endeavors for those skilled in the art who benefit from the present disclosure.

[0089] "A", "an", and "the" are intended to mean that one or more elements are provided in the foregoing description. "Comprising", "including", and "having" are intended to be inclusive and mean that additional elements other than the recited elements may be provided. Additionally, it should be understood that references to "one embodiment" or "an embodiment" in the present disclosure are not intended to exclude the existence of additional embodiments that also incorporate the described features. For example, any element described in an embodiment herein can be combined with any element of any other embodiment described herein. The numbers, percentages, ratios, or other values recited herein are to be construed as being inclusive of that value and other values that are within, as will be recognized by those skilled in the art encompassed by the embodiments of the present disclosure, a range of values that are close enough to the recited value to at least perform the desired function or achieve the desired result. The recited values should be construed as being broad enough to include at least variations expected in a suitable manufacturing or production process and can include values within 5%, 1%, 0.1%, or 0.01% of the recited value. Values that are described as "about" or "approximately" are also intended to include other values that are within a range of values that are close enough to the recited value to at least perform the desired function or achieve the desired result. Therefore, the recited values should be construed as being broad enough to include values that are close enough to the recited value to be sufficient to perform at least the desired function or achieve the desired result. The recited values should include at least variations expected in a suitable manufacturing or production process and can include values within 5%, 1%, 0.1%, or 0.01% of the recited value.

[0090] Upon considering the present disclosure, those skilled in the art should recognize that equivalent configurations do not depart from the spirit and scope of the present disclosure, and that various changes, substitutions, and modifications can be made to the embodiments of the disclosure without departing from the spirit and scope thereof. Equivalent configurations including functional "means-plus-function" clauses are intended to include the structures described herein as performing the recited functions, including both structural equivalents that operate in the same manner and equivalent structures that provide the same function. Except for claims in which the term "means for" appears in connection with a related function, it is the clear intention of the applicant that no claim be accompanied by a means-plus-function or other functional claim. Each addition, deletion, or modification to the embodiments included in the meaning and scope of the claims is included in the claims.

[0091] As used herein, the terms "approximately", "about", and "substantially" also represent an amount close to the recited amount that performs the desired function or achieves the desired result. For example, the terms "approximately", "about", and "substantially" can refer to an amount within less than 5%, less than 1%, less than 0.1%, or less than 0.01% of the recited amount. Further, it should be understood that the directions or coordinate systems in the foregoing description are only relative directions or movements. For example, references to "up", "down", "above", and "below" are only descriptions of the relative position or movement of the relevant elements.

[0092] The present disclosure may be embodied in other specific forms without departing from its spirit or characteristics. The described embodiments are considered to be illustrative rather than limiting. Therefore, the scope of the disclosure is indicated by the appended claims rather than the foregoing description. Changes relating to the meaning and scope of the equivalence of the claims are included within that scope.

Description of Reference Numerals

[0093] 100 Vehicle 102 Drive Dynamics Control System 104-1 Front Wheel Power Source 104-2 Rear Wheel Power Source 106 User Input Device 108 Computing Device 110-1 Front Wheel 110-2 Rear Wheel 112-1 Front Wheel Power Output 112-2 Rear Wheel Power Output 200 Vehicle 202 Drive Dynamics Control System 204-1, 204-2, 204-3, 204-4 Power Sources 206 User Input 208 Computing Device 210-1, 210-2, 210-3, 210-4 Wheels 214 Rotation Vector 300 Vehicle 302 Drive Dynamics Control System 304 Power Source 306 Input Device 308 Computing Device 310-1, 310-2, 310-3, 310-4 Wheels 314 Rotation 316-1, 316-2 Differential 400 Vehicle 402 Drive Dynamics Control System 410-1, 410-2, 410-3, 410-4 Wheels 420-1, 420-2, 420-3, 420-4 Brakes 422-1, 422-2, 422-3, 422-4 Braking Forces 406 Input Device 502 Drive Dynamics Control System 506-1, 506-2, 506-3, 506-4 User Input Devices 506-5 Sensor 524 Driver's Seat 526 Steering Wheel 528 Brake Control Unit 530 Throttle Control Unit 600 Vehicle 602 Drive Dynamics Control System 626 Steering Control Unit 628 Brake Control Unit 630 Throttle Control Unit 632 Safety System 734 Graph 736-1 First Relationship Curve 736-2 Second Relationship Curve 736-3 Third Relationship Curve 736-4 Fourth Relationship Curve 736-5 Fifth Relationship Curve 738 Fixed Position 740 Full Input Position 834 Graph 836-1,836-2 Relationship Curve 840-1 Positive Full Input Position 840-2 Negative Full Input Position 900 Vehicle 902 Drive Dynamics Control System 906 User Input Device 908 Computing Device 910-1 Front Wheel 910-2 Rear Wheel 942-1,942-2,942-3,942-4 Active Shock Absorber 1044 Method 1144 Method 1244 Method

Claims

1. 1. A system for controlling movement of a vehicle, comprising: A user input device for dynamically controlling driving dynamics characteristics of a vehicle, the user input device being configured to receive manual input from a user; a computing system in data communication with the user input device for controlling the drive dynamics balance of the vehicle, the computing system comprising: upon receiving an input command based on the manual input from the user input device, varying the drive dynamics characteristic in proportion to the manual input. A computing system configured to: A system comprising:

2. a first motor in a first portion and a second motor in a second portion, the first motor in data communication with the computing system and the second motor in data communication with the computing system, and the drive dynamics balance is a power output balance based on a first power provided by the first motor and a second power provided by the second motor. The system of claim 1 .

3. 2. The system of claim 1, further comprising a first motor and a second motor in the first portion and a third motor and a fourth motor in the second portion, wherein the first motor is in data communication with the computing system, the second motor is in data communication with the computing system, the third motor is in data communication with the computing system, and the fourth motor is in data communication with the computing system, and the drive dynamics balance is a power output balance based on a first power provided by the first motor, a second power provided by the second motor, a third power provided by the third motor, and a fourth power provided by the fourth motor.

4. 2. The system of claim 1, further comprising a first brake system in the first portion and a second brake system in the second portion, the first brake system being in data communication with the computing system and the second brake system being in data communication with the computing system.

5. The system of claim 1 , wherein the user input device comprises a steering mounted control.

6. The system of claim 1 , wherein the user input device comprises a foot-operated control.

7. The system of claim 1 , wherein the user input device comprises a hand-operated control.

8. The system of claim 1 , wherein the computing system is configured to vary the power output balance by controlling the braking balance of the vehicle.

9. The system of claim 1 , wherein the computing system is configured to vary the power output balance by controlling a torque output of the vehicle.

10. 1. A method for controlling movement of a vehicle, comprising: receiving a manual input from a user at a user input device to operate the vehicle; transmitting an input command from the user input device to a computing system based on the manual input from the user; modifying a driving dynamics balance of the vehicle from a first driving dynamics balance to a driving dynamics balance using the computing system based on the input command; The method includes:

11. The method of claim 10 , further comprising: changing the drive dynamics balance from the second drive dynamics balance back to the first drive dynamics balance when the manual input is discontinued.

12. The method of claim 10 , wherein altering the drive dynamics balance includes altering drive torque to rear wheels of the vehicle.

13. The method of claim 10 , wherein altering the drive dynamics balance includes altering drive torque to front wheels of the vehicle.

14. The method of claim 10 , wherein altering the drive dynamics balance includes altering braking force on rear wheels of the vehicle.

15. The method of claim 10 , wherein altering the drive dynamics balance includes altering braking force on front wheels of the vehicle.

16. The method of claim 10 , wherein altering the drive dynamics balance comprises altering a left / right power output balance of the vehicle.

17. The method of claim 10 , further comprising measuring a movement of the vehicle, and wherein altering the drive dynamics balance comprises altering the drive dynamics balance based on the input commands and the movement of the vehicle.

18. 20. The method of claim 17, wherein measuring the movement of the vehicle includes measuring at least one of a translational velocity, a translational acceleration, a rotational velocity, and a rotational acceleration.

19. A system for controlling the movement of a vehicle, comprising: A steering device; A throttle control section; A brake control unit; a user input device that is continuously variable between a home position and a full input position, the user input device being configured to provide manual input based on a location of the user input device between the home position and the full input position; a computing system in data communication with the user input device for controlling a power output balance between the first portion of the vehicle and the second portion of the vehicle; upon receiving the manual input from the user input device, varying the power output balance between the first portion and the second portion in proportion to the manual input. A computing system configured to: A system comprising:

20. 20. The system of claim 19, wherein the computing system is in data communication with one or more of the steering device, the throttle control, or the brake control, and the computing system is configured to vary the power output balance in proportion to the manual input and one or more of a steering input of the steering device, a throttle input of the throttle control, and a brake input of the brake control.

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