Integrated Vehicle Control System Using Unified Sensor Architecture
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Solution Overview
Problem
Current vehicle control systems face challenges in coordinating multiple control functions due to operational overlaps and the need for accurate determination of vehicle dynamics states, particularly in three-dimensional motions, which can lead to potential performance conflicts and reduced safety features.
Innovation Solution
An integrated vehicle control system utilizing an Integrated Sensing System (ISS) that combines centralized and decentralized sensors to determine vehicle dynamics states, including attitudes, directional velocities, and forces, and shares sensor units and algorithms across ECUs to achieve optimized system-level performance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If multiple individual control systems are implemented with separate ECUs, then each control function can be developed independently by auto suppliers, but coordination between systems becomes complex and may lead to performance conflicts
Solution Approach 1:
The patent combines multiple control functions into a single integrated vehicle control ECU that coordinates yaw stability control, roll stability control, adaptive cruise control, and other functions. This merging eliminates the need for multiple separate ECUs and their complex coordination interfaces, while maintaining the ability to implement each control function independently through modular software architecture within the unified ECU.
2Measurement precision
If sensors are dedicated to specific control functions, then measurement precision for each function is optimized, but device complexity and cost increase due to redundant sensors
Solution Approach 1:
The patent implements a unified sensing system where a single set of sensors (accelerometers, gyroscopes, wheel speed sensors) serves multiple control functions simultaneously. The integrated ECU processes sensor data to determine vehicle dynamics states (longitudinal acceleration, lateral acceleration, roll rate, yaw rate) that are used by multiple control functions including yaw stability control, roll stability control, and adaptive cruise control, eliminating redundant sensors while maintaining measurement precision for each function.
3Reliability
If vehicle dynamics states are determined using separate sensing systems for each control function, then each function achieves its required measurement accuracy, but the overall system complexity increases and coordination becomes difficult
Solution Approach 1:
The patent merges multiple sensing systems into a single unified sensing architecture where one set of sensors provides data to the integrated vehicle control ECU. The ECU determines vehicle dynamics states (longitudinal acceleration, lateral acceleration, roll rate, yaw rate, vehicle speed) from this unified sensor input and makes these states available to multiple control functions, ensuring reliable operation while reducing sensing system complexity.
4Reliability
If an integrated vehicle control ECU is implemented to coordinate all control functions, then system-level performance is optimized and coordination is simplified, but the ECU complexity and development difficulty increase
Solution Approach 1:
The integrated vehicle control ECU implements segmentation by dividing control functions into modular software components, each responsible for a specific control function (yaw stability control, roll stability control, adaptive cruise control, etc.). The ECU architecture separates sensor data processing, vehicle state determination, and individual control function implementations, allowing independent development and testing of each module while maintaining system-level coordination through a unified control framework.
Data Source
AI summary
A vehicle includes a control system that is used to control a vehicle system. The control system determines a roll condition in response to a yaw rate sensor and a pitch rate sensor without having to use a roll rate sensor. A relative roll angle, relative pitch angle, global roll angle, and global pitch angle may also be determined. A safety system may be controlled in response to the roll condition, roll angle, or the pitch angles individually or in combination.