Unified control of vehicle dynamics using force and moment control

• US 20040128044A1
• Filed: 12/30/2002
• Published: 07/01/2004
• Est. Priority Date: 12/30/2002
• Status: Active Grant

• Current Assignee: BWI Company Limited SA (Shougang Corporation)
• Original Assignee: Delphi Technologies, Inc. (BorgWarner Incorporated)
• Inventors: Hac, Aleksander B.
• Granted Patent: US 6,892,123 B2
• Time in Patent Office: Days
• US Class Current: 701/48
• CPC Class Codes: B60G 17/0195 characterised by the regulation being combined with other vehicle control systems conjoint control of vehicle sub-units including control of suspension systems B60W10/22
• CPC Class Codes: B60G 2600/182 Active control means
• CPC Class Codes: B60G 2800/85 System Prioritisation
• CPC Class Codes: B60G 2800/9123 Active Body Control [ABC]
• CPC Class Codes: B60G 2800/92 ABS - Brake Control
• CPC Class Codes: B60T 2260/06 Active Suspension System
• CPC Class Codes: B60T 2260/08 Coordination of integrated systems
• CPC Class Codes: B60W 2050/0297 Control Giving priority to different actuators or systems
• CPC Class Codes: B60W 50/035 Bringing the control units into a predefined state, e.g. giving priority to particular actuators
• CPC Class Codes: B62D 6/003 in order to control vehicle yaw movement, i.e. around a vertical axis B62D6/007 takes precedence

Abstract

In an unified control of a plurality of active chassis systems a role of each chassis system in applying a corrective net force and a corrective moment to a vehicle is determined. In determining the roles, control influence coefficients and a control authority of each active chassis system is determined. An activation status of each active chassis system based on the control influence coefficients and the control authority is subsequently determined.

Claims

1. In a vehicle including a plurality of active chassis systems, a method of determining a role of each active chassis system in applying at least one corrective input to the vehicle, said method comprising:

determining at least one control influence coefficient and a control authority for a first active chassis system; and

determining an activation status of the first active chassis system based on the at least one control influence coefficient and the control authority.

2. The method of claim 1, further comprising:

determining cornering stiffness coefficients to thereby determine the at least one control influence coefficient of the first active chassis system.

3. In a vehicle including a plurality of active chassis systems, an unified control method comprising:

determining a corrective net force and a corrective moment for the vehicle;

determining a role of each active chassis system in applying the corrective net force and the corrective moment on the vehicle.

4. The unified control method of claim 3, further comprising:

determining whether the vehicle is in a linear or non-linear handling,

wherein a role of each active chassis system in applying the corrective net force and the corrective moment on the vehicle is determined subsequent to a determination that the vehicle is in a non-linear handling.

5. A vehicle, comprising:

a plurality of active chassis systems; and

a controller operable to determine at least one control influence coefficient and a control authority for a first active chassis system, said controller further operable to determine an activation status of the first active chassis system based on the at least one control influence coefficient and the control authority.

6. The vehicle of claim 5, wherein the controller is further operable to determine cornering stiffness coefficients to thereby determine the at least one control influence coefficient of the first active chassis system.

7. A vehicle, comprising:

a plurality of active chassis systems; and

a controller operable to a corrective net force and a corrective moment for the vehicle, said controller further operable to determine a role of each active chassis system in applying the corrective net force and the corrective moment on the vehicle.

8. The vehicle of claim 7, wherein said controller is further operable to determine whether the vehicle is in a linear or non-linear handling,

wherein a role of each active chassis system in applying the corrective net force and the corrective moment on the vehicle is determined by said controller subsequent to a determination that the vehicle is in a non-linear handling.