METHOD AND APPARATUS FOR CONTROLLING VEHICLE DOWNFORCE

• US 20170088106A1
• Filed: 07/21/2016
• Published: 03/30/2017
• Est. Priority Date: 09/25/2015
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: Dominguez, David, Fahland, Jason D., Heil, Edward T., Auden, Joshua R., Tan, Hualin
• Granted Patent: US 9,827,957 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: B60T 1/16 by increasing air resistance, e.g. flaps
• CPC Class Codes: B60T 2201/16 Curve braking control, e.g. turn control within ABS control algorithm
• CPC Class Codes: B60T 8/175 Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control safety devices for propulsion unit control responsive to, or preventing, skidding of wheels B60K28/16
• CPC Class Codes: B60T 8/17551 determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
• CPC Class Codes: B60T 8/17554 specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention road vehicle drive control systems for roll-over prevention otherwise than by controlling a particular sub-unit B60W30/04
• CPC Class Codes: B60T 8/17616 Microprocessor-based systems
• CPC Class Codes: B60T 8/1766 Proportioning of brake forces according to vehicle axle loads, e.g. front to rear of vehicle
• CPC Class Codes: B60T 8/26 characterised by producing differential braking between front and rear wheels using electrical circuitry or regulation means B60T8/17
• CPC Class Codes: B62D 35/005 Front spoilers B62D35/001 takes precedence
• CPC Class Codes: B62D 35/007 Rear spoilers B62D35/001 takes precedence
• CPC Class Codes: B62D 37/02 by aerodynamic means
• CPC Class Codes: Y02T 10/88 Optimized components or subsystems, e.g. lighting, actively controlled glasses

Abstract

A vehicle employing an active aerodynamic control system is described. A method for controlling the active aerodynamic control system includes determining a target acceleration downforce associated with an acceleration request and vehicle speed, determining a target braking downforce associated with a braking request and vehicle speed, and determining a target cornering downforce associated with a cornering request and vehicle speed. A maximum downforce request and a second greatest downforce request of the target acceleration downforce, the target braking downforce, and the target cornering downforce are determined. A preferred front/rear distribution of downforce is determined based upon the maximum downforce request and the second greatest downforce request. The active aerodynamic control system is controlled based upon the preferred front/rear distribution of downforce and the maximum downforce request.

Claims

1. A method for controlling an active aerodynamic control system disposed on a vehicle, comprising:

determining a target acceleration downforce associated with an acceleration request and a vehicle speed;

determining a target braking downforce associated with a braking request and the vehicle speed;

determining a target cornering downforce associated with a cornering request and the vehicle speed;

determining a maximum downforce request based upon the target acceleration downforce, the target braking downforce, and the target cornering downforce;

determining a second greatest downforce request based upon the target acceleration downforce, the target braking downforce, and the target cornering downforce;

determining a preferred front/rear distribution of downforce based upon the maximum downforce request and the second greatest downforce request; and

controlling the active aerodynamic control system based upon the preferred front/rear distribution of downforce and the maximum downforce request.

2. The method of claim 1, wherein determining a target acceleration downforce associated with an acceleration request and a vehicle speed comprises determining a magnitude of downforce that maximizes vehicle acceleration when the vehicle is operating in a straight line.

3. The method of claim 2, wherein determining the magnitude of downforce that maximizes vehicle acceleration when the vehicle is operating in a straight line comprises determining a magnitude of longitudinal wheel slip while transferring torque to the ground surface without generating an excessive drag force on the vehicle based upon an operator acceleration request, a present vehicle speed, a vehicle acceleration torque, and the vehicle speed in comparison with a wheel speed.

4. The method of claim 1, wherein determining a target braking downforce associated with a braking request and the vehicle speed comprises determining a magnitude of downforce that maximizes vehicle braking when the vehicle is operating in a straight line and achieves an optimum magnitude of longitudinal wheel slip while transferring a torque to the ground surface.

5. The method of claim 4, wherein the magnitude of downforce that maximizes vehicle braking when the vehicle is operating in a straight line and achieves an optimum magnitude of longitudinal wheel slip while transferring torque to the ground surface is based upon a magnitude of an operator requested braking torque and a present vehicle speed based upon a vehicle torque and a comparison of the vehicle speed and a wheel speed.

6. The method of claim 1, wherein determining a target cornering downforce associated with a cornering request and the vehicle speed comprises determining a magnitude of downforce that minimizes lateral wheel slip and drag force on the vehicle when traversing a curve.

7. The method of claim 6, wherein the magnitude of downforce that minimizes lateral wheel slip and drag force on the vehicle when traversing a curve is based upon a steering angle request, a present steering angle and vehicle speed, an operator-requested lateral acceleration rate, a comparison of the vehicle speed and the wheel speed, and the lateral wheel slip.

8. The method of claim 1, wherein determining a preferred front/rear distribution of downforce based upon the maximum downforce request and the second greatest downforce request comprises determining a ratio of the maximum downforce request and the second greatest downforce request.

9. The method of claim 8, comprising applying a first percentage of the maximum downforce request to a front of the vehicle and applying a remaining percentage of the maximum downforce request to a rear of the vehicle.

10. The method of claim 1, wherein determining a preferred front/rear distribution of downforce based upon the maximum downforce request and the second greatest downforce request comprises interpolating between the maximum downforce request and the second greatest downforce request, wherein the interpolation is dynamically weighted based on a downforce bias of the maximum downforce request and the second greatest downforce request.

11. The method of claim 1, further comprising:

determining a preferred left/right distribution of downforce based upon the maximum downforce request and the second greatest downforce request; and

controlling the active aerodynamic control system based upon the preferred left/right distribution of the maximum downforce request and the maximum downforce request.

12. The method of claim 1, wherein the active aerodynamic control system includes a moveable front spoiler assembly and a moveable rear spoiler assembly, and wherein controlling the active aerodynamic control system based upon the preferred front/rear distribution of downforce and the maximum downforce request comprises controlling positions of the moveable front spoiler assembly and the moveable rear spoiler assembly.

13. A motor vehicle, comprising:

a plurality of road wheels;

a drivetrain including a power plant mechanically coupled via a geartrain to one of the road wheels;

an active aerodynamic control system including a controllable front spoiler assembly and a controllable rear spoiler assembly;

a plurality of sensors for monitoring vehicle operation related to vehicle ride and handling; and

an electronic controller in communication with the plurality of sensors and operatively connected to the active aerodynamic control system, the controller including an instruction set, the instruction set executable to;

determine a target acceleration downforce associated with an acceleration request and a vehicle speed,

determine a target braking downforce associated with a braking request and the vehicle speed,

determine a target cornering downforce associated with a cornering request and the vehicle speed,

determine a maximum downforce request based upon the target acceleration downforce, the target braking downforce, and the target cornering downforce,

determine a second greatest downforce request based upon the target acceleration downforce, the target braking downforce, and the target cornering downforce,

determine a preferred front/rear distribution of downforce based upon the maximum downforce request and the second greatest downforce request, and

control the active aerodynamic control system based upon the preferred front/rear distribution of downforce and the maximum downforce request.

14. The motor vehicle of claim 13, wherein the plurality of sensors for monitoring vehicle operation related to vehicle ride and handling comprises:

a plurality of first sensors disposed to monitor rotating speeds of each of the road wheels;

a second sensor disposed to detect a yaw moment of the vehicle;

a third sensor disposed to monitor an angle of a steering wheel; and

a fourth sensor disposed to monitor a velocity of ambient airflow relative to the vehicle.

15. The motor vehicle of claim 13, wherein the instruction set executable to determine the target acceleration downforce associated with the acceleration request and the vehicle speed comprises an instruction set executable to determine a magnitude of downforce that maximizes a vehicle acceleration when the vehicle is operating in a straight line, wherein the magnitude of downforce that maximizes the vehicle acceleration when the vehicle is operating in a straight line is determined based upon a magnitude of longitudinal wheel slip while transferring torque to the ground surface and a drag force on the vehicle.

16. The motor vehicle of claim 13, wherein the instruction set executable to determine the target braking downforce associated with the braking request and the vehicle speed comprises an instruction set executable to determine a magnitude of downforce that maximizes vehicle braking when the vehicle is operating in a straight line and achieves an optimum magnitude of longitudinal wheel slip while transferring torque to the ground surface based upon a magnitude of an operator requested braking torque and a vehicle speed.

17. The motor vehicle of claim 13, wherein the instruction set executable to determine the target cornering downforce associated with a cornering request and the vehicle speed comprises an instruction set executable to determine a magnitude of downforce that minimizes lateral wheel slip and drag force on the vehicle when traversing a curve based upon a steering angle request, a steering angle and a vehicle speed, and an operator-requested lateral acceleration rate.

18. The motor vehicle of claim 13, wherein the instruction set executable to determine a preferred front/rear distribution of downforce based upon the maximum downforce request and the second greatest downforce request comprises interpolating between the maximum downforce request and the second greatest downforce request, wherein the interpolation is dynamically weighted based on a downforce bias of the maximum downforce request and the second greatest downforce request.

19. The motor vehicle of claim 13, wherein the instruction set is further executable to:

determine a preferred left/right distribution of downforce based upon the maximum downforce request and the second greatest downforce request; and

control the active aerodynamic control system based upon the preferred left/right distribution of the maximum downforce request and the maximum downforce request.