Systems and methods for vehicle dynamics assignment

Systems and method for assigning vehicle suspension dynamics are disclosed. Control signals that correspond to a current driving dynamic of a suspension system of a vehicle are generated. A vehicle state associated with the generated control signals is computed and a non-traditional suspension mode is selected. Based on the computed vehicle state and the selected suspension mode, a suspension height of the vehicle is adjusted.

TECHNICAL FIELD

The present application relates generally to controllable suspension systems, and more specifically, to an intelligent suspension system capable of integrating freeform vehicle dynamics assignment (FVDA) with existing capabilities of a full active suspension (FAS) system for achievement of traditional and non-traditional vehicle performance needs.

BACKGROUND

A vehicle's suspension system is responsible for drive comfort and safety of vehicle occupants as the suspension carries the vehicle-body over road disturbances, and transmits all forces between the vehicle-body and road surface. To positively influence drive comfort and safety, variable dampers and/or spring elements may be added to a vehicle's suspension system to enable adaptation to various driving conditions and considerably improve the drive comfort and safety of the vehicle compared to those having suspension systems with fixed properties.

Vehicles typically have one of two types of suspension systems: solid axle suspension and/or independent suspension. In the solid axle suspension systems, opposing wheels of the vehicle are mechanically linked with a solid connection, for example, a shaft or beam. Solid axle suspension dampers and links may connect the solid shaft to a chassis of the vehicle, which limits an ability of the vehicle's suspension to deliver flexible dynamics in response to an encountered road disturbance and/or changing terrain. Because solid axle suspension systems have limitations in respect of completely controlling vehicle dynamic assignment, for example, due to the fixed architecture limits, the transfer of road input to a vehicle-body operated at a low speed over rough road condition or at a high speed is perceived by a vehicle occupant as a harsh ride. In addition, solid axle suspension systems are often heavy, transfer forces from one vehicle wheel to another, and have difficulty with lateral control. This results in a suspension that is difficult to move and, once it is moving, often very hard to stop. Consequently, articulation, directional stability, unsprung mass vibrations, and towing performance of the vehicle may be limited. Because of this, solid axle suspension systems must balance and compromise between desired drive comfort and vehicle handling.

Independent suspension systems may individually connect each wheel to the chassis of the vehicle with a corresponding hydraulic damper and/or force actuator and link. A spring element can be added to the vehicle's suspension to reduce stress on the hydraulic damper such that oscillations of at least a portion of the vehicle that is spring suspended are damped. The vehicle's force actuator via the hydraulic damper and/or spring is capable of adding and dissipating energy independent of relative displacement or velocity across the vehicle's suspension. Because of this, selective adjustment of the damping and/or stiffness characteristics of the vehicle in response to contact between the vehicle's wheels and the road surface is enabled. In some instances, the vehicle's force actuator may use controllable elements to implement force feedback such that forces that are linear combinations of measured vehicle state variables are generated. These forces may be used to relax the constraints of the vehicle's suspension system and to enhance the vehicle's stability and articulation. In this manner, the vehicle's drive comfort and handling can be simultaneously improved.

When a vehicle is driven over road disturbances or on changing terrain, it may be desirable for a vehicle driver to assign vehicle suspension dynamics via various suspension modes (e.g., on-road, off-road, rock-crawling) that are reactive or adaptive to drive comfort and/or handling of the vehicle through switchable hardware. These dual mode suspension systems are designed to have a dual mode suspension architecture that can switch between, for example, a solid axle suspension architecture and an independent suspension architecture to overcome the drawbacks of the solid axle suspension system. For example, selective adjustment of the vehicle's suspension mode based on detected road disturbances and/or changing terrain can be enabled such that a vehicle driver can switch from a solid axle suspension mode to an active suspension mode in a similar manner as switching from, for example, four wheel drive to two wheel drive. This is often considered a vehicle's first intent to assign a vehicle's dynamics through switchable hardware. Alternatively, the dual mode suspension system may be designed to switch on or off an anti-roll bar of a vehicle such that the vehicle's off-road capabilities are enhanced without sacrificing on-road vehicle safety performance.

Due to increased levels of vehicle automation, integration of a high level of vehicle intelligence to deliver vehicle dynamics that are independent from traditional vehicle operating needs (e.g., drive comfort and/or handling as described above) to achieve non-traditional vehicle performance needs is desirable.

SUMMARY

In accordance with various exemplary embodiments, systems and methods for assigning vehicle suspension dynamics are described. In accordance with one aspect of the present disclosure, a method of assigning vehicle suspension dynamics includes generating control signals that correspond to a current driving dynamic of a suspension system of a vehicle. A vehicle state associated with the generated control signals is computed and a non-traditional suspension mode is selected. Based on the computed vehicle state and the selected suspension mode, a suspension height of the vehicle is adjusted.

In accordance with another aspect of the present disclosure, a system for assigning vehicle suspension dynamics is disclosed. The system comprises a controller configured to generate control signals that correspond to a current driving dynamic of a suspension system of a vehicle and compute a vehicle state associated with the generated control signals. Based on the computed vehicle state and the selected suspension mode, the controller is configured to adjust a suspension height of the vehicle.

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and together with the description, serve to explain the principles of the present disclosure.

Although the following detailed description makes reference to illustrative embodiments, many alternatives, modifications, and variations thereof will be apparent to those skilled in the art. Accordingly, it is intended that the claimed subject matter be viewed broadly.

DESCRIPTION OF THE EMBODIMENTS

Reference will now be made in detail to various embodiments, examples of which are illustrated in the accompanying drawings. However, these various exemplary embodiments are not intended to limit the disclosure. To the contrary, the disclosure is intended to cover alternatives, modifications, and equivalents. In the drawings and the description, similar elements are provided with similar reference numerals. It is to be noted that the features explained individually in the description can be mutually combined in any technically expedient manner and disclose additional embodiments of the present disclosure.

In accordance with the present teachings, a vehicle driver may desire an ultimate intelligent suspension system capable of achieving both traditional and non-traditional vehicle performance needs. Freeform Vehicle Dynamics Assignment (FVDA) delivers a vehicle dynamics and/or dynamical response independent of adaptations with respect to traditional vehicle operation needs (e.g., drive comfort and/or handling as described above) to achieve non-traditional vehicle performance needs.

In an exemplary embodiment, a vehicle on-board system collects real-time data and/or information about a current driving dynamic and may optically record information that relates to an encountered road disturbance, changing terrain, and/or road surface condition to achieve the vehicle's traditional performance needs. For non-traditional performance needs, the vehicle may implement FVDA and, based on generated control signals, select a desired suspension mode (e.g., anomaly mitigation suspension mode, entertainment suspension mode, mobility suspension mode, cooperative suspension mode, utility suspension mode, suspension minder mode, driver companion suspension mode, etc.). For example, the vehicle on-board system can use the generated control signals to dynamically assign suspension heights to an adaptive, semi-active, and/or active suspension system based on a selected suspension mode in response to both traditional and non-traditional inputs to render various desired vehicle dynamics.

Turning now to the drawings,FIG. 1shows a schematic structural diagram of an exemplary vehicle100on which control system101is mounted. The control system101includes an electronic control unit (ECU)140(e.g., vehicle dynamics control module) in signal communication with actuators110that include: a drive force transmission actuator (not shown), which generates a drive force and transmits it to wheels102FR,102FL,102RR, and102RL; a brake control actuator (not shown) for generating braking force in each wheel102FR,102FL,102RR, and102RL by brake hydraulic pressure; a suspension system actuator (not shown); and, a steering control system actuator (not shown). The control system101further includes dynamic vehicle motion sensors such as132FR,132FL,132RR, and132RL; environmental sensors133; and cooperative sensors134.

The ECU140is a microcomputer which includes a Central Processing Unit (CPU)141; Read-Only Memory (ROM)142in which are previously stored routines (programs) to be executed by the CPU141, tables (look-up tables and stored maps), constants, and the like; Random-Access Memory (RAM)143in which the CPU141temporarily stores data as necessary; backup RAM144which stores data when the power supply is on and which maintains the stored data when the power supply is cut off; and an interface145.

The ECU140can include storage elements such as a disk drive, flash, drive, memory circuit, or other memory device. The storage element can store software which can be used in operation of the ECU140. Software can include computer programs, firmware, or some other form of machine-readable instructions, including an operating system, utilities, drivers, network interfaces, applications, and the like. The exemplary systems and methods described herein can be performed under the control of a processing system executing computer-readable codes embodied on a computer-readable recording medium or communication signals transmitted through a transitory medium. The computer-readable recording medium is any data storage device that can store data readable by a processing system, and includes both volatile and nonvolatile media, removable and non-removable media, and contemplates media readable by a database, a computer, and various other network devices. Examples of the computer-readable recording medium include, but are not limited to, ROM, RAM, backup RAM, flash memory or other memory technology, holographic media or other optical disc storage, magnetic storage including magnetic tape and magnetic disk, and solid state storage devices.

The above components can be interconnected via a bus. The interface145can be configured to supply signals from the dynamic vehicle control sensors132FR,132FL,132RR,132RL, environmental sensors133, cooperative sensors134, and actuators110to the CPU141. Further, in accordance with instructions from the CPU, the interface145outputs signals to, for example, solenoid valves (not shown) of the vehicle's suspension system, the actuators110, and/or the vehicle operator.

A drive force transmission actuator (not shown) includes a drive force transmission that is configured to generate a drive force; a throttle actuator that includes a motor configured to control a throttle valve opening of an intake pipe of the vehicle engine; and, a fuel injector for transferring fuel to intake ports of the vehicle engine. The drive force transmission (not shown) further includes a transmission whose input shaft is connected to an output shaft of the engine; and, differentials112,114that distribute and transmit the drive force from the engine to the front wheels102FR,102FL and rear wheels102RR,102RL.

A brake control actuator (not shown) includes a brake control module that comprises a brake hydraulic pressure generating portion that generates hydraulic pressure through, for example, control of boost activation to achieve boosted brake pressure, which corresponds to an operating force of a brake pedal at the front wheels102FR,102FL and rear wheels102RR,102RL of the vehicle100. Brake hydraulic adjusting sections can also be provided at each of the front wheels102FR,102FL and rear wheels102RR,102RL, each of which can adjust the brake hydraulic pressure supplied to corresponding wheel cylinders WFR, WFL, WRR, WRL through either a pressure-reducing and/or pressure inducing valve. The hydraulic brake pressure within the wheel cylinders WFR, WFL, WRR, and WRL can be increased, maintained, and/or reduced through control of either valve.

A suspension system actuator (not shown) includes an adaptable, semi-active, active and/or dual suspension system that may include, for example, springs and/or shock absorbers configured to isolate a vehicle chassis (not shown) and occupants from sudden vertical displacements of the wheel assemblies102FR,102FL,102RR, and102RL during driving. The shock absorbers (not shown) help to dissipate the energy applied to the springs and damp oscillations that result when excitation is applied to the vehicle system.

In one embodiment, the vehicle's suspension system is an active suspension system configured to sense forces applied to the wheels102FR,102FL,102RR,102RL and to constantly adjust mechanical connections between the vehicle's chassis and wheel assemblies102FR,102FL,102RR, and102RL such that energy associated with a vertical motion of the wheels102FR,102FL,102RR, and102RL and suspension is absorbed. Various other aspects of suspension travel can be adjusted by a vehicle driver via ECU140.

Alternatively, the vehicle's suspension system is a semi-active suspension or dual suspension system configured to adjust a flow of hydraulic fluid inside the shock absorber(s) via an electrically controlled valve to change the damping characteristics of the shock absorber(s). In an exemplary embodiment, an electrically generated magnetic field may be used to effectively change the viscosity of a shock absorber fluid that contains metallic particles.

In yet another embodiment, the vehicle's suspension system may be a fully active system configured to monitor forces imposed on the vehicle's suspension system and conditions of the road ahead. For example, sensors132,133, and134positioned on the vehicle100may be used to actively scan the road surface and/or changing terrain ahead to prepare the vehicle's suspension system ahead of time to compensate for sudden changes in road surface height or terrain.

A steering control system actuator (not shown) includes a steering control system with a motor control for electrically assisting or directly controlling steering of the vehicle100. The steering control system can be, for example, an electronic power-assisted steering system (EPAS), an electric hydraulic power steering system (EHPS), or the like. The steering control system consists of a steering-assist motor on a steering column and a steering rack at the wheels102FR,102FL,102RR, and102RL of vehicle100. A torque-sensing device may be mounted on the steering column. In one embodiment, digital signal processors or microcontrollers may be used for motor control of the steering control system. In addition, the steering control system may include sensor technologies for detecting steering wheel position, vehicle speed, torque, etc.

FIG. 2Ais a schematic illustration of a Freeform Vehicle Dynamics Assignment System (FVDA)200and a method for implementing the same. Referring toFIGS. 1 and 2A, in an exemplary embodiment, the electronic control unit (ECU)140(e.g., vehicle dynamics control module) can be in signal communication with actuators110. The ECU140is a microcomputer which includes a CPU141; ROM142in which are previously stored routines (programs) to be executed by the CPU141, tables (look-up tables and stored maps), constants, and the like; RAM143in which the CPU141temporarily stores data as necessary; backup RAM144which stores data when the power supply is on and which maintains the stored data when the power supply is cut off; and interface145. The above components can be interconnected via a bus to a mode manager226. The interface145can be configured to supply signals received from the dynamic vehicle control sensors132, environmental sensors133, cooperative sensors134, and actuators110to the CPU141of the ECU140and to mode manager226. Further, in accordance with instructions from the CPU and/or mode manager226, the interface145selectively outputs signals to, for example, actuators110and/or the vehicle's operator. The mode manager226may also be a microcomputer which can include a CPU; ROM; RAM; and backup RAM.

In one embodiment, Freeform Vehicle Dynamics Assignment (FVDA)200is implemented via mode manager226of ECU140to deliver traditional and non-traditional vehicle dynamics and/or dynamical response. For example, mode manager226may be configured to implement a selected FVDA suspension mode, independent of adaptations with respect to traditional vehicle performance needs (e.g., drive comfort and/or handling as described above).

In an exemplary embodiment, at step210, the ECU140and/or mode manager226may collect real-time data and/or information associated with a current driving dynamic from sensors132,133, and/or134. Based on the collected real-time data and/or information, the ECU140and/or mode manager226computes an associated vehicle state and, based on the determined vehicle state, implements a control strategy and logic. The ECU140and/or mode manager226is configured to generate and transmit control signals to the actuators110based on a desired FVDA suspension mode.

For example, at step202, as vehicle100travels over a uniform and/or smooth road surface, vehicle dynamics sensors132(e.g., rain sensors, road condition sensors, tire pressure sensors, height sensors, steering wheel sensors, longitudinal and lateral speed sensors, accelerator and brake pedal sensors, and inertial measurement units) collect and transmit data about the road surface to ECU140and/or mode manager226. When a road surface change is detected, e.g., due to travel over road disturbances, changing terrain, changing surface condition, etc., the vehicle dynamics sensors132transmit control signals related to the road surface change to ECU140and/or mode manager226. At steps210and212, the CPU of ECU140and/or mode manager226create a look-up table based on the detected road surface change and may correlate the look-up table to an desired FVDA suspension mode, correction constant, and the like to be executed by the CPU. The look-up table can be generated by ECU140based on the transmitted control signals or can be accessed by the ECU140based on a previously stored table. In some instances, the look-up table can account for the correlation to a particular FVDA suspension mode, correction constant, and the like to be executed by the CPU of ECU140. In accordance with instructions from the ECU140and/or mode manager226, the interface145of the ECU outputs signals from, for example, the mode manager226to actuators110at steps212and214.

In another exemplary embodiment, at step204, environmental sensors133(e.g., radar sensors, LIDAR sensors, laser scans, vehicle cameras, Global Positioning System (GPS), navigation systems, and/or ultrasonic sensors, etc.) may be used by the ECU140and/or mode manager226to detect and map conditions of the road surface. For example, as the vehicle100travels over the road surface, environmental sensors133collect and transmit data about changes in the road surface to a pre-crash sensing system224at step208. The pre-crash sensing system224may be configured to bundle received signals (e.g., multiple signals configured to robustly infer a potential crash condition) at step208and transmit the bundled signals to ECU140and/or mode manager226at step210for correlation to the look-up table described above. Mode manager226may use the look-up table to select a desired FVDA suspension mode, correction constants such as those conditioned based on tunable parameters, and the like to be executed by the CPU. In another embodiment, the bundled signals may be used by the ECU140and/or mode manager226to create topographic and/or geographic maps. For example, road characterizations from on-board sensor measurements are used in conjunction with available Global Positioning System (GPS) data to generate a driver history related map (e.g., routes previously driven prior to implementation of a digital map). These maps may be stored at the Read-Only Memory (ROM) or Random-Access Memory (RAM) of the ECU140and/or mode manager226for retrieval and selection of a desired FVDA suspension mode in the future. In accordance with instructions from the ECU140and/or mode manager226, the interface145of the ECU outputs signals from, for example, the mode manager226to actuators110at steps212and214.

At step206, cooperative sensors134(e.g., vehicle-to-vehicle sensors, vehicle-to-infrastructure sensors, vehicle-to-cloud sensors, etc.) may be used by the ECU140and/or mode manager226to detect and store information about a companion vehicle, received topographic/road surface information based on information provided to a cloud/central server by other vehicles, received notice of a location of a pothole, and/or received traffic information based on information received at a central location from other vehicles, etc., at the Read-Only Memory (ROM or Random-Access Memory (RAM) of the ECU140and/or mode manager226for retrieval and selection of a desired FVDA suspension mode. In accordance with instructions from the ECU140and/or mode manager226, the interface145of the ECU outputs signals from, for example, the mode manager226to actuators110at steps212and214.

Referring toFIG. 2B, in an exemplary embodiment, the ECU140and/or mode manager226may collect real-time data and/or information about a current driving dynamics via sensors132,133, and134and may record that data and/or information at the CPU of the ECU140and/or mode manager226at step210. For non-traditional performance needs, the vehicle100may implement FVDA and, based on generated control signals from sensors232,233, and234, select a desired suspension mode (e.g., anomaly mitigation suspension mode, entertainment suspension mode, mobility suspension mode, cooperative suspension mode, utility suspension mode, suspension minder mode, driver companion suspension mode, etc.).

Anomaly Mitigation Suspension Mode (AMSM)

For example, at step210, vehicle100may implement an anomaly mitigation suspension mode228(AMSM) via ECU140and/or mode manager226. Selection of AMSM228can be triggered by detected wear and/or deterioration of the vehicle's chassis sub-system that results in an uneven ride height at wheels102FR,102FL,102RR, and102RL of vehicle100. AMSM may be configured to passively vary a ride height of the vehicle-body at the wheels102FR,102FL,102RR, and102RL (e.g., passive static suspension height (PSSH)) based on a level of detected sub-system wear and/or deterioration. For example, AMSM can be designed to regulate for a desired ride height such that a target ride height value is achieved.

In one embodiment, AMSM integrates an offset value to the desired ride height that is configured to compensate for the detected ride height unevenness resultant from the detected chassis sub-system wear and/or deterioration to achieve the target ride height value. For example, a suspension ride height zifor each of the vehicle wheels102FR,102FL,102RR, and102RL, e.g., i∈{1, 2, 3, 4}, can be decomposed into components:
zi=zoi+Δzsmi+Δzai+Δzdi(1)
where zoiis a nominal static suspension height for i∈{1, 2, 3, 4}, Δzsmiis the static suspension height due to sprung mass variation over the nominal weights, Δzaiis the static suspension height variation due to abnormal chassis condition, e.g., sagging and/or component wear, and Δzdiis the dynamic suspension height variation due to vertical dynamics of the vehicle.

In AMSM, a suspension height sensor measurement for i∈{1, 2, 3, 4} can be defined as:
zsi=zi+Δzosi+Δzni(2)
where zosiis resultant of a sensor offset value and Δzniis resultant of sensor noise such that a compensated suspension height measurement may be denoted as zsciAdjustment of the suspension and/or vehicle ride height can be conducted, for example, through ECU140and/or mode manager226based on a suspension height request signals via actuators110and/or dynamic vehicle control sensors132FR,132FL,132RR, and132RL located at the wheels102FR,102FL,102RR, and102RL, of the vehicle100. A target suspension height ztgtimay be determined for i∈{1, 2, 3, 4}. For example, a suspension height regulator can be used to generate a control signal that drives the i∈{1, 2, 3, 4} of the controlled suspension system. In one instance, AMSM may implement a Proportional-integral-Derivative (PID) control scheme, the control input to the i∈{1, 2, 3, 4} suspensions would be, for example:
ui=kPi(zsci−ztgti)+kIi∫(zsci−ztgti)dt+kDi({dot over (z)}sci−żtgti)  (3)
where kPi, kIi, kDiare the tunable parameters called control gains. Other control algorithms may be used to regulate a suspension height of the vehicle in AMSM to achieve the target setting. For example, AMSM may implement a model based or adaptive control scheme to design a desired suspension height regulator. The determined static suspension heights may be further divided as set forth below:
ztgt=γ1zpssh+γ2zterrain+γ3zbump+γ4ztraffic+γ5znight+γ6zweather+γ7zparking+γ8zfuel+γ9zdriver(4)
to determine, for example, a Passive Static Suspension Height (PSSH) compensation Target229, a Terrain Target230, Traffic Target231, a Weather Target232, a Parking Target233, a Fuel Economy Target234, and/or a Driver Preference Target235. The aforementioned targets will be described in further detail below.

Passive Static Suspension Heights (PSSH) Compensation Target

PSSH variations may affect a desired range (e.g., an amount and direction of a change in angle between a vertical axis of the wheels102FR,102FL,102RR, and102RL of the vehicle100and the vertical axis of the vehicle100when viewed from a front or rear of the vehicle100) of, for example, control arms of the vehicle's suspension system during a disturbance. In one embodiment, operation of the vehicle's suspension beyond a nominal range may result in an undesired variation in the desired range of the control arms of the vehicle's suspension system. Alternatively, variations in a static suspension height can upset a desired steering geometry of, for example, the front suspension system of the vehicle100. For example, raising or lowering a rear end of the vehicle100may result in a change in the angle of the steering axis of the front suspension system affecting the vehicle's steering stability, effort, and return-ability. In a similar manner, variations in the vehicle's PSSH may result in bottoming out of the vehicle's suspension system and/or excessive vehicle-body motion during cornering, vehicle dive, towing performance, and/or torque steering.

In an exemplary embodiment, AMSM may be configured to passively vary a ride height of the vehicle-body at the wheels102FR,102FL,102RR, and102RL to compensate for PSSH based on a level of detected suspension wear and/or deterioration. For example, AMSM can be designed to regulate for a desired ride height through application of an offset value to mitigate PSSH variations. In accordance with instructions from the ECU140and/or mode manager226, the interface145of the ECU outputs signals from, for example, the mode manager226to actuators110at steps212and214to implement AMSM and the determined offset value, the PSSH compensation target229.

Terrain Target

In another exemplary embodiment, AMSM may be configured to compensate for a static suspension height of the vehicle100. For example, AMSM may implement a terrain target suspension height value based on, for example, data and/or information about a current terrain type (e.g., off-road, potholes, flooding, etc.,) transmitted to ECU140and/or manager mode226via one or more of sensors132,133and134. The terrain target suspension value may be used to increase and/or decrease ground clearance over the detected current terrain type to meet a target terrain clearance value230.

Traffic Target

In one exemplary embodiment, AMSM may be configured to compensate for a detected traffic condition of the vehicle. For example, AMSM may adjust a static suspension height of the vehicle100to achieve a maximum vehicle ride height based on a heavy traffic condition detected and reported by one or more of sensors132,133, and134to ECU140and/or mode manager226such that a vehicle operator's field of view is improved. Alternatively, ECU140and/or mode manager226may adjust a pitch and/or roll angle of the vehicle100to achieve a maximum desired ride height in the form of traffic compensation target231desired by AMSM.

Weather Target

In another exemplary embodiment, AMSM may be configured to compensate for a detected weather condition reported by one or more of sensors132,133, and134to ECU140and/or mode manager226. For example, AMSM may adjust a static suspension height of the vehicle100based on a foggy and/or wet weather condition to achieve a nose-up and/or nose-down position of the vehicle such that a vehicle operator's visibility of the road surface is improved and the weather compensation target232desired by the AMSM is achieved.

Parking Target

In one exemplary embodiment, AMSM may be configured to compensate a suspension height of the vehicle100to achieve a parking compensation target233. For example, AMSM may adjust a static suspension height of the vehicle to achieve a nose-up and/or nose-down position of the vehicle100such that a pitch angle desired by the AMSM is achieved. In this way, the driver's field of view is expanded in the vertical direction such that he can clearly see other surrounding vehicles so as to facilitate his parking, e.g., to reduce potential contact with surrounding vehicles.

Fuel Economy Target

In another exemplary embodiment, AMSM may be configured to dynamically adjust a suspension height of the vehicle to achieve a drag factor desired by the AMSM. For example, signals generated by sensors132,133, and134may be used by the ECU140and/or mode manager226to determine a drag factor associated with a current wind speed. When, for example, the drag factor indicates that the current wind speed is moving in a direction against the vehicle's direction of travel, e.g., a head wind, the AMSM may decrease the suspension height of the vehicle100to a minimum position and/or vehicle-body ride height value to achieve a maximum fuel economy target value234. Alternatively, when, for example, the drag factor indicates that the current wind speed is moving in a same direction as the vehicle's direction of travel, e.g., a tail wind, the AMSM may increase the suspension height of the vehicle100to a maximum position and/or vehicle-body ride height value to achieve a maximum fuel economy target value234. In addition, AMSM may dynamically adjust the vehicle's pitch and/or roll angle to achieve a sail-like effect.

Driver Preference Target

In one exemplary embodiment, AMSM may be configured to dynamically adjust a suspension height of the vehicle to achieve a minimum vehicle ride height. For example, during aggressive vehicle maneuvering, signals generated by sensors132,133, and/or134may be used by the ECU140and/or mode manager226to reduce a vehicle's center of gravity and/or maneuver induced roll and pitch motions by lowering a ride height of the vehicle100. In some instances, AMSM configures the vehicle's suspension mode such that the vehicle's suspension height is regulated to align with, for example, high/low frequency targets and/or height targets to achieve a vehicle driver's height preference235.

Entertainment Suspension Mode (ESM)

At step210, vehicle100may implement an entertainment suspension mode236(ESM) via ECU140and/or mode manager226. Selection of ESM236can be triggered by a vehicle driver's desire for non-traditional performance inputs, for example, entertaining. Based on the driver's non-traditional performance inputs, the vehicle100may implement FVDA and, based on generated signals from sensors132,133, and/or134, select a desired entertainment mode (e.g., music mode237and/or daredevil mode238).

Music Mode

In one exemplary embodiment, ESM236may be configured to dynamically adjust a suspension height of the vehicle to achieve a target suspension height computed as a function of characteristics of a music tone or beat that is desired by the vehicle driver (e.g., music mode237). For example, ESM236may adjust the suspension height based on musical tones that include volume, pitch, and/or timbre/rhythm. In one embodiment, musical volume may correlate to an amplitude of a sound wave; musical pitch may correlate to a frequency of the sound wave (e.g., how high or low a musical tone is); and, timbre may correlate to a multitude of sine waves of the musical tone. In some instances, when, for example, musical tone is contaminated by sound noise, a Fast Fourier Transform (FFT) may be used to analyze the frequency content of the musical tone.

In another embodiment, the correlated amplitude and frequency of the sound wave of a musical tone may be stored at the CPU141of the ECU140and/or mode manager226. The amplitude and frequency of the sound wave of a selected musical tone may be compressed, for example, from a large frequency range (e.g., a frequency range higher than a frequency range experienced by an occupant of a vehicle for drive comfort and/or handling, for example, approximately 0 to 40 Hertz) into the 0 to 40 Hertz range through a non-linear mapping. The amplitude of the selected musical tone may be regulated through targeted control of the vehicle's suspension height by, for example, inversing a coordinated vehicle heave, roll, and/or pitch vehicle-body motion matrix. But, the overall magnitude of the targeted vehicle suspension height range can follow the magnitude trend of the selected musical tone.

Daredevil Mode

In one exemplary embodiment, ESM236may be configured to regulate a suspension height of the vehicle to achieve a target suspension height that correlates to a desired daredevil driving experience (e.g., daredevil mode238). For example, the vehicle's suspension height may be mapped to the target suspension height such that the vehicle100can be driven on, for example, two and/or three wheels without overturning to achieve the daredevil driving experience. The ESM236may be configured to coordinate small brake steering and/or throttling of the vehicle to a desired suspension height adjustment and, in some instances, implement a safety guard via actuators110.

Mobility Suspension Mode (MSM)

At step210, vehicle100may implement a mobility suspension mode240(MSM) via ECU140and/or mode manager226. Selection of MSM240can be triggered by suspension mobility scenarios, for example, blackspot241, traffic suspension242, freight transport243, and/or city mobility244. MSM240can be designed to regulate the suspension mode of the vehicle to arrive at the various suspension mobility scenarios.

Avoidance Suspension Mode

In one embodiment, MSM240may be configured to dynamically adjust a suspension height of the vehicle100and/or a spring and damping rate to achieve a fast response timing. For example, MSM240may adjust the suspension height and/or spring and/or damping rate of the vehicle100based on signals generated by sensors132,133, and/or134that indicate the vehicle100is approaching an accident prone area (e.g., a avoidance area241). The ECU140and/or mode manager226may alert a vehicle driver of the detected blackspot area241and use, for example, a wireless modem and/or navigation system to dynamically adjust the suspension height and/or spring and/or damping rate of the vehicle to compensate for the detected avoidance area241.

Traffic Suspension Mode

In another exemplary embodiment, MSM240may be configured to compensate for drive comfort and/or vehicle performance based on a detected level of traffic congestion (e.g., traffic suspension mode242). For example, when the vehicle100is moving through a congested high traffic area, sensors132,133, and/or134may collect data and/or information about the congested high traffic area and transmit the collected data and/or information to the ECU140and/or mode manager226. The collected data and/or information may be correlated to a desired drive comfort and/or vehicle performance and the suspension dynamically adjusted by MSM240to facilitate driving.

Freight Transporting Suspension Mode

In another exemplary embodiment, MSM240may be configured to program the vehicle's suspension system to be insensitive to variation in loading that results from a change to static and/or dynamic loading of the vehicle100(e.g., freight transporting mode243). For example, sensors132,133, and/or134may collect data and/or information that relates to a changed loading condition of the vehicle100and transmit the collected data and/or information to the ECU140and/or mode manager226. Based on the collected data and/or information, the MSM240may calculate a variation in the static and/or dynamic loading of the vehicle100. When the calculated variation exceeds a threshold, MSM's240freight transporting mode243is triggered.

City Mobility Mode (CSM)

In another exemplary embodiment MSM240may be configured to compensate an aggressive driving input function by integrating a parking mode and/or various other comfort modes such that the vehicle's suspension dynamics are limited (e.g., city mobility mode244). For example, sensors132,133, and/or134may collect data and/or information that relates to vehicle surroundings and transmit the collected data and/or information to the ECU140and/or mode manager226. Based on the collected data and/or information, MSM240may calculate a limiting factor and apply the limiting factor to an aggressive driving input function to limit the vehicle's suspension dynamics.

Cooperative Suspension Mode

At step210, vehicle100may implement a cooperative suspension mode246(CSM) via ECU140and/or mode manager226. Selection of CSM246may be triggered by, for example, a host vehicle. For example, ECU140and/or mode manager226can dynamically adjust a suspension height of vehicle100to be congruent with the suspension height of the target vehicle. These cooperative vehicle ride heights can be used, for example, to transfer goods from one vehicle to the other and/or to increase safety during vehicle-on-vehicle collisions.

Utility Suspension Mode (USM)

At step210, vehicle100may implement a utility suspension mode248(USM) via ECU140and/or mode manager226. Selection of USM248can be selected by vehicle occupants based, for example, on their desired use of the vehicle100, for example, use as a traveling office (office mode249), to use the vehicle to tow something such as a boat or other vehicle (towing mode250), used to lull a crying infant to sleep (cradle mode251), and/or used to rest (resting mode252).

Office Suspension Mode

In one exemplary embodiment, USM248may be configured to coordinate with sub-systems of the vehicle100to assign vehicle dynamics that support and enhance, for example, a moving office space (e.g., office suspension mode249). For example, the nature of the vehicle occupant's moving office space may be such that a quietness of the vehicle ride is weighted heavier than the vehicle handling requirements. In this situation, the ECU140and/or mode manager226, based on signals received from sensors132,133, and/or134, may generate signals to instruct a reduction in vehicle speed and/or may implement a constant vehicle speed mode.

Towing Suspension Mode

In another exemplary embodiment, USM248may be configured to compensate for load-induced ride height variations and/or for large dynamical attitude variations resultant from vehicle loading and/or motion (e.g., towing suspension mode250(TSM)). For example, ECU140and/or mode manager226can implement TSM250to meet a load insensitive setup requirement such that variations in payload does not influence the vehicle's suspension dynamics. Variations in payload may be detected by, for example, signals generated by sensors132,133, and/or134and transmitted to the ECU140and/or mode manager226.

Cradle Suspension Mode

In one exemplary embodiment, USM248may be configured to assign a low-frequency movement to the vehicle-body based via the suspension system based on a detected infant/cradle movement (e.g., cradle suspension mode251(CSM)). For example, ECU140and/or mode manager226may implement a target sooth function, selected by a vehicle driver, which correlates to a detected cradle suspension frequency.

Resting Suspension Mode

In another exemplary embodiment, USM248may be configured to implement a target smooth ride function that correlates to, for example, a frequency of motion experienced in a moving train (e.g., resting suspension mode252(RSM252)). In an autonomous vehicle, RSM252may be implemented for all vehicle occupants. In a non-autonomous vehicle, RSM252may implemented by vehicle occupants other than the vehicle driver if the driver seat can be individually controlled. For example, in a non-autonomous vehicle, ECU140and/or mode manager226may assist a vehicle driver via USM248to achieve a smooth resting mode. Alternatively, RSM252may be implemented when a vehicle is in a parked position.

Suspension Minder Mode (SMM)

At step210, vehicle100may implement a suspension minder mode254(SMM) via ECU140and/or mode manager226. Selection of SMM254can be triggered by, for example, a detected safety hazard and/or obstacle. For example, SMM254can be designed to regulate for haptic suspension255and/or safety suspension256.

Haptic Suspension Mode

In one exemplary embodiment, SMM254may be configured to implement a haptic queue that induces vehicle body vibrations which can be felt by the driver and stored at, for example, ECU140and/or mode manager226based on a detected frequency signal and/or vibration of the vehicle-body (e.g., haptic suspension mode255). For example, signals generated by sensors132,133, and/or134may be received at ECU140and/or mode manager226and correlated to a driving condition. When, for example, the signals indicate a haptic driving condition (e.g., vibrations that can be felt by vehicle occupants inside the vehicle), the ECU140and/or mode manager226may alert the vehicle driver to a change in the driving condition of the vehicle.

Safety Suspension Mode

In another exemplary embodiment, SMM254may be configured to map a current vehicle suspension height to a target vehicle suspension height to improve safety, stability, and/or ride of the vehicle (e.g., safety suspension mode256). For example, signals generated by sensors132,133, and/or134may be used to determine a current operating mode of the vehicle100. The current operating mode can be selected by the vehicle driver or automatically imposed. Based on the current operating mode, the ECU140and/or mode manager226may determine, based on a mapping to stored suspension heights, a factor to be applied to the current operating mode such that the vehicle's safety, stability, and/or ride is improved.

Driver Suspension Mode (DCSM)

At step210, vehicle100may implement a driver companion suspension mode258(DCSM) via ECU140and/or mode manager226. Selection of DCSM258can be triggered by a vehicle driver's behavior and/or emotional state and may include, for example, expert driver mode259, novice driver mode260, fun-to-ride mode261, fun-to-drive mode262, quiet mode263, and/or vigilance boosting mode264.

Expert Driver Suspension Mode

In one exemplary embodiment, DCSM258may be configured to dynamically adjust a suspension height of the vehicle to imitate, for example, a racing sensation (e.g., expert driver suspension mode259(EDSM)). For example, DCSM258may implement a fast response time and/or increased rate of actuation change via ECU140and/or mode manager226to mimic an aggressive driving action. Implementation of DCSM258may be enabled by, for example, signals generated by sensors132,133, and/or134. In some instances, when safety is guaranteed, ECU140and/or mode manager226may control the vehicle suspension system such that the vehicle100is purposefully caused to drift.

Novice Driver Suspension Mode

In another exemplary embodiment, DCSM258may be configured to map a suspension height of the vehicle to a target suspension height for an inexperienced driver (e.g., novice driver suspension mode260(NDSM)). For example, ECU140and/or mode manager226may be configured to dynamically adjust a suspension height of the vehicle100such that driving smoothness is increased while driving aggressiveness is decreased.

Fun-to-Ride Suspension Mode

In one exemplary embodiment, DCSM258may be configured to dynamically adjust a suspension height of the vehicle to achieve a rough ride (e.g., fun-to-ride suspension mode261(FTRSM)). For example, ECU140and/or manager mode226via actuators110can adjust the suspension heights of the vehicle to achieve a rough ride that results in a fun-to-ride sensation for vehicle occupants.

Fun-to-Drive Suspension Mode

In another exemplary embodiment, DCSM258may be configured to dynamically adjust a suspension ride height of the vehicle to achieve a fun-to-drive sensation (e.g., fun-to-drive suspension mode262(FTDSM)). For example, ECU140and/or manager mode226via actuators110can adjust the vehicle's suspension heights to achieve a target suspension height such that the vehicle driver is capable of, for example, controlling race-car like maneuvers, drift, sharp turns, and/or fast negotiation.

Quiet Suspension Mode

In one exemplary embodiment, DCSM258may be configured to operate in tandem with, for example, active noise cancellation to reduce road-induced noise and/or detected vehicle vibrations (e.g., quiet suspension mode263(QSM)).

Vigilance Boosting Suspension Mode

In another exemplary embodiment, DCSM258may be configured to increase a vibration sensation experienced by a vehicle occupant via the vehicle-body when, for example, driver fatigue is detected (e.g., vigilance boosting suspension mode264(VBSM)). For example, ECU140and/or mode manager226may implement VBSM264to alert a vehicle driver and boost driver vigilance.

Further modifications and alternative embodiments will be apparent to those of ordinary skill in the art in view of the disclosure herein. For example, the systems and the methods may include additional components or steps that were omitted from the diagrams and description for clarity of operation. Accordingly, this description is to be construed as illustrative only and is for the purpose of teaching those skilled in the art the general manner of carrying out the present teachings. It is to be understood that the various embodiments shown and described herein are to be taken as exemplary. Elements and materials, and arrangements of those elements and materials, may be substituted for those illustrated and described herein, parts and processes may be reversed, and certain features of the present teachings may be utilized independently, all as would be apparent to one skilled in the art after having the benefit of the description herein. Changes may be made in the elements described herein without departing from the spirit and scope of the present teachings and following claims.

This description and the accompanying drawing that illustrates exemplary embodiments of the present teachings should not be taken as limiting. Various mechanical, compositional, structural, electrical, and operational changes may be made without departing from the scope of this description and the claims, including equivalents. In some instances, well-known structures and techniques have not been shown or described in detail so as not to obscure the disclosure. Like numbers in two or more figures represent the same or similar elements. Furthermore, elements and their associated features that are described in detail with reference to one embodiment may, whenever practical, be included in other embodiments in which they are not specifically shown or described. For example, if an element is described in detail with reference to one embodiment and is not described with reference to a second embodiment, the element may nevertheless be claimed as included in the second embodiment.

It will be apparent to those skilled in the art that various modifications and variations can be made to the system and method of the present disclosure without departing from the scope its disclosure. It is to be understood that the particular examples and embodiments set forth herein are non-limiting, and modifications to structure, dimensions, materials, and methodologies may be made without departing from the scope of the present teachings. Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. It is intended that the specification and embodiment described herein be considered as exemplary only.