PATENT DOCUMENT

Publication Number: US-10899340-B1
Application Number: US-201815992679-A
Country: US
Kind Code: B1

Title: Vehicle with automated subsystems

Abstract:
A vehicle includes a vehicle body and road wheels that are connected to the vehicle body. A propulsion system is operable to independently control propulsion torque to each of the road wheels. A steering system is operable to independently control a steering angle of each of the road wheels. A braking system that is operable to independently control braking torque to each of the road wheels. An active suspension system regulates motion of the road wheels with respect to the vehicle body by independently controlling application of force to each of the road wheels. A vehicle control module is operable to determine a desired chassis-level motion, determine a control strategy to achieve the desired chassis-level motion, and output commands to each of the propulsion system, the steering system, the braking system, and the active suspension system to achieve the desired chassis-level motion.

Claims:
What is claimed is: 
     
       1. A vehicle, comprising:
 a vehicle body; 
 road wheels that are connected to the vehicle body; 
 a propulsion system that is operable to independently control propulsion torque to each of the road wheels; 
 a steering system that is operable to independently control a steering angle of each of the road wheels; 
 a braking system that is operable to independently control braking torque to each of the road wheels; 
 an active suspension system that regulates motion of the road wheels with respect to the vehicle body by independently controlling application of force to each of the road wheels; and 
 a vehicle control module that is operable to determine a desired chassis-level motion, determine a control strategy to achieve the desired chassis-level motion, and output commands to each of the propulsion system, the steering system, the braking system, and the active suspension system to achieve the desired chassis-level motion, wherein the vehicle control module is operable to modify operation of at least one of the propulsion system, the steering system, the braking system, or the active suspension system based on a request received from another of the propulsion system, the steering system, the braking system, or the active suspension system. 
 
     
     
       2. The vehicle of  claim 1 , wherein the commands to the propulsion system from the vehicle control module include independent propulsion commands corresponding to each of the road wheels, the commands to the steering system from the vehicle control module include independent steering commands corresponding to each of the road wheels, the commands to the braking system from the vehicle control module include independent braking commands corresponding to each of the road wheels, and the commands to the active suspension system from the vehicle control module include independent active suspension commands corresponding to each of the road wheels. 
     
     
       3. The vehicle of  claim 1 , wherein the commands to each of the propulsion system, the steering system, the braking system, and the active suspension system describe a respective allocated portion of the desired chassis-level motion. 
     
     
       4. The vehicle of  claim 3 , wherein the propulsion system includes a propulsion controller that is operable to determine independent propulsion commands corresponding to each of the road wheels based on the respective allocated portion of the desired chassis-level motion for the propulsion system. 
     
     
       5. The vehicle of  claim 4 , wherein the steering system includes a steering controller that is operable to determine independent steering commands corresponding to each of the road wheels based on the respective allocated portion of the desired chassis-level motion for the steering system. 
     
     
       6. The vehicle of  claim 5 , wherein the braking system includes a braking controller that is operable to determine independent braking commands corresponding to each of the road wheels based on the respective allocated portion of the desired chassis-level motion for the braking system. 
     
     
       7. The vehicle of  claim 6 , wherein the active suspension system includes a suspension controller that is operable to determine independent active suspension commands corresponding to each of the road wheels based on the respective allocated portion of the desired chassis-level motion for the active suspension system. 
     
     
       8. The vehicle of  claim 1 , wherein the vehicle control module is operable to receive information describing operating characteristics for each of the propulsion system, the steering system, the braking system, and the active suspension system. 
     
     
       9. The vehicle of  claim 8 , wherein the vehicle control module, based on information received from at least one of the propulsion system, the steering system, the braking system, or the active suspension system, modifies operation of another of the propulsion system, the steering system, the braking system, or the active suspension system. 
     
     
       10. The vehicle of  claim 1 , wherein the vehicle control module determines the desired chassis-level motion based on a desired trajectory for the vehicle. 
     
     
       11. The vehicle of  claim 1 , wherein the desired chassis-level motion includes at least one of a speed, an acceleration, a yaw rate, a pitch rate, a roll rate, a yaw moment, a pitch moment, and a roll moment. 
     
     
       12. A vehicle, comprising:
 a vehicle body; 
 road wheels that are connected to the vehicle body; 
 a propulsion system that is operable to independently control propulsion torque to each of the road wheels; 
 a steering system that is operable to independently control a steering angle of each of the road wheels; 
 a braking system that is operable to independently control braking torque to each of the road wheels; 
 an active suspension system that regulates motion of the road wheels with respect to the vehicle body by independently controlling application of force to each of the road wheels; and 
 a vehicle control module that is operable to determine a desired chassis-level motion, allocate a first portion of the desired chassis-level motion to one of the propulsion system, the steering system, the braking system, or the active suspension system, allocate a second portion of the desired chassis-level motion to another one of the propulsion system, the steering system, the braking system, or the active suspension system, different from the system to which the first portion was allocated, and output commands to cause operation in accordance with the desired chassis-level motion, wherein the first portion of the desired chassis-level motion and the second portion of the desired chassis-level motion are allocated using a cost function. 
 
     
     
       13. The vehicle of  claim 12 , wherein the cost function is based in part on energy efficiency. 
     
     
       14. The vehicle of  claim 12 , wherein the cost function is based in part on comfort. 
     
     
       15. The vehicle of  claim 12 , wherein the cost function is based in part on controllability. 
     
     
       16. A vehicle, comprising:
 a vehicle body; 
 road wheels that are connected to the vehicle body; 
 a propulsion system that is operable to independently control propulsion torque to each of the road wheels; 
 a steering system that is operable to independently control a steering angle of each of the road wheels; 
 a braking system that is operable to independently control braking torque to each of the road wheels; 
 an active suspension system that regulates motion of the road wheels with respect to the vehicle body by independently controlling application of force to each of the road wheels; and 
 a vehicle control module that is operable to determine a desired chassis-level motion, determine a first control strategy to achieve the desired chassis-level motion, determine a second control strategy to achieve the desired chassis-level motion, and select one of the first control strategy or the second control strategy for controlling operation of one or more of the propulsion system, the steering system, the braking system, or the active suspension system, wherein the selection of one of the first control strategy or the second control strategy by the vehicle control module is made using a cost function based on one or more criteria associated with the first control strategy and the second control strategy. 
 
     
     
       17. The vehicle of  claim 16 , wherein the one or more criteria include energy efficiency. 
     
     
       18. The vehicle of  claim 16 , wherein the one or more criteria include comfort. 
     
     
       19. The vehicle of  claim 16 , wherein the one or more criteria include controllability. 
     
     
       20. The vehicle of  claim 16 , wherein the vehicle control module is further operable to output commands to one or more of the propulsion system, the steering system, the braking system, and the active suspension system according to the selected one of the first control strategy or the second control strategy.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application No. 62/523,012, filed on Jun. 21, 2017, and entitled “Vehicle with Automated Subsystems,” the content of which is incorporated herein by reference in its entirety for all purposes. 
    
    
     TECHNICAL FIELD 
     The application relates generally to automated subsystems for vehicles. 
     BACKGROUND 
     Road going vehicles have components that are responsible for controlling motion of the vehicle, such as steering components, propulsion components, and braking components. Vehicles can include controls that allow a human operator to direct motion of the vehicle. Vehicles can include automated systems that direct some or all aspects of motion of the vehicle. 
     SUMMARY 
     One aspect of the disclosed embodiments is a vehicle that includes a vehicle body and road wheels that are connected to the vehicle body. A propulsion system is operable to independently control propulsion torque to each of the road wheels. A steering system is operable to independently control a steering angle of each of the road wheels. A braking system is operable to independently control braking torque to each of the road wheels. An active suspension system regulates motion of the road wheels with respect to the vehicle body by independently controlling application of force to each of the road wheels. A vehicle control module is operable to determine a desired chassis-level motion, determine a control strategy to achieve the desired chassis-level motion, and output commands to each of the propulsion system, the steering system, the braking system, and the active suspension system to achieve the desired chassis-level motion. 
     In some implementations of the vehicle, the commands to the propulsion system from the vehicle control module include independent propulsion commands corresponding to each of the road wheels, the commands to the steering system from the vehicle control module include independent steering commands corresponding to each of the road wheels, the commands to the braking system from the vehicle control module include independent braking commands corresponding to each of the road wheels, and the commands to the active suspension system from the vehicle control module include independent active suspension commands corresponding to each of the road wheels. 
     In some implementations of the vehicle, the commands to each of the propulsion system, the steering system, the braking system, and the active suspension system describe a respective allocated portion of the desired chassis-level motion. The propulsion system may include a propulsion controller that is operable to determine independent propulsion commands corresponding to each of the road wheels based on the respective allocated portion of the desired chassis-level motion for the propulsion system. The steering system may include a steering controller that is operable to determine independent steering commands corresponding to each of the road wheels based on the respective allocated portion of the desired chassis-level motion for the steering system. The braking system may include a braking controller that is operable to determine independent braking commands corresponding to each of the road wheels based on the respective allocated portion of the desired chassis-level motion for the braking system. The active suspension system may include a suspension controller that is operable to determine independent active suspension commands corresponding to each of the road wheels based on the respective allocated portion of the desired chassis-level motion for the active suspension system. 
     In some implementations of the vehicle, the vehicle control module is operable to receive information describing operating characteristics for each of the propulsion system, the steering system, the braking system, and the active suspension system. The vehicle control module may, based on information received from at least one of the propulsion system, the steering system, the braking system, or the active suspension system, modify operation of another of the propulsion system, the steering system, the braking system, or the active suspension system. 
     In some implementations of the vehicle, the vehicle control module is operable to modify operation of at least one of the propulsion system, the steering system, the braking system, or the active suspension system based on a request received from another of the propulsion system, the steering system, the braking system, or the active suspension system. 
     In some implementations of the vehicle, the vehicle control module determines the desired chassis-level motion based on a desired trajectory for the vehicle. 
     In some implementations of the vehicle, the desired chassis-level motion includes at least one of a speed, an acceleration, a yaw rate, a pitch rate, a roll rate, a yaw moment, a pitch moment, and a roll moment. 
     Another aspect of the disclosed embodiments is a vehicle that includes a vehicle body and road wheels that are connected to the vehicle body. A propulsion system is operable to independently control propulsion torque to each of the road wheels. A steering system is operable to independently control a steering angle of each of the road wheels. A braking system is operable to independently control braking torque to each of the road wheels. An active suspension system regulates motion of the road wheels with respect to the vehicle body by independently controlling application of force to each of the road wheels. A vehicle control module is operable to determine a desired chassis-level motion, allocate a first portion of the desired chassis-level motion to one of the propulsion system, the steering system, the braking system, or the active suspension system, allocate a second portion of the desired chassis-level motion to another one of the propulsion system, the steering system, the braking system, or the active suspension system, and output commands to cause operation in accordance with the desired chassis-level motion. 
     In some implementations of the vehicle, the first portion of the desired chassis-level motion and the second portion of the desired chassis-level motion are allocated using a cost function. The cost function may be based in part on energy efficiency. The cost function may be based in part on comfort. The cost function may be based in part on controllability. 
     Another aspect of the disclosed embodiments is a vehicle that includes a vehicle body and road wheels that are connected to the vehicle body. A propulsion system is operable to independently control propulsion torque to each of the road wheels. A steering system is operable to independently control a steering angle of each of the road wheels. A braking system is operable to independently control braking torque to each of the road wheels. An active suspension system regulates motion of the road wheels with respect to the vehicle body by independently controlling application of force to each of the road wheels. A vehicle control module is operable to determine a desired chassis-level motion, determine a first control strategy to achieve the desired chassis-level motion, determine a second control strategy to achieve the desired chassis-level motion, and select one of the first control strategy or the second control strategy for controlling operation of one or more of the propulsion system, the steering system, the braking system, or the active suspension system. 
     In some implementations of the vehicle, the vehicle control module is operable to select one of the first control strategy or the second control strategy using a cost function based on one or more criteria associated with the first control strategy and the second control strategy. The one or more criteria may include at least one of energy efficiency, comfort, or controllability. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is an illustration that shows a vehicle. 
         FIG. 2  is an illustration that shows actuator subsystems of the vehicle. 
         FIG. 3  is an illustration that shows a propulsion actuator assembly according to a first example. 
         FIG. 4  is an illustration that shows a propulsion actuator assembly according to a second example. 
         FIG. 5  is an illustration that shows a steering actuator assembly. 
         FIG. 6  is an illustration that shows a braking actuator assembly according to a first example. 
         FIG. 7  is an illustration that shows a braking actuator assembly according to a second example. 
         FIG. 8  is an illustration that shows a braking actuator assembly according to a third example. 
         FIG. 9  is an illustration that shows a braking actuator assembly according to a fourth example. 
         FIG. 10  is an illustration that shows a suspension actuator assembly. 
         FIG. 11  is an illustration that shows a suspension actuator. 
         FIG. 12  is an illustration that shows a thermal management subsystem. 
         FIG. 13  is an illustration that shows a sensor subsystem. 
         FIG. 14  is a flowchart that shows a first example of a control process for the vehicle. 
         FIG. 15  is a flowchart that shows a second example of a control process for the vehicle. 
         FIG. 16  is a flowchart that shows a third example of a control process for the vehicle. 
         FIG. 17  is a flowchart that shows a fourth example of a control process for the vehicle. 
         FIG. 18  is a flowchart that shows a fifth example of a control process for the vehicle. 
         FIG. 19  is a flowchart that shows a sixth example of a control process for the vehicle. 
     
    
    
     DETAILED DESCRIPTION 
     The disclosure herein relates to vehicles that have multiple automated subsystems that allow for high levels of maneuverability, controllability, and comfort. 
       FIG. 1  is an illustration that shows a vehicle  100 . The vehicle  100  is a wheeled vehicle that is intended for on-road use, to transport human passengers and/or cargo. The vehicle  100  has a vehicle body  101 , road wheels  102 , a battery  104 , a communications bus  105 , a vehicle control module  106 , a propulsion subsystem  107 , a steering subsystem  108 , a braking subsystem  109 , an active suspension subsystem  110 , a thermal management subsystem  111 , a power management subsystem  112 , and a sensor subsystem  113 . 
     The vehicle body  101  serves as the primary structure of the vehicle  100  and physically interconnects the various components of the vehicle  100 . The vehicle body  101  may include internal structural portions and external portions that are aesthetic and/or structural in nature. As examples, the vehicle body  101  may include one or more of a unibody, a frame, a subframe, a monocoque, and body panels. 
     The road wheels  102  are the portions of the vehicle  100  that contact the surface on which the vehicle  100  is travelling. The characteristics of the road wheels  102  are responsible, in part, for an amount of friction available to the vehicle  100  relative to the surface on which it is travelling. The road wheels  102  can each be an assembly that includes a wheel rim and a tire, such as a conventional pneumatic tire that is formed in part from synthetic rubber. Other friction-enhancing structures may be incorporated in the road wheels  102 . The vehicle  100  can include four of the road wheels  102 , or can include a different number of the road wheels  102 . 
     The battery  104  is an electrical storage device that provides electrical power to the systems and subsystems of the of the vehicle  100 . The electrical power provided by the battery  104  can be utilized to power actuator systems, control systems, and passenger comfort and convenience systems. The battery  104  is rechargeable, and can be repeatedly charged and discharged to supply power to the systems and subsystems of the vehicle  100 , as will be described with respect to the power management subsystem  112 . 
     The communications bus  105  is a system that allows the systems, subsystems, and components of the vehicle  100  to send and receive communications, such as commands and requests. The communications bus  105  allows communication between the vehicle control module  106 , the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 , which are all are electrically connected to the communications bus  105 . The communications sent and received using the communications bus  105  can be in the form of signals and/or data. As an example, the communications bus  105  can be configured in accordance with the Controller Area Network (CAN bus) standard, which allows connected devices to communicate with other connected devices using a message-based communications protocol. 
     The vehicle control module  106  is an electronic control unit. The vehicle control module  106  is a computing device that receives information from the vehicle subsystems, makes coordinated decisions regarding operation of the vehicle subsystems, and transmits commands to the vehicle subsystems. The vehicle control module  106  can include a memory and a processor that is operable to execute instructions that are stored in the memory. When executed, the instructions cause the processor to perform vehicle control operations, including making specific decisions and outputting specific commands to the vehicle subsystems, as will be described herein. Although the vehicle control module  106  is shown as a single device, the same functions can be implemented using multiple devices. For example, multiple electronic control units can be provided to perform functions described herein with respect to the vehicle control module  106 . 
     The vehicle control module  106  controls and coordinates the efforts of multiple vehicle systems and subsystems. As will be explained herein, for example, the vehicle control module  106  controls an actuator system that includes the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , and the active suspension subsystem  110 . 
     The vehicle control module  106  can allow operation of the vehicle  100  in an automated driving mode. In the automated driving mode, the vehicle control module  106  has primary control over motion of the vehicle  100 . The vehicle  100  can also be operated in a manual control mode, in which a human driver has primary control over motion of the vehicle  100 . The vehicle  100  can also be operated in a semi-automated control mode, in which the human driver maintains control of the vehicle  100 , but with some control functions performed by the vehicle control module  106 , such as lane-following or emergency braking. 
     In the automated driving mode, the vehicle  100  utilizes automated control functions that are incorporated in the vehicle control module  106  to direct operation of the vehicle subsystems. The automated control functions use information provided by the sensor subsystem  113  as inputs. The automated control functions can also use other information as inputs. Stored information can be utilized by the automated control functions. Stored information can include, as examples, mapping information or information recorded during a previous trip on the same roadway that is currently being traveled upon. The automated control functions can also receive and utilize information from external data sources. One example of an external data source includes information received from other vehicles that are located in the vicinity of the vehicle  100 . Outputs of the automated control functions are transmitted to the vehicle subsystems from the vehicle control module  106  in the form of commands. The automated control functions can also modify operation of the vehicle subsystems in response to information received from the vehicle subsystems or in response to requests that are made by the vehicle subsystems. 
     The automated control functions of the vehicle control module  106  can determine a desired chassis-level motion for the vehicle  100 . The chassis-level motion can be determined by the automated control functions based on a desired trajectory for the vehicle  100  and/or a desired velocity profile for the vehicle  100 . The desired chassis-level motion for the vehicle  100  can include desired states. The desired states can include, as examples, speed, acceleration, yaw rate, pitch rate, roll rate, yaw moment, pitch moment, and roll moment. The desired states can be determined by the automated control functions of the vehicle control module  106 , for example, to cause the vehicle  100  to follow the desired trajectory and a desired velocity profile. Using the desired chassis-level motion, the automated control functions of the vehicle control module  106  can determine a control strategy that achieves the desired chassis-level motion using the vehicle subsystems. 
     The thermal management subsystem  111  is responsible for regulating the temperature of various components of the vehicle  100 , and for providing a comfortable environment within the passenger compartment of the vehicle  100 . The power management subsystem  112  regulates operation and usage of the battery  104 , including usage of electrical power from the battery  104  and charging of the battery  104 . The sensor subsystem  113  includes various sensor components that output signals representing environmental conditions outside the vehicle  100  and operating states of the vehicle  100 , including operating states of the vehicle subsystems. 
       FIG. 2  is an illustration that shows the actuator subsystems of the vehicle  100 , including relationships between the actuator subsystems and the road wheels  102 . The actuator subsystems, including the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , and the active suspension subsystem  110 , are configured to exercise independent control over each of the road wheels  102 . In the illustrated implementation, the road wheels  102  include a front left wheel  203   a , a front right wheel  203   b , a rear left wheel  203   c , and a rear right wheel  203   d.    
     The propulsion subsystem  107  includes a propulsion controller  214 . The propulsion controller  214  is a computing device that communicates with the vehicle control module  106 . As one example, the propulsion controller  214  receives commands from the vehicle control module  106 . As another example, the propulsion controller  214  sends requests to the vehicle control module  106 . As another example, the propulsion controller  214  sends information to the vehicle control module  106 , such as information describing operating states of components of the propulsion subsystem  107  and information obtained from sensors incorporated in the propulsion subsystem  107 . 
     In implementations of the vehicle  100  that include both automated and manual control modes, the propulsion subsystem  107  can be controlled by the vehicle control module  106  in the automated control mode and by an input device, such as a pedal, in the manual control mode. 
     The propulsion subsystem  107  is operable to cause motion of the vehicle  100  by applying propulsion torque at the road wheels  102 . The propulsion subsystem  107  includes propulsion actuators (e.g., electric motors or assemblies that include electric motors) that are operable to cause motion of the vehicle  100  by providing propulsion torque. Propulsion torques can be applied individually to each of the road wheels  102  to accelerate or decelerate each of the road wheels  102 . Independently controlling application of propulsion torques to the road wheels allows, for example, torque vectoring control, in which a yaw moment is applied to the vehicle  100  by differential application of propulsion torque at the left and right sides of the vehicle  100 . The propulsion subsystem  107  includes a front left propulsion actuator assembly  216   a , a front right propulsion actuator assembly  216   b , a rear left propulsion actuator assembly  216   c , and a rear right propulsion actuator assembly  216   d.    
     The propulsion actuators assemblies are each able to provide an independent propulsion torque to one of the road wheels  102  of the vehicle  100 . The front left propulsion actuator assembly  216   a  provides a propulsion torque P_FL to the front left wheel  203   a . The front right propulsion actuator assembly  216   b  provides a propulsion torque P_FR to the front right wheel  203   b . The rear left propulsion actuator assembly  216   c  provides a propulsion torque P_RL to the rear left wheel  203   c , and the rear right propulsion actuator assembly  216   d  provides a propulsion torque P_RR to the rear right wheel  203   d.    
     The steering subsystem  108  is operated by a steering controller  218 . The steering controller  218  is a computing device that communicates with the vehicle control module  106 . As one example, the steering controller  218  receives commands from the vehicle control module  106 . As another example, the steering controller  218  sends requests to the vehicle control module  106 . As another example, the steering controller  218  sends information to the vehicle control module  106 , such as information describing operating states of components of the steering subsystem  108  and information obtained from sensors that are incorporated in the steering subsystem  108 . 
     In implementations of the vehicle  100  that include both automated and manual control modes, the steering subsystem  108  can be controlled by the vehicle control module  106  in the automated control mode and by an input device, such as a steering wheel, in the manual control mode. As an example, a steering wheel can be included in the vehicle  100  in a steer-by-wire configuration in which an encoder associated with the steering wheel transmits a steering wheel angle signal to the steering controller  218 . A mechanical backup can be provided to mechanically connect the steering wheel to the road wheels  102  if steer-by-wire control is not available. 
     The steering subsystem  108  is operable to steer the vehicle  100  to change the direction of travel of the vehicle  100  and/or to apply a yaw moment to the vehicle  100 . Steering can be applied individually to each of the road wheels  102 . The steering subsystem  108  includes steering actuators that are each connected to one of the road wheels  102  of the vehicle  100 . The steering subsystem  108  includes a front left steering actuator assembly  220   a , a front right steering actuator assembly  220   b , a rear left steering actuator assembly  220   c , and a rear right steering actuator assembly  220   d.    
     The steering actuator assemblies (e.g., electric motor driven steering linkages) control the steering angles of the road wheels  102  independently. The front left steering actuator assembly  220   a  controls a front left steering angle ST_FL of the front left wheel  203   a . The front right steering actuator assembly  220   b  controls a front right steering angle ST_FR of the front right wheel  203   b . The rear left steering actuator assembly  220   c  controls a rear left steering angle ST_RL of the rear left wheel  203   c . The rear right steering actuator assembly  220   d  controls a rear right steering angle ST_RR of the rear right wheel  203   d.    
     The front left steering actuator assembly  220   a , the front right steering actuator assembly  220   b , the rear left steering actuator assembly  220   c , and the rear right steering actuator assembly  220   d  are all capable of steering respective ones of the road wheels  102  to respective maximum steering angles. In one implementation, for example, the maximum steering angles for each of the front left steering actuator assembly  220   a , the front right steering actuator assembly  220   b , the rear left steering actuator assembly  220   c , and the rear right steering actuator assembly  220   d  are at least fifteen degrees left or right relative a straight-ahead orientation. Independent steering angle control allows for multiple steering control strategies. As an example, the rear left wheel  203   c  and the rear right wheel  203   d  can be steered opposite the direction of the front left wheel  203   a  and the front right wheel  203   b  to enhance maneuverability at lower speeds. As another example, the rear left wheel  203   c  and the rear right wheel  203   d , can be steered in the same direction as the front left wheel  203   a  and the front right wheel  203   b  for smooth lane changes at higher speeds. 
     The braking subsystem  109  is operated by a braking controller  222 . The braking controller  222  is a computing device that communicates with the vehicle control module  106 . As one example, the braking controller  222  receives commands from the vehicle control module  106 . As another example, the braking controller  222  sends requests to the vehicle control module  106 . As another example, the braking controller  222  sends information to the vehicle control module  106 , such as information describing operating states of components of the braking subsystem  109  and information obtained from sensors incorporated in the braking subsystem  109 . 
     In implementations of the vehicle  100  that include both automated and manual control modes, the braking subsystem  109  can be controlled by the vehicle control module  106  in the automated control mode and by an input device, such as a pedal, in the manual control mode. 
     The braking subsystem  109  functions to decelerate the vehicle  100  by independently decelerating the road wheels  102 . Independent braking can also be used to reduce the propulsion torque applied to individual ones of the road wheels  102  to provide differing propulsion torques for each of the road wheels  102  as a part of torque vectoring control. 
     The braking subsystem  109  includes braking actuators (e.g., friction brakes) that are operable to slow the vehicle  100  or induce yaw by applying a braking torque at one or more of the road wheels  102 . The braking subsystem  109  includes a front left braking actuator assembly  224   a , a front right braking actuator assembly  224   b , a rear left braking actuator assembly  224   c , and a rear right braking actuator assembly  224   d.    
     The braking actuator assemblies are each able to provide an independent braking torque to one of the road wheels  102  of the vehicle  100 . The front left braking actuator assembly  224   a  provides a braking torque BR_FL to the front left wheel  203   a . The front right braking actuator assembly  224   b  provides a braking torque BR_FR to the front right wheel  203   b . The rear left braking actuator assembly  224   c  provides a braking torque BR_RL to the rear left wheel  203   c . The rear right braking actuator assembly  224   d  provides a braking torque BR_RR to the rear right wheel  203   d.    
     The active suspension subsystem  110  controls the vertical motion of the road wheels  102  relative to the vehicle body  101 . In a purely passive suspension, the vertical motion of the wheels is dictated by external forces that act on the road wheels  102  in combination with passive suspension characteristics. In contrast, the active suspension subsystem  110  applies forces to control vertical motion of the road wheels  102 . As one example, the active suspension subsystem  110  can apply forces to the road wheels  102  in response to the external forces that act on the road wheels  102 . As one example, the active suspension subsystem  110  can apply forces to the road wheels  102  based on desired operating characteristics, as determined by the vehicle control module  106 . As another example, the active suspension subsystem  110  can apply forces to the road wheels  102  in response to predictions made by the vehicle control module  106  based on external conditions. For instance, the vehicle control module  106  can identify the presence of uneven pavement on the roadway ahead of the vehicle  100  using information received from the sensor subsystem  113 , and modify operation of the active suspension subsystem  110  in response to identification of the uneven pavement in order to minimize vibrations resulting from travelling on the uneven pavement. 
     The active suspension subsystem  110  is operated by a suspension controller  226 . The suspension controller  226  is a computing device that communicates with the vehicle control module  106 . As one example, the suspension controller  226  receives commands from the vehicle control module  106 . As another example, the suspension controller  226  sends requests to the vehicle control module  106 . As another example, the suspension controller  226  sends information to the vehicle control module  106 , such as information describing operating states of components of the active suspension subsystem  110  and information obtained from sensors incorporated in the active suspension subsystem  110 . 
     The active suspension subsystem  110  includes suspension actuators (e.g., mechanical suspension actuators, pneumatic suspension actuators, and/or hydraulic suspension actuators) that are operable to apply forces to the suspension of the vehicle  100 . Forces can be applied to the road wheels  102  individually. For example, the active suspension subsystem  110  can apply a force to counter an external force that is applied to one of the road wheels  102 , for example, as a result of contact with an irregular feature in a roadway surface. The active suspension subsystem  110  includes a front left suspension actuator assembly  228   a , a front right suspension actuator assembly  228   b , a rear left suspension actuator assembly  228   c , and a rear right suspension actuator assembly  228   d.    
     The suspension actuator assemblies are each able to provide an independent active suspension force from the vehicle body  101  to one of the road wheels  102  of the vehicle  100 . As an example, the active suspension force can be applied in an upward direction or in a downward direction. The front left suspension actuator assembly  228   a  provides an active suspension force AS_FL to the front left wheel  203   a . The front right suspension actuator assembly  228   b  provides an active suspension force AS_FR to the front right wheel  203   b . The rear left suspension actuator assembly  228   c  provides an active suspension force AS_RL to the rear left wheel  203   c . The rear right suspension actuator assembly  228   d  provides an active suspension force AS_RR to the rear right wheel  203   d.    
       FIG. 3  is an illustration showing a propulsion actuator assembly  316  according to a first example. The propulsion actuator assembly  316  includes a motor  330 , a motor output  331 , a gearbox  332 , a gear train  333 , a gearbox output  334 , an electrical connection  336 , and a thermal connection  337 . 
     The propulsion actuator assembly  316  can be utilized in the propulsion subsystem  107 , for example, as the front left propulsion actuator assembly  216   a  ( FIG. 2 ), and is shown connected to the front left wheel  203   a . The propulsion actuator assembly  316  can also be used as the front right propulsion actuator assembly  216   b , the rear left propulsion actuator assembly  216   c , or the rear right propulsion actuator assembly  216   d  of the propulsion subsystem  107 . 
     The motor  330  can be, as examples, a brushed direct current electric motor, a brushless direct current electric motor, or an alternating current induction motor. The motor output  331  can be a rotating shaft. 
     Operation of the motor  330  can be controlled by the propulsion controller  214  ( FIG. 2 ) or by other control systems. The propulsion controller  214  can transmit a command to the motor  330  using the electrical connection  336  to cause operation of the motor  330  in a manner that achieves a desired operating parameter or operating state. As an example, the propulsion controller  214  can cause operation of the motor  330  to achieve a desired rotation rate for the motor output  331 , or to achieve a desired propulsion torque. 
     The gearbox  332  includes a gear train  333  that is connected to the motor output  331  of the motor  330  and receives a rotating input force from the motor output  331  of the motor  330 . The gear train  333  applies a gear ratio to the rotating input force received at the motor output  331  such that the gearbox output  334  rotates in response to rotation of the motor output  331 , but at a different rate of rotation than the rate of rotation of the motor output  331 . The gear train  333  can be of a type that has a fixed gear ratio, or the gear train  333  can be of a type that allows the gear ratio to be changed. The mechanical configuration of the gear train  333  can be equivalent to that of, as examples, an automatic transmission, an automated manual transmission, or a continuously variable transmission. In some implementations, the gearbox  332  can be connected to the electrical connection  336  to receive commands from the propulsion controller  214  ( FIG. 2 ) or from other control systems. The gearbox output  334  can be a shaft or other mechanical component that is connected to a wheel, such as the front left wheel  203   a , either by a direct connection or by an indirect connection through other components. 
     The thermal connection  337  can be a fluid line that is connected to the motor  330  and/or the gearbox  332 . The thermal connection  337  is connected to the thermal management subsystem  111  ( FIG. 1 ), which supplies a heated or chilled media to the motor  330  and/or the gearbox  332  to maintain desired operating temperature ranges. 
       FIG. 4  is an illustration showing a propulsion actuator assembly  416  according to a second example. The propulsion actuator assembly  416  includes a left motor  430   a  that has a left motor output  431   a  and a right motor  430   b  that has a right motor output  431   b . The propulsion actuator assembly  416  also includes a gearbox  432  that houses a left gear train  433   a  that is connected to a left gearbox output  434   a  and a right gear train  433   b  that is connected to a right gearbox output  434   b . The propulsion actuator assembly  416  also includes an electrical connection  436  and a thermal connection  437 . 
     The propulsion actuator assembly  416  can be utilized in the propulsion subsystem  107 , for example, in place of the front left propulsion actuator assembly  216   a  and the front right propulsion actuator assembly  216   b  ( FIG. 2 ), and is shown connected to the front left wheel  203   a  and the front right wheel  203   b . The propulsion actuator assembly  416  can also be used in place of the rear left propulsion actuator assembly  216   c  and the rear right propulsion actuator assembly  216   d  of the propulsion subsystem  107 . 
     The left motor  430   a  and the right motor  430   b  can each be, as examples, a brushed direct current electric motor, a brushless direct current electric motor, or an alternating current induction motor. The left motor output  431   a  and the right motor output  431   b  can each be a rotating shaft. 
     Operation of the left motor  430   a  and the right motor  430   b  can be controlled by the propulsion controller  214  ( FIG. 2 ). The propulsion controller  214  can transmit commands to each of the left motor  430   a  and the right motor  430   b  using the electrical connection  436 . The commands sent to the left motor  430   a  and the right motor  430   b  are independent in nature. Each of the left motor  430   a  and the right motor  430   b , in response to the commands, operate in a manner that corresponds to a desired operating parameter or operating state. As an example, the propulsion controller  214  can cause operation of the left motor  430   a  to achieve a desired rotation rate having a first value, and can simultaneously cause operation of the right motor  430   b  to achieve a desired rotation rate having a second value. 
     The gearbox  432  houses the left gear train  433   a  and the right gear train  433   b . The left gear train  433   a  and the right gear train  433   b  operate independently of one another. As an example, the gearbox  432  can be free from components that transfer torque between the left gear train  433   a  and the right gear train  433   b.    
     The left gear train  433   a  is connected to the left motor output  431   a  of the left motor  430   a  and receives a rotating input force from the left motor  430   a . The right gear train  433   b  is connected to the right motor output  431   b  of the right motor  430   b  and receives a rotating input force from the right motor  430   b.    
     The left gear train  433   a  and the right gear train  433   b  each apply a gear ratio to the rotating input forces received at the left motor output  431   a  and the right motor output  431   b  such that the left gearbox output  434   a  and the right gearbox output  434   b  each in response to the input rotations, but at different rates than the left motor output  431   a  and the right motor output  431   b . The left gear train  433   a  and the right gear train  433   b  can each be of a type that provides a fixed gear ratio or of a type that allows the gear ratio to be changed. The mechanical configurations of the left gear train  433   a  and the right gear train  433   b  can each be equivalent to that of, as examples, an automatic transmission, an automated manual transmission, or a continuously variable transmission. The left gearbox output  434   a  and the right gearbox output  434   b  can each be a shaft or other mechanical component that is connected to a wheel, such as the front left wheel  203   a  and the front right wheel  203   b , either by a direct connection or by an indirect connection through other components. 
     The thermal connection  437  can be a fluid line that is connected to the left motor  430   a , the right motor  430   b , and/or the gearbox  432 . The thermal connection  437  is connected to the thermal management subsystem  111  ( FIG. 1 ), which supplies a heated or chilled media to the left motor  430   a , the right motor  430   b , and/or the gearbox  432  to maintain desired operating temperature ranges. Because the gearbox  432  contains the left gear train  433   a  and the right gear train  433   b , both can be heated or cooled by supply of the heated or chilled media to the gearbox  432 . 
       FIG. 5  is an illustration showing a steering actuator assembly  520  according to an example. The steering actuator assembly  520  includes a steering motor  540 , an output part  541 , a steering linkage  542 , an electrical connection  543 , and a thermal connection  544 . 
     The steering actuator assembly  520  can be utilized in the steering subsystem  108 , for example as the left steering actuator assembly  220   a  ( FIG. 2 ), and is shown connected to the front left wheel  203   a . The steering actuator assembly  520  can also be used as the front right steering actuator assembly  220   b , the rear left steering actuator assembly  220   c , or the rear right steering actuator assembly  220   d  of the steering subsystem  108 . 
     The steering motor  540  is an electric motor that is controlled by the steering controller  218  ( FIG. 2 ). The steering motor  540  is operable to rotate the output part  541 . Rotation of the output part  541  causes a corresponding rotation of at least a portion of the steering linkage  542 . The steering linkage  542  is configured to cause pivoting of the front left wheel  203   a  around an axis that is substantially upright relative to the vehicle body  101 , and can be implemented according to numerous known configurations. Accordingly, rotation of the steering linkage  542  by the output part  541  changes the steering angle of the front left wheel  203   a.    
     The steering controller  218  can transmit a command to the steering actuator assembly  520  using the electrical connection  543 . As one example, the command sent by the steering controller  218  can specify a direction of rotation for the steering motor  540 . As another example, the command sent by the steering controller  218  can cause the steering motor  540  to rotate the output part  541  such that a desired steering angle is obtained for the front left wheel  203   a . As one example, the steering motor  540  can incorporate a position encoder that outputs a feedback signal that is usable to control the steering angle obtained by rotation of the steering motor  540 . 
     The thermal connection  544  can be a fluid line that is connected to the steering motor  540 . The thermal connection  544  is connected to the thermal management subsystem  111  ( FIG. 1 ), which supplies a heated or chilled media to the steering motor  540  to maintain desired operating temperature ranges. 
     In the illustrated example, the steering actuator assembly  520  controls the steering angle of a single one of the road wheels  102 , such as the front left wheel  203   a  in the illustrated example. It should be understood that two set of the components described with respect to the steering actuator assembly  520  could be incorporated in a single housing from which a pair of the road wheels  102  (e.g., the front left wheel  203   a  and the front right wheel  203   b  or the rear left wheel  203   c  and the rear right wheel  203   d ) are independently controlled. 
       FIG. 6  is an illustration showing a braking actuator assembly  624  according to a first example. The braking actuator assembly  624  is a friction braking system. The braking actuator assembly  624  includes a braking actuator  650 , a brake control module  651 , a control connection  652 , an electrical connection  653 , and a thermal connection  654 . 
     The braking actuator assembly  624  can be utilized in the braking subsystem  109 , for example as the front left braking actuator assembly  224   a  ( FIG. 2 ), and is shown connected to the front left wheel  203   a . The braking actuator assembly  624  can also be used as the front right braking actuator assembly  224   b , the rear left braking actuator assembly  224   c , or the rear right braking actuator assembly  224   d  of the braking subsystem  109 . 
     The braking actuator  650  is connected to the front left wheel  203   a , and is part of the unsprung mass of the vehicle  100 . The braking actuator  650  includes rotating components that rotate in unison with the front left wheel  203   a , and non-rotating components that are located at the front left wheel  203   a  outboard from the vehicle body  101 , but do not rotate in unison with the front left wheel  203   a.    
     The non-rotating components of the braking actuator  650  interact with rotating components that are connected to the front left wheel  203   a  in order applying braking torque to the front left wheel  203   a  independent of braking applied to any other wheel of the vehicle  100 . Application of braking torque to the front left wheel  203   a  can cause deceleration of the front left wheel  203   a , or can reduce acceleration applied to the front left wheel  203   a  by the propulsion subsystem  107 , as will be explained further herein. The non-rotating components are indirectly connected to the vehicle body  101  by suspension components or other structures. 
     The braking actuator  650  can be a friction braking device. One type of friction braking device that can be used as the braking actuator  650  is a disc brake in which hydraulic pistons cause engagement of friction pads with a rotor. The rotor is connected to the front left wheel  203   a  such that it rotates in unison with the front left wheel  203   a . Another type of friction braking device is a drum brake in which brake shoes are urged outward by a hydraulic actuator into engagement with interior surfaces of a cylindrical brake drum that rotates in unison with the front left wheel  203   a . Another type of friction brake is an electronic friction brake in which a non-rotating friction member is urged into engagement with a rotating part by a braking force provided by an electromagnet. As another example, the braking actuator  650  can be or include an electrical generator, as part of a regenerative braking system. 
     The braking actuator  650  can be directly controlled by the brake control module  651 . The brake control module  651  can exercise real-time control over the braking actuator  650  using feedback from sensors, such as wheel speed sensors, which may be incorporated in the braking actuator  650 . The brake control module  651  is connected to and receives commands from the braking controller  222  by the electrical connection  653 . The brake control module  651  controls operation of the braking actuator  650  using the control connection  652  in response to the commands received from the braking controller  222  and optionally based on feedback received from sensors that monitor operation of the braking actuator  650 . In implementations where the braking actuator  650  is a hydraulically-operated actuator, the brake control module  651  can include a hydraulic control system, and the control connection  652  can be a hydraulic fluid line that is used by the brake control module  651  to modulate hydraulic pressure supplied to the braking actuator  650 . In implementations where the braking actuator  650  is an electrically-operated actuator, the control connection  652  can be an electrical connection. 
     The thermal connection  654  can be a fluid line that is connected to the braking actuator  650  and/or the brake control module  651 . The thermal connection  654  is connected to the thermal management subsystem  111  ( FIG. 1 ), which supplies a heated or chilled media to the braking actuator  650  and/or the brake control module  651  to maintain desired operating temperature ranges. 
       FIG. 7  is an illustration showing a braking actuator assembly  724  according to a second example. The braking actuator assembly  724  includes a braking actuator  750 , a brake control module  751 , a control connection  752 , an electrical connection  753 , and a thermal connection  754 , which are configured in the same manner as the braking actuator  650 , the brake control module  651 , the control connection  652 , the electrical connection  653 , and the thermal connection  654 , except as described herein. 
     The braking actuator  750  differs from the braking actuator  650  in that the braking actuator  750  is part of the sprung mass of the vehicle  100  and is located within the vehicle body  101 . As an example, the braking actuator  750  can be located in the vehicle body  101  laterally inboard relative to one of the road wheels  102 , such as the front left wheel  203   a . The braking actuator  750  is connected to a propulsion actuator (e.g., the front left propulsion actuator assembly  216   a ) that includes a motor  730  and a gearbox  732 , and is located between the gearbox  732  and the front left wheel  203   a . The braking actuator  650  is connected to a gearbox output  734 , which can be a shaft that transmits propulsion torque from the gearbox  732  to the front left wheel  203   a . The braking actuator  750  includes rotating components that are connected to the gearbox output  734 , and non-rotating components that are connected to the vehicle body  101  either directly or indirectly and do not rotate, but are engageable with the rotating components upon application of a braking force to decelerate the front left wheel  203   a  by decelerating the gearbox output  734 . 
     The thermal connection  754  can be a fluid line that is connected to the braking actuator  750 , the brake control module  751 , the motor  730 , and/or the gearbox  732 . The thermal connection  754  is connected to the thermal management subsystem  111  ( FIG. 1 ), which supplies a heated or chilled media to the braking actuator  750 , the brake control module  751 , the motor  730 , and/or the gearbox  732  to maintain desired operating temperature ranges. 
       FIG. 8  is an illustration showing a braking actuator assembly  824  according to a third example. The braking actuator assembly  824  includes a braking actuator  850 , a brake control module  851 , a control connection  852 , an electrical connection  853 , and a thermal connection  854 , which are configured in the same manner as the braking actuator  650 , the brake control module  651 , the control connection  652 , the electrical connection  653 , and the thermal connection  654 , except as described herein. 
     The braking actuator  850  differs from the braking actuator  650  in that the braking actuator  850  is part of the sprung mass of the vehicle  100  and is located within the vehicle body  101 . As an example, the braking actuator  850  can be located in the vehicle body  101  laterally inboard relative to one of the road wheels  102 , such as the front left wheel  203   a . The braking actuator  850  is connected to a propulsion actuator (e.g., the front left propulsion actuator assembly  216   a ) that includes a motor  830  and a gearbox  832 , and is located between the motor  830  and the gearbox  832 . The braking actuator  650  is connected to a motor output  831 , which can be a shaft that transmits propulsion torque from the motor  830  to the gearbox  832 . The braking actuator  850  includes rotating components that are connected to the motor output  831 , and non-rotating components that are connected to the vehicle body  101  either directly or indirectly and do not rotate, but are engageable with the rotating components upon application of a braking force to decelerate the front left wheel  203   a  by decelerating the motor output  831 . 
     The thermal connection  854  can be a fluid line that is connected to the braking actuator  850 , the brake control module  851 , the motor  830 , and/or the gearbox  832 . The thermal connection  854  is connected to the thermal management subsystem  111  ( FIG. 1 ), which supplies a heated or chilled media to the braking actuator  850 , the brake control module  851 , the motor  830 , and/or the gearbox  832  to maintain desired operating temperature ranges. 
       FIG. 9  is an illustration showing a braking actuator assembly  924  according to a fourth example. The braking actuator assembly  924  includes a braking actuator  950 , a brake control module  951 , a control connection  952 , an electrical connection  953 , and a thermal connection  954 , which are configured in the same manner as the braking actuator  650 , the brake control module  651 , the control connection  652 , the electrical connection  653 , and the thermal connection  654 , except as described herein. 
     The braking actuator  950  differs from the braking actuator  650  in that the braking actuator  950  is part of the sprung mass of the vehicle  100  and is located within the vehicle body  101 . As an example, the braking actuator  950  can be located in the vehicle body  101  laterally inboard relative to one of the road wheels  102 , such as the front left wheel  203   a . The braking actuator  950  is connected to a propulsion actuator (e.g., the front left propulsion actuator assembly  216   a ) that includes a motor  930  and a gearbox  932 , and is located within the gearbox  932 . The braking actuator  650  is connected to a portion of a gear train  933 , which can be configured in the manner described with respect to the gear train  333  ( FIG. 3 ). The braking actuator  950  includes rotating components that are connected to a motor output  931  of the motor  930 , and non-rotating components that are connected to the vehicle body  101 , for example, indirectly through a housing portion of the gearbox  932 , and do not rotate, but are engageable with the rotating components upon application of a braking force to decelerate the front left wheel  203   a  by decelerating the gear train  933 . 
     The thermal connection  954  can be a fluid line that is connected to the braking actuator  950 , the brake control module  951 , the motor  930 , and/or the gearbox  932 . The thermal connection  954  is connected to the thermal management subsystem  111  ( FIG. 1 ), which supplies a heated or chilled media to the braking actuator  950 , the brake control module  951 , the motor  930 , and/or the gearbox  932  to maintain desired operating temperature ranges. 
       FIG. 10  is an illustration showing a suspension actuator assembly  1028 . The suspension actuator assembly  1028  includes a suspension actuator  1063 , an actuation system  1064 , a control connection  1065 , an electrical connection  1066 , and a thermal connection  1067 . 
     The suspension actuator assembly  1028  can be utilized in the active suspension subsystem  110 , for example as the front left suspension actuator assembly  228   a  ( FIG. 2 ), and is shown connected to the front left wheel  203   a . The suspension actuator assembly  1028  can also be used as the front right suspension actuator assembly  228   b , the rear left suspension actuator assembly  228   c , or the rear right suspension actuator assembly  228   d  of the active suspension subsystem  110 . 
     The front left wheel  203   a  is mechanically connected to the vehicle body  101  in a manner that allows motion relative to the vehicle body  101 . As an example, an external force F_ext can be applied to the front left wheel  203   a  by a road surface during motion of the vehicle  100 . The front left wheel  203   a  can be connected to the vehicle body  101 , in part, by the suspension actuator  1063  and a suspension linkage  1068  that are connected to a wheel hub  1069  that is connected to the front left wheel  203   a  in a manner that allows rotation of the front left wheel  203   a  relative to the wheel hub  1069 . The suspension actuator  1063  is an actively controlled component that can control and/or dampen motion of the front left wheel  203   a  relative to the vehicle body  101  by applying forces to the front left wheel  203   a . During operation of the vehicle  100 , the suspension actuator  1063  can be controlled in a desired manner. For example, the suspension actuator  1063  can be controlled to react in a desired manner to the external forces F_ext. 
     The suspension actuator  1063  is operable to apply force to the front left wheel  203   a  in an upward direction and a downward direction, as will be explained herein. In one implementation, the suspension actuator  1063  is an electromechanical device that applies force to the front left wheel  203   a  using, for example, a ball screw mechanism. In another implementation, the suspension actuator  1063  is an electromagnetic device that applies force to the front left wheel  203   a  by energizing and deenergizing one or more electromagnets. In another implementation, the suspension actuator  1063  is a fluidic device that applies force to the front left wheel  203   a  by controlling the pressure of fluid within internal chambers of the suspension actuator  1063 . Examples of fluidic devices include hydraulic actuators and pneumatic actuators. Combinations of technologies can also be used to implement the suspension actuator  1063 . For example, the suspension actuator  1063  could incorporate electromechanical and hydraulic actuation. 
     The actuation system  1064  is operable to control the operating characteristics of the suspension actuator  1063 . In implementations in which the suspension actuator  1063  is electrically actuated, such as with electromechanical configurations and electromagnetic configurations, the control connection  1065  is operable to transmit electrical control signals, the actuation system  1064  provides the electrical control signals to the suspension actuator  1063  using the control connection  1065 , and the actuation system  1064  also receives commands from an external controller. In implementations in which the suspension actuator  1063  is hydraulically actuated, the control connection  1065  is operable to transmit hydraulic fluid, the actuation system  1064  includes hydraulic components that facilitate fluid flow to the suspension actuator using the control connection  1065 , and the actuation system  1064  and electrical components that can be controlled by commands in the form of signals and/or data to allow operation of the actuation system  1064  by an external controller. In the illustrated example, the actuation system  1064  receives commands from the suspension controller  226  using the electrical connection  1066 . The commands from the suspension controller  226  can be generated, at least in part, in response to the external force F_ext. In the illustrated example, the commands cause the actuation system  1064  to exercise control over the suspension actuator  1063  using the control connection  1065 . 
     As will be explained, the actuation system  1064  can cause the front left wheel  203   a  to move downward relative to the vehicle body  101 , and the actuation system  1064  can cause the front left wheel  203   a  to move upward relative to the vehicle body  101 . The actuation system  1064  can cause motion of other ones of the road wheels in a similar manner. 
     The thermal connection  1067  can be a fluid line that is connected to the suspension actuator  1063  and/or the actuation system  1064 . The thermal connection  1067  is connected to the thermal management subsystem  111  ( FIG. 1 ), which supplies a heated or chilled media to the suspension actuator  1063  and/or the actuation system  1064  to maintain desired operating temperature ranges. 
       FIG. 11  is an illustration that shows an example of a configuration for the suspension actuator  1063  of the suspension actuator assembly  1028 . The suspension actuator  1063  includes a cylinder body  1170 , a moveable output structure such as a piston rod  1171   a  that extends out of the cylinder body  1170  for indirect or direct connection to the wheel hub  1069 , and a mounting structure  1172  for connection to the vehicle body  101 . 
     The control connection  1065  is used to operate the suspension actuator  1063  and cause motion of the piston rod  1171   a . Downward motion from a retracted of the piston rod  1171   a  to an extended position  1171   b  applies a downward force on the front left wheel  203   a  ( FIG. 10 ) relative to the vehicle body  101 . Upward motion from the extended position  1171   b  causes return to the initial position of the piston rod  1171   a  and applies an upward force to the front left wheel  203   a  ( FIG. 10 ) relative to the vehicle body  101 . 
       FIG. 12  is an illustration showing the thermal management subsystem  111 . The thermal management subsystem  111  includes a thermal management system controller  1273 , a temperature regulation system  1274 , and thermal circuits that circulate heated or chilled media, such as automotive coolant to various systems of the vehicle  100 . In the illustrated example, the thermal circuits of the thermal management subsystem  111  include a power thermal circuit  1275 , a passenger compartment thermal circuit  1276 , a controller thermal circuit  1277 , and an actuator thermal circuit  1278 . 
     The thermal management system controller  1273  controls heating and/or cooling of the vehicle systems according to target temperatures. As an example, the thermal management system controller  1273  can utilize default temperatures as the target temperatures for thermal regulation of each of the vehicle systems unless a command is received that modifies the target temperatures. Commands can request a specific temperature or temperature range, and can be received from the vehicle control module  106 , or from the various subsystems. 
     The temperature regulation system  1274  is operable to raise and lower a temperature of the fluid media in order to deliver heated fluid media or chilled fluid media to vehicle systems using the thermal loops. The temperature regulation system  1274  integrates heating and cooling functions for a number of vehicle systems, including the temperature regulation system  1274 , the power thermal circuit  1275 , the passenger compartment thermal circuit  1276 , the controller thermal circuit  1277 , and the actuator thermal circuit  1278 . Thus, for example, waste heat from any of the vehicle systems regulated by the temperature regulation system  1274  can be utilized to increase the temperature of any other vehicle system, as needed. 
     The power thermal circuit  1275  circulates the fluid media to the battery  104  and the power management subsystem  112 . The power thermal circuit  1275  can supply the heated fluid media to the battery  104  when an actual temperature of the battery  104  and/or the power management subsystem  112  is less than a target temperature range. As examples, the temperature of the battery  104  may be low during a time period immediately after use of the vehicle  100  starts or when ambient temperatures are low. The power thermal circuit  1275  can supply the chilled fluid media to the battery  104  and/or the power management subsystem  112  when the actual temperature of the battery  104  and/or the power management subsystem  112  is greater than the target temperature range. As examples, the temperature of the battery  104  and the power management subsystem  112  may be above the target temperature range during charging and discharging as a result of heat generated by power conversion and by storing and supplying energy by the battery  104 . 
     The passenger compartment thermal circuit  1276  circulates the fluid media to climate control systems that heat and cool a passenger compartment of the vehicle  100 . A target temperature range for the passenger compartment can be set by occupants of the passenger compartment, based on occupant preferences, or by an automated system that monitors thermal comfort states for the occupants. Heated fluid media can be supplied by the passenger compartment thermal circuit  1276  when an actual temperature of the passenger compartment is below the target temperature range, and chilled fluid media can be supplied by the passenger compartment thermal circuit  1276  when the actual temperature of the passenger compartment is above the target temperature range. 
     The controller thermal circuit  1277  circulates the fluid media to computing devices in the vehicle  100 . The controller thermal circuit  1277  can regulate the temperature of, as examples, the vehicle control module  106 , the propulsion controller  214 , the steering controller  218 , the braking controller  222 , and the suspension controller  226 . Heated fluid media can be supplied to the computing devices when actual temperatures of any or all of them are below target temperature range for the controller thermal circuit  1277 , and chilled fluid media can be supplied when the actual temperature of any or all of the computing devices are above the target temperature range. 
     The actuator thermal circuit  1278  circulates the fluid media to the vehicle actuators. As examples, the actuator thermal circuit  1278  can circulate the fluid media to the front left propulsion actuator assembly  216   a , the front right propulsion actuator assembly  216   b , the rear left propulsion actuator assembly  216   c , the rear right propulsion actuator assembly  216   d , the front left steering actuator assembly  220   a , the front right steering actuator assembly  220   b , the rear left steering actuator assembly  220   c , the rear right steering actuator assembly  220   d , the front left braking actuator assembly  224   a , the front right braking actuator assembly  224   b , the rear left braking actuator assembly  224   c , the rear right braking actuator assembly  224   d , the front left suspension actuator assembly  228   a , the front right suspension actuator assembly  228   b , the rear left suspension actuator assembly  228   c , and the rear right suspension actuator assembly  228   d . Individual actuators or groups of actuators can be served by separate portions of the actuator thermal circuit  1278 , which may be subject to separate control and thermal conditioning by the thermal management system controller  1273  and the temperature regulation system  1274 . Heated fluid media can be supplied when actual temperatures of any or all of the actuators are below target temperature ranges, and chilled fluid media can be supplied when the actual temperature of any of all of the actuators are above the target temperature ranges. 
       FIG. 13  is an illustration that shows the sensor subsystem  113 . The sensor subsystem  113  includes sensors that obtain information about operation of the vehicle  100 , motion of the vehicle  100 , and the environment around the vehicle  100 . In the illustrated example, the sensor subsystem  113  includes a sensor system controller  1380 , one or more image sensors  1381 , one or more three-dimensional sensors  1382 , a location sensing system  1383 , actuator sensors  1384 , and motion sensors  1385 . 
     The sensor controller  1380  collects and distributes sensor readings from the various systems of the vehicle  100 . This allows sensors readings to be made available to all vehicle systems as needed. The information collected by the sensor controller  1380  can be used, for example, by the vehicle control module  106  to determine a destination, route, trajectory, and control strategy for the vehicle  100 . The sensor controller  1380  is optional, and can be omitted in some implementations. 
     The image sensors  1381  capture images of the environment outside of the vehicle  100  and/or inside the passenger compartment of the vehicle  100 . The image sensors  1381  can be visible-spectrum cameras, or can be configured to capture images representing electromagnetic radiation outside of the visible spectrum (e.g., infrared). The output of the image sensors  1381  can be a series of raster images, with portions (e.g., pixels) of the image representing the color and/or intensity of visible light or electromagnetic radiation outside of the visible spectrum. The three-dimensional sensors  1382  capture information describing the distance to objects in the environment around the vehicle  100 . As examples, the three-dimensional sensors  1382  may include LIDAR devices, radar sensors, ultrasonic sensors, and structured light sensors. The location sensing system  1383  is operable to receive information describing the spatial location of the vehicle  100 , for example, in terms of latitude and longitude coordinates, to support navigation functions and control functions of the vehicle  100 . The location sensing system  1383  can include, for example, a satellite positioning receiver (e.g., GPS). The actuator sensors  1384  include various sensors that are included in the actuator systems. For example, the braking subsystem  109  may include wheel speed sensors that are considered members of the actuator sensors  1384 . The motion sensors  1385  include sensors that are operable to detect and output information describing motion of the vehicle  100 . The motion sensors  1385  may include, as example, speed sensors, accelerometers, gyroscopes, and/or inertial measurement units. 
       FIG. 14  is a flowchart that shows a first example of a control process  1490  for the vehicle  100 . In the control process  1490 , multiple actuators are controlled according to a multi-system control scheme in order to achieve a desired chassis-level motion. The control process  1490  may be implemented using the vehicle control module  106  and one or more vehicle subsystems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . The control process  1490  can be controlled by software that is provided to and executed by the vehicle control module  106 . In some implementations portions of the control process  1490  may be controlled and executed by other systems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . 
     In operation  1491 , a desired chassis-level motion is determined. The desired-chassis level motion can be determined by the vehicle control module  106  to cause the vehicle  100  to follow a trajectory. The trajectory can be determined by the vehicle control module according to a navigation goal based on a destination that is specified by a passenger or an external control system. The desired chassis-level motion can include one or more of a speed, an acceleration, a yaw rate, a pitch rate, a roll rate, a yaw moment, a pitch moment, or a roll moment. The desired chassis-level motion can be determined using an automated control function based on a desired trajectory. The desired chassis-level motion can be determined by the vehicle control module  106 . 
     In operation  1492 , a multi-system control strategy is determined to achieve the desired chassis-level motion. The vehicle control module  106  can identify one or more actuator systems that are able to cause or contribute to the desired chassis-level motion. As an example, if the desired chassis-level motion includes a pitch moment, the vehicle control module can identify the propulsion subsystem  107  and the active suspension subsystem  110  based on their ability to contribute to the desired motion. Component chassis-level motions to be allocated to each of the systems are then determined by the vehicle control module  106 , where the component chassis-level motions, in combination, are equivalent to the desired chassis-level motion. In one implementation component chassis-level motions can be determined using a vehicle dynamics model that is configured to estimate the motion of the vehicle  100  in response to a specific set of conditions and actuator inputs. 
     Different multi-system control strategies can be considered that allocate actuator effort differently among the available actuators. The different multi-system control strategies can be compared based on any suitable factor or factors. One factor that can be considered is a maximum possible contribution to a motion by each of the actuator systems. Another factor that can be considered is energy usage of each of the actuator systems to achieve the desired chassis-level motions. As one example, the capabilities of each of the actuator systems can be utilized to choose a control scheme that allocates actuator effort for the desired chassis-level motions to the actuator systems. As another example, a cost function can be utilized to allocate actuator effort for the desired chassis-level motions to the actuator systems, by optimizing for one or more of, as examples, energy efficiency, comfort, or controllability. 
     In operation  1493 , at least a first actuator system and a second actuator system are controlled to achieve the desired chassis-level-motion. Optionally, additional actuator systems can also be controlled to achieve the desired chassis-level motion. Continuing the previous example, a first command can be transmitted from the vehicle control module  106  to the propulsion subsystem  107  according to a first component of the desired chassis-level motion, and a second command can be transmitted from the vehicle control module  106  to the active suspension subsystem  110  according to a second component of the desired chassis-level motion to cause the propulsion subsystem  107  and the active suspension subsystem  110  to cooperate to achieve the desired chassis-level motion. 
       FIG. 15  is a flowchart that shows a second example of a control process  1590  for the vehicle  100 . The control process  1590  may be implemented using the vehicle control module  106  and one or more vehicle subsystems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . The control process  1590  can be controlled by software that is provided to and executed by the vehicle control module  106 . In some implementations portions of the control process  1590  may be controlled and executed by other systems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . 
     In operation  1591 , a desired chassis-level motion is determined. The desired-chassis level motion can be determined by the vehicle control module  106  to cause the vehicle  100  to follow a trajectory. The trajectory can be determined by the vehicle control module according to a navigation goal based on a destination that is specified by a passenger or an external control system. The desired chassis-level motion can include one or more of a speed, an acceleration, a yaw rate, a pitch rate, a roll rate, a yaw moment, a pitch moment, or a roll moment. The desired chassis-level motion can be determined using an automated control function based on a desired trajectory. The desired chassis-level motion can be determined by the vehicle control module  106 . 
     In operation  1592 , a multi-system control strategy is determined to achieve the desired chassis-level motion. The vehicle control module  106  can identify one or more actuator systems that are able to cause or contribute to the desired chassis-level motion. As an example, if the desired chassis-level motion includes a pitch moment, the vehicle control module can identify the propulsion subsystem  107  and the active suspension subsystem  110  based on their ability to contribute to the desired motion. Component chassis-level motions to be allocated to each of the systems are then determined by the vehicle control module  106 , where the component chassis-level motions, in combination, are equivalent to the desired chassis-level motion. In one implementation component chassis-level motions can be determined using a vehicle dynamics model that is configured to estimate the motion of the vehicle  100  in response to a specific set of conditions and actuator inputs. 
     In operation  1593 , independent control values are determined for each individual actuator of each of the actuator systems, according to the multi-system control strategy that was determined in operation  1592 . The independent control values are determined to cause the individual actuators of each actuator system to operate such that the combined effort of the actuators within the particular actuator system (e.g., the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 ) matches the component chassis-level motion that was allocated to the respective actuator system in operation  1593 . The individual actuator commands can be determined, for example, using a model that estimates an expected vehicle response for a set of actuator behaviors according to a vehicle dynamics model, as previously described. 
     In one implementation, the individual actuator commands are determined by the vehicle control module  106 . In another implementation, vehicle control module  106  transmits information from the multi-system control strategy of operation  1593  to one or more (e.g., each) of the propulsion controller  214 , the steering controller  218 , the braking controller  222 , and the suspension controller  226  which determine individual actuator commands for their respective individual actuators. 
     In operation  1594 , the actuators of the actuator systems are controlled independently to achieve the desired chassis-level-motion. Operation  1594  can include transmitting commands to each of the front left propulsion actuator assembly  216   a , the front right propulsion actuator assembly  216   b , the rear left propulsion actuator assembly  216   c , the rear right propulsion actuator assembly  216   d , the front left steering actuator assembly  220   a , the front right steering actuator assembly  220   b , the rear left steering actuator assembly  220   c , the rear right steering actuator assembly  220   d , the front left braking actuator assembly  224   a , the front right braking actuator assembly  224   b , the rear left braking actuator assembly  224   c , the rear right braking actuator assembly  224   d , the front left suspension actuator assembly  228   a , the front right suspension actuator assembly  228   b , the rear left suspension actuator assembly  228   c , and the rear right suspension actuator assembly  228   d.    
       FIG. 16  is a flowchart that shows a third example of a control process  1690  for the vehicle  100 . The control process  1690  may be implemented using the vehicle control module  106  and one or more vehicle subsystems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . The control process  1690  can be controlled by software that is provided to and executed by the vehicle control module  106 . In some implementations portions of the control process  1690  may be controlled and executed by other systems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . 
     In operation  1691 , information is received that describes operation of a first actuator system. The information can be received at the vehicle control module  106  from one of the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , or the active suspension subsystem  110 . 
     In operation  1692 , operation of a second actuator system is modified in response to the information that was received in operation  1691 . As an example, the vehicle control module  106  can identify a change to be made to the manner of operation of one of the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , or the active suspension subsystem  110 , and transmit a command to that system that causes modification of its operation. 
     As one example, the braking subsystem  109  can transmit information to the vehicle control module  106  that describes operating characteristics of components of the braking subsystem  109  while braking torques are applied at one or more of the road wheels  102 . In response to the information received from the braking subsystem  109 , the vehicle control module  106  can determine that a current control strategy should be modified. As one example, the vehicle control module  106  can determine that the information received from the braking subsystem  109  does not match a desired result of the current control strategy, and modify the control strategy in response by changing operation of another actuator system, such as the propulsion subsystem  107  to achieve the desired result using combined effort from the braking subsystem  109  and the propulsion subsystem  107 . 
     As another example, the braking subsystem  109  can transmit information to the vehicle control module  106  that describes operating characteristics of components of the braking subsystem  109  while braking torques are applied at one or more of the road wheels  102 . In response to the information received from the braking subsystem  109 , the vehicle control module  106  can determine that the information received from the braking subsystem  109  is indicative of a mechanical or electrical fault. Upon determining that a mechanical or electrical fault is present, the vehicle control module  106  can respond by changing operation of another actuator system, such as the propulsion subsystem  107  to replace some or all of the actuator effort that was allocated to the braking subsystem  109 . 
     The control process  1690  can be expanded to include monitoring multiple actuator systems and/or modifying operation of multiple actuator systems. For example, operation  1691  could include receiving information from two actuator systems, and in response, operation  1692  could include modifying operation of two or more actuator systems. 
       FIG. 17  is a flowchart that shows a fourth example of a control process  1790  for the vehicle  100 . The control process  1790  may be implemented using the vehicle control module  106  and one or more vehicle subsystems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . The control process  1790  can be controlled by software that is provided to and executed by the vehicle control module  106 . In some implementations portions of the control process  1790  may be controlled and executed by other systems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . 
     In operation  1791 , a request is received from a first actuator system. As one example, the first actuator system can transmit a request for additional actuator effort to achieve an intended vehicle motion in response to determining, by the first actuator system, that the first actuator system is not capable of achieving a vehicle motion that was requested. As another example, the first actuator system can transmit a request for a reduction in the actuator effort assigned to it in response to determining, by the first actuator system, that the first actuator system is not functioning correctly. The request can be received at the vehicle control module  106  from one of the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , or the active suspension subsystem  110 . 
     In operation  1792 , operation of a second actuator system is modified in response to the request that was received in operation  1791 . The vehicle control module  106  can identify a change to be made to the manner of operation of one of the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , or the active suspension subsystem  110 , and transmit a command to that system that causes modification of its operation. 
     As one example the steering subsystem  108  can transmit information to the vehicle control module  106  that requests modification of a current control strategy in which the steering subsystem  108  is attempting to achieve a specific yaw moment for the vehicle  100 . In response to the information received from the steering subsystem  108 , the vehicle control module  106  can determine that a current control strategy should be modified. As one example, the vehicle control module  106  can determine that the information received from the steering subsystem  108  does not match a desired result of the current control strategy, and modify the control strategy in response by changing operation of another actuator system, such as by operating the braking subsystem  109  to induce a portion of the desired yaw moment to turn the vehicle  100 , in an attempt to achieve the desired result using combined effort from the steering subsystem  108  and the braking subsystem  109 . 
     The control process  1790  can be expanded to include monitoring multiple actuator systems and/or modifying operation of multiple actuator systems. For example, operation  1791  could include receiving a request from one actuator system, and in response, operation  1792  could include modifying operation of two or more actuator systems. 
       FIG. 18  is a flowchart that shows a fifth example of a control process  1890  for the vehicle  100 . The control process  1890  may be implemented using the vehicle control module  106  and one or more vehicle subsystems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . The control process  1890  can be controlled by software that is provided to and executed by the vehicle control module  106 . In some implementations portions of the control process  1890  may be controlled and executed by other systems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . 
     In operation  1891 , a desired chassis-level motion is determined. The desired-chassis level motion can be determined by the vehicle control module  106  to cause the vehicle  100  to follow a trajectory. The trajectory can be determined by the vehicle control module according to a navigation goal based on a destination that is specified by a passenger or an external control system. The desired chassis-level motion can include one or more of a speed, an acceleration, a yaw rate, a pitch rate, a roll rate, a yaw moment, a pitch moment, or a roll moment. The desired chassis-level motion can be determined using an automated control function based on a desired trajectory. The desired chassis-level motion can be determined by the vehicle control module  106 . 
     In operation  1892 , a first control strategy and a second control strategy are determined. The first control strategy and the second control strategy are each intended to achieve the desired chassis-level motion, but differ from one another. As one example, the first control strategy and the second control strategy can differ by the actuators systems selected to achieve the desired chassis-level motion. As another example, the first control strategy and the second control strategy can utilize the same actuator systems to achieve the desired chassis-level motion, but allocate the effort differently among the involved actuator systems. As an example, if the desired chassis-level motion includes a pitch moment, the vehicle control module can determine a first control strategy using the propulsion subsystem  107  and the active suspension subsystem  110  based on their ability to contribute to the desired motion, and can identify a second control strategy using the braking subsystem  109  and the active suspension subsystem  110  based on their ability to contribute to the desired motion. Optionally, further control strategies can be determined in operation  1892  in addition to the first control strategy and the second control strategy. 
     In operation  1893 , a control strategy is selected. The control strategy that is selected at operation  1893  may be referred to as a selected control strategy. The control strategies that were determined in operation  1892  are evaluated to identify the selected control strategy. This selection can be made based on one or more criteria, such as by comparing the one or more criteria for the first control strategy and the second control strategy. As examples, the selection can be made based on operating characteristics or criteria such as one or more of energy efficiency, comfort, and controllability. The selection can be made using any type of selection methodology. One example of a selection methodology that can be utilized is a cost function, and the parameters of the cost function can be adjusted to favor optimization of specific operating characteristics by selecting the control strategy that minimizes or maximizes values for these characteristics or criteria, as desired. 
     In operation  1894 , one or more of the actuator systems are controlled using the selected control strategy. For example, commands can be transmitted to one or more of the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , and the active suspension subsystem  110 . 
       FIG. 19  is a flowchart that shows a sixth example of a control process  1990  for the vehicle  100 . The control process  1990  may be implemented using the vehicle control module  106  and one or more vehicle subsystems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . The control process  1990  can be controlled by software that is provided to and executed by the vehicle control module  106 . In some implementations portions of the control process  1990  may be controlled and executed by other systems, such as the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , the active suspension subsystem  110 , the thermal management subsystem  111 , the power management subsystem  112 , and the sensor subsystem  113 . 
     In operation  1991 , a desired chassis-level motion is determined. The desired-chassis level motion can be determined by the vehicle control module  106  to cause the vehicle  100  to follow a trajectory. The trajectory can be determined by the vehicle control module according to a navigation goal based on a destination that is specified by a passenger or an external control system. The desired chassis-level motion can include one or more of a speed, an acceleration, a yaw rate, a pitch rate, a roll rate, a yaw moment, a pitch moment, or a roll moment. The desired chassis-level motion can be determined using an automated control function based on a desired trajectory. The desired chassis-level motion can be determined by the vehicle control module  106 . 
     In operation  1992 , a first control strategy and a second control strategy are determined. The first control strategy and the second control strategy are each intended to achieve the desired chassis-level motion, but differ from one another. Operation  1992  can be performed in the manner previously described with respect to operation  1892 . Optionally, further control strategies can be determined in operation  1992  in addition to the first control strategy and the second control strategy. 
     In operation  1993 , thermal regulation requirements are determined for the first control strategy and the second control strategy. Thermal regulation requirements can optionally be determined for additional control strategies, if any. The thermal regulation requirements for each control plan can be determined based on the actuator effort allocated to each of the actuator systems. To determine the thermal regulation requirements, the vehicle control module  106  can be provided with information that correlates actuator effort for each of the actuator systems with an amount of heat generated by the actuator systems. This information can be in the form of, as examples, a function or a lookup table. 
     In operation  1994 , a control strategy is selected. The control strategy that is selected at operation  1994  may be referred to as a selected control strategy. The control strategies that were determined in operation  1992  are evaluated to identify the selected control strategy. This selection is made based in part of the thermal regulation requirements that were determined in operation  1993 . The selection can be made using any type of selection methodology. One example of a selection methodology that can be utilized is a cost function. As one example, the parameters of the cost function can be set to favor control strategies that maintain temperatures for the actuator system within desired ranges. As another example, the parameters of the cost function can be set to favor control strategies that minimize energy usage by the thermal management subsystem  111 . 
     In operation  1995 , the actuator systems are controlled using the selected control strategy that was selected in operation  1994 . For example, commands can be transmitted to one or more of the propulsion subsystem  107 , the steering subsystem  108 , the braking subsystem  109 , and the active suspension subsystem  110 . 
     In operation  1996 , operation of the thermal management subsystem  111  is modified based on the selected control strategy. The thermal management subsystem  111  can be controlled in accordance with the thermal regulation requirements for the selected control strategy to maintain the actuator systems within desired temperature ranges.

Metadata:
Filing Date: 20180530
Publication Date: 20210126
Grant Date: 20210126
Priority Date: 20170621
Inventors: HITZINGER, ALEXANDER
Assignee: APPLE INC
CPC Classifications: [{"code": "B60W10/22", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/16", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/14", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60W30/02", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/20", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/18", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/18", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/20", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/14", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W30/02", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60W10/22", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/16", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/20", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/22", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W30/02", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60W10/18", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/14", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/16", "inventive": true, "first": false, "tree": "[]"}]
Family ID: 74190776