US 12,115,996 B2
Architecture and model predictive control-based methodology to manage chassis and driveline actuators
Seyedeh Asal Nahidi, North York (CA); SeyedAlireza Kasaiezadeh Mahabadi, Novi, MI (US); Ruixing Long, Windsor (CA); Yubiao Zhang, Sterling Heights, MI (US); James H. Holbrook, Fenton, MI (US); Ehsan Asadi, North York (CA); Reza Hajiloo, Waterloo (CA); and Shamim Mashrouteh, Markham (CA)
Assigned to GM GLOBAL TECHNOLOGY OPERATIONS LLC, Detroit, MI (US)
Filed by GM Global Technology Operations LLC, Detroit, MI (US)
Filed on Nov. 3, 2021, as Appl. No. 17/518,244.
Prior Publication US 2023/0140485 A1, May 4, 2023
Int. Cl. B60W 40/101 (2012.01); B60W 30/02 (2012.01); B60W 40/107 (2012.01); B60W 40/109 (2012.01); B60W 40/114 (2012.01)
CPC B60W 40/101 (2013.01) [B60W 30/02 (2013.01); B60W 40/107 (2013.01); B60W 40/109 (2013.01); B60W 40/114 (2013.01); B60W 2520/26 (2013.01)] 18 Claims
OG exemplary drawing
 
1. A system for managing chassis and driveline actuators of a motor vehicle, the system comprising:
one or more sensors disposed on the motor vehicle, the one or more of sensors measuring real-time static and dynamic data about the motor vehicle;
one or more actuators disposed on the motor vehicle, the one or more actuators altering static and dynamic characteristics of the motor vehicle;
a control module having a processor, a memory, and input/output (I/O ports, the processor executing program code portions stored in the memory, the program code portions comprising:
a first program code portion that causes the one or more sensors to obtain vehicle state information;
a second program code portion that receives a driver input and generates a desired dynamic output based on the driver input and the vehicle state information;
a third program code portion that estimates actions of the one or more actuators based on the vehicle state information, wherein the vehicle state information includes a tire slip model that, for lateral force is expressed simply as:
Fy=GykFyp+SVyk;
and for longitudinal force, the tire slip model is expressed as:
Fx=(Dx sin[Cx tan−1(Bxkx−Ex(Bxkx−tan−1(Bxkx))]+SVx)Gxa;
where Gyk is a weighting function expressed as:

OG Complex Work Unit Math
where Fyp is a force of lateral slip in a pure slip condition, and where Gyk=1 and SVyk=0 when combined slip is not used;
a fourth program code portion that generates one or more control action constraints based on the first and third program code portions;
a fifth program code portion that generates a reference control action based on the vehicle state information, the estimated actions of the one or more actuators and the control action constraints, including an output command to one or more electronic limited slip differential (eLSD) actuators, an output command to one or more electronic all-wheel-drive (eAWD) actuators, and an output command to one or more active aerodynamic actuators, wherein the output commands to the one or more eLSD, eAWD, and active aerodynamic actuators are calculated to achieve specific transient response characteristics of the motor vehicle which are linearized;
a sixth program code portion that integrates the vehicle state information, the estimated actions of the one or more actuators, the desired dynamic output, the reference control action and the control action constraints to generate an optimal control action,
wherein the optimal control action defines a modified driver desired dynamic output control signal to the one or more actuators of the motor vehicle that falls within a range of predefined actuator capacities, wherein the optimal control action manages chassis and driveline actuators, including the eLSD, the eAWD, and the active aerodynamic actuators, with the optimal control action, modifies and redistributes tire force generation in X and Y directions at a tire/road surface contact patch by adjusting torque delivered to each tire of the vehicle from a front to a rear of the vehicle and from side-to-side of the vehicle and maximizes driver control of the vehicle in complex driving scenarios.