Patent Application
20180022403
The present disclosure generally relates to vehicles, and more particularly relates to methods and systems for controlling downforce for vehicles.
Certain vehicles today, such as racecars and other performance vehicles, utilize downforce for potentially improving performance. For example, certain performance vehicles utilize airfoils, wings, or other devices to generate downforce for the vehicle. An increase in downforce can enhance lateral capability for the vehicle, for example when turning a corner. However, an increase in downforce can also increase aerodynamic drag for the vehicle, for example when travelling on a straight road or track, and can also provide wear on certain vehicle components under certain conditions.
Accordingly, it is desirable to provide techniques for improved control of downforce for vehicles. It is also desirable to provide methods, systems, and vehicles incorporating such techniques. Furthermore, other desirable features and characteristics of the present invention will be apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.
In accordance with an exemplary embodiment, a method is provided. The method comprises obtaining one or more parameter values for a vehicle during operation of the vehicle, and adjusting a downforce for the vehicle, during operation of the vehicle, based on the one or more parameter values, using instructions provided via a processor for controlling one or more downforce elements for the vehicle.
In accordance with another exemplary embodiment, a system is provided. The system comprises one or more sensors and a processor. The one or more sensors are configured to measure one or more parameter values for a vehicle during operation of the vehicle. The processor is coupled to the one or more sensors. The processor is configured to at least facilitate adjusting a downforce for the vehicle, during operation of the vehicle, based on the one or more parameter values, by providing instructions for controlling one or more downforce elements for the vehicle.
In accordance with a further exemplary embodiment, a vehicle is provided. The vehicle comprises one or more downforce elements, one or more sensors, and a processor. The one or more sensors are configured to measure one or more parameter values for the vehicle during operation of the vehicle. The processor is coupled to the downforce elements and to the one or more sensors. The processor is configured to at least facilitate adjusting a downforce for the vehicle, during operation of the vehicle, based on the one or more parameter values, by providing instructions for controlling the one or more downforce elements.
The present disclosure will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein:
The following detailed description is merely exemplary in nature and is not intended to limit the disclosure or the application and uses thereof. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description.
In one embodiment depicted in
In the exemplary embodiment illustrated in
Still referring to
The steering system 150 is mounted on the chassis 112, and controls steering of the wheels 116. In various embodiments, the steering system 150 includes a steering wheel and a steering column, not depicted in
The braking system 160 is mounted on the chassis 112, and provides braking for the vehicle 100. In various embodiments, the vehicle 100 automatically controls braking of the vehicle 100 via instructions provided from the control system 102 to the braking system 160.
With regard to the above-referenced downforce elements 101, in various embodiments the downforce elements 101 may comprise one or more wings, airfoils, spoilers, vents, and/or other devices that are configured to increase or decrease airflow based on control by the control system 102. In certain embodiments, the downforce elements 101 are mechanically operated and/or adjusted via the control system 102, for example by moving the downforce elements 101 into a different position, angle, or pitch, and/or by opening or closing a vent or other feature of the downforce elements 101. As depicted in
As noted above, the control system 102 controls downforce for the vehicle 100. In various embodiments, the control system 102 controls the downforce via actuation of and/or other control over one or more of the downforce elements 101, for example as discussed further below in greater detail in connection with the process 200 of
As depicted in
The force sensors 162 measure a load on one or more of the tires 117 and/or a downforce on one or more of the tires 117, wheels 116, and/or axles 135, 136. In various embodiments, force sensors 162 are disposed on, against, or proximate each of the axles 135, 136. In addition, in certain embodiments, force sensors 162 are disposed on, against, or proximate each of the tires 117 and/or wheels 116. Also in various embodiments, measurements from the force sensors 162 are provided to the control system 106 for processing, and for controlling downforce for the vehicle 100.
The pressure sensors 164 measure a pressure of one or more of the tires 117. In various embodiments, pressure sensors 164 are disposed on, against, or proximate each of the tires 117. Also in various embodiments, measurements from the pressure sensors 164 are provided to the control system 106 for processing, and for controlling downforce for the vehicle 100.
The temperature sensors 166 measure a temperature of one or more of the tires 117. In various embodiments, temperature sensors 166 are disposed on, against, or proximate each of the tires 117. Also in various embodiments, measurements from the temperature sensors 166 are provided to the control system 106 for processing, and for controlling downforce for the vehicle 100.
The height sensors 168 measure a ride height of the vehicle 10. In various embodiments, one or more height sensors 168 (also referred to as chassis position sensors) are disposed within or proximate one or more of the wheels 116. Also in various embodiments, measurements from the height sensors 168 are provided to the control system 106 for processing, and for controlling downforce for the vehicle 100.
The angle sensors 170 measure one or more angles pertaining to the vehicle. In certain embodiments, the angle sensors 170 measure a bank angle for a road or path on which the vehicle 100 is travelling. In various embodiments the angle sensors 170 comprise accelerometers that measure the angles of the vehicles via acceleration measurements. In various embodiments the angle sensors 170 comprise or are part of the inertial measurement unit (IMU). Also in various embodiments, measurements from the angle sensors 170 are provided to the control system 106 for processing, and for controlling downforce for the vehicle 100.
The controller 106 is coupled to the sensors 104 and to the downforce elements 101. The controller 106 utilizes information from the sensors 104 to control downforce for the vehicle 100, such as described further below in connection with the process 200 depicted in
As depicted in
In the depicted embodiment, the computer system of the controller 106 includes a processor 172, a memory 174, an interface 176, a storage device 178, and a bus 180. The processor 172 performs the computation and control functions of the controller 106, and may comprise any type of processor or multiple processors, single integrated circuits such as a microprocessor, or any suitable number of integrated circuit devices and/or circuit boards working in cooperation to accomplish the functions of a processing unit. During operation, the processor 172 executes one or more programs contained within the memory 174 and, as such, controls the general operation of the controller 106 and the computer system of the controller 106, generally in executing the processes described herein, such as those described further below in connection with
The memory 174 can be any type of suitable memory. For example, the memory 174 may include various types of dynamic random access memory (DRAM) such as SDRAM, the various types of static RAM (SRAM), and the various types of non-volatile memory (PROM, EPROM, and flash). In certain examples, the memory 174 is located on and/or co-located on the same computer chip as the processor 172. In the depicted embodiment, the memory 174 stores the above-referenced program 182 along with one or more stored values 184 (e.g. threshold values used for controlling downforce in the vehicle 100).
The bus 180 serves to transmit programs, data, status and other information or signals between the various components of the computer system of the controller 106. The interface 176 allows communication to the computer system of the controller 106, for example from a system driver and/or another computer system, and can be implemented using any suitable method and apparatus. In one embodiment, the interface 176 obtains the various data from the sensors of the sensors 104. The interface 176 can include one or more network interfaces to communicate with other systems or components. The interface 176 may also include one or more network interfaces to communicate with technicians, and/or one or more storage interfaces to connect to storage apparatuses, such as the storage device 178.
The storage device 178 can be any suitable type of storage apparatus, including direct access storage devices such as hard disk drives, flash systems, floppy disk drives and optical disk drives. In one exemplary embodiment, the storage device 178 comprises a program product from which memory 174 can receive a program 182 that executes one or more embodiments of one or more processes of the present disclosure, such as the steps described further below in connection with
The bus 180 can be any suitable physical or logical means of connecting computer systems and components. This includes, but is not limited to, direct hard-wired connections, fiber optics, infrared and wireless bus technologies. During operation, the program 182 is stored in the memory 174 and executed by the processor 172.
It will be appreciated that while this exemplary embodiment is described in the context of a fully functioning computer system, those skilled in the art will recognize that the mechanisms of the present disclosure are capable of being distributed as a program product with one or more types of non-transitory computer-readable signal bearing media used to store the program and the instructions thereof and carry out the distribution thereof, such as a non-transitory computer readable medium bearing the program and containing computer instructions stored therein for causing a computer processor (such as the processor 172) to perform and execute the program. Such a program product may take a variety of forms, and the present disclosure applies equally regardless of the particular type of computer-readable signal bearing media used to carry out the distribution. Examples of signal bearing media include: recordable media such as floppy disks, hard drives, memory cards and optical disks, and transmission media such as digital and analog communication links. It will be appreciated that cloud-based storage and/or other techniques may also be utilized in certain embodiments. It will similarly be appreciated that the computer system of the controller 106 may also otherwise differ from the embodiment depicted in
It will be appreciated that the vehicle 100 can be operated in an automated manner by commands, instructions, and/or inputs that are “self-generated” onboard the vehicle itself. Alternatively or additionally, the vehicle 100 can be controlled by commands, instructions, and/or inputs that are generated by one or more components or systems external to the vehicle 100, including, without limitation: other vehicles; a backend server system; a control device or system located in the operating environment; or the like. In certain embodiments, therefore, the vehicle 100 can be controlled using vehicle-to-vehicle data communication, vehicle-to-infrastructure data communication, and/or infrastructure-to-vehicle communication, among other variations (including partial or complete control by the driver or other operator in certain modes, for example as discussed above).
With reference to
As depicted in
An initial downforce target is obtained (step 202). In one embodiment, the initial downforce target comprises a standard or default value of downforce for the vehicle. Also in one embodiment, the initial downforce target is stored in the memory 182 of
Various data is obtained pertaining to parameters for the vehicle (step 204). In various embodiments, the data includes various information, measurements, and other data from the sensors 104 of
A determination is made as to whether a change in in downforce for the vehicle is desired (step 206). In one embodiment, the determination includes at least a determination as to whether a reduction in downforce (also known in the industry as “load shedding” is desired). In one embodiment, the determination of step 206 is based on various parameter values from step 204, including the load on one or more of the tires 117, the pressure for one or more of the tires 117, the temperature for one or more of the tires 117, a ride height for the vehicle 100, a bank angle of the vehicle, and/or data regarding one or more vehicle faults pertaining to vehicle dynamics. In various embodiments, the various different parameter values are combined together to ascertain one or more combined effects of the parameter values, and their resulting aggregate impact on the desired downforce for the vehicle 100.
For example, in one embodiment, if the tire load exceeds a predetermined threshold, then a decrease in downforce is desired. Also in one embodiment, a decrease in downforce is also desired if the tire pressure exceeds a predetermined threshold. In one embodiment, a decrease in downforce is also desired if the tire temperature exceeds a predetermined threshold. In addition, in one embodiment, a decrease in downforce is also desired if the ride height is less than a predetermined value. Also in one embodiment, a decrease in downforce is also desired if the bank angle represents a sharp angle for turning the vehicle 100. In addition, in one embodiment, a decrease in downforce is also desired if one or more dynamic vehicle faults are determined to have occurred. In one embodiment, all of the values are considered, and the lowest value is selected or taken. In various embodiments, the determination(s) of step 206 are made via the processor 172 of
If it is determined in step 206 that a downforce adjustment is not desired, then downforce adjustment is made (step 208). Specifically, in one embodiment, during step 208, no change is made to the downforce elements 101 of
Conversely, if it is determined in step 206 that a downforce adjustment is desired, then an updated downforce target is determined (step 210). In one embodiment, during step 210, the downforce target is updated upward or downward from the initial target of step 202, based on the combination of the effects of the various parameter values of step 204. For example, in one embodiment, the target is adjusted downward if the tire load exceeds a predetermined threshold, the tire pressure exceeds a predetermined threshold, the tire temperature exceeds a predetermined temperature, the ride height is less than a predetermined value, the bank angle represents a sharp angle for turning the vehicle 100, and/or one or more dynamic vehicle faults are determined to have occurred. Also in certain embodiments, the target may be adjusted upward based on opposite values of the one or more parameters (e.g. if the tire load is less than its predetermined threshold, the tire pressure is less than its predetermined threshold, the ire temperature is less than its predetermined threshold, the ride height is less than its predetermined value, the bank angle represents a more gradual angle, and there are no dynamic vehicle faults determined to have occurred). In addition, in certain embodiments, separate downforce target adjustments are made for the front versus rear axles 135, 136, for example based on different parameter values (e.g., tire load, tire pressure, tire temperature, and/or ride height) as measured on the front axle 135 versus the rear axle 136. In addition, in certain embodiments, the updated target adjustments include separate maximum downforce target values for the front and rear axles 135, 136. In various embodiments, the downforce target is updated by the processor 172 of
A front and rear balance of the vehicle is adjusted (step 212). In one embodiment, a balance between the front and rear of the vehicle 100 is adjusted by the processor 172 of
A desired position or adjustment of one or more downforce elements is determined (step 214). In various embodiments, the processor 172 of
The desired position or adjustment of the one or more downforce elements is then implemented (step 216). In various embodiments, the processor 172 of
Accordingly, methods, systems, and vehicles are provided that control the downforce for vehicles, such as for racecars or other performance vehicles. In various embodiments, the downforce is adjusted by actuation of one or more downforce elements (e.g. one or more front airfoils 151, rear spoilers 152, wings 153, and/or vents 154) based on vehicle-related parameters such as tire pressure, tire temperature, ride height, bank angle, and/or any detected dynamic vehicle faults). Such methods, systems, and vehicles can be advantageous, for example, by optimizing the vehicle downforce based on different dynamic aspects of a particular vehicle drive or ignition cycle (e.g. by providing increased downforce when best utilized during a sharp turn, and reducing downforce when appropriate such as to reduce drag, and so on). Also as a result, in certain embodiments the maximum downforce values may be increased, as compared with other vehicles in which the vehicle downforce may not be adjusted during the vehicle drive or ignition cycle.
It will be appreciated that the disclosed methods, systems, and vehicles may vary from those depicted in the Figures and described herein. For example, the vehicle 100, the downforce elements 101, the control system 102, and/or various components thereof may vary from that depicted in
While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the appended claims and the legal equivalents thereof.
