WO2018232401A1

WO2018232401A1 - Business modes for a vehicle with customizable chassis modules with integrated related functions

Info

Publication number: WO2018232401A1
Application number: PCT/US2018/038086
Authority: WO
Inventors: Thomas Patrick RICHARDS; Jeremy J Mcclain; Jeremy W TUGGLE
Original assignee: Continental Automotive Systems, Inc.
Priority date: 2017-06-16
Filing date: 2018-06-18
Publication date: 2018-12-20

Abstract

A method of servicing a fleet of vehicle includes collecting data from individual components on a module for a vehicle; diagnosing a performance level for each of the components; comparing the performance level for each component to a component performance standard; determining service of that component is desired based on the comparison; determining a preferred service timing based upon fleet information, vehicle information, and the performance level; and instructing a controller on the vehicle to drive to a preset location at a preset time based on the preferred service timing.

Description

BUSINESS MODES FOR A VEHICLE WITH CUSTOMIZABLE CHASSIS MODULES WITH INTEGRATED RELATED FUNCTIONS

TECHNICAL FIELD

[0001 ] The invention relates to a method of servicing automated driving systems for a motor vehicle, in particular for chassis, braking, steering and associated communications.

BACKGROUND

[0002] The increasing availability of technology has led to automotive vehicle becoming more automated. In particular, safety systems which assist in braking and steering in emergency situations make driving such vehicles safer. Further communications between vehicles, or vehicle and infrastructure is also becoming more popular to provide traffic and safety information to and/or from vehicles.

[0003] Vehicle-to-X communications is currently in a phase of development and standardization. This term is understood to mean in particular communication between vehicles (vehicle-to-vehicle communication) and communication between vehicles and infrastructure (vehicle-to-infrastructure communication).

[0004] With the increase in technology the driver interaction with the vehicle control systems is decreasing. With fully autonomous guidance the vehicle can maneuver itself independently in traffic and thus completely unburden the driver of the vehicle operation. As these systems become more independent the need to provide HMI and other controls available in the passenger compartment to the driver is less important.

[0005] The background description provided herein is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of the description that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure. SUMMARY

[0006] A system of one or more computers can be configured to perform particular operations or actions by virtue of having software, firmware, hardware, or a combination of them installed on the system that in operation causes or cause the system to perform the actions. One or more computer programs can be configured to perform particular operations or actions by virtue of including instructions that, when executed by data processing apparatus, cause the apparatus to perform the actions.

[0007] One general aspect includes a method of servicing a fleet of vehicle including: collecting data from individual components on a module for a vehicle; diagnosing a performance level for each of the components; comparing the performance level for each component to a component performance standard; determining service of that component is desired based on the comparison; determining a preferred service timing based upon fleet information, vehicle information, and the performance level; and instructing a controller on the vehicle to drive to a preset location at a preset time based on the preferred service timing.

[0008] Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the methods.

BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein:

[0010] Fig. 1 shows a schematic exemplary illustration of a first embodiment of a body module and end modules of the present invention;

[001 1 ] Fig. 1 A shows a schematic exemplary illustration of a first embodiment of a drive system for a module of the present invention;

[0012] Fig. 1 B shows a schematic exemplary illustration of a second embodiment of a drive system for a module of the present invention; [0013] Fig. 1 C shows a schematic exemplary illustration of a third embodiment of a drive system for a module of the present invention;

[0014] Fig. 1 D shows a schematic exemplary illustration of a fourth embodiment of a drive system for a module of the present invention;

[0015] Fig. 1 E shows a schematic exemplary illustration of a fifth embodiment of a drive system for a module of the present invention;

[0016] Fig. 1 F shows a schematic exemplary illustration of a sixth embodiment of a drive system for a module of the present invention;

[0017] Fig. 2A shows a schematic exemplary illustration of a first embodiment of a brake actuation system for a module of the present invention;

[0018] Fig. 2A shows a schematic exemplary illustration of a second embodiment of a brake actuation system for a module of the present invention;

[0019] Fig. 3A shows a schematic exemplary illustration of a first embodiment of a wheel brake system for a module of the present invention;

[0020] Fig. 3B shows a schematic exemplary illustration of a second embodiment of a wheel brake system for a module of the present invention;

[0021 ] Fig. 3C shows a schematic exemplary illustration of a third embodiment of a wheel brake system for a module of the present invention;

[0022] Fig. 3D shows a schematic exemplary illustration of a fourth embodiment of a wheel brake system for a module of the present invention;

[0023] Fig. 4A shows a schematic exemplary illustration of a first embodiment of a suspension system for a module of the present invention;

[0024] Fig. 4B shows a schematic exemplary illustration of a second embodiment of a suspension system for a module of the present invention;

[0025] Fig. 4C shows a schematic exemplary illustration of a third embodiment of a suspension system for a module of the present invention; [0026] Fig. 5A shows a schematic exemplary illustration of a first embodiment of a steering system for a module of the present invention;

[0027] Fig. 5B shows a schematic exemplary illustration of a second embodiment of a steering system for a module of the present invention;

[0028] Fig. 5C shows a schematic exemplary illustration of a thid embodiment of a steering system for a module of the present invention;

[0029] Fig. 6A shows a schematic exemplary illustration of a first embodiment of a communication system for a module of the present invention; and

[0030] Fig. 6B shows a schematic exemplary illustration of a second embodiment of a communication system for a module of the present invention; and

[0031 ] Fig 7 shows a schematic exemplary illustration of a method of servicing a fleet of vehicles according to the present invention.

DETAILED DESCRIPTION

[0032] The following description is merely exemplary in nature and is in no way intended to limit the disclosure, its application, or uses. For purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements.

[0033] The Figures illustrate schematic views of exemplary end modules 10 or corner modules 1 1 0, which are able independently operable to brake and steer themselves. The end/corner module(s) 10, 1 10 each have drive systems 12, 1 12, brake systems 14, 1 14, suspensions systems 16, steering systems 18 and communication systems 20. The drive system 12, 1 12, brake systems 14, 1 14, suspensions systems 16, steering systems 18 and communications systems 20 may be combined with one another in various combinations to form an end module 10 or corner module 1 1 0 as described herein.

[0034] Both types of modules 10, 1 10 can be quickly and easily removably secured to a vehicle body module 1 1 . For example, the modules 10, 1 10 may have a support frame 24 secured to the wheels 22. Components for the drive systems 12, 1 12, such as a drive controller 26 can be secured and supported on the frame 24, e.g. mounted in the body module fastened by screws or rivets. The end/corner modules 1 0, 1 10 are able to provide drive, braking and steering to move a body module 1 1 which may be attached. In one embodiment the support frame is a space frame design. That is, the frame is tubular or extruded metal, and can be welded or bonded, including steel or aluminum or composite material.

[0035] The connection to the body module may be via traditional fasteners, e.g. bolts, nuts, etc. In another embodiment the means for and / or eccentric clamp devices. Additionally, if the end/corner module 10, 1 10 uses use central hydraulic brakes then we need hydraulic quick connectors may also be used. Alternately the hydraulic brakes are confined to an end module 10, 1 1 0 or even to a corner of a corner/end module 10, 1 1 0 and hydraulic connections to the body module 1 1 are not necessary.

[0036] The body module 1 1 may define wheel wells and a compartment to provide space for the modules 10, 1 10 and may be placed over the modules 10, 1 10 and secured into position, as in the embodiment shown. Alternately the end portions of the body 1 1 may be secured to the modules 1 0, 1 10 and when assembled joined to the central portion of the body 1 1 such that the body module 1 1 does not have to be raised and lowered to assemble with the modules 10, 1 1 0. Further, the body module 1 1 may define storage space that does not interfere with the packaging space for the modules 10, 1 10. Preferably such storage space could be accessed from the exterior of the vehicle for use by the passengers to store items.

[0037] Additionally, the body module 1 1 (or the portions of the module 1 1 secured to the end/corner modules 10, 1 10) have both headlights/tail lights and brake lights such that either end of the vehicle may act as the front or the rear of the vehicle, as discussed in detail below.

[0038] The frame 24 or suspension components (discussed below) may have connection points for quickly securing the module 10, 1 10 to a body module 1 1 .

Matching modules 1 0, 1 10 can be secured at each end of the body module 1 1 , or at each of the four corners of the body module 1 1 . In this manner, the assembled motor vehicle will have a lead module, located at the forward portion of the vehicle and a follow module located at the rear portion of the vehicle. As both modules 10, 1 1 0 are the same either end of the vehicle may be the forward/lead module 1 0, 1 10 and may switch back and forth (or reverse vehicle direction) during operation of the vehicle.

[0039] The end/corner modules 10, 1 10 may operate with one another in a lead/follow manner such that the end/corner modules 10, 1 10 on the front act as the lead and the end/corner modules 10, 1 10 on the rear are connected and act in a follow mode. When the vehicle changes direction the new end/corner modules 10, 1 1 0 will be the front and take the lead, while the other(s) follow. In the lead/follow mode of operation, the lead end/corner modules 10, 1 10 will be providing all of the necessary wheel torque for vehicle propulsion while the follow end/corner modules 1 0, 1 10 will be either disconnected so that no additional drag is provided or will be operated in a neutral (0 torque control) mode. In the case of an end/corner module 10, 1 1 0 disconnect, a disconnect clutch (not shown) may be used to mechanically decouple the drive system 12, 1 12 from the wheels 22. In this way, drag losses from the drive system 12, 1 12would be minimized for the end/corner 10, 1 1 0 module in the follow mode.

[0040] The communication system 20 allows the lead end/corner module(s) 10, 1 10 to communicate instructions to the follow end/corner module(s) 10, 1 10 as needed for braking, power, etc. The drive controller determines the 'lead module' by the direction the vehicle moves . In an alternative mode of operation, both the end/corner modules 10, 1 10 on the front and the rear are all providing vehicle propulsion, i.e. the total required wheel torque is distributed among two axles or four wheel, etc. This mode of operation would primarily be used in a high wheel torque demand scenario such as driving up a hill, i.e. steep road grades. In yet another mode of operation, both the front and rear end/corner modules 10, 1 10 may be providing propulsion but not necessarily in equal levels to achieve optimum efficiency. In other words, the distribution of propulsion between front and rear may be determined based on best operating efficiency and consideration of vehicle stability events. [0041 ] The end/corner module(s) 10, 1 10 will require sensor input to provide the autonomous instructions for driving, braking and steering themselves. Various cameras and sensors may be connected to a controller for determining the autonomous driving instructions. The sensors, cameras and controller may be mounted on and included in the end/corner module(s) 10, 1 10 or may be mounted on the body and communicate the various instructions to the necessary systems 12, 1 12, 14, 1 14, 16, 18 and 20 on the end/corner module(s) 10, 1 10. Redundant sensing and communication can be provided for safety between the autonomous controller and the drive 12, 1 12 brake 14, 1 14 and steering systems 16 of the end/corner module(s) 10, 1 10.

[0042] Fig 1 A shows a first embodiment of a drive system 12A for an end module 10 where the drive system 12A includes an electric machine (EM) 28 with an integrated inverter 30 connected to drive a differential 35, which is connected to two wheel assemblies 22 through drive shafts 32. The inverter 30 may be connected to a high voltage DC link to provide power to the electric machine 28. Additional high voltage energy storage 34 may also be available. The electric machine 28, inverter 30, and additional energy storage 34 may all be supported by the frame 24. As indicated by the arrows 23 and 33 the wheels 22 and drive shafts 32 may be driven to rotate in either direction. The drive controller 26 (or vehicle controller 27) will decide either one drive module from front or rear while the other operates in a follow mode OR both front and rear end/corner modules 10, 1 10 operate to provide propulsion. The decision is made based on desired vehicle direction, total vehicle propulsion torque demand (i.e. higher the torque demand may require both front and rear to drive for example on a road grade/hill). The decision is also made based on operating efficiency of front vs. rear and in addition based on vehicle stability/ESP limits to prevent wheel slip for traction. The driving module decision may also be changed in the case of overheating or failure of one of the end/corner modules 1 0, 1 10.

[0043] Fig 1 B shows a second embodiment of a drive system 12B for an end module 10 where the drive system 1 2B includes an electric machine 28 with an integrated inverter 30 connected through a reduction gear set 36 to drive a differential 35, which is connected to two wheel assemblies 22 through drive shafts 32. The inverter 30 may be connected to a high voltage DC link to provide power to the electric machine 28. Additional high voltage energy storage 34 may also be available (not shown). The electric machine 28, inverter 30, and additional energy storage 34 may all be supported by the frame 24. As indicated by the arrows 23 and 33 the wheels 22 and drive shafts 32 may be driven to rotate in either direction.

[0044] Fig 1 C shows a third embodiment of a drive system 12C for an end module 10 where the drive system 12C includes two electric machines 28 with an inverter 30 to drive two wheel assemblies 22 through drive shafts 32. The electric machines 28 may be two rotors in one stator. The inverter 30 may be connected to a high voltage DC link to provide power to the electric machine 28. Additional high voltage energy storage 34 may also be available. The electric machine 28, inverter 30, and additional energy storage 34 may all be supported by the frame 24. As indicated by the arrows 23 and 33 the wheels 22 and drive shafts 32 may be driven to rotate in either direction. The drive shafts 32 are each directly driven by one of the electric motors 28.

[0045] Fig 1 D shows a fourth embodiment of a drive system 12D for corner modules 1 10 where the drive system 1 12D for each corner includes an electric machine 28 with an inverter 30 to drive the wheel assembly 22 through drive shaft 32. The inverter 30 may be connected to a high voltage DC link to provide power to the EM 28. Additional high voltage energy storage 34 may also be available. EM 28, inverter 30, and additional energy storage 34 may all be supported by the frame 24. As indicated by the arrows 23 and 33 the wheel 22 and drive shaft 32 may be driven to rotate in either direction. The EM 28 is connected to the wheel 22 through a gear reducer set 36 and drive shaft 32.

[0046] Fig 1 E shows a fifth embodiment of a drive system 12E for corner modules 1 10 where the drive system 1 12E for each corner includes an electric machine 28 with an inverter 30 to drive the wheel assembly 22 through drive shaft 32. The inverter 30 may be connected to a high voltage DC link to provide power to the EM 28. Additional high voltage energy storage 34 may also be available. EM 28, inverter 30, and additional energy storage 34 may all be supported by the frame 24. As indicated by the arrows 23 and 33 the wheel 22 and drive shaft 32 may be driven to rotate in either direction. Two corner modules 1 10 can be connected to one another through a clutch 38. The clutch 38 may be supported on the frame 24 for one of the corner modules 1 10, while the other corner module 1 10 may include the necessary linkage to connect the two drive systems 1 12E to one another.

[0047] Fig 1 F shows a fourth embodiment of a drive system 12F for corner modules 1 10 where the drive system 1 12F for each corner includes an electric machine 28 with an inverter 30 to drive the wheel assembly 22. The inverter 30 may be connected to a high voltage DC link to provide power to the EM 28. Additional high voltage energy storage 34 may also be available (not shown). The EM 28, inverter 30, and additional energy storage 34 may all be supported by the frame 24. As indicated by the arrows 23 the wheel 22 may be driven to rotate in either direction. The wheel 22 is directly driven by one of the electric motors 28.

[0048] Fig. 2A shows a first schematic illustration of a brake system 14, 1 14 for end/corner module(s) 10, 1 10. The brake system 14, 1 14 has an electro-hydraulic actuation system 40A with a controller 42 and a fluid reservoir 44. The brake system 14, 1 14 is connected to a power supply and a wheel speed sensor for each wheel 22. An Electric Integrated Parking Brake (EiPB) 46 is included in the brake system 14, 1 14. For end modules 1 0, a second wheel brake 48 may also be included on the second wheel 22 of the end module 1 0. The second wheel brake 48 may be conventional or NWC style wheel brake(s).

[0049] In one embodiment each deceleration brake event is analyzed by the brake controller and then the brake controller decides what deceleration device e.g. EM regeneration, friction brake, EPB, etc., should be used to satisfy the deceleration request. For example, possibly only the EM regenerative braking is used primarily in order to extend range of the vehicle, and friction brakes are only additionally used if necessary to reach the required deceleration. Depending on speed and deceleration request only one module may be sufficient or both modules are used to complete the request. [0050] Fig. 2B shows a second schematic illustration of a brake system 14B, 1 14B for end/corner module(s) 10, 1 10. The brake system 14, 1 14 has an electro-mechanical actuation system 40B with a controller 42. The brake system 14, 1 14 is connected to a power supply and a wheel speed sensor for each wheel 22. A wheel brake 48 may be conventional or NWC style wheel brake(s).

[0051 ] Fig. 3A shows a first schematic illustration of brakes 48A for a brake system 14, 1 14 for end/corner module(s) 1 0, 1 10. The brake system 14, 1 14 has an electro-hydraulic actuation system 40A with a controller 42 and a fluid reservoir 44. A wheel brake 48 may also be included on the each wheel 22. The wheel brake 48 may be a tall narrow system with NWC style wheel brake(s).

[0052] Fig. 3B shows a second schematic illustration of brakes 48A for a brake system 14, 1 14 for end/corner module(s) 10, 1 1 0. The brake system 14, 1 14 has an electro-hydraulic actuation system 40A with a controller 42 and a fluid reservoir 44. A wheel brake 48 may also be included on the each wheel 22. The wheel brake 48 may be a conventional rotor and caliper style wheel brake(s) 48B.

[0053] Fig. 3C shows a third schematic illustration of brakes 48C for a brake system 14, 1 14 for end/corner module(s) 10, 1 1 0. The brake system 14, 1 14 has an electro-mechanical actuation system 40B with a controller 42. A wheel brake 48 is included on the each wheel 22. The wheel brake 48 may be a tall narrow system with NWC style wheel brake(s).

[0054] Fig. 3D shows a fourth schematic illustration of brakes 48D for a brake system 14, 1 14 for end/corner module(s) 10, 1 1 0. The brake system 14, 1 14 has an electro-mechanical actuation system 40B with a controller 42. A wheel brake 48 is included on the each wheel 22. The wheel brake 48 may be a conventional rotor and caliper style wheel brake(s) 48B.

[0055] The modules 10, 1 10 proposed would total chassis and powertrain systems to be provided in customizable modules having all the necessary functions available for integration, including Brake systems, Suspension Systems, Powertrain (Electric Traction Drive), Telematics, Transportation Services, Power Distribution, Tires and Tire Information Systems, Hoses, Tubes, Isolation devices as well as, axels , drive shafts, structural connections, and steering Components. This will allow the body module to focus customer/driver specific experience factors, while delegating responsibility for the propulsion and lateral actuation of a vehicle to the end/corner modules 10, 1 10. Additionally both modules may be identical and provide the same functions. This additionally satisfies any safety requirements relating to redundancy of components, such as brake system components.

[0056] Fig 4A shows a first embodiment of a suspension system 16A for an end/corner module 10, 1 1 0 where the suspension system 16A includes a torsion spring 50 and a horizontally mounted shock absorber 52 which are connected between the wheel 22 and the frame 24 with the EM 28 and other components mount thereon. Horizontal mounting of the shock absorber 52 provides for a low packaging profile for the end/corner module 10, 1 10 which may be helpful when assembling/disassembling and otherwise packaging the end/corner module(s) 10, 1 10 to the body 1 1 (not shown). Since the modules are connected to the body, they provide suspension for the body module and themselves

[0057] Fig 4B shows a second embodiment of a suspension system 16B for an end/corner module 10, 1 1 0 where the suspension system 16A includes a leaf spring 50B and a horizontally mounted shock absorber(s) 52 which are connected between the wheel 22 and the frame 24 with the EM 28 and other components mount thereon. The leaf spring 50B may be a single or divided leaf spring 50B. Horizontal mounting of the shock absorber(s) 52 provides for a low packaging profile for the end/corner module 10, 1 10 which may be helpful when assembling/disassembling and otherwise packaging the end/corner module(s) 10, 1 1 0 to the body 1 1 (not shown).

[0058] Fig 4C shows a third embodiment of a suspension system 16C for an end/corner module 10, 1 1 0 where the suspension system 16C includes horizontally mounted struts 54 which are connected between the wheel 22 and the frame 24 with the EM 28 and other components mount thereon. Horizontal mounting of the shock strut(s) 54 provides for a low packaging profile for the end/corner module 10, 1 10 which may be helpful when assembling/disassembling and otherwise packaging the end/corner module(s) 10, 1 10 to the body 1 1 (not shown). The strut(s) 54 may include an air spring or coil spring 50C.

[0059] Fig 5A shows a first embodiment of a steering system 18A for an end/corner module 10, 1 1 0 where the steering system 16A includes individual el. actuators 56 connected to wheel 22 on an outboard side of the frame connection, such as a drive shaft 32. The actuator 56A allows each wheel to be steered individually. The actuators may each have their own control 40, or may have one controller 40 that communicates to the actuators 56A of the other wheels 22.

[0060] Fig 5B shows a second embodiment of a steering system 18B for an end module 10 where the steering system 16B includes a conventional el. actuator 56 mounted on an inboard side of the frame connection at the EM(s) 28. The actuator 56 is connected to the wheels 22 through linkages 58. The actuator 56 may also include a controller 40 (not shown).

[0061 ] Fig 5C shows a third embodiment of a steering system 18C for an end module 10 where the steering system 16C includes an el. actuator 56C mounted on an inboard side of the frame connection at the EM(s) 28. The actuator 56C is independent of drive direction of the wheels 22. The actuator 56C is connected to the wheels 22 through linkages 58. The actuator 56 may also include a controller 40 (not shown).

[0062] Fig 6A shows a first embodiment of a communication system 20A for an end/corner module(s) 10, 1 10 the communications system 20A can provide for sending and receiving information for two end modules 10, or four corner modules 1 10 mounted to one vehicle body 1 1 . The vehicle controller 27 will decide either one drive module from front or rear while the other operates in a follow mode OR both front and rear end/corner modules 10, 1 1 0 operate to provide propulsion. The lead end/corner module(s) 10, 1 10 can direct the various systems of the follow end/corner module(s) 10, 1 10 with the necessary instructions for providing vehicle functions. For example, for a brake system 12 (electro-mechanical system 14B shown) the ECU 40 for the lead end/corner module(s) 10, 1 1 0 may determine the braking necessary and communicated to the ECU 40 for the follow end/corner module(s) 10, 1 10 the necessary braking instructions. Similarly, the drive systems 12, 1 1 2 and steering systems 18 (individual actuators 56A shown) may also provide communications between the end/corner module(s) 10, 1 10. The communication system can be a Controller Area Network (CAN) based or Ethernet based system running on 12 Volts or 48 Volts. The drive systems 12, 1 12, brake systems 14, 1 14, and steering systems 18 can have common or individual controllers 40 (individual shown). The communications system 20A connects the controllers 40 for each end/corner module 10, 1 10 to one another. Further, if necessary the communication system 20A may also be capable of handling communication between the end/corner module(s) 1 0, 1 10 and other vehicles or infrastructure, V to X communications. Preferably both drive modules as well as the body module are connected to the same CAN or Ethernet. With that they can exchange information and the connection to the infrastructure is accomplished via wireless communication, i.e. cellular.

[0063] Fig 6B shows a second embodiment of a communication system 20B for an end/corner module(s) 10, 1 10 the communications system 20B can provide for sending and receiving information for two end modules 10, or four corner modules 1 10 mounted to one vehicle body 1 1 . The lead end/corner module(s) 10, 1 10 can direct the various systems of the follow end/corner module(s) 10, 1 10 with the necessary instructions for providing vehicle functions. For example, for a brake system 12 (electro-hydraulic system 14A shown) the ECU 40 for the lead end/corner module(s) 10, 1 10 may determine the braking necessary and communicated to the ECU 40 for the follow end/corner module(s) 10, 1 1 0 the necessary braking instructions. Similarly, the drive systems 12, 1 1 2 and steering systems 18 (drive independent conventional actuator 56C shown) may also provide communications between the end/corner module(s) 1 0, 1 10. The communication system can be a CAN based or Ethernet based system running on 12 Volts or 48 Volts. The drive systems 12, 1 12, brake systems 14, 1 14, and steering systems 18 can have common or individual controllers 40 (individual shown).

[0064] Therefore, an end/corner module 1 0, 1 10 can be built in a modular manner by selecting one of the drive systems 12, 1 1 2 one of the brake systems 14, 1 14 one of the suspensions systems 16, one of the steering systems 1 8 and one of the communication systems 20 and assembling them together on a frame 24 with the wheel(s) 22. The end/corner module(s) 10, 1 10 will be independently operable from one another to autonomously drive, brake and steer themselves. One or more end/corner module(s) 10, 1 1 0 may be assembled onto a body 1 1 to create a vehicle that can be autonomously controlled by the end/corner module(s) 1 0, 1 1 0.

[0065] Referring to Figure 7, a method for servicing a fleet of vehicles having corner/end modules is described. Vehicles today have components designed and purchased separately through original equipment manufacturers (OEMs), or in some limited combination thereof. By offering the end module or corner module 10, 1 1 0 as a single comprehensive assembly, OEMs will now have the opportunity to order substantial functional components as a single 'bundle'. The critical chassis, powertrain and communications components can be included into modules that can implemented in different configurations. End modules 10 can include tires, wheels, brake actuation components, air suspension components, electric traction drive, steering actuators, linkages, along with the relevant sensors and control electronics. These modules 10 would be implemented on the front or rear of a vehicle. Corner modules 1 10 can include tires, wheels, brake actuation components, air suspension components, electric traction drive, steering actuators, linkages, along with the relevant sensors and control electronics. These modules 1 10 would be implemented for the corners of the vehicle.

[0066] Service could be by either swapping out worn components and or modules, outside of dealership as a convenience for end users. Data collected through various sensorics and or algorithms regarding the performance of components to improve their features and functions. Such customizable modules 10, 1 10 enables proactive preventive maintenance of components via prognostic capabilities and improves serviceability of components. Components may be serviced by replacing a module 10, 1 1 0 for service off line, while continuing to allow the vehicle to operate. By keeping the end module or corner module concept, there is considerably more flexibility and component interchangeability in the implementation.

[0067] The corner module and end module will allow for repair and replacement of complete modules in a very fast so that they can quickly be returned to service. Due to flexibility the end and corner modules 10, 1 10 provide various levels of performance by swapping out components to achieve different results (swapping out a relatively weaker electric motor traction drive in favor of a relatively stronger one in order to achieve improved performance).

[0068] The method would also offer a service through OEMs or fleet owners to do preventive maintenance, by either swapping out worn components and or modules, outside of dealership as a convenience for end users. The system would offer data collected through various sensorics and or algorithms regarding the performance of our components to OEMs to improve their features and functions. The system would offer system designs including realization of functional safety features and functions for the application of these concepts to meet functional safety requirements for various levels of autonomous driving.

[0069] Data from the vehicle can be used to monitor vehicle for current, suspected, or predicted performance and maintenance. Therefore the system and method may provide a service which prognosticates and/or diagnoses to schedule repair or preventative maintenance. Based on the predicted or diagnosed purpose the system may schedule such service with the vehicle through a communication device. Such scheduling would be based on severity of the repair and/or maintenance required, predicted vehicle mileage, length of the repair and/or maintenance service time, etc. The prognosis and/or diagnosis is performed by the system and is based on the vehicle information and general vehicle and component performance information, and fleet management information.

[0070] Vehicles today have these components designed and purchased separately by OEMs, or in some limited combination thereof. By offering the end module or corner module solutions as a single comprehensive assembly, OEMs will now have the opportunity to order substantial functional components as a single 'bundle'. The integration of these components enables a method of servicing the vehicle that can offer new and novel features and services such as: prognostic services, data collection and distribution, in field preventive maintenance / repairs. In certain business cases, prognostic services could be used to increase availability (in field) of ride share applications. [0071 ] Such servicing could depend on the business model of the OEM and/or fleet owner, we could offer these modules through traditional sales channels with OEMs, or as leases so that customers could pay for the usage while Service would be responsible for performance of upkeep. This type of leasing could be based on per unit vehicle numbers, per unit module numbers, vehicle mileage, or individual module mileage, etc.

[0072] The method 200 comprising a first step 202, of collecting data from individual components on a module for a vehicle. A second step 204 of diagnosing a performance level for each of the components. The performance level for each component is compared to a component performance standard, step 206, and determines service of that component is desired based on the comparison, step 208. A preferred service timing is determined based upon fleet information, vehicle information, and the performance level, step 21 0. A controller on the vehicle is instructed to drive to a preset location at a preset time based on the preferred service timing, step 212.

[0073] The payment for servicing of the fleet is based on at least one of: a monitored mileage for each module of the fleet, a monitored mileage for each vehicle of the fleet, size of the fleet, type of usage for the fleet, and component for which service is desired is replaced, step 214. Afterwards the vehicle is returned to fleet operation, step 21 6.

[0074] Although the above method is described for a vehicle 10 having corner or end modules 10, 1 1 0, this method of monitoring can also be applied to a vehicle having an entire chassis module where the body and passenger compartment can be moved to another chassis and sent back out while the chassis module is serviced, or simply to schedule servicing of the vehicle chassis module at a convenient time before the vehicle 10 returns to service.

[0075] The invention is not limited to the exemplary embodiment described above. To a far greater extent, other variants of the invention can be derived by persons skilled in the art without departing from the object of the invention. In particular, all individual features described in connection with the exemplary embodiment can also be combined in other ways with each other without departing from the object of the invention.

Claims

Claims What is claimed is:

1 . A method of servicing a fleet of vehicle comprising:

collecting data from individual components on a module for a vehicle; diagnosing a performance level for each of the components;

comparing the performance level for each component to a component performance standard;

determining service of that component is desired based on the comparison;

determining a preferred service timing based upon fleet information, vehicle information, and the performance level; and

instructing a controller on the vehicle to drive to a preset location at a preset time based on the preferred service timing.

2. The method of claim 1 , further comprising leasing the servicing of the fleet on at least one of: a monitored mileage for each module of the fleet, a monitored mileage for each vehicle of the fleet, size of the fleet, type of usage for the fleet.

3. The method of claim 1 , further comprising replacing the component for which service is desired.

4. The method of claim 3, wherein replacing the component further comprises replacing the module which contains the component for which service is desired.

5. The method of claim 1 , wherein the fleet information comprises at least one of: number of vehicles in service, fleet size, availability of replacement component, availability of replacement module, current demand on the fleet vehicles, predicted demand on the fleet vehicles, and predicted servicing of components on other fleet vehicles.

6. The method of claim 1 , wherein the vehicle information comprises at least one of: current demand on the vehicle, predicted demand on the vehicles, performance level of other components on the vehicle, predicted servicing of other components on the vehicle, mileage on the vehicle, and mileage on the individual modules of a vehicle

7. The method of claim 1 , wherein the diagnosing a performance level for each component comprises at least one of: comparing the component performance to performance of the same component on other modules in the fleet, and to a standard performance level for that component for vehicles of a similar type, and to a standard performance level for that component for vehicles of similar usage.

8. The method of claim 1 , wherein the component performance standard includes at least a first category for acceptable performance, a second category for degrading performance in which service will be desired within a predicted amount of time, and a third category for unacceptable performance in which service will be desired at the earliest opportunity.

9. The method of claim 1 , wherein the component performance standard includes a fourth category of performance which is inoperable until service is performed.