System for the active control of a motor vehicle differential

• US 20020016661A1
• Filed: 06/04/2001
• Published: 02/07/2002
• Est. Priority Date: 06/05/2000
• Status: Active Grant

• Current Assignee: C.R.F. Societa Consortile Per Azioni
• Original Assignee: Cefla Societa' Cooperativa
• Inventors: Gianoglio, Renato, Giuliano, Fulvio, Frediani, Salvatore
• Granted Patent: US 6,393,351 B2
• Time in Patent Office: Days
• US Class Current: 701/69
• CPC Class Codes: B60K 23/04 for differential gearing
• CPC Class Codes: B60T 2201/14 Electronic locking-differential
• CPC Class Codes: B60T 2220/02 Driver type; Driving style; Driver adaptive features
• CPC Class Codes: B60T 2260/02 Active Steering, Steer-by-Wire
• CPC Class Codes: B60T 8/1755 Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve road vehicle drive control systems for control of driving stability otherwise than by controlling a particular sub-unit B60W30/02
• CPC Class Codes: B60W 2050/0031 Mathematical model of the vehicle
• CPC Class Codes: B60W 2520/105 Longitudinal acceleration
• CPC Class Codes: B60W 2520/125 Lateral acceleration
• CPC Class Codes: B60W 2520/14 Yaw
• CPC Class Codes: B60W 2540/18 Steering angle
• CPC Class Codes: B60W 30/18145 Cornering

Abstract

The system comprises:

devices operable to provide signals indicative of the angle of rotation of the steering wheel, the speed and the yaw rate of the vehicle, at well as the longitudinal acceleration and transverse acceleration of the vehicle on the basis of which a reference yaw rate is determined. A first yaw torque control signal is produced on the basis of a predetermined mathematical model of the behaviour of the motor vehicle and as a function of the determined reference value of the yaw rate. Control devices generate a second yaw torque control signal as a predetermined function of the longitudinal acceleration of the vehicle. A control circuit generates electrical piloting signals for actuator devices of the differential as a function of the first and second yaw rate control signals.

Claims

1. A system for the active control of a motor vehicle differential comprising an input shaft intended to transmit torque to two output shafts or half-shafts associated with respective different wheels of the motor vehicle, and coupling means selectively controllable by means of corresponding actuators for modifying the division of the torque between the half-shafts;

the control system being characterised in that it comprises;

generator means operable to provide signals indicative of the angle of rotation of the steering wheel, the speed of the vehicle, the yaw rate of the vehicle, as well as the longitudinal acceleration and transverse acceleration of the vehicle;

first control means operable to determine a reference yaw rate value as a function of the values of the angle of rotation of the steering wheel and the speed of the vehicle, and to generate a first signal for controlling the yawing torque on the basis of a predetermined mathematical model of the behaviour of the motor vehicle and as a function of the determined reference value of the yaw rate,

second control means arranged to generate a second signal for controlling the yawing couple as a predetermined function of the longitudinal acceleration of the vehicle, and

control circuit means means arranged to generate electrical signals for piloting the said actuator devices as a function of the said first and second yaw rate control signals.

2. A control system according to claim 1, in which the control circuit means are arranged to generate electrical pilot signals for the actuator devices as a function of the sum of the said first and second yaw rate control signals.

3. A control system according to claim 1, further comprising third control means arranged to generate a third control signal for the yaw torque as predetermined functions of the difference between the yaw rate and the associated reference value, as well as the difference between the lateral acceleration of the vehicle and an associated reference value.

4. A control system according to claim 3, in which the transverse acceleration reference value is determined essentially as the product of the speed of the vehicle and the yaw rate reference value.

5. A control system according to claim 3, in which the said second yaw torque control signal is substantially indicative of the product of the longitudinal acceleration of the vehicle and the reference value of the lateral acceleration of the vehicle.

6. A control system according to claim 1, in which there are further provided estimator means arranged to estimate the coefficient of friction between the tires and the road surface, and in which the said first control means are arranged to determine the reference value of the yaw rate also as a function of the estimated value of the said coefficient friction.

7. A control system according to claim 6, in which the said estimator means are arranged to estimate the said coefficient of friction on the basis of values of the angle of rotation of the steering wheel, the yaw rate, the longitudinal acceleration of the vehicle and the speed of rotation of the vehicle wheels.

8. A control system according to claim 1, in which the said first control means are coupled to setting means operable to provide signals selectively indicative of the desired understeer gradient;

the said first control means being arranged to determine the reference value of the yaw rate also as a function of the said understeer gradient.

9. A control system according to claim 1, in which the said second control means are coupled to second setting means operable to provide the said second control means with modification or personalisation signals of the function which correlates this said second yaw torque control signal with the longitudinal acceleration of the vehicle.