Method and system for regulating a stability control system in a vehicle

• US 20030093207A1
• Filed: 10/17/2002
• Published: 05/15/2003
• Est. Priority Date: 10/17/2001
• Status: Abandoned Application

• Current Assignee: Michelin Recherche et Technique SA (Compagnie Generale DES Etablissements Michelin SCA)
• Original Assignee: Michelin Recherche et Technique SA (Compagnie Generale DES Etablissements Michelin SCA)
• Inventors: Pallot, Patric
• Application Number:
  US10/273,034
• Publication Number:
  US 20030093207A1
• Time in Patent Office: Days
• US Class Current: 701/70
• CPC Class Codes: B60T 2260/02 Active Steering, Steer-by-Wire
• CPC Class Codes: B60T 2270/313 with less than three sensors (yaw rate, steering angle, lateral acceleration)
• CPC Class Codes: B60T 2270/86 Optimizing braking by using ESP vehicle or tire model
• CPC Class Codes: B60T 8/17555 specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies

Abstract

The invention relates to a method for regulating a stability control system of a vehicle based on the forces acting at the center of each wheel of the vehicle. The actions of the driver, i.e. steering, acceleration or braking, produce forces (changes in forces) transmitted by the tires to the ground. It is proposed to control the operating mechanisms of the vehicle (active anti-roll device, engine torque, braking torque, load per wheel or direction) utilizing instructions resulting from the actions of the driver to apply forces. The invention proposes a method of expressing, in terms of forces, the inputs of the driver, taking into account the load transfers on both sides of the mid plane of symmetry of the vehicle, as a function of the forward velocity of the vehicle and the angle at the steering wheel (steering wheel velocity and steering wheel acceleration). If the actual forces that are measured do not correspond to the forces desired by the driver, the active system compensates for this difference by acting on the force distributions in the chassis.

Claims

1. A method for controlling the stability of a vehicle, the vehicle comprising a body and at least one front axle and at least one rear axle, each axle comprising at least two ground contacting arrangements mounted on either side of the mid plane of symmetry of the vehicle, each at least two ground contacting arrangements comprising a wheel and a tire in contact with the ground, the vehicle having operating means to act on the forces transmitted to the ground by each of the wheels, the method comprising the steps of:

(a) measuring in real time an actual value of a variable selected from the group comprising cornering force “

Y” and

vertical load “

Z”

acting at the center of each of the front and rear wheels;

(b) calculating in real time a desired value of at least one reference parameter, said at least one reference parameter being correlatable to the actual value, the desired value being determined as a result of an action of the driver on the operating means and taking into account load transfers on both sides of the mid plane of symmetry of the vehicle;

(c) comparing said desired value of the reference parameter of step (b) to the actual value to determine whether the actual value is compatible with the desired value of the reference parameter; and

(d) if the comparison of step (c) indicates that the actual value is not compatible, acting on the operating means such that the actual value is brought into substantial compatibility with the desired value of the reference parameter.

2. A method according to claim 1, wherein said variable is the cornering force “

Y” and

said desired value of at least one reference parameter of step (b) is the desired cornering force “

Y _desired”

at the center of each wheel.

3. A method according to claim 2, the vehicle having a characteristic time that is a function of its inertia, corresponding to the time phase difference in the manifestation of the cornering forces on each of the axles following the driver action on the operating means, wherein the step of calculating the desired cornering force “

Y_d”

takes into account the characteristic time.

4. A method according to claim 2, wherein step (c) further comprises generating an error signal representative of the magnitude and direction of the difference between the actual cornering force “

Y” and

the desired cornering force “

Y _d”

; and

step (d) comprises controlling said operating means to minimize said error signal.

5. A method according to claim 1 wherein said variable is the cornering force “

Y”

, said operating means including a command for controlling the steering, and wherein step (a) further comprises calculating in real time the effective yaw moment corresponding to the actual cornering forces “

Y”

at the center of each wheel, and said desired value of at least one reference parameter of step (b) being the desired yaw moment, the method comprising measuring in real time a signal at the steering command and calculating the desired yaw moment “

M_d”

; and

step (c) comprises utilizing said desired yaw moment “

M _d”

for comparison with the effective yaw moment of step (a).

6. A method according to claim 5, wherein step (c) further comprises generating an error signal representative of the magnitude and the direction of the difference between the effective yaw moment and the desired yaw moment “

M _d”

; and

step (d) comprises controlling said operating means to minimize said error signal.

7. Method for controlling the stability of a vehicle according to claim 1, wherein said variable is the vertical load “

Z”

.

8. A method according to claim 7 wherein said operating means including a command for controlling the steering, and wherein said desired value of at least one reference parameter of step (b) being the desired load “

Z_d”

at the center of each of wheels, the method including measuring in real time a signal at the steering command and calculating the desired loads “

Z_d”

.

9. A method according to claim 8, wherein step (c) further comprises generating an error signal representative of the magnitude and the direction of the difference between the actual loads “

Z” and

the desired loads “

Z_d”

; and

step (d) comprises controlling said operating means to minimize said error signal.

10. A method according to claim 7, wherein the vehicle has a characteristic time that is a function of its inertia, corresponding to a time phase difference in the manifestation of the cornering forces on each of the axles following a driver action on the operating means, wherein the step of calculating the desired loads “

Z_d”

takes into account the characteristic time.

11. A method according to claim 1, wherein each ground contacting arrangement comprises a vertical suspension device allowing clearance of the wheel with respect to the body, first anti-roll control means acting between the wheels of the front axle, second anti-roll control means acting between the wheels of the rear axle, wherein the step of acting on the operating means comprises dynamically modifying the distribution between the front axle and rear axle of the anti-roll device so as to maintain a constant overall anti-roll force, the contribution of the rear anti-roll device being reduced in order to decrease the yaw moment exerted by the wheels on the vehicle, and vice versa, to reduce the error signal.

12. A method according to claim 1, wherein at least one axle of the vehicle comprises supplementary means for steering the wheels of at least one axle, said means acting independently of the steering control device, wherein the step of acting on the operating means comprises dynamically controlling said supplementary steering means to modify the yaw moment exerted on the vehicle by the wheels to reduce the error signal.

13. A method according to claim 1, wherein the vehicle further comprises means for applying a braking torque selectively to each of the wheels, wherein the step of acting on the operating means comprises one of selectively exerting a braking action on at least one of the wheels outside the steering action effected by the vehicle to reduce the yaw moment exerted by the wheels on the vehicle and exerting a braking action on at least one of the wheels inside the steering action effected by the vehicle to increase the yaw moment exerted by the wheels on the vehicle, to reduce the error signal.

14. A vehicle stability control system, the vehicle comprising a body and at least one front axle and at least one rear axle, each axle comprising at least two ground contacting arrangements mounted on either side of the mid plane of symmetry of the vehicle, each ground contacting arrangement comprising a wheel and a tire in contact with the ground, the vehicle having operating means to act on the forces transmitted to the ground by each of the wheels, the system comprising:

(a) means for measuring in real time actual values of one variable selected from the group comprising cornering force “

Y” and

vertical load “

Z”

acting at the center of each of the front and rear wheels;

(b) a controller having calculating means for calculating in real time desired values of at least one reference parameter, said at least one reference parameter being correlatable to the actual values, and determined from an action of the driver on the operating means and taking into account the load transfers on both sides of the mid plane of symmetry of the vehicle, said controller further having comparing means for comparing the desired values with the measured actual values in order to obtain an error signal, and;

(c) means for acting on the operating means so as to minimize the error signal.

15. A vehicle stability control system according to claim 14, in which said variable is the cornering force “

Y” and

the reference parameter is the desired cornering force “

Y _d”

at the center of each wheel.

16. A vehicle stability control system according to claim 14, in which said variable is the cornering force “

Y” and

the reference parameter is the desired yaw moment “

M_d”

, said operating means including a command for operating the steering, the system further comprising;

means for sensing in real time a signal in the steering command;

wherein said controller calculating means calculates in real time the effective yaw moment according to said cornering forces “

Y” and

to calculate the desired yaw moment “

M_d”

according to the signal in the steering command, wherein the controller comparing means compares the effective and desired yaw moments in order to obtain said error signal.

17. A vehicle stability control system according to claim 14, in which said variable is the actual vertical load “

Z” and

the reference parameter is the desired vertical load “

Z_d”

.

18. A vehicle stability control system according to claim 17, in which said operating means including a command for operating the steering, the system further comprising:

means for sensing in real time a signal in the steering command;

wherein said controller calculating means calculates in real time the actual vertical load “

Z” and

calculates the desired vertical load “

Z_d”

according to the signal in the steering command, and wherein the controller comparing means compares the effective and desired vertical loads in order to obtain said error signal.

19. A vehicle stability control system according to claim 14, wherein the vehicle has a characteristic time that is a function of its inertia, corresponding to the time phase difference in the manifestation of the cornering forces on each of the axles following a command from the driver on the vehicle, and wherein said controller takes into account the characteristic time.

20. A vehicle stability control system according to claim 14, the vehicle ground contacting arrangements each comprise a vertical suspension device allowing clearance of the wheel with respect to the body, first anti-roll control means acting between the wheels of the front axle, second anti-roll control means acting between the wheels of the rear axle, and wherein said means for acting on the operating means comprises means for dynamic modification of a distribution between the front axle and rear axle of the anti-roll device so as to maintain a constant overall anti-roll force, a contribution of the rear anti-roll device being reduced in order to decrease the yaw moment exerted by the wheels on the vehicle, and vice versa, in such a way as to reduce the error signal.

21. A vehicle stability control system according to claim 14, the vehicle having at least one axle comprising supplementary means for steering the wheels of the at least one axle, said means acting independently of the steering control device, wherein said means for acting on the operating means comprises means for dynamic control of said supplementary steering means to modify the yaw moment exerted on the vehicle by the wheels, in order to reduce the error signal.

22. A vehicle stability control system according to claim 14, the vehicle comprising means for applying a braking torque selectively to each of the wheels, wherein said means for acting on the operating means comprises means for selectively one of exerting a braking action on at least one of the wheels outside the steering action effected by the vehicle to reduce the yaw moment exerted by the wheels on the vehicle and exerting a braking action on at least one of the wheels inside the steering action effected by the vehicle in order to increase the yaw moment exerted by the wheels on the vehicle, to reduce the error signal.