System for controlling the stability of a vehicle using several predictive algorithms and a selection process

• US 20050187695A1
• Filed: 01/18/2005
• Published: 08/25/2005
• Est. Priority Date: 01/16/2004
• Status: Active Grant

• 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: Levy, Georges, Fangeat, Nicolas
• Granted Patent: US 7,225,072 B2
• Time in Patent Office: Days
• US Class Current: 701/71
• CPC Class Codes: B60W 30/02 Control of vehicle driving stability
• CPC Class Codes: B60W 40/064 Degree of grip

Abstract

System for controlling the stability of a vehicle, the system comprising means for imparting a longitudinal force to the tire and means for calculating a slip G^Opt by determining the values of the coefficient of friction μ_i, for each slip G_i corresponding to successive levels “i”, using in parallel “n” calculation algorithms each determining a target value of the slip making it possible thus to obtain as many target values G^Cn as there are algorithms used, the system selecting the best of the target values G^Cn as the optimum slip value G^Opt by subjecting the “n” target values G^Cn to comparisons aimed at eliminating the least likely target values, the comparisons being made on the basis of a function f(λ) of a descriptor of the physical functioning of the rotation of the tire on the ground making it possible to calculate characteristic values. For example, one interesting characteristic value is the variation in G with respect to time.

Claims

1. A vehicle stability control system in which a characteristic parameter Q of a functioning of a tire of the vehicle intended to roll on the ground varies as a function of a parameter P according to a certain law, an optimum value of the parameter P being imposed by a controller directly or indirectly, so as to act on at least one of elements chosen from a group comprising a rotation torque applied to the tire, a steering angle of the tire, a camber angle of the tire and a vertical force applied to the tire, in which the controller comprises means for:

determining estimations or measurements (P_i, Q_i) for “

i”

successive levels of values;

using, in parallel, “

n”

calculation algorithms, each determining a target value for the parameter P, to obtain a target value P^Cn for each algorithm,

selecting as the optimum value of the parameter P the best of the target values P^Cn by subjecting the “

n”

target values P^Cn to comparisons aimed at eliminating the least likely target values.

39. The vehicle stability control system according to claim 1, in which the parameter P is the drift angle δ

of the tire and the characteristic parameter Q is the drift thrust F_y of the tire, the system comprising means for controlling a parameter “

ξ

”

according to instructions entered by a driver of the vehicle on a control means and according to instructions delivered by a path controller, means of modulating the parameter “

ξ

” and

means for calculating the drift angle parameter δ

^Opt at each activation of the means for entering the parameter “

ξ

”

in the following manner;

each time the system for controlling a variation in ξ

is activated, for at least two different levels “

i”

of the drift angle, reading a plurality of values of F_Yi, and the associated drift angle δ

_i obtained by estimation or direct measurement,

using, in parallel, “

n”

calculation algorithms, each determining a target value of the drift angle δ

, to obtain a target value δ

^Cn for each algorithms,

selecting, as the optimum value of the drift angle, the best of the target values δ

^Cn by subjecting the “

n”

target values δ

^Cn to comparisons aimed at eliminating the least likely target values.

2. A vehicle stability control system, in which the parameter G is a slip of the tire and the characteristic parameter t is a coefficient of friction of the tire, the system comprising means for imparting a longitudinal force to the tire, means for modulating the longitudinal force, and means for calculating an optimal slip parameter G^Opt at each activation of the means for imparting a longitudinal force to the tire, in the following manner:

determining the values of the coefficient of friction μ

_i, for each slip G_i corresponding to “

i”

successive levels of the longitudinal force,

using, in parallel, “

n”

calculation algorithms, each determining a target value for the slip G, to obtain a target value G^Cn for each algorithm,

selecting as the optimum slip value G^Opt the best of the target values G^Cn by subjecting the “

n”

target values G^Cn to comparisons aimed at eliminating the least likely target values.

3. The vehicle stability control system according to claim 2, in which the selection of the optimum slip is made by proceeding with the following operations for each algorithm from 1 to n:

calculating an absolute value of a relative difference between the target G^Cn of the algorithm “

n” and

the target of a previous algorithm G^Cn-1,

calculating a tolerance range for the calculated relative difference, based on a characteristic value (λ

) of physical functioning of rotation of the tire on the ground,

proceeding with the selection of the optimum slip in the following manner;

if the relative difference lies within the tolerance range, selecting G^Cn as the value of the optimum slip G^Opt,

if the relative difference does not lie within the tolerance range, selecting G^Cn-1 as the value of the optimum slip G^Opt.

4. The vehicle stability control system according to claim 3, in which the characteristic value λ

is the variation in slip G with respect to time.

5. The vehicle stability control system according to claim 4, in which limits of the tolerance range are calculated by a process chosen from a group containing fuzzy logic, Boolean logic and a mathematical function.

6. The vehicle stability control system according to claim 2, in which a first one of the algorithms uses a predetermined Invariant “

Invt” and

performs the following operations;

determining a slope α

_i of a straight line passing through the origin and through (G_i, μ

_i),

calculating coefficients A_P, by direct calculation or by a regression, from a sufficient number of pairs (α

_i, G_i), so as to model a variation curve α

_i=f(G_i, A_P),

calculating a first target slip G^Cinvt using the predetermined Invariant “

Invt”

.

7. The vehicle stability control system according to claim 6, in which the Invariant is determined in the following manner:

$\mathrm{Invt}=\frac{\frac{\mathrm{\mu <br><br>}}{G}<br><br>\left(G_{\max }\right)}{\frac{\mathrm{\mu <br><br>}}{G}<br><br>\left(p·<br><br>G_{\max }\right)},$

8. The vehicle stability control system according to claim 7, in which two particular A_p coefficients, A and B, are calculated by a regression chosen from the group consisting of a linear regression and an exponential regression.

9. The vehicle stability control system according to claim 2, in which a second one of the algorithms performs the following operations:

determining coefficients A_[avg/p], by direct calculation or by a regression, from a sufficient number of pairs (μ

_i, G_i), so as to model a first variation curve μ

_i=f(G_i, A_[avg/p]) including the origin, and the pair or pairs (μ

_i, G_i), in which μ

_i is different from zero,

determining an indicator of an average slope α

₁ of the first variation curve,

determining coefficients B_[avg/p], by direct calculation or by a regression, from a sufficient number of pairs (μ

_i, G_i), so as to model a second variation curve μ

_i=f(G_i, B_[avg/p]) including the pair or pairs (μ

_i, G_i), in which μ

_i is different from zero,

determining an indicator of an average slope α

₂ of the second variation curve,

as long as a difference between α

₁ and α

₂ is less than a predetermined slope threshold, repeating the previous operations for each new acquisition of a pair of values (G_i, μ

_i),

if the difference between α

₁ and α

₂ exceeds the predetermined slope threshold, determining a target slip G^Cavg using at least the last pair of values (G_i, μ

_i).

10. The vehicle stability control system according to claim 9, in which, when the slip G_i exceeds a predetermined threshold, the target slip G^Cavg is determined using at least the last pair of values (G_i, μ

_i).

11. The vehicle stability control system according to claim 9, in which:

the first variation curve is a first straight line μ

_i=A_avg·

G_i, including the origin, and the pair or pairs (μ

_i, G_i), obtained by a first linear regression calculating a first coefficient A_avg, and

the second variation curve is a second straight line μ

_i=A_lin·

G_i+B_lin including the pair or pairs (μ

_i, G_i), obtained by a second linear regression calculating coefficients A_lin and B_lin.

12. The vehicle stability control system according to claim 9, in which the target slip G^Cavg is determined as being equal to the last value G_i.

13. The vehicle stability control system according to claim 9, in which the target slip is determined by

$G^{\mathrm{Cavg}}=\beta$

·

μ

MAX A AVG ,

in which β

is a fine-tuning parameter.

14. The vehicle stability control system according to claim 13, in which β

is equal to approximately 1.04.

15. The vehicle stability control system according to claim 13, in which β

is a parameter used in the fine tuning of the system.

16. The vehicle stability control system according to claim 9, in which the predetermined slope threshold for the difference between α

₁ and α

₂ is around 30%.

17. The vehicle stability control system according to claim 2, in which a third of the algorithms performs the following operations:

as the values of G₁ are acquired, calculating the variation in G with respect to time,

as long as the variation is above a low threshold, calculating coefficients A_{[wet, p]}, by direct calculation or by a regression, so as to model the variation with respect to time of G by a variation curve which is a function of (G_i, A_{[wet, p]}),

when the variation is above a high threshold, determining a third target slip G^Cwet using at least the last values of A_{[wet, p]}.

18. The vehicle stability control system according to claim 17, in which a linear regression is used, and coefficients A_wet and B_wet are calculated in the following manner:

$\frac{d<br><br>G}{d<br><br>t}=A^{\mathrm{WET}}·<br><br>G+B^{\mathrm{WET}}$

and the third target slip G^Cwet is determined in the following manner;

$G^{\mathrm{Cwet}}=\frac{\mathrm{dG\_tgt}-B^{\mathrm{WET}}}{A^{\mathrm{WET}}}.$

19. The vehicle stability control system according to claim 18, in which “

dG_tgt”

is equal to 200% per second.

20. The vehicle stability control system according to claim 18, in which “

dG_tgt”

is used as a fine-tuning parameter.

21. The vehicle stability control system according to claim 2, in which the means for modulating the longitudinal force acts on a braking control and is initialized (with i=0) at a start of each braking control operation.

22. The vehicle stability control system according to claim 2, in which the means for modulating the longitudinal force acts on a driving torque at the wheels and is initialized (with i=0) at each request for a variation in the driving torque above a predetermined torque threshold.

23. The vehicle stability control system according to claim 2, in which, before obtaining the target values for the slip using a curve comprising the determined values of μ

_i as a function of G_i, a correction of a start of the curve is carried out by;

eliminating from the curve at least a first real pair of values (μ

_i, G_i), as long as the variation in μ

_i as a function of G₁ is not substantially constant, seeking the slip G₀ associated with a zero coefficient of friction, such that the pair (0, G₀) and non-eliminated pairs (μ

_i, G_i) are substantially aligned, and

using a curve starting from (0, G₀) and joining the non-eliminated pairs (μ

_i, G_i), so that, for any value of G₁ greater than G₀, G₁ is replaced by G₁−

G₀.

24. The vehicle stability control system according to claim 2, in which, when the variation in the slip with respect to time becomes greater than a predetermined variation threshold, before obtaining the target values for the slip using a curve comprising the determined values Hi as a function of G_i, a correction to the end of the curve is carried out, by replacing the values of μ

_i corresponding to the values of slip that result in the variation in the slip with respect to time being beyond the predetermined variation threshold, by corrected values as follows;

${\mathrm{\mu <br><br>}}_i^{\mathrm{Corr}}={\mathrm{\mu <br><br>}}_i^{\mathrm{acquired}}·<br><br>{\left[\mathrm{Max}<br><br>\left(\frac{d<br><br>G}{d<br><br>t};<br><br>1\right)\right]}^{-\mathrm{ACorr}}<br><br>\text{\hspace{1em}<br><br>}$

where “

Acorr”

is a preset parameter.

25. The vehicle stability control system according to claim 24, in which “

Acorr”

is equal to approximately 0.2.

26. The vehicle stability control system according to claim 25, in which “

Acorr”

is used as a fine-tuning parameter.

27. The vehicle stability control system according to claim 2, wherein a first of the calculation algorithms is an “

average”

algorithm that detects changes in curvature of a curve μ

(G), resulting in a target slip G^Cavg, and a second of the calculation algorithms is particularly designed for calculating a target slip on wet ground, resulting in a target slip G^Cwet, and the selection of the optimum slip is made in the following manner;

calculating a relative difference in absolute value G^E between G^Cavg and G^Cwet, preselecting a value G^C1 in the following manner;

as long as a variation in G with respect to time is within a predetermined zone, adopting, as the value G^C1, the value of G^Cavg,

when the variation in G with respect to time does not lie within the predetermined zone, a critical range is determined whose amplitude depends on the variation in G with respect to time, and;

if G^E lies within the predetermined critical range, adopting, as the value G^C1, the value of G^Cavg,

if G^E does not lie within the predetermined critical range, adopting, as the value G^C1, the value of G^Cwet,

taking the value G^C1 as the final selection of the value of the optimum slip G^Opt.

28. The vehicle stability control system according to claim 27, in which the predetermined zone corresponds to the variations in the slip G with respect to time below a lower limit, and the predetermined critical range corresponds to the variations in the slip G with respect to time above a first critical threshold Δ

G^max.

29. The vehicle stability control system according to claim 2, wherein a first of the calculation algorithms determines an “

Invariant”

based on analysis of the coefficient of friction as a function of the slip, resulting in a target slip G^Cinvt, a second of the calculation algorithms is an “

average”

algorithm that detects changes in curvature of a curve μ

(G), resulting in a target slip G^Cavg, and a third of the calculation algorithms is particularly designed for calculating a target slip on wet ground, resulting in a target slip G^Cwet, and the selection of the optimum slip is made in the following manner;

calculating a relative difference in absolute value G^E between G^Cavg and G^Cwet, preselecting a value G^C1 in the following manner;

as long as a variation in G with respect to time is within a predetermined zone, adopting, as the value G^C1, the value of G^Cavg,

when the variation in G with respect to time does not lie within the predetermined zone, a critical range is determined whose amplitude depends on the variation in G with respect to time, and;

if G^E lies within the predetermined critical range, adopting, as the value G^C1, the value of G^Cavg,

if G^E does not lie within the predetermined critical range, adopting, as the value G^C1, the value of G^Cwet,

if the variation in G with respect to time lies within a predetermined range, then the value of the optimum slip G^Opt is equal to G^C1,

if the variation in G with respect to time does not lie within the predetermined range and if a difference G^E2 in absolute value between G^Cinvt and G^C1 lies within a predetermined optimized range, then the value of the optimum slip G^Opt is equal to G^Cinvt,

if the variation in G with respect to time does not lie within the predetermined range and if the difference G^E2 in absolute value between G^Cinvt and G^C1 does not lie within the predetermined optimized range, then the value of the optimum slip G^Opt is equal to G^C1.

30. The vehicle stability control system according to claim 29, in which the predetermined range corresponds to the variations in the slip G with respect to time greater than a predetermined threshold of choice and the predetermined optimized range corresponds to the variations in the slip G with respect to time below an optimized threshold Δ

G^opt.

31. The vehicle stability control system according to claim 30, in which the critical and optimized thresholds are calculated by a process chosen from the group containing fuzzy logic and Boolean logic and a mathematical function.

32. The vehicle stability control system according to claim 30, in which the low limit, the critical threshold, the threshold of choice and the optimized threshold are fine-tuning parameters.

33. The vehicle stability control system according to claim 2, wherein a first of the calculation algorithms determines an “

Invariant”

based on analysis of the coefficient of friction as a function of the slip, resulting in a target slip G^Cinvt, and a second of the calculation algorithms is an “

average”

algorithm that detects changes in curvature of a curve μ

(G), resulting in a target slip G^Cavg, and the selection of the optimum slip is made in the following manner;

preselecting a value G^C1 in the following manner;

if a variation in G with respect to time lies within a predetermined range, then the value G^C1 is equal to G^Cavg,

if the variation in G with respect to time does not lie within the predetermined range and if a difference G^E2 in absolute value between G^Cinvt and G^Cavg lies within a predetermined optimized range, then the value G^C1 is equal to G^Cinvt,

if the variation in G with respect to time does not lie within the predetermined range and if the difference G^E2 in absolute value between G^Cinvt and G^C1 does not lie within the predetermined optimized range, then the value G^C1 is equal to G^Cavg,

taking G^C1 for the final selection of the value of the optimum slip G^Opt.

34. The vehicle stability control system according to claim 33, in which the predetermined range corresponds to the variations in the slip G with respect to time greater than a predetermined threshold of choice and the predetermined optimized range corresponds to the variations in the slip G with respect to time less than an optimized threshold Δ

G^opt.

35. The vehicle stability control system wherein a first of the calculation algorithms determines an “

Invariant”

based on analysis of the coefficient of friction as a function of the slip, resulting in a target slip G^Cinvt, a second of the calculation algorithms is an “

average”

algorithm that detects changes in curvature of a curve μ

(G), resulting in a target slip G^Cavg, and a third of the calculation algorithms is particularly designed for calculating a target slip on wet ground, resulting in a target slip G^Cwet, and the selection of the optimum slip is made in the following manner;

preselecting a value G^C1 in the following manner;

if a variation in G with respect to time lies within a predetermined range, then the value G^C1 is equal to G^Cavg,

if the variation in G with respect to time does not lie within the predetermined range and if a difference G^E2 in absolute value between G^Cinvt and G^Cavg lies within a predetermined optimized range, then the value G^C1 is equal to G^Cinvt,

if the variation in G with respect to time does not lie within the predetermined range and if the difference G^E2 in absolute value between G^Cinvt and G^C1 does not lie within the predetermined optimized range, then the value G^C1 is equal to G^Cavg,

calculating a relative difference in absolute value G^E between G^C1 and G^Cwet, selecting the value of G^Opt in the following manner;

as long as the variation in G with respect to time lies within a predetermined zone, adopting, as the value G^Opt, the value of G^C1,

when the variation in G with respect to time does not lie within the predetermined zone, a critical range is determined whose amplitude depends on the variation in G with respect to time, and;

if G^E lies within the predetermined critical range, adopting, as the value G^Opt, the value of G^C1,

if G^E does not lie within the predetermined critical range, adopting, as the value G^Opt, the value of G^Cwet.

36. The vehicle stability control system according to claim 35, in which the predetermined zone corresponds to the variations in the slip G with respect to time below a low limit and the predetermined critical range corresponds to the variations in the slip G with respect to time greater than a first critical threshold Δ

G^max.

37. The vehicle stability control system according to claim 36, in which the critical and optimized thresholds are calculated by a process chosen from the group containing fuzzy logic and Boolean logic and a mathematical function.

38. The vehicle stability control system according to claim 36, in which the low limit, the critical threshold, the threshold of choice and the optimized threshold are fine-tuning parameters.