Method for Controlling the Orientation of the Rear Wheels of a Vehicle

• US 20080281489A1
• Filed: 01/17/2006
• Published: 11/13/2008
• Est. Priority Date: 01/18/2005
• Status: Abandoned Application

• Current Assignee: Renault Sas (Renault)
• Original Assignee: Renault Sas (Renault)
• Inventors: Le Vourch, Yves
• Application Number:
  US11/814,250
• Publication Number:
  US 20080281489A1
• Time in Patent Office: Days
• US Class Current: 701/41
• CPC Class Codes: B62D 7/159 characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition

Abstract

A method for controlling orientation of rear wheels of a vehicle, by a computerized control system, including a module for calculation of a deflection angle for the rear wheels as a function of a deflection angle of the front wheels. In the method, when the front wheels are oriented for a period of time such that the vehicle follows a curved trajectory with an inner side and an outer side, the rear deflection angle, as determined by the calculation module, is corrected and limited to a maximum value calculated instantaneously such that a rear corner then follows a trajectory remaining within the curved trajectory previously followed by a front corner and, furthermore, at a tangent to the same.

Claims

1-12. -12. (canceled)

13. A method for controlling orientation of rear wheels of a vehicle having a body of longitudinal axis and borne by orientable wheels on each side of the axis, the orientable wheels being at least one steered front wheel and at least one rear wheel, respectively, orientation of the front wheels being controlled by a driver so as to follow a path and the orientation of the rear wheels being under control of a computerized control system including a module for calculating a steering angle of the rear wheels as a function of the steering angle of the front wheels, the body of the vehicle having a substantially rectangular shape with two front corners and two rear corners overhanging in front of the front wheels and behind the rear wheels, respectively, in which method:

when the front wheels have been orientated, for a period of time, such that the vehicle follows a path that has an inside and an outside, the computerized control system determines, at successive intervals of time each corresponding to a basic position, an imaginary path equivalent to the path followed earlier by the front corner over a length corresponding to the length of the vehicle, behind a relevant basic position of the front corner and calculates, at each instant, a corrected rear steering angle such that the resulting path for the rear corner, taking into consideration the length of the vehicle, remains inside the imaginary path,

wherein, to determine the imaginary path behind a basic position, the computerized control system measures, at each instant, a collection of parameters representative of displacement, including at least the current longitudinal speed of the vehicle, with a positive sign forwards, and the angles of orientation of the front wheels and of the rear wheels, with respect to the longitudinal axis of the vehicle, with a positive sign in the clockwise direction and, as the vehicle moves, divides the path followed by the front corner into a series of elementary displacements between a series of basic positions and, as the front corner enters a basic position, defines an orthonormal frame of reference for the vehicle having, as its origin, the center of gravity and two perpendicular axes, the axes being an abscissa axis corresponding to the longitudinal axis of the vehicle and an ordinates axis, and

wherein, based on mean values of representative parameters stored in a memory in respect of the basic position, the control system formulates an equation, in the frame of reference of the vehicle, of an equivalent path of the front corner and, by taking it that, during a next elementary displacement, the front corner follows a forward continuation of the imaginary path and that the front steering angle is maintained, determines the predicted path of the rear corner and corrects the rear steering angle so that this predicted path of the rear corner remains inside and is at most tangential to the equivalent path of the front corner lagging behind the latter by a distance corresponding to the length of the vehicle.

14. The method as claimed in claim 13, wherein the length of an elementary displacement is determined such that, in the path of the front corner, the length of the vehicle represents an integer number of elementary displacements.

15. The method as claimed in claim 14, wherein the equation of the path equivalent to the path of the front corner is formulated from the mean values of the parameters stored in the memory for earlier basic positions, working back to an earlier position lagging behind the basic position by a distance substantially equal to the length of the vehicle.

16. The method as claimed in claim 15, wherein the equation for the equivalent path of the front corner is formulated, for each basic position, as a function of mean values of lateral speed and of yaw rate of the front corner, the mean values being calculated from mean longitudinal speed and mean front steering angles and rear steering angles stored in the memory for the relevant basic position.

17. The method as claimed in claim 16, wherein the predicted path of the rear corner during the elementary displacement following a basic position is determined from the mean values of the lateral speed and of the yaw rate of the front corner during a previous elementary displacement.

18. The method as claimed in claim 17, wherein, in the elementary displacement following a basic position, the control system likens a portion of path followed by the front corner to a continuation of the equivalent earlier path and at each instant determines an ordinate value of the rear corner in the frame of reference of the vehicle corresponding to the basic position so as to calculate a rear steering angle such that an instantaneous ordinate value of the rear corner does not exceed an ordinate value of the point with the same abscissa value on the equivalent path in the frame of reference of the basic position.

19. The method as claimed in claim 14, wherein the earlier path equivalent to the path followed by the front corner is an arc of a circle, and wherein, in the elementary displacement following a basic position of the front corner, the control system likens the portion of path followed, at each instant, by the earlier position, which lags behind an instantaneous position by the length of the vehicle, to the corresponding portion of the chord of the arc of a circle in order, at each instant, to predict future displacement of the earlier position and correct the rear steering angle accordingly so that the path followed by the rear corner remains separated from and at most tangential to the chord.

20. The method as claimed in claim 14, wherein, for each basic position, the control system formulates the equation for the equivalent earlier path in the frame of reference corresponding to the position and keeps the same frame of reference and the same equivalent path to correct the rear steering angle during the next elementary displacement, and wherein, in the next basic position, the control system readjusts the frame of reference of the vehicle and corrects the equation for the equivalent path as a function of mean values of the parameters stored in the memory in a next position, in order, in a next displacement, to calculate the correction for the rear angle in a new frame of reference for the position and from the corrected equivalent-path equation.

21. The method as claimed in claim 16, wherein the mean values of the lateral speed and of the yaw rate of the outside front corner in an elementary displacement between a basic position and the previous basic position are given by the equations:

V_ym=V_m*(l₂a_1m+l₁a_2m)/l

ψ

_m=V_m*(a_1m−

a_2m)/l

in which;

V_m is the mean longitudinal speed,

α

_1m is the mean angle of orientation of the front wheels,

α

_2m is the mean angle of orientation of the rear wheels,

l₁ is the distance between the front wheels and the center of gravity,

l₂ is the distance between the rear wheels and the center of gravity,

l=l₁+l₂ is the wheelbase of the vehicle.

22. The method as claimed in claim 21, wherein, from the mean values of the lateral speed of the front corner and of the yaw rate, the control system determines the ordinate value, in the frame of reference of the vehicle, of a position lagging behind the basic position of the front corner, using the formula:

Y_Q=V_m/ψ

_m−

[(L₁+V_ym/ψ

_m)²+(V_m/ψ

_m)²−

(L₂+V_ym/ψ

_m)²]^1/2

in which;

V_m is the mean longitudinal speed during the displacement D,

ψ

_m is the mean yaw rate,

L₁ is the abscissa value for the front corner,

V_ym is the mean lateral speed of the front corner,

L₂ is the abscissa value for the rear corner,

and the method corrects the rear steering angle to take account of future paths of the front corner and of the rear corner, and of a future path of instantaneous lagging earlier position, this future path being likened to the chord of the equivalent path so that, during the next elementary displacement of the front corner, the ordinate value of the rear corner remains lower than and at most equal to the ordinate value, calculated in this way, of a point of the chord corresponding to the earlier position.

23. The method as claimed in claim 22, wherein the control system determines the correction to be made to the rear steering angle as a function of the front steering angle and rear steering angle, abscissa values for the front corner and for the rear corner, a distance from the front wheels to the center of gravity, and a distance from the rear wheels to the center of gravity and an ordinate value of the lagging position, by sequentially calculating the following parameters:

a₁=−

1/α

₁;

b₁=l₁/α

₁,

a₂=Y_Q/(L₂−

L₁);

b₂=−

L₁/(L₂−

L₁),

a₄=(1+a₁a₂)/(1+a₂²);

b₄=(b₁−

b₂)d₂/(1+a₂²),

a₅=a₂a₄;

b₅=b₄a₂+b₂,

a₆=(a₄−

1)²+(a₁−

a₅)²−

1−

a₁²,

b₆=L₂+(a₄−

1)b₄+(a₁−

a₅)(b₁−

b₅)−

a₁b₁,

c₆=b₄²+(b₁−

b₅)²−

L₂²−

b₁²,

A=[−

b₅−

2[b₆²−

a₆c₆]^1/2]/2a₆,

the correction to be made to the rear angle α

₂ being;

α

₂′

=−

α

₁(L₂+A)/(L₁−

A).

24. The method as claimed in claim 13, wherein the control system chooses, as a function of values measured at each instant for the longitudinal speed and the front and rear steering angles, and mean values of lateral speed and yaw rate, any one of at least three rear steering angle corrections strategies, these being:

a non-correction strategy in any one of the following instances;

if the mean longitudinal speed is negative;

if the mean longitudinal speed is greater than a given limit Vmax;

if the absolute value of the front steering angle is below a given limit;

if the mean yaw rate and/or the mean lateral speed is of opposite sign to the front steering angle

a straight-line strategy is an absolute value of the mean yaw rate is below a given limit;

a cornering strategy if the absolute value of the mean yaw rate is above a limit.