SYSTEM AND METHOD FOR INTEGRATING A TORQUE VECTORING DIFFERENTIAL WITH A STABILITY CONTROL SYSTEM

• US 20090272592A1
• Filed: 05/05/2008
• Published: 11/05/2009
• Est. Priority Date: 05/05/2008
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations Incorporated (Motors Liquidation Co. GUC Trust)
• Inventors: GAFFNEY, EDMUND F.
• Granted Patent: US 7,909,126 B2
• Time in Patent Office: Days
• US Class Current: 180/197
• 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

Abstract

Methods and apparatus are provided for integrating a torque vectoring differential (TVD) and a stability control system in a motor vehicle. The integrated system is utilized for more efficiently correcting understeer and/or oversteer slides in a motor vehicle. In correcting these slides, the integrated system utilizes the TVD to rotate two wheels on opposite sides of the motor vehicle at different rates to create a yaw moment at the vehicle'"'"'s center of gravity until the TVD reaches a saturation point and the understeer or oversteer slide is not corrected. Once the saturation point is reached without correcting the understeer or oversteer slide, the stability control system is employed to selectively apply one or more of the vehicle'"'"'s brakes in a further effort to correct the understeer or oversteer slide.

Claims

1. A motor vehicle comprising:

a first wheel including a first brake;

a second wheel including a second brake;

a third wheel including a third brake;

a fourth wheel including a fourth brake;

a first system coupled to the first wheel and the second wheel, the first system configured to rotate the first wheel and the second wheel at different rates;

a second system coupled to the third brake and the fourth brake, the second system configured to selectively apply at least one of the first brake and the second brake;

a controller coupled to the first system and the second system; and

at least one sensor coupled to the controller, wherein the sensor is configured to detect an unstable condition and provide a notification to the controller of the unstable condition, and the controller is configured to instruct at least one of the first system to rotate the first wheel and the second wheel at different rates, and the second system to selectively apply at least one of the first brake and the second brake in response to the notification.

2. The motor vehicle of claim 1, wherein the controller is further configured to instruct the first system to rotate the first wheel and the second wheel at different rates prior to instructing the second system to selectively apply at least one of the first brake and the second brake.

3. The motor vehicle of claim 1, wherein the first system is configured to notify the controller when the first system is no longer able to rotate the first wheel and the second wheel at different rates.

4. The motor vehicle of claim 1, wherein the controller is further configured to instruct the second system to selectively apply at least one of the first brake and the second brake in response to the notification received from the first system.

5. The motor vehicle of claim 1, wherein the controller is further configured to instruct the first system to cease rotating the first wheel and the second wheel at different rates prior to instructing the second system to selectively apply at least one of the first brake and the second brake.

6. The motor vehicle of claim 1, wherein the first wheel and the second wheel are rear wheels and the third wheel and the fourth wheel are front wheels.

7. The motor vehicle of claim 1, wherein the first system is a torque vectoring differential (TVD) system.

8. The motor vehicle of claim 7, wherein the second system is a stability control system (SCS).

9. The motor vehicle of claim 7, wherein the first wheel and the second wheel are rear wheels, the third wheel and the fourth wheel are front wheels, the first wheel and the third wheel are on a driver side, and the second wheel and the fourth wheel are on a passenger side, and the TVD is configured to rotate the second wheel at a higher rate than the first wheel when a left-turn understeer is detected and rotate the first wheel at a higher rate than the second wheel when a right-turn understeer is detected.

10. The motor vehicle of claim 9, wherein the TVD is configured to rotate the first wheel at a higher rate than the second wheel when a left-turn oversteer is detected and rotate the second wheel at a higher rate than the first wheel when a right-turn oversteer is detected.

11. The motor vehicle of claim 7, wherein the TVD is configured to notify the controller when the TVD is no longer able to rotate the first wheel and the second wheel at different rates and the unstable condition is not corrected, and the controller is configured to instruct the TVD to cease operating.

12. The motor vehicle of claim 11, wherein the controller is configured to instruct the stability control system to apply the fourth brake when a left-turn oversteer occurs, apply the third brake when a right-turn oversteer occurs, apply the first brake when a left-turn understeer occurs, and apply the second brake when a right-turn understeer occurs.

13. A method of correcting a motor vehicle slide comprising the steps of:

detecting one of a right-turn oversteer, a left-turn oversteer, a right-turn understeer, and a left-turn understeer;

utilizing a first system to correct the one of the right-turn oversteer, the left-turn oversteer, the right-turn understeer, and the left-turn understeer; and

utilizing a second system to correct the one of the right-turn oversteer, the left-turn oversteer, the right-turn understeer, and the left-turn understeer if the first system is unable to correct the one of the right-turn oversteer, the left-turn oversteer, the right-turn understeer, and the left-turn understeer.

14. The method of claim 13, further comprising the step of:

ceasing to utilize the first system prior to utilizing the second system when the first system reaches a saturation point.

15. The method of claim 14, wherein ceasing comprises the step of:

ceasing to utilize the first system when the first system is no longer able to rotate the rear, passenger-side wheel and the rear, driver-side wheel at different rates.

16. The method of claim 13, wherein utilizing the first system comprises the steps of:

rotating a rear, passenger-side wheel at a higher rate than a rear, driver-side wheel to correct the left-turn understeer; and

rotating the rear, driver-side wheel at a higher rate than the rear, passenger-side wheel to correct the right-turn understeer.

17. The method of claim 13, wherein utilizing the first system further comprises the steps of:

rotating the rear, driver-side wheel at a higher rate than the rear, passenger-side wheel to correct the left-turn oversteer; and

rotating the rear, passenger-side wheel at a higher rate than the rear, driver-side wheel to correct the right-turn oversteer.

18. The method of claim 13, wherein utilizing the second system comprises the steps of:

applying a front, passenger-side brake to correct the left-turn oversteer; and

applying a front, driver-side brake to correct the right-turn oversteer.

19. The method of claim 18, wherein utilizing the second system further comprises the steps of:

applying a rear, driver-side brake to correct the left-turn understeer; and

applying a rear, passenger-side brake to correct the right-turn understeer.