Kinematic-based method of estimating the absolute roll angle of a vehicle body

• US 20090299579A1
• Filed: 05/28/2008
• Published: 12/03/2009
• Est. Priority Date: 05/28/2008
• Status: Abandoned Application

• Current Assignee: Delphi Technologies, Inc. (BorgWarner Incorporated)
• Original Assignee: Delphi Technologies, Inc. (BorgWarner Incorporated)
• Inventors: Nichols, David J., Sygnarowicz, Daniel, Hac, Aleksander B.
• Application Number:
  US12/154,876
• Publication Number:
  US 20090299579A1
• Time in Patent Office: Days
• US Class Current: 701/46
• CPC Class Codes: B60G 17/0162 mainly during a motion involving steering operation, e.g. cornering, overtaking B60G17/0164 takes precedence
• CPC Class Codes: B60G 17/01908 Acceleration or inclination sensors characterised by the use of gyroscopes B60G21/08
• CPC Class Codes: B60G 2400/0511 Roll angle
• CPC Class Codes: B60G 2400/0521 Roll rate
• CPC Class Codes: B60G 2400/0523 Yaw rate
• CPC Class Codes: B60G 2400/104 lateral or transversal with regard to vehicle
• CPC Class Codes: B60G 2400/106 longitudinal with regard to vehicle, e.g. braking
• CPC Class Codes: B60G 2400/204 Vehicle speed
• CPC Class Codes: B60G 2400/2042 Lateral speed
• CPC Class Codes: B60G 2400/208 of wheel rotation
• CPC Class Codes: B60G 2800/0124 Roll-over conditions
• CPC Class Codes: B60G 2800/0194 transversal with regard to vehicle
• CPC Class Codes: B60G 2800/702 Improving accuracy of a sensor signal
• CPC Class Codes: B60G 2800/9122 ARS - Anti-Roll System Control
• CPC Class Codes: B60G 2800/9124 Roll-over protection systems, e.g. for warning or control
• CPC Class Codes: B60G 2800/922 EBV - Electronic brake force distribution
• CPC Class Codes: B60G 2800/925 Airbag deployment systems
• CPC Class Codes: B60G 2800/94 Electronic Stability Program (ESP, i.e. ABS+ASC+EMS)
• CPC Class Codes: B60R 2021/0018 Roll-over
• CPC Class Codes: B60R 2021/01327 Angular velocity or angular acceleration
• CPC Class Codes: B60R 21/0132 : responsive to vehicle motion parameters , e.g. to vehicle longitudinal or transversal deceleration or speed value
• CPC Class Codes: B60T 2230/03 : Overturn, rollover
• CPC Class Codes: B60T 8/172 : Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters B60T8/17551 takes precedence
• CPC Class Codes: B60W 2520/18 : Roll
• CPC Class Codes: B60W 40/11 : Pitch movement
• CPC Class Codes: B60W 40/112 : Roll movement
• CPC Class Codes: B60W 40/114 : Yaw movement

Abstract

The absolute roll angle of a vehicle body is estimated by blending two preliminary roll angle estimates based on their frequency so that the blended estimate continuously favors the more accurate of the preliminary roll angle estimates. A first preliminary roll angle estimate based on the measured roll rate is improved by initially compensating the roll rate signal for bias error using roll rate estimates inferred from other measured parameters. And a second preliminary roll angle estimate is determined based on the kinematic relationship among roll angle, lateral acceleration, yaw rate and vehicle speed. The blended estimate of roll angle utilizes a blending coefficient that varies with the frequency of the preliminary roll angle signals, and a blending factor used in the blending coefficient is set to different values depending whether the vehicle is in a steady-state or transient condition.

Claims

1. A method of operation for a vehicle having a body that rolls about a longitudinal axis relative to a level ground plane, comprising the steps of:

determining a first preliminary estimate of a total roll angle of the vehicle body based on a signal produced by a roll rate sensor, said first preliminary estimate having an accuracy that is highest under transient conditions when a roll rate of the vehicle body is relatively high;

determining a second preliminary estimate of the total roll angle based on a measured yaw rate of the vehicle body, an estimated longitudinal velocity of the vehicle body and a measured lateral acceleration of the vehicle body, said second preliminary estimate having an accuracy that is highest under near steady-state conditions when the roll rate of the vehicle body is relatively low;

blending the first and second preliminary estimates of the total roll angle with blending coefficients to form a blended estimate of the total roll angle, where the blending coefficients are continuously variable according to a frequency of said first and second preliminary estimates so that the blended estimate favors the first preliminary estimate under the transient conditions and the second preliminary estimate under the near steady-state conditions; and

controlling a vehicle system based on the blended estimate of the total roll angle.

2. The method of claim 1, including the steps of:

determining a bias error in the signal produced by the roll rate sensor; and

removing the determined bias error from the signal produced by the roll rate sensor before determining said first preliminary estimate of the total roll angle.

3. The method of claim 2, where the step of determining the bias error in the signal produced by the roll rate sensor includes the steps of:

determining at least one auxiliary roll rate estimate based on sensed parameters other than the roll rate during the steady-state conditions;

determining a difference between the auxiliary roll rate estimate and the signal produced by the roll rate sensor;

limiting a magnitude of said difference to form a limited difference; and

determining said bias error by low-pass filtering said limited difference.

4. The method of claim 3, where the step of determining at least one auxiliary roll rate estimate includes the steps of:

determining a roll angle estimate based on sensed parameters other than the roll rate during the steady-state conditions; and

differentiating the determined roll angle estimate to form the auxiliary roll rate estimate.

5. The method of claim 1, including the step of:

determining the second preliminary estimate φ

_ek of the total roll angle according to;

${\mathrm{\phi <br><br>}}_{\mathrm{ek}}={\sin }^{-1}<br><br>\frac{\left(v_x<br><br>\mathrm{\Omega <br><br>}-a_{\mathrm{ym}}\right)}{g}$

where Ω

is the measured yaw rate of the vehicle body, v_x is the estimated longitudinal velocity of the vehicle body, a_ym is the measured lateral acceleration of the vehicle body, and g is a gravitational constant.

6. The method of claim 5, including the step of:

magnitude limiting and low-pass filtering the difference (v_xΩ

−

a_ym) before determining the second preliminary estimate φ

_ek of the total roll angle.

7. The method of claim 1, including the steps of:

measuring a lateral acceleration of the vehicle body; and

compensating the measured lateral acceleration for a gravity component due to the blended estimate of the total roll angle; and

controlling the vehicle system based on compensated lateral acceleration.

8. The method of claim 1, including the steps of:

determining a lateral velocity of the vehicle body based on the blended estimate of the total roll angle; and

controlling the vehicle system based on determined lateral velocity.

9. The method of claim 8, including the steps of:

determining a pitch angle of the vehicle body based on the determined lateral velocity, measures of longitudinal acceleration and yaw rate of the vehicle body, and an estimated longitudinal velocity of the vehicle;

compensating the signal produced by the roll rate sensor due to the determined pitch angle; and

determining said first preliminary estimate of the total roll angle based on the compensated roll rate sensor signal.

10. The method of claim 8, including the step of:

determining a side-slip angle of the vehicle based on the determined lateral velocity and an estimate of a longitudinal velocity of the vehicle; and

controlling the vehicle system based on determined side-slip angle.