Yaw Motion Control of a Vehicle

• US 20130144476A1
• Filed: 05/31/2011
• Published: 06/06/2013
• Est. Priority Date: 06/03/2010
• Status: Active Grant

• Current Assignee: Horiba Mira Limited (Horiba Limited)
• Original Assignee: MIRA Ltd. (Horiba Limited)
• Inventors: Pinto, Lorenzo, Aldworth, Simon, Franco-Jorge, Maria Del Mar, Watkinson, Martin James
• Granted Patent: US 9,008,876 B2
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60L 50/00 Electric propulsion with power supplied within the vehicle with power supply from force of nature, e.g. sun or wind, B60L8/00; for monorail vehicles, suspension vehicles or rack railways B60L13/00
• CPC Class Codes: B60T 2230/02 Side slip angle, attitude angle, floating angle, drift angle
• CPC Class Codes: B60T 2270/303 Stability control with active acceleration
• CPC Class Codes: B60T 2270/613 ESP features related thereto
• CPC Class Codes: B60T 8/17555 specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies
• CPC Class Codes: Y10S 903/93 Conjoint control of different elements

Abstract

A vehicle with at least two forwardly positioned steerable road wheels and at least first and second rearwardly positioned wheels disposed on opposing lateral sides of the vehicle is provided with first and second electric motors adapted to apply driving and braking torque to the respective rearwardly positioned wheels. The first and second electric motors are independently controllable. At least one angle sensor is configured to provide an output indicative of a steering angle of the steerable road-wheels. At least one speed sensor configured to provide an output indicative of the vehicle longitudinal speed. A vehicle yaw-rate sensor is configured to provide an output indicating the vehicle'"'"'s measured yaw-rate. The vehicle has control means adapted to determine a target yaw-rate from at least the steering angle of the steerable road wheels and the vehicle longitudinal velocity; determine a yaw rate error by comparing at least the vehicle'"'"'s measured yaw-rate with said target yaw-rate, and determine an amount of yaw torque needed to correct or reduce the yaw-rate error; and control the first and second electric motors to apply an amount of differential torque to the respective first and second rearwardly positioned wheels so as to generate said amount of yaw torque.

Claims

1. A vehicle comprising:

at least two forwardly positioned steerable road wheels;

at least first and second rearwardly positioned wheels disposed on opposing lateral sides of the vehicle, each coupled to a respective first and second electric motor adapted to apply driving and braking torque to the respective wheel, the first and second electric motors being independently controllable;

at least one angle sensor configured to provide an output indicative of a steering angle of the steerable road-wheels;

at least one speed sensor configured to provide an output indicative of the vehicle longitudinal speed;

a vehicle yaw-rate sensor configured to provide an output indicating the vehicle'"'"'s measured yaw-rate;

control means adapted to;

determine a target yaw-rate from at least the road-wheel steering angle and the vehicle longitudinal velocity;

determine a yaw rate error by comparing at least the vehicle'"'"'s measured yaw-rate with said target yaw-rate, and determine an amount of yaw torque needed to correct or reduce the yaw-rate error; and

control said first and second electric motors to apply an amount of differential torque to the respective first and second rearwardly positioned wheels so as to generate said amount of yaw torque.

2. The vehicle of claim 1 in which the forwardly positioned wheels are connected to an internal combustion engine for normal forward propulsion of the vehicle.

3. The vehicle of claim 1 in which the vehicle is configured to provide the electrical energy required to provide the driving torque to one of the motors by energy recovered from the other one of the motors providing a braking torque.

4. The vehicle of claim 1 in which the control means is adapted to determine a target yaw rate which is larger in magnitude than a maximum yaw rate allowed by the road coefficient of adhesion and to apply an amount of differential torque using the first and second electric motors so as to increase the yawing of the vehicle by increasing or building vehicle side-slip angle above the steady-state value allowed by the coefficient of adhesion.

5. The vehicle of claim 1 in which the control means is adapted to determine a target yaw rate which has a phase lag with respect to a steering hand-wheel input, and to apply an amount of differential torque using the first and second electric motors so as to reduce the phase lag of vehicle yaw-rate with respect to driver hand-wheel input.

6. The vehicle of claim 1 in which the control means is adapted to determine a target yaw rate which has a level of damping and control first and second electric motors to apply an amount of differential torque to the respective first and second rearward positioned wheels so as to generate a desired amount of yaw torque to reduce transient yaw overshoots.

7. The vehicle of claim 1 further including two sensors configured to provide an output indicating the rotational speeds of the rear wheels independent of said speed sensor indicating said longitudinal velocity of the vehicle, and wherein the control means is further adapted to

determine the longitudinal slip of the rear wheels from at least said rotational speed of the rear wheels and vehicle longitudinal velocity;

determine target values for rear wheels longitudinal slip; and

control the first and second electric motors to apply said amount of differential torque without exceeding the target values of desired rear wheels longitudinal slip.

8. The vehicle of claim 1 wherein the control means is further adapted to:

determine the side-slip velocity dβ

;

determine a side-slip velocity threshold; and

control the first and second electric motors to apply said amount of differential torque without exceeding the side-slip velocity threshold.

9. The vehicle of claim 1 wherein the control means is further adapted to:

determine the side-slip angle β

;

determine side-slip angle threshold; and

control the first and second electric motors to apply said amount of differential torque without exceeding the side-slip angle threshold.

10. The vehicle of claim 1 wherein the control means is further adapted to:

determine the side-slip velocity dβ

;

determine a side-slip velocity threshold;

determine an amount of target yaw torque based on the magnitude of an error in side-slip velocity with respect to the threshold; and

control the first and second electric motors to apply said amount of differential torque so as to generate the amount of target yaw torque to oppose side-slip velocity error.

11. The vehicle of claim 1 wherein the control means is further adapted to:

determine the side-slip angle β

;

determine a side-slip angle threshold;

determine an amount of target yaw torque based on the magnitude of the error of side-slip angle respect to the threshold; and

control the first and second electric motors to apply said amount of differential torque so as to generate the amount of target yaw torque to oppose side-slip angle error.

12. The vehicle of claim 1 in which the control means is adapted to apply equal magnitude differential torque using the first and second electric motors to correct or reduce the yaw rate error.

13. The vehicle of claim 1 further including two sensors configured to provide an output indicative of the rotational speeds of the rear wheels, and wherein the control means is further adapted to control the first and second electric motors to apply said amount of differential torque without exceeding a threshold value for rotational acceleration and/or deceleration of the rear wheels.

14. The vehicle of claim 1 further including at least one driver acceleration pedal sensor configured to provide an output indicative of the driver acceleration pedal demand, and wherein the control means is further adapted to:

determine a desired amount of traction or braking torque for the first and second electric motors based on the driver acceleration pedal demand;

control the first and second electric motors to apply said desired amount of traction or braking torque superimposed on said differential torque without exceeding a threshold value of yaw rate error due to the traction or braking torque supplied by the first and second electric motors.

15. The vehicle of claim 1 further including at least one driver brake pedal sensor configured to provide an output indicative of the driver brake pedal demand, and wherein the control means is further adapted to:

determine a desired amount of braking torque for the first and second electric motors based on the driver brake pedal demand;

control the first and second electric motors to apply said desired amount of braking torque superimposed on said differential torque without exceeding a threshold value of yaw rate error due to the braking torque supplied by the first and second electric motors.

16. The vehicle of claim 1 further including at least one driver acceleration pedal sensor configured to provide an output indicative of the driver acceleration pedal demand, and wherein the control means is further adapted to:

determine a desired amount of traction torque for the first and second electric motors based on the driver acceleration pedal demand;

control the first and second electric motors to apply the desired amount of traction torque superimposed on the differential torque; and

in the event of a failure of one of the first and second electric motors, control the other electric motor to apply an amount of braking torque thereby applying a differential torque to the first and second rearwardly positioned wheels and reducing a yaw rate error due to the failure of one electric motor.

17. The vehicle of claim 1 further including at least one driver brake pedal sensor configured to provide an output indicative of the driver brake pedal demand and/or at least one driver acceleration pedal sensor configured to provide an output indicative of driver acceleration pedal demand, and wherein the control means is further adapted to:

determine a desired amount of regenerative braking for the first and second electric motors based on the driver brake pedal demand and/or lift-off of the driver acceleration pedal;

control the first and second electric motors to apply the desired amount of regenerative braking; and

in the event of a failure of one of the first and second electric motors, control the other electric motor to apply an amount of driving torque thereby applying a differential torque to the first and second rearwardly positioned wheels and reducing a yaw rate error due to the failure of one electric motor.

18. The vehicle of claim 1 in which the control means is adapted to apply an amount of differential torque using the first and second electric motors so as to regenerate electric energy in the battery.