Vehicle handling control method for antilock braking

• US 5,251,137 A
• Filed: 07/10/1991
• Issued: 10/05/1993
• Est. Priority Date: 07/10/1991
• Status: Expired due to Term

• Current Assignee: GM Global Technology Operations Incorporated (Motors Liquidation Co. GUC Trust)
• Original Assignee: General Motors Corporation (Motors Liquidation Co. GUC Trust)
• Inventors: Chin, Yuen-Kwok, Lin, William C.
• Primary Examiner(s): Chin, Gary
• Application Number:
  US07/727,616
• Time in Patent Office: 818 Days
• Field of Search: 364/426.02, 364/426.03, 180/197, 303/95, 303/100, 303/103, 303/109
• US Class Current: 701/72
• CPC Class Codes: B60T 2201/16 Curve braking control, e.g. turn control within ABS control algorithm
• 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
• CPC Class Codes: Y10S 303/06 Axle differential control

Abstract

An algorithm is provided for improved lateral force during cornering while in antilock braking mode. For each wheel, the peak slip value at which maximum adhesion between tire and road occurs is determined, and the peak value is reduced by offsets (or factors) to increase lateral force according to the cornering maneuver in progress to derive a target slip value. A cornering offset and an evasive offset are functions of steering wheel angle and steering wheel rotation rate, respectively, and of vehicle deceleration. When slip is determined using average vehicle speed, a geometry correction term which is a function of steering angle, vehicle speed and deceleration is added to the target value. The offsets and the correction term have different values for inside and outside wheels.

Claims

1. In a vehicle having an antilock brake system, a method of enhancing cornering ability during antilock brake operation comprising the steps of:

measuring vehicle deceleration;

determining a wheel slip of each wheel;

sensing an amount of steering wheel rotation and calculating the rate of said steering wheel rotation;

calculating for each wheel a peak slip value which can generate the highest amount of surface adhesion;

calculating a cornering term for each wheel as a function of said steering wheel rotation;

calculating an evasive term as a function of said calculated rate of said steering wheel rotation and said measured vehicle deceleration;

calculating a target slip value of each wheel as a function of the evasive term, the cornering term and the peak slip value; and

regulating each wheel to the respective target slip value.

2. The invention as defined in claim 1 wherein the step of determining the slip of each wheel comprises:

measuring each wheel speed;

estimating vehicle speed during braking;

estimating each wheel slip from said measured wheel speed and said estimated vehicle speed;

compensating each estimated wheel slip by inside and outside geometry correction terms which account for the difference in wheel speed of wheels inside and outside of the path of travel and said correction terms are a function of said steering wheel rotation, said estimated vehicle speed and said vehicle deceleration, wherein the estimated slip of the inside wheels is decreased by the inside correction term and the estimated slip of the outside wheels is increased by the outside correction term.

3. The invention as defined in claim 2 wherein the step of compensating each estimated wheel slip comprises:

determining inside and outside wheel geometry parameters from separate tables of said geometry parameters addressed by the amount of said steering wheel rotation;

determining a deceleration correction value from a predetermined function of said measured vehicle deceleration;

determining a speed correction value as a predetermined function of said estimated vehicle speed;

calculating the geometry correction terms as the products of the current values of the respective geometry parameters, and the deceleration correction value, and the vehicle speed correction value.

4. In a vehicle having an antilock brake system, a method of enhancing cornering ability during antilock brake operation comprising the steps of;

measuring vehicle deceleration;

determining a wheel slip of each wheel;

sensing an amount of steering wheel rotation and calculating the rate of said steering wheel rotation;

calculating for each wheel a peak slip value which can generate the highest amount of surface adhesion;

calculating a cornering offset for each wheel as a function of said steering wheel rotation;

calculating an evasive offset as a function of said calculated rate of said steering wheel rotation and said measured vehicle deceleration;

calculating a target slip value of each wheel as the sum of the evasive offset, the cornering offset and the peak slip value; and

regulating each wheel to the respective target slip value.

5. The invention as defined in claim 4 wherein the step of calculating an evasive offset comprises:

establishing empirical parameters for evasive correction as a function of the rate of steering wheel rotation;

establishing empirical values for deceleration correction as a function of said measured vehicle deceleration;

determining the evasive correction parameter and deceleration correction value for current steering wheel rate and vehicle deceleration; and

calculating the evasive offset by multiplying the evasive correction parameter by the deceleration correction value.

6. The invention as defined in claim 5 wherein the absolute value of the evasive correction parameter is zero below a steering wheel rotation rate threshold and gradually increases to a maximum value at rates above the threshold.

7. The invention as defined in claim 5 wherein said evasive offset for wheels outside the vehicle path is larger than wheels inside the path, and wherein said calculated evasive offset for an outside wheel is reduced by a constant factor to obtain a reduced evasive offset for an inside wheel.

8. The invention as defined in claim 6 wherein the deceleration correction parameter is a value less than unity at zero deceleration and gradually increases to unity at larger deceleration values.

9. The invention as defined in claim 4 wherein the step of calculating a cornering offset term comprises:

establishing empirical parameters for cornering correction as a function of the steering wheel rotation;

establishing empirical values for deceleration correction as a function of said measured vehicle deceleration;

determining the cornering parameter and deceleration correction values for current steering wheel rotation and vehicle deceleration; and

calculating the cornering offset by multiplying the cornering parameter by the deceleration correction.

10. The invention as defined in claim 5 wherein said cornering offset for wheels outside the vehicle path is larger than wheels inside the path, and wherein said calculated cornering offset for an outside wheel is reduced by a constant factor to obtain a reduced cornering offset for an inside wheel.

11. In a vehicle having an antilock brake system, a method of enhancing cornering ability during antilock brake operation comprising the steps of:

measuring vehicle deceleration;

determining a wheel slip of each wheel;

sensing an amount of steering wheel rotation and calculating the rate of said steering wheel rotation;

calculating for each wheel a peak slip value which can generate the highest amount of surface adhesion;

calculating a cornering reduction ratio for each wheel as a function of said steering wheel rotation,

calculating an evasive reduction ratio as a function of said calculated rate of said steering wheel rotation and said measured vehicle deceleration;

calculating a target slip value of each wheel as the product of the evasive reduction ratio, the cornering reduction ratio and the peak slip value; and

regulating each wheel to the respective target slip value.

12. The invention as defined in claim 11 wherein the step of calculating an evasive reduction ratio comprises:

establishing empirical parameters with values ranging from zero to unity for evasive correction as a function of the rate of steering wheel rotation;

establishing empirical values for deceleration correction as a function of said measured vehicle deceleration;

determining the evasive correction parameter and deceleration correction value for current steering wheel rate and vehicle deceleration; and

calculating the evasive reduction ratio by multiplying the evasive correction parameter by the deceleration correction value.

13. The invention as defined in claim 12 wherein said evasive reduction ratio for wheels outside the vehicle path is smaller than wheels inside the path, and wherein said calculated evasive reduction ratio for an outside wheel is increased by a constant factor to obtain an increased evasive reduction ratio for an inside wheel.

14. The invention as defined in claim 11 wherein the step of calculating a cornering reduction ratio term comprises:

establishing empirical parameters ranging from zero to unity for cornering correction as a function of the steering wheel rotation;

establishing empirical values for deceleration correction as a function of said measured vehicle deceleration;

determining the cornering parameter and deceleration correction values for current steering wheel rotation and vehicle deceleration; and

calculating the cornering reduction ratio by multiplying the cornering parameter by the deceleration correction.

15. The invention as defined in claim 14 wherein said cornering reduction ratio for wheels outside the vehicle path is smaller than wheels inside the path, and wherein said calculated cornering reduction ratio for an outside wheel is increased by a constant factor to obtain an increased cornering reduction ratio for an inside wheel.