Method and apparatus for maximizing vehicle braking effectiveness and control

• US 5,411,322 A
• Filed: 08/31/1993
• Issued: 05/02/1995
• Est. Priority Date: 08/31/1993
• Status: Expired due to Fees

• Current Assignee: Mid-America Commercialization Corporation
• Original Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Inventors: Breen, Michael T.
• Primary Examiner(s): Oberleitner, Robert J.
• Assistant Examiner(s): Young, Lee W.
• Application Number:
  US08/114,653
• Time in Patent Office: 609 Days
• Field of Search: 303/100, 303/95, 303/103, 303/7, 303/3, 303/10, 303/11, 303/15, 303/20, 303/115.4, 364/426.02, 188/181 R
• US Class Current: 303/7
• CPC Class Codes: B60T 2230/06 Tractor-trailer swaying
• CPC Class Codes: B60T 8/1708 for lorries or tractor-trailer combinations

Abstract

Optimum braking effectiveness and control of a vehicle are obtained by continually evaluating estimated values of friction coefficients as they increase with decreasing vehicle velocity during vehicle braking and by increasing brake pressure accordingly to maintain the pressure just under a value at which vehicle control is compromised. This is enhanced by determining a maximum pressure that can be applied to each brake sight while maintaining the rate of change of the articulation angle between a tractor and trailer of the vehicle equal to zero. A further enhancement is obtained by estimating critical vehicle velocity as a function of steering angle, thus enabling braking effectiveness and control to be a function of maneuvering conditions.

Claims

1. A method for determining and applying optimum effective braking force to brakes of a vehicle negotiating a curve, when lateral and longitudinal forces are acting on the vehicle, the vehicle having a plurality of wheels, at least two of the wheels being steer wheels, the method comprising the steps of:

sensing the angular disposition of at least one of the steer wheels;

generating a turning radius signal representative of a turning radius associated with the angular disposition of the at least one of the steer wheels;

sensing the angular velocity of a wheel;

generating a wheel speed signal representative of the angular velocity of the wheel;

sensing actual brake pressure;

generating an actual brake pressure signal representative of the actual brake pressure;

determining, as a function of wheel deceleration and the actual brake pressure signal, an estimated value μ

_PEAK for road-tire coefficient of friction;

generating a μ

_PEAK signal representative of the value of road-tire coefficient of friction;

determining, in response to the turning radius signal and the μ

_PEAK signal, an estimated value for a brake pressure that will apply the brakes to provide optimum braking effectiveness while maintaining vehicle control under prevailing conditions by determining, prior to vehicle deceleration, an initial value of critical vehicle velocity V_c above which control of the vehicle cannot be maintained in the curve, the critical vehicle velocity being determined according to the following, initial equation therefor;

##EQU7## where;

R=the radius of the curve,

μ

=the total coefficient of road-tire friction, and

g=acceleration due to gravity;

adjusting the brake pressure to provide a vehicle velocity just below that of the initial value of critical vehicle velocity just determined;

determining a value of the longitudinal coefficient of friction component μ

_b associated with brake force according to the following equation;

##EQU8## determining, after a time interval t from the beginning of vehicle deceleration, a subsequent value of critical vehicle velocity by multiplying the value of the previously determined longitudinal coefficient of friction component μ

_b by the value of gravity g and by a time interval t and subtracting the product from the previously determined value of critical vehicle velocity;

adjusting the brake pressure to provide a vehicle velocity just below that of the subsequent value of critical vehicle velocity just determined;

determining a subsequent value of the longitudinal coefficient of friction component associated with brake force according to the equation therefor;

determining, at the end of another time interval t, a subsequent value of critical vehicle velocity by multiplying the previously determined value of the longitudinal coefficient of friction component μ

_b by the value of gravity g and by a time interval t and subtracting the product from the previously determined value of critical vehicle velocity;

adjusting the brake pressure to provide a vehicle velocity just below that of the subsequent value of critical vehicle velocity just determined; and

repeating the immediately preceding three steps until the brake pressure is released or until the vehicle has stopped, thereby providing optimum braking effectiveness while maintaining vehicle control under prevailing conditions by increasing brake pressure as decreasing vehicle velocity results in an increasing coefficient of friction.

2. The method as defined by claim 1, wherein the vehicle velocity is maintained at a predetermined fraction of the value of the critical vehicle velocity by reducing the initial value of critical vehicle velocity by the predetermined amount prior to the calculation of subsequent values of critical vehicle velocity and subsequent values of longitudinal coefficient components.

3. A method for determining and applying optimum effective braking force to brakes of a vehicle negotiating a curve, the vehicle having a plurality of wheels, at least two of the wheels being steer wheels, when lateral and longitudinal forces are acting on the vehicle, the method comprising the steps of:

sensing the angular disposition of at least one of the steer wheels;

generating a turning radius signal representative of a turning radius associated with the angular disposition of the at least one of the steer wheels;

sensing the angular velocity of a wheel;

generating a wheel speed signal representative of the angular velocity of the wheel;

sensing actual brake pressure;

generating an actual brake pressure signal representative of the actual brake pressure;

determining, in response to the wheel speed signal and the actual brake pressure signal, an estimated value μ

_PEAK for road-tire coefficient of friction;

generating a μ

_PEAK signal representative of the value of road-tire coefficient of friction;

determining, in response to the turning radius signal and the μ

_PEAK signal, an estimated value for a brake pressure that will apply the brakes to provide optimum braking effectiveness while maintaining vehicle control under prevailing conditions;

generating a calculated brake pressure signal representative of the value of the estimated value of brake pressure;

controlling the actual brake pressure in response to the calculated brake pressure signal;

determining, in response to the turning radius signal and the μ

_PEAK signal, critical vehicle velocity;

determining vehicle velocity from the wheel speed signal;

controlling the actual brake pressure in response to the ratio of the vehicle velocity to the critical vehicle velocity so that, as the ratio increases, wheel slip is decreased.

4. The method as defined by claim 3, wherein the critical vehicle velocity is determined by the following equation:

##EQU9## where;

K1=a constant equal to the ratio of the steering angle γ

to the radius R of the curve, and

γ

=is the steering angle.

5. The method as defined by claim 3, wherein the vehicle includes a tractor and a trailer, each having a longitudinal axis, the method further comprising the steps of:

sensing an articulation angle between the longitudinal axes of the tractor and the trailer;

generating an articulation angle signal representative of the articulation angle;

determining, from changes in the articulation angle signal with respect to time, a value of articulation angular acceleration;

generating an articulation angular acceleration signal representative of the value of articulation angular acceleration; and

controlling the actual brake pressure in response to nonzero values of articulation angular acceleration.