Method and apparatus controlling cross-axis oscillations in a vehicle traction controller

• US 5,515,279 A
• Filed: 03/06/1995
• Issued: 05/07/1996
• Est. Priority Date: 03/06/1995
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Motor Company
• Inventors: Trans, Minh N., Hrovat, Davorin, Simonds, Craig J.
• Primary Examiner(s): Teska, Kevin J.
• Assistant Examiner(s): NGUYEN, TAN QUANG
• Application Number:
  US08/398,824
• Time in Patent Office: 428 Days
• Field of Search: 364/426.03, 364/426.02, 364/426.04, 303/119.1, 303/93, 303/100, 303/102, 303/107, 303/108, 303/112, 303/113.2, 180/197
• US Class Current: 701/82
• CPC Class Codes: B60K 28/16 responsive to, or preventing, skidding of wheels brake control systems for vehicle drive stability B60T8/1755; arrangements responsive to a speed condition for adjusting wheel braking force B60T8/32; control of vehicle driving stability otherwise than by controlling the propulsion unit only B60W30/02; preventing wheel slippage by reducing power in rail vehicles B61C15/00
• CPC Class Codes: B60T 8/175 Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control safety devices for propulsion unit control responsive to, or preventing, skidding of wheels B60K28/16
• CPC Class Codes: B60T 8/1764 Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear
• CPC Class Codes: B60W 2050/0022 Gains, weighting coefficients or weighting functions
• CPC Class Codes: B60W 2552/40 Coefficient of friction

Abstract

An electronic traction controller for a vehicle reduces oscillations between a pair of driving wheels which may occur when the the traction controller attempts to control wheel spin of the driving wheels on surfaces which have differing frictional resistances, such as roads partially covered by snow and ice. The traction controller estimates the coefficient of friction beneath each of the driving wheels, and if the frictional resistance of the surfaces beneath each of the driving wheels varies by more than a predetermined amount, or if only one wheel is spinning, a value indicative of the inertia torque of the driving wheel and powertrain combination is determined, and compared against a predetermined value. A slip error value for each of the driving wheels is generated, which is indicative of the difference between the actual rotational speed of the driving wheel and the desired rotational speed of the driving wheel. If the inertia torque is greater than the predetermined value then braking values for the driving wheels to control wheel spin are generated as a function of the slip error value. The braking values are generated such that a first braking value is generated for the driving wheel which has the higher rotational speed of the two driving wheels, and a second braking value is generated for the other driving wheel, with the second braking value resulting in a braking force which is proportional to the first braking value.

Claims

1. In a vehicle which includes a drivetrain and a pair of driving wheels, the combination of said drivetrain and driving wheels creating an inertia torque, a method of controlling the spinning of said driving wheels during operation of the vehicle on surfaces with variable coefficients of friction, comprising the steps of:

estimating the coefficient of friction of the surface beneath each of the driving wheels and determining a first rotational speed value which corresponds to the rotational speed of a first of said driving wheels and a second rotational speed value which corresponds to the rotational speed of a second of said driving wheels;

if the coefficient of friction of the surface beneath each of the driving wheels differs by more than a predetermined frictional difference value, then determining, as a function of said first rotational speed value and said second rotational speed value, if both driving wheels are spinning and if so, then,

determining an inertia torque value indicative of the inertia torque of the combination of the drivetrain and driving wheel,

comparing said inertia torque value to a predetermined torque value,

if said inertia torque value exceeds said predetermined torque value then reducing the spinning of the driving wheels by generating a first braking force value corresponding to the driving wheel having the higher rotational speed of the two driving wheels, and generating, as a function of said first braking force value, a second braking force value corresponding to the driving wheel having the lower rotational speed of the two driving wheels, said second braking force value corresponding to a braking force which is smaller in magnitude than said first braking force value, and substantially simultaneously applying braking forces corresponding to said first and said second braking force values, to each of said driving wheels.

2. The method as set forth in claim 1 comprising the additional steps of responding to only one driving wheel spinning by,

generating a gas pedal position value indicative of gas pedal position;

comparing said gas pedal position to a predetermined value;

if said gas pedal position indicates a desired amount of power by the driver of said vehicle which is greater than said predetermined value, then,

setting a brake control value which determines the amount of braking force to be applied to the wheels of said vehicle to a brake control setting, and setting a throttle control value which determines the aircharge entering combustion chambers of the vehicle engine to a throttle control setting, said brake control setting and said throttle control setting corresponding to and defining a level of vehicle performance as indicated by said gas pedal position,

determining said inertia torque value,

comparing said inertia torque value to a predetermined torque value,

if said inertia torque value exceeds said predetermined torque value then reducing the spinning of the driving wheels by generating a third braking force value corresponding to the driving wheel having the higher rotational speed of the two driving wheels, and generating, as a function of said third braking force value, a fourth braking force value corresponding to the driving wheel having the lower rotational speed of the two driving wheels, said fourth braking force value corresponding to a braking force which is smaller in magnitude than said third braking force value, and substantially simultaneously applying braking forces corresponding to said third and said fourth braking force values, to each of said driving wheels,

if said gas pedal position indicates a desired amount of power by the driver of said vehicle which is not greater than said predetermined value, then,

determining said inertia torque value indicative of the inertia torque of the vehicle,

comparing said inertia torque value to a predetermined torque value,

if said inertia torque value exceeds said predetermined torque value then reducing the spinning of the driving wheels by generating a fifth braking force value corresponding to the driving wheel having the higher rotational speed of the two driving wheels, and generating, as a function of said fifth braking force value, a sixth braking force value corresponding to the driving wheel having the lower rotational speed of the two driving wheels, said sixth braking force value corresponding to a braking force which is smaller in magnitude than said fifth braking force value, and substantially simultaneously applying braking forces corresponding to said fifth and said sixth braking force values, to each of said driving wheels.

3. The method as set forth in claim 1 wherein the step of applying a first braking force to the driving wheel having the highest rotational speed of the two driving wheels comprises the step of determining said first braking force by

determining a gain value, indicative of a braking force, for said driving wheel;

generating an actual speed value indicative of the actual rotational speed of said driving wheel;

determining a slip error value for said driving wheel by taking the difference between said actual speed value and a desired speed which is indicative of a desired rotational speed of said driving wheel;

multiplying said gain value with said slip error value to form a first intermediate value;

determining a slip error value for the other driving wheel by taking the difference between the actual rotational speed of the other driving wheel and a desired speed which is indicative of a desired rotational speed of the other driving wheel;

retrieving a cross-coupling gain value, indicative of the frictional resistance of a surface beneath each of the driving wheels, for said other driving wheel;

multiplying the slip error value and the cross-coupling gain value for the other driving wheel to form a second intermediate value; and

adding said first intermediate value to said second intermediate value to determine said first braking force.

4. A method of controlling across-the-axis oscillations in a vehicle which utilizes a traction controller, comprising:

determining if a frictional resistance of the surface below each wheel of a pair of driving wheels differs by more than a predetermined frictional difference value, and determining the rotational speed of each of the driving wheels;

responding to the frictional resistance of the surface below each of the wheels of the pair of driving wheels differing by more than the predetermined frictional difference value by determining if both wheels of the pair of driving wheels are spinning;

responding to spinning of both wheels of the pair of driving wheels by determining an inertia torque value which is indicative of an inertia torque of the vehicle drivetrain and driving wheels,

comparing said inertia torque value to a predetermined torque value, and

if said inertia torque value is greater than said predetermined torque value, then applying a first braking force to the driving wheel having the higher rotational speed of the two driving wheels, and applying a second braking force to the other driving wheel, said second braking force being proportional to said first braking force;

responding to the spinning of only one driving wheel by determining the amount of engine power desired by a driver of the vehicle by determining the position of the vehicle gas pedal;

comparing the amount of desired power to a predetermined power value;

if said amount of desired power exceeds said predetermined power value then setting an engine torque value which determines the amount of torque produced by the vehicle engine to a first torque value and setting a braking force value which determines the amount of braking force to be applied to the wheels of the vehicle to a third braking force value, and determining said inertia torque value, comparing said inertia torque value to said predetermined torque value, and if said inertia torque value is greater than said predetermined torque value, then applying a fourth braking force to the driving wheel having the higher rotational speed of the two driving wheels, and applying a fifth braking force to the other driving wheel, said fifth braking force being proportional to said fourth braking force;

if said amount of desired power does not exceed said predetermined power value then determining said inertia torque value, comparing said inertia torque value to said predetermined torque value, and if said inertia torque value is greater than said predetermined torque value, then applying a sixth braking force to the driving wheel having the higher rotational speed of the two driving wheels, and applying a seventh braking force to the other driving wheel, said seventh braking force being proportional to said sixth braking force.

5. Apparatus for controlling spinning of driving wheels of a vehicle, during operation of the vehicle on surfaces with variable coefficients of friction comprising, in combination:

means for estimating the coefficient of friction of the surface beneath each of the driving wheels and determining a first rotational speed value which corresponds to the rotational speed of a first of said driving wheels and a second rotational speed value which corresponds to the rotational speed of a second of said driving wheels;

means, responsive to the coefficient of friction of the surface beneath each of the driving wheels differing by more than a predetermined frictional difference value, for determining, as a function of said first rotational speed value and said second rotational speed value, if both driving wheels are spinning; and

means, responsive to spinning of both driving wheels, for determining an inertia torque value indicative of an inertia torque of the combination of the drivetrain and driving wheel, comparing said inertia torque value to a predetermined torque value, if said inertia torque value exceeds said predetermined torque value then reducing the spinning of the driving wheels by generating a first braking force value corresponding to the driving wheel having the higher rotational speed of the two driving wheels, and generating, as a function of said first braking force value, a second braking force value corresponding to the driving wheel having the lower rotational speed of the two driving wheels, said second braking force value corresponding to a braking force which is smaller in magnitude than said first braking force value, and substantially simultaneously applying braking forces corresponding to said first and said second braking force values, to each of said driving wheels.

6. Apparatus as set forth in claim 5 further comprising means, responsive to spinning of only one driving wheel comprising:

means for generating a gas pedal position value indicative of gas pedal position;

means for comparing said gas pedal position to a predetermined value;

means, responsive to said gas pedal position indicating a desired amount of power by the driver of said vehicle which is greater than said predetermined value, for setting a brake control value which determines the amount of braking force to be applied to the wheels of said vehicle to a brake control setting, and setting a throttle control value which determines the aircharge entering combustion chambers of the vehicle engine to a throttle-control setting, said brake control setting and said throttle control setting corresponding to and defining a level of vehicle performance as indicated by said gas pedal position, determining said inertia torque value, and comparing said inertia torque value to a predetermined torque value,

means, responsive to said inertia torque value exceeding said predetermined torque value for reducing the spinning of the driving wheels by generating a third braking force value corresponding to the driving wheel having the higher rotational speed of the two driving wheels, and generating, as a function of said third braking force value, a fourth braking force value corresponding to the driving wheel having the lower rotational speed of the two driving wheels, said fourth braking force value corresponding to a braking force which is smaller in magnitude than said third braking force value, and substantially simultaneously applying braking forces corresponding to said third and said fourth braking force values, to each of said driving wheels,

means, responsive to said gas pedal position indicating a desired amount of power by the driver of said vehicle which is not greater than said predetermined value, for determining said inertia torque value indicative of the inertia torque of the vehicle, and comparing said inertia torque value to a predetermined torque value, and

means, responsive to said inertia torque value exceeding said predetermined torque value for reducing the spinning of the driving wheels by generating a fifth braking force value corresponding to the driving wheel having the higher rotational speed of the two driving wheels, and generating, as a function of said fifth braking force value, a sixth braking force value corresponding to the driving wheel having the lower rotational speed of the two driving wheels, said sixth braking force value corresponding to a braking force which is smaller in magnitude than said fifth braking force value, and substantially simultaneously applying braking forces corresponding to said fifth and said sixth braking force values, to each of said driving wheels.

7. Apparatus as set forth in claim 5 wherein the means for applying a first braking force to the driving wheel having the highest rotational speed of the two driving wheels comprises a means for determining said said first braking force which comprises:

means for determining a gain value, indicative of a braking force for said driving wheel,

means for generating an actual speed value indicative of the actual rotational speed of said driving wheel,

means for determining a slip error value for said driving wheel by taking the difference between said actual speed value and a desired speed which is indicative of a desired rotational speed of said driving wheel;

means for multiplying said gain value with said slip error value to form a first intermediate value;

means for determining a slip error value for the other driving wheel by taking the difference between the actual rotational speed of the other driving wheel and a desired speed which is indicative of a desired rotational speed of the other driving wheel;

means for retrieving a cross-coupling gain value, indicative of the frictional resistance of a surface beneath each of the driving wheels, for said other driving wheel;

means for multiplying the slip error value and the cross-coupling gain value for the other driving wheel to form a second intermediate value; and

means for adding said first intermediate value to said second intermediate value to determine said first braking force.