Dynamic rear proportioning brake system

• US 5,632,535 A
• Filed: 08/28/1995
• Issued: 05/27/1997
• Est. Priority Date: 08/28/1995
• Status: Expired due to Term

• Current Assignee: Kelsey-Hayes Co. (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: Kelsey-Hayes Co. (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: Bielek, Mark R., Negrin, Dan, Luckevich, Mark S.
• Primary Examiner(s): Butler, Douglas C.
• Application Number:
  US08/518,112
• Time in Patent Office: 638 Days
• Field of Search: 303/186, 303/187, 303/188, 303/9.75, 303/9.62, 303/113.5, 188/349
• US Class Current: 303/186
• CPC Class Codes: B60T 8/1766 Proportioning of brake forces according to vehicle axle loads, e.g. front to rear of vehicle
• CPC Class Codes: B60T 8/268 using the valves of an ABS, ASR or ESP system

Abstract

A dynamic rear proportioning system is integrated with an existing vehicle anti-lock braking system (ABS) and performs the function of the rear brake pressure proportioning where ABS is not required. The rear brake hydraulic channel(s) are isolated from the master cylinder by activating the rear isolation valves, provided in the ABS, to provide the optimum brake force balance, regardless of vehicle loading, without the use of a load sensing mechanism. The system estimates vehicle and wheel deceleration, vehicle speed, and lateral acceleration as well as the rear wheel slip to dynamically control the rear brake force. By continually updating these control parameters, the system can further increase or decrease the rear brake pressure to maintain the optimum brake force balance throughout the braking maneuver.

Claims

1. A brake pressure control method for a vehicle having a front and a rear wheel, and control means for controlling the pressure at said wheels, said method comprising a sequence of the steps of:

calculating a rear proportioning mode activation threshold as a function of predetermined vehicle parameters;

initiating a dynamic rear proportioning (DRP) mode of automatic brake pressure control of said rear wheel if the estimated vehicle speed is above a low speed limit and said activation threshold exceeds a predetermined value;

suspending said dynamic rear proportioning mode and transitioning to an active anti-lock braking (ABS) mode of automatic brake pressure control of said rear wheel upon detection of an incipient skid condition of said rear wheel;

terminating said active anti-lock mode of operation of said rear wheels and transitioning to said dynamic rear proportioning mode upon recovery of said rear wheel from said incipient skid condition;

terminating said dynamic rear proportioning mode when said value is no longer exceeded or a predetermined interval of time after said vehicle speed drops below said low speed limit.

2. The method of claim 1 for a vehicle having two front wheels and two rear wheels, wherein a transition from said DRP mode to said ABS mode is also performed upon detection of an incipient skid condition of both of said front wheels.

3. The method of claim 2 wherein said vehicle parameters include rear wheel slip and estimated vehicle deceleration and said incipient skid condition occurs at a predetermined wheel slip value and a predetermined vehicle deceleration level.

4. The method of claim 3 wherein said rear proportioning mode include at least a pressure hold phase and a pressure apply phase and enters said apply phase to force a rear wheel departure upon transition from said DRP mode to said ABS mode in response to an incipient skid condition at both of said front wheels.

5. The method of claim 2 wherein said activation threshold is calculated in accordance with the formula:

##EQU2## where;

T is the resultant activation threshold;

K₀ is a default or nominal offset value;

K_BRAKE is a constant added when the vehicle brake switch is open;

K_DRPACT is a constant value subtracted when the rear proportioning mode is active;

W1 is a factor used to weight the contribution of lateral acceleration;

LAT_-- ACCEL is the estimated vehicle lateral acceleration;

AVEL is the estimated vehicle speed;

MAX_-- AVEL is the maximum estimated vehicle speed at which LAT_-- ACCEL effect is increased;

W2 is a factor used to weight the contribution of the rear slip variable;

RSLIP is the estimated and filtered rear slip value;

W3 is a factor used to weight the contribution of the vehicle deceleration;

VEH_-- DEC is the estimated vehicle deceleration;

K_MACEL is a scale factor and gain used on the MACEL variable contribution;

Σ

MACEL is the sum of the wheel maximum acceleration values.

6. A brake pressure control method for a vehicle having front and rear wheels, and control means for controlling the pressure at said wheels, said method comprising a sequence of the steps of:

calculating a rear proportioning mode activation threshold in accordance with the formula;

##EQU3## where;

T is the resultant activation threshold;

K₀ is a default or nominal offset value;

K_BRAKE is a constant added when the vehicle brake switch is open;

K_DRPACT is a constant value subtracted when the rear proportioning mode is active;

W1 is a factor used to weight the contribution of lateral acceleration;

LAT_-- ACCEL is the estimated vehicle lateral acceleration;

AVEL is the estimated vehicle speed;

MAX_-- AVEL is the maximum estimated vehicle speed at which LAT_-- ACCEL effect is increased;

W2 is a factor used to weight the contribution of the rear slip variable;

RSLIP is the estimated and filtered rear slip value;

W3 is a factor used to weight the contribution of the vehicle deceleration;

VEH_-- DEC is the estimated vehicle deceleration;

K_MACEL is a scale factor and gain used on the MACEL variable contribution;

Σ

MACEL is the sum of the wheel maximum acceleration values;

initiating a rear proportioning mode of automatic brake pressure control of said rear wheels if the estimated vehicle speed is above a low speed limit and said activation threshold exceeds a predetermined value, to thereby maintain an optimum pressure to said rear wheels;

terminating said dynamic rear proportioning mode when said threshold is no longer exceeded or a predetermined interval of time after the vehicle speed drops below said low speed limit.

7. The method defined in claim 6 wherein said DRP mode is terminated and an ABS mode of brake control is initiated with respect to said rear wheels in response to both front wheels entering an ABS mode of brake control.

8. The invention defined in claim 7 wherein said activation threshold varies between zero and a maximum value and said DRP mode is initiated when the level drops below zero.

9. A brake pressure control method for a vehicle having front and rear wheels, wheel speed sensors for sensing the speed of at least one front wheel and at least one rear wheel speed, and a hydraulic brake for each wheel having a brake pressure controllable by an actuable valve, the method comprising a sequence of the following steps:

estimating vehicle speed based on sensed wheel speed;

calculating an activation threshold based on the formula;

##EQU4## where;

T is the resultant activation threshold;

K₀ is a default or nominal offset value;

K_BRAKE is a constant added when the vehicle brake switch is open;

K_DRPACT is a constant value subtracted when the rear proportioning mode is active;

W1 is a factor used to weight the contribution of lateral acceleration;

LAT_-- ACCEL is the estimated vehicle lateral acceleration;

AVEL is the estimated vehicle speed;

MAX_-- AVEL is the maximum estimated vehicle speed at which LAT_-- ACCEL effect is increased;

W2 is a factor used to weight the contribution of the rear slip variable;

RSLIP is the estimated and filtered rear slip value;

W3 is a factor used to weight the contribution of the vehicle deceleration;

VEH_-- DEC is the estimated vehicle deceleration;

K_MACEL is a scale factor and gain used on the MACEL variable contribution;

Σ

MACEL is the sum of the wheel maximum acceleration values;

initiating a dynamic rear proportioning (DRP) mode of brake pressure control, including the limiting of the brake pressure to at least one rear wheel, if the vehicle speed is above a predetermined speed threshold and said activation threshold value is equal to zero;

terminating said DRP mode a predetermined period of time after said vehicle speed falls below said predetermined speed threshold.

10. The method defined in claim 9 further comprising the steps of:

initiating an ABS mode of brake pressure control including the application of brake pressure to said rear wheel to force a rear wheel departure if both of said front wheels exhibits an incipient skid condition during said DRP mode.

11. A method of controlling the rear brake pressure of a vehicle having front and rear wheels, comprising a sequence of the steps of:

transitioning from an IDLE mode of operation, during which brake pressure applied to the rear brakes is under manual control, to a DRP mode of operation, during which pressure applied to the rear brakes is automatically proportioned relative to the pressure applied to the front brakes to maintain an optimum rear brake pressure based on vehicle conditions including rear wheel slip and vehicle deceleration,

transitioning from said DRP mode of operation to an ABS mode of operation, in which brake pressure to the rear wheels is initially increased to force a rear wheel departure in response to and incipient skid condition at both of said front wheels,

transitioning from said ABS mode of operation to said DRP mode of operation, if said ABS mode of operation is terminated prior to said vehicle coming to a complete stop, and

transitioning from said DRP mode of operation to said IDLE mode of operation a predetermined interval of time after said vehicle speed drops below a predetermined speed.

12. A vehicle anti-lock braking system (ABS) for controlling the front and rear brakes of front and rear wheels respectively of a vehicle by continually forcing wheel instability in a cyclic manner tending to minimize stopping distance and maximize vehicle stability, said ABS including an integral dynamic rear proportioning (DRP) mode of operation providing control of said rear brakes during braking conditions which do not require an ABS mode of operation, comprising;

sensor means for developing input signals indicative of the speed of at least on front and one rear vehicle wheel,

valve means for controlling the brake pressure to the front and rear brakes,

computer means responsive to said input signals for calculating a DRP activation threshold based on predetermined vehicle parameters,

said computer means providing output signals to said valve means for initiating said DRP mode if said vehicle speed is above a predetermined speed, and said activation threshold exceeds a predetermined value,

said computer means providing output signals to said valve means for transitioning from said DRP mode to said ABS mode in response to an incipient skid condition of said rear wheel, for transitioning from said ABS mode to said DRP mode upon rear wheel recovery, and for terminating said DRP mode a predetermined interval of time after said vehicle speed drops below said predetermined value.

13. The system defined in claim 12 wherein said parameters include vehicle deceleration and the amount by which the rear wheel slip exceeds the front wheel slip.

14. The system defined in claim 13 wherein said parameters include lateral acceleration of the vehicle based on the difference in the speeds of undriver wheels, and the effect of vehicle lateral acceleration on said activation threshold is increased as vehicle speed increases until a predetermined vehicle speed threshold is reach, after which said effect is decreased.

15. The system defined in claim 14 wherein said vehicle deceleration is calculated by differentiating a calculated value of vehicle speed.

16. The system defined in claim 15 wherein said activation threshold is determined by assigning an initial value to a variable and decaying the variable by a weighted and limited contribution of certain of said parameters to scale the influence of the parameter on the activation of said DRP mode.

17. The system defined by claim 12 wherein said computer means includes look-up table means accessible in response to a system fault for inhibiting the DRP mode of operation under certain predetermined conditions and for maintaining a DRP keep-alive mode even in the presence of a system fault under other predetermined conditions.

18. The system defined by claim 17 wherein said computer means further includes means responsive to a wheel speed sensor fault for preventing use of the data from the associated sensor.