Brake steer vehicle dynamics control intervention

• US 5,696,681 A
• Filed: 06/05/1995
• Issued: 12/09/1997
• Est. Priority Date: 06/05/1995
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Ander, Anthony T., Hrovat, Davorin
• Primary Examiner(s): Chin, Gary
• Application Number:
  US08/465,282
• Time in Patent Office: 918 Days
• Field of Search: 364/426.01, 364/426.021, 364/426.038, 180/197, 303/140, 303/146, 303/147, 303/170, 303/177, 303/178, 303/122, 303/DIG. 7, 340/442, 340/443, 340/444
• US Class Current: 701/70
• CPC Class Codes: B60T 2240/03 Tire sensors
• CPC Class Codes: B60T 7/12 for automatic initiation; for initiation not subject to will of driver or passenger limiting speed of vehicles other than rail vehicles B60K31/00
• CPC Class Codes: B60T 8/1725 Using tyre sensors, e.g. Sidewall Torsion sensors [SWT] for tyre pressure and temperature detection B60C23/00
• 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: B60T 8/246 Change of direction
• CPC Class Codes: B60T 8/88 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
• CPC Class Codes: Y10S 303/07 Small tire digest

Abstract

An electronic controller applies a braking force to selected wheels when sudden tire rupture is detected. A tire rupture signal indicative of whether a tire on the vehicle has ruptured is generated. Signals corresponding to a desired trajectory of the and the actual trajectory of the vehicle are calculated. Corresponding brake actuator signals are generated and applied to appropriate brakes of the vehicle, controlling the actual trajectory of the vehicle.

Claims

1. A method of controlling brakes on a vehicle after sudden tire rupture, said vehicle including a plurality of wheels and brakes corresponding to said wheels, said brakes responding to a plurality of brake actuator signals and said brakes applying a braking torque to said wheels corresponding to said brake actuator signals, said method comprising, in combination, the steps of:

generating a tire rupture signal indicative of whether a tire on said vehicle has ruptured;

generating a first trajectory signal corresponding to a desired trajectory of said vehicle;

generating a second trajectory signal corresponding to an actual trajectory of said vehicle in response to said tire rupture signal; and

comparing said first trajectory signal to said second trajectory signal and generating responsive brake actuator signals whereby the braking of said vehicle is selectively controlled to alter said actual trajectory of said vehicle.

2. A method, as claimed in claim 1, wherein the step of comparing said first trajectory signal to said second trajectory signal comprises the step of selecting a right side or left side of said vehicle for selective application of said brake actuator signals.

3. A method, as claimed in claim 2, wherein the step of comparing said first trajectory signal to said second trajectory signal further includes the step of selecting a front and a rear brake of said vehicle for selective application of said brake actuator signals.

4. A method of controlling trajectory of a vehicle after sudden tire rupture, said vehicle including a right side and a left side, said right side including a right front portion with a first wheel and a first brake, and a right rear portion with a second wheel and a second brake, said first brake and said second brake comprising a right brake pair, said left side including a left front portion with a third wheel and a third brake, and a left rear portion with a fourth wheel and a fourth brake, said third brake and said fourth brake comprising a left brake pair, said method comprising, in combination, the steps of:

generating a tire rupture signal indicative of whether a tire on any of the first wheel, second wheel, third wheel and fourth wheel has ruptured

generating an actual trajectory value indicative of the trajectory of said vehicle in response to said tire rupture signal;

generating a desired trajectory range indicative of a desirable trajectory of said vehicle; and

responding to said actual target trajectory value being outside of said desired trajectory range by controlling the braking of one of said brake pairs.

5. A method, as claimed in claim 4, wherein the step of controlling the braking of one of said brake pairs comprises the steps, in combination, of:

selecting one of said brake pairs as a selected brake pair for application of brake actuator signals;

generating a first signal corresponding to a total desired torque correction on said vehicle;

generating a second signal corresponding to a total desired torque correction on a front brake of said selected brake pair;

generating a third signal corresponding to a total desired torque correction on a rear brake of said selected brake pair;

generating a fourth signal corresponding to a maximum brake torque correction on said front brake of said selected brake pair;

generating a fifth signal corresponding to a maximum brake torque correction on said rear brake of said selected brake pair; and

generating a sixth signal and a seventh signal each corresponding to said second, third, fourth and fifth signals, said sixth and seventh signals applied to said front and rear brake of said selected brake pair, respectively.

6. A method, as claimed in claim 4, wherein the step of generating said sixth and seventh signals comprises the steps of:

equating said sixth signal with said second signal and equating said seventh signal with said third signal if said second signal is less than or equal to said fourth signal and said third signal is less than or equal to said fifth signal;

equating said sixth signal with said fourth signal and equating said seventh signal with said fifth signal if said second signal is greater than said fourth signal and said third signal is greater than said fifth signal;

equating said sixth signal with said fourth signal if said second signal is greater than said fourth signal and said third signal is less than or equal to said fifth signal;

equating said seventh signal with said third signal plus the sum of said second signal minus said fourth signal if said fifth signal is greater than or equal to said third signal plus said second signal minus said fourth signal;

equating said seventh signal with said fifth signal if said fifth signal is less than said third signal plus said second signal minus said fourth signal;

equating said seventh signal with said fourth signal if said second signal is less than or equal to said fourth signal and said third signal is greater than said fifth signal;

equating said sixth signal with said second signal plus said third signal minus said fifth signal if said fourth signal is greater than or equal to said second signal plus said third signal minus said fifth signal; and

equating said sixth signal with said fourth signal if said fourth signal is less than said second signal plus said third signal minus said fifth signal.

7. A method, as claimed in claim 4, wherein the step of generating said tire rupture signal comprises the steps, in combination, of:

periodically generating a pressure signal representative of tire pressure;

generating a comparison signal representative of the difference between said pressure signal and a previously generated pressure signal; and

detecting a comparison signal that exceeds a predetermined value.

8. A method, as claimed in claim 4, wherein the step of generating said tire rupture signal comprises the steps, in combination, of:

generating an attitude signal representative of said vehicle attitude; and

generating a tire rupture signal if said attitude signal is outside a predetermined range.

9. A method, as claimed in claim 4, wherein the step of generating said tire rupture signal comprises the steps, in combination, of:

generating a load signal representative of corner load on said vehicle; and

generating a tire rupture signal if said load signal is outside a predetermined range.

10. A method of controlling braking on a vehicle after sudden tire rupture, said vehicle including a front portion and a rear portion and a right side and a left side, said left side including a left brake pair with a front brake and a rear brake, said right side including a right brake pair with a front brake and a rear brake, said method comprising, in combination, in response to detecting a rupture of a tire on a wheel at any said portion of the vehicle, the steps of:

determining a selected brake pair corresponding to which of said left brake pair and said right brake pair should be selected;

generating a first signal indicative of a desired torque correction on said front brake of said selected brake pair;

generating a second signal indicative of a desired torque correction on said rear brake of said selected brake pair;

generating a third signal indicative of a maximum brake torque correction on said front brake of said selected brake pair;

generating a fourth signal indicative of a maximum brake torque correction on said rear brake of said selected brake pair;

generating a first relational value having one of at least two preset values by comparing said first signal and said third signal;

generating a second relational value having one of at least two preset values by comparing said second signal and said fourth signal;

generating a first torque actuator signal and a second torque actuator signal corresponding to said first relational value and said second relational value, respectively; and

controlling said selected brake pair by applying said first torque actuator signal to said front brake of said selected brake pair and applying said second torque actuator signal to said rear brake of said selected brake pair, whereby vehicle trajectory is controlled.

11. A method, as claimed in claim 10, further comprising the step of slowing said vehicle to a stop.

12. A method, as claimed in claim 10, further comprising the steps, in combination, of:

generating an accelerator signal corresponding to whether an accelerator pedal of said vehicle has been depressed;

slowing said vehicle to a stop in response to said accelerator signal.