Method and apparatus for dynamically determining a lateral velocity of a motor vehicle

• US 5,742,919 A
• Filed: 04/26/1996
• Issued: 04/21/1998
• Est. Priority Date: 04/26/1996
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Recker, Darrel Alan, Ashrafi, Behrouz
• Primary Examiner(s): NGUYEN, TAN QUANG
• Application Number:
  US08/638,630
• Time in Patent Office: 725 Days
• Field of Search: 701/37, 701/38, 701/41, 701/70, 701/71, 701/72, 701/75, 280/707, 180/197, 180/199, 180/410, 180/413, 180/415, 180/422, 180/445, 180/446, 303/146, 303/147
• US Class Current: 701/70
• CPC Class Codes: B60G 17/018 characterised by the use of a specific signal treatment or control method
• CPC Class Codes: B60G 2400/104 lateral or transversal with regard to vehicle
• CPC Class Codes: B60G 2400/20 Speed
• CPC Class Codes: B60G 2400/204 Vehicle speed
• CPC Class Codes: B60G 2400/41 Steering angle
• CPC Class Codes: B60G 2800/012 Rolling condition
• CPC Class Codes: B60T 8/172 Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters B60T8/17551 takes precedence

Abstract

A system and a method for dynamically estimating a lateral velocity of a motor vehicle for input to a controller employed to control dynamics of the motor vehicle includes sensors for measuring predetermined vehicle operating state. The system also includes sensors for dynamically measuring steering angle, vehicle speed, yaw rate and lateral acceleration. These signals are combined and numerically integrated in accordance with assymptotic observer theory to obtain a reliable estimate of the lateral vehicle velocity.

Claims

1. A system for dynamically estimating a lateral velocity of a motor vehicle for input to a controller employed to control dynamics of the motor vehicle, said system comprising:

vehicle speed measuring means for producing a vehicle speed signal corresponding to a longitudinal velocity of said motor vehicle;

yaw rate measuring means for producing a yaw rate signal corresponding to a yaw rate of said motor vehicle;

lateral acceleration measuring means for producing a lateral acceleration signal corresponding to a lateral acceleration of said motor vehicle;

tire lateral force estimating means comprising means for producing a tire lateral force signal for each tire;

correction means comprising means for producing a corrector signal from said lateral acceleration signal and said tire lateral force signal; and

processor means for integrating a predetermined combination of said vehicle speed signal, said yaw rate signal, said correction signal and said tire lateral force signal for each tire and generating a lateral velocity signal therefrom.

2. A system according to claim 1 wherein said correction means determines said corrector signal according to the following relationship:

space="preserve" listing-type="equation">Corr.sub.obs =k.sub.obs (A.sub.lat.sbsb.meas -A.sub.tf)

where;

k_obs =gain multiplier;

Corr_obs =the correction component represented by said corrector signal;

A_lat.sbsb.meas =the measured vehicle lateral acceleration; and

A_tf =vehicle lateral acceleration predicted from a simplified lateral tire forces.

3. A system according to claim 1 wherein said tire lateral force signals are determined according to the following relationship:

space="preserve" listing-type="equation">F.sub.tire.sbsb.i =K.sub.tire α

.sub.i Fn.sub.i

where;

F_tire.sbsb.i =the tire lateral force for each tire, i=1-4;

K_tire =slip angle versus lateral force constant for a specific tire;

α

_i =normal force acting on each tire, i=1-4; and

Fn_i =slip angle for each tire, i=1-4.

4. A system according to claim 3 wherein said tire slip angles are determined according to the following relationship:

##EQU8## where;

α

_i =slip angle for each tire, i=1-4;

δ

_i =the steered angle for each tire, i=1-4;

V_i =lateral velocity determined at each tire, i=1-4; and

U_i =longitudinal velocity determined at each tire, i=1-4.

5. A system according to claim 1 wherein lateral velocity signal is determined by numerical integration of the following relationship:

##EQU9## where;

V=time derivative of the lateral velocity estimate;

U=longitudinal velocity of the motor vehicle;

r=yaw rate of motor vehicle;

F_tires =Sum of the lateral forces acting on the tires;

Corr_obs =the correction component represented by said corrector signal; and

##EQU10##

6. A system for dynamically estimating a lateral velocity of a motor vehicle for input to a controller employed to control dynamics of the motor vehicle, said system comprising:

vehicle speed measuring means for producing a vehicle speed signal corresponding to a longitudinal velocity of said motor vehicle;

yaw rate measuring means for producing a yaw rate signal corresponding to a yaw rate of said motor vehicle;

lateral acceleration measuring means for producing a lateral acceleration signal corresponding to a lateral acceleration of said motor vehicle;

tire lateral force estimating means comprising means for producing a tire lateral force signal for each tire;

correction means comprising means for producing a corrector signal from said lateral acceleration signal and said tire lateral force signal; and

processor means for determining an estimate of the lateral velocity of said motor vehicle by numerically integrating the following relationship;

##EQU11## where;

V=time derivative of the lateral velocity estimate;

U=longitudinal velocity of the motor vehicle;

r=yaw rate of motor vehicle;

F_tires =Sum of the lateral forces acting on the tires;

Corr_obs =the correction component represented by said corrector signal; and

##EQU12##

7. A system according to claim 6 wherein said correction means determines said corrector signal according to the following relationship:

space="preserve" listing-type="equation">Corr.sub.obs =k.sub.obs (A.sub.lat.sbsb.meas -A.sub.tf)

where;

k_obs =gain multiplier;

Corr_obs =the correction component represented by said corrector signal;

A_lat.sbsb.meas =the measured vehicle lateral acceleration; and

A_tf =vehicle lateral acceleration predicted from a simplified lateral tire forces.

8. A system according to claim 6 wherein said tire lateral force signals are determined according to the following relationship:

space="preserve" listing-type="equation">F.sub.tire.sbsb.i =K.sub.tire α

.sub.i Fn.sub.i

where;

F_tire.sbsb.i =the tire lateral force for each tire, i=1-4;

K_tire =slip angle versus lateral force constant for a specific tire;

α

_i =normal force acting on each tire, i=1-4; and

Fn_i =slip angle for each tire, i=1-4.

9. A system according to claim 8 wherein said tire slip angles are determined according to the following relationship:

##EQU13## where;

α

_i =slip angle for each tire, i=1-4;

δ

_i =the steered angle for each tire, i=1-4;

V_i =lateral velocity determined at each tire, i=1-4; and

U_i =longitudinal velocity determined at each tire, i=1-4.

10. A method for dynamically estimating lateral velocity of a motor vehicle for input to a controller employed to control dynamics of the motor vehicle, said system comprising the steps of:

measuring a yaw rate of the motor vehicle and producing a yaw rate signal;

measuring a vehicle longitudinal velocity speed and producing a vehicle speed signal;

measuring a measured lateral acceleration and producing a lateral acceleration signal corresponding thereto;

estimating a predicted tire lateral force and producing a tire lateral force signal for each tire;

producing a corrector signal from said lateral acceleration and said tire lateral force signals; and

integrating a predetermined combination of said vehicle speed signal, said yaw rate signal, said correction signal and said tire lateral force signals and generating a lateral velocity signal therefrom.

11. A method according to claim 10, wherein said step of producing a corrector signal includes obtaining said corrector signal by the following relationship:

space="preserve" listing-type="equation">Corr.sub.obs =k.sub.obs (A.sub.lat.sbsb.meas -A.sub.tf)

where;

k_obs =gain multiplier;

Corr_obs =the correction component represented by said corrector signal;

A_lat.sbsb.meas =the measured vehicle lateral acceleration; and

A_tf =vehicle lateral acceleration predicted from a simplified lateral tire forces.

12. A method according to claim 10, wherein said step of estimating a tire lateral force for each tire includes obtaining the said tire lateral force by the following relationship:

space="preserve" listing-type="equation">F.sub.tire.sbsb.i =K.sub.tire α

.sub.i Fn.sub.i

where;

F_tire.sbsb.i =the tire lateral force for each tire, i=1-4;

K_tire =slip angle versus lateral force constant for a specific tire;

α

_i =normal force acting on each tire, i=1-4; and

Fn_i =slip angle for each tire, i=1-4.

13. A method according to claim 12, wherein said step of estimating a tire lateral force includes obtaining a tire slip angle by the following relationship:

##EQU14## where;

α

_i =slip angle for each tire, i=1-4;

δ

_i =the steered angle for each tire, i=1-4;

V_i =lateral velocity determined at each tire, i=1-4; and

U_i =longitudinal velocity determined at each tire, i=1-4.

14. A method according to claim 10, wherein said step of generating a lateral velocity signal includes numerically integrating the following relationship:

##EQU15## where;

V=time derivative of the lateral velocity estimate;

U=longitudinal velocity of the motor vehicle;

r=yaw rate of motor vehicle;

F_tires =Sum of the lateral forces acting on the tires;

Corr_obs =the correction component represented by said corrector signal; and

##EQU16##