Adaptive variable effort power steering system

• US 6,062,336 A
• Filed: 11/13/1998
• Issued: 05/16/2000
• Est. Priority Date: 11/13/1998
• Status: Expired due to Term

• Current Assignee: GM Global Technology Operations Incorporated (General Motors Company), Steering Solutions IP Holding Corporation (Nexteer Automotive Group Ltd.)
• Original Assignee: General Motors Corporation (General Motors Company)
• Inventors: Chin, Yuen-Kwok, Lin, William Chin-Woei, Amberkar, Sanket Suresh, Zuraski, Jeffery Alan
• Primary Examiner(s): Ellis, Christopher P.
• Assistant Examiner(s): SHARMA, RASHMI K
• Application Number:
  US09/191,600
• Time in Patent Office: 550 Days
• Field of Search: 180/446, 180/443, 701/41, 701/42
• US Class Current: 180/443
• CPC Class Codes: B62D 6/00 Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits means for initiating a change in direction B62D1/00; steering valves B62D5/06; combined with means for inclining the vehicle body or wheels on bends B62D9/00

Abstract

An adaptive, variable effort power steering system is responsive signals from one or more low friction road surface vehicle handling controls which indicate when the system has become active in modifying handling, and thus indicates the existence of a near limit or at limit vehicle handling situation. Such controls include anti-lock braking systems (ABS), traction control systems (TCS) and integrated chassis control systems (ICCS). When such a handling limit signal is received, the power steering system responds by decreasing steering assist to provide a more "manual" steering feel as long as the handling limit situation is indicated. The handling limit signal may be a binary signal, indicating activity or no activity of an anti-lock brake system, traction control system or a chassis control system such a yaw rate control. Alternatively, or in addition, the handling limit signal may be a magnitude signal indicating the degree or amount of yaw rate error, lateral acceleration error, wheel slip or vehicle side-slip and thus potentially anticipating the vehicle handling limit as indicated by a binary signal. If binary and magnitude signals are used together, the magnitude signal is preferably used as an anticipatory signal with a partial and growing correction to smooth the application of the full correction signaled by the binary signal.

Claims

1. An adaptive variable power steering system for a motor vehicle having steerable wheels for operating on roads having variable road surface friction, the vehicle having a low friction road surface vehicle handling control responsive to reduction in friction between the steerable wheels and the road surface, with means for generating a handling limit signal, the power steering system comprising, in combination:

means for generating an assist torque in response to sensed handwheel input torque; and

means responsive to the low friction road surface vehicle handling control to reduce the assist torque during the generation of the handling limit signal.

2. The adaptive variable power steering system of claim 1 in which the low friction road surface vehicle handling control is an anti-lock brake system and the vehicle handling limit signal is generated thereby when it is actively controlling vehicle braking.

3. The adaptive variable power steering system of claim 1 in which the low friction road surface vehicle handling control is a traction control system and the vehicle handling limit signal is generated thereby when it is actively controlling vehicle braking.

4. The adaptive variable power steering system of claim 1 in which the low friction road surface vehicle handling control is a vehicle yaw rate control and the vehicle handling limit signal is generated thereby when it is actively controlling vehicle braking.

5. The adaptive variable power steering system of claim 1 in which the handling limit signal provided by the low friction road surface vehicle handling control is a binary limit handling signal indicating a vehicle handling limit when the low friction road surface vehicle handling control is over-riding normal vehicle handling by actively controlling a vehicle handling related system, the system further comprising means for providing a magnitude signal indicating a gradual approach to the limit of vehicle handling.

6. The adaptive variable power steering system of claim 5 in which the low friction road surface vehicle handling control is a vehicle anti-lock brake system providing a binary signal of anti-lock brake activity and a magnitude signal indicating an amount of wheel slip.

7. The adaptive variable power steering system of claim 6 in which the reduction in power assist is based on the magnitude signal indicating wheel slip while the binary signal from the anti-lock brake system indicates no anti-lock brake activity but is over-ridden by the binary signal when the latter indicates anti-lock brake activity.

8. The adaptive variable power steering system of claim 5 in which the low friction road surface vehicle handling control is a vehicle yaw rate control system providing a binary signal of yaw rate correction activity and a magnitude signal indicating an amount of yaw rate error.

9. The adaptive variable power steering system of claim 8 in which the reduction in power assist is based on the magnitude signal indicating yaw rate error while the binary signal from the yaw rate control system indicates no yaw rate correction activity but is over-ridden by the binary signal when the latter indicates yaw rate correction activity.

10. The adaptive variable power steering system of claim 5 in which the low friction road surface vehicle handling control is a vehicle anti-lock brake system providing a binary signal of anti-lock brake activity and the means for providing a magnitude signal indicating a gradual approach to the limit of vehicle handling is a yaw rate control system providing a yaw rate error magnitude signal.

11. The adaptive variable power steering system of claim 10 in which the reduction in power assist is based on the yaw rate error magnitude signal while the binary signal from the anti-lock brake system indicates no anti-lock brake activity but is over-ridden by the binary signal when the latter indicates anti-lock brake activity.