Wheelslip regulating brake control

• US 6,292,735 B1
• Filed: 08/10/1998
• Issued: 09/18/2001
• Est. Priority Date: 08/10/1998
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Kimbrough, Scott Stephen
• Primary Examiner(s): Nguyen, Tan
• Assistant Examiner(s): Tran, Dalena
• Application Number:
  US09/132,195
• Time in Patent Office: 1,135 Days
• Field of Search: 701/70, 701/71, 701/72, 701/79, 701/82, 701/91, 701/83, 701/90, 701/74, 701/78, 180/197, 180/248, 303/146, 303/148, 303/163, 303/186
• US Class Current: 701/91
• CPC Class Codes: B60T 2270/86 Optimizing braking by using ESP vehicle or tire model
• 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
• 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 8/17616 Microprocessor-based systems

Abstract

Wheelslip is controlled in an automotive vehicle having at least one wheel for which control is desired. Each wheel is controlled by a corresponding element of a command wheelslip vector. The method includes determining a minimizing wheelslip vector minimizing the time rate of change of weighted vehicle kinetic energy and a resulting minimum time rate of change of weighted vehicle kinetic energy. A maximizing wheelslip vector maximizing the time rate of change of weighted vehicle kinetic energy and a resulting maximum time rate of change of weighted vehicle kinetic energy are also found. The command wheelslip vector is determined from an interpolation of the minimizing wheelslip vector and the maximizing wheelslip vector. The interpolation is based on a desired time rate of change of weighted vehicle kinetic energy.

Claims

1. A method for controlling wheelslip in an automotive vehicle, each of at least one wheel for which control is desired controlled by a corresponding element of a command wheelslip vector, the method comprising:

determining a minimizing wheelslip vector minimizing the time rate of change of weighted vehicle kinetic energy and a resulting minimum time rate of change of weighted vehicle kinetic energy;

determining a maximizing wheelslip vector maximizing the time rate of change of weighted vehicle kinetic energy and a resulting maximum time rate of change of weighted vehicle kinetic energy; and

determining as the command wheelslip vector an interpolation of the minimizing wheelslip vector and the maximizing wheelslip vector based on a desired time rate of change of weighted vehicle kinetic energy.

2. A method for controlling wheelslip as in claim 1 wherein determining as the command wheelslips an interpolation comprises:

determining the desired time rate of change of weighted vehicle kinetic energy; and

determining as the command wheelslip vector the minimizing wheelslip vector if the desired time rate of change of weighted vehicle kinetic energy is less than the minimum time rate of change of weighted vehicle kinetic energy;

otherwise determining as the command wheelslip vector the maximizing wheelslip vector if the desired time rate of change of weighted vehicle kinetic energy is greater than the maximum time rate of change of weighted vehicle kinetic energy;

otherwise determining as the command wheelslip vector an interpolation between the minimizing wheelslip vector and the maximizing wheelslip vector, the interpolation based on the desired time rate of change of weighted vehicle kinetic energy.

3. A method for controlling wheelslip as in claim 1 wherein weighted vehicle kinetic energy is the square of the vehicle longitudinal velocity.

4. A method for controlling wheelslip as in claim 1 wherein minimizing the time rate of change of weighted vehicle kinetic energy also minimizes velocity weighted acceleration.

5. A method for controlling wheelslip as in claim 1 wherein the desired rate of change of weighted vehicle kinetic energy is based on driver input provided through a brake control.

6. A method for controlling wheelslip in an automotive vehicle having at least one wheel for which control is desired, each of the at least one wheel controlled by a corresponding element of a command wheelslip vector, the method comprising:

determining a first wheelslip vector, one element of the first wheelslip vector for each of the at least one wheel, the first wheelslip vector minimizing the time rate of change of weighted vehicle kinetic energy;

determining a second wheelslip vector, one element of the second wheelslip vector for each of the at least one wheel, the second wheelslip vector maximizing the time rate of change of weighted vehicle kinetic energy;

determining a desired rate of change of weighted vehicle kinetic energy; and

determining as the command wheelslip vector the first wheelslip vector if the desired rate of change of weighted vehicle kinetic energy is less than the minimized time rate of change of weighted vehicle kinetic energy resulting from the first wheelslip vector,

else determining as the command wheelslip vector the second wheelslip vector if the desired rate of change of weighted vehicle kinetic energy is greater than the maximized time rate of change of weighted vehicle kinetic energy resulting from the second wheelslip vector,

else determining as the command wheelslip vector an interpolation of the first wheelslip vector and the second wheelslip vector, the interpolation based on the determined desired rate of change of weighted vehicle kinetic energy.

7. A system for controlling braking for at least one wheel on a vehicle controlled by a driver, wherein each of the at least one wheel has at least one brake controlled by a braking command signal, the system comprising:

wheelslip command generating means operative to determine a wheelslip command vector based on interpolation using a minimizing wheelslip vector, a maximizing wheelslip vector, and a brake pedal signal; and

wheelslip regulating means in communication with the wheelslip command generating means and each of the at least one wheels, the wheelslip regulating means operable to determine the braking command signal for each of the at least one wheel based on the wheelslip command vector and the brake pedal signal.

8. A system for controlling braking as in claim 7 wherein the wheelslip command vector is determined by the wheelslip command generating means operative to:

determine the minimizing wheelslip vector, the minimizing wheelslip vector minimizing the time rate of change of weighted vehicle kinetic energy, and determine a resulting minimum time rate of change of weighted vehicle kinetic energy;

determine the maximizing wheelslip vector, the maximizing wheelslip vector maximizing the time rate of change of weighted vehicle kinetic energy, and determine a resulting maximum time rate of change of weighted vehicle kinetic energy;

determine a desired time rate of change of weighted vehicle kinetic energy based on the brake pedal signal; and

determining as the command wheelslip an interpolation of the minimizing wheelslip vector and the maximizing wheelslip vector based on the desired time rate of change of weighted vehicle kinetic energy.

9. A system for controlling braking as in claim 8 wherein interpolation of the minimizing wheelslips and the maximizing wheelslips is determined by the wheelslip command generating means operative to:

determine as the command wheelslip vector the minimizing wheelslip vector if the desired time rate of change of weighted vehicle kinetic energy is less than the minimum time rate of change of weighted vehicle kinetic energy;

otherwise determine as the command wheelslip vector the maximizing wheelslip vector if the desired time rate of change of weighted vehicle kinetic energy is greater than the maximum time rate of change of weighted vehicle kinetic energy;

otherwise determine as the command wheelslip vector an interpolation between the minimizing wheelslip vector and the maximizing wheelslip vector, the interpolation based on the desired time rate of change of weighted vehicle kinetic energy.

10. A system for controlling braking as in claim 8 wherein weighted vehicle kinetic energy is the square of the vehicle longitudinal velocity.

11. A system for controlling braking as in claim 8 wherein minimizing the time rate of change of weighted vehicle kinetic energy also minimizes velocity weighted acceleration.