Process for influencing the parameters of a car's dynamic behavior

• US 6,324,460 B1
• Filed: 05/06/1999
• Issued: 11/27/2001
• Est. Priority Date: 04/29/1996
• Status: Expired due to Fees

• Current Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Original Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Inventors: Lehmer, Ronald, Schmidt, Robert
• Primary Examiner(s): Cuchlinski, Jr., William A.
• Assistant Examiner(s): Hernandez, Olga
• Application Number:
  US09/171,899
• Time in Patent Office: 936 Days
• Field of Search: 701/76, 701/71, 701/72, 701/73, 701/74, 701/75, 701/70, 701/83, 303/15, 303/16, 303/11
• US Class Current: 701/76
• CPC Class Codes: B60T 2230/02 Side slip angle, attitude angle, floating angle, drift angle
• CPC Class Codes: B60T 2270/416 Wheel speed sensor failure
• 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 8/885 using electrical circuitry

Abstract

To set the brake or traction slip of a wheel at the maximum of the frictional value/slip curve, it is necessary that the wheel sensor associated with each wheel to sense its rotational speed is in a state of operation. Otherwise it is not possible to ascertain the slip of the respective wheel. In order to ensure an emergency function for influencing driving dynamics parameters even in the event of malfunction of a wheel sensor, the present invention discloses performing a two-point control when a wheel sensor is defective. A first operating point (A) lies at a longitudinal slip equal to zero, and a second operating point (B) lies at a longitudinal slip of 100%. Without a longitudinal slip, lateral forces can be transmitted to their maximum, whereas at 100% longitudinal slip longitudinal forces can still be transmitted almost to their maximum.

Claims

1. A method of influencing dynamic parameters of a vehicle equipped with one wheel sensor for each vehicle wheel to determine individual rotational wheel speeds, the method comprising the step of:

upon malfunction of a wheel sensor, applying a two-operation-point control on the frictional-value-over-slip curve to the wheel with the malfunctioning wheel sensor, wherein the two operation points on the curve are independent of the rotational speed of the wheel with the malfunctioning wheel sensor.

2. Method as claimed in claim 1, wherein one operating point is disposed at a longitudinal slip equaling zero.

3. Method as claimed in claim 2, wherein the one operating point is selected when the objective is to transmit high cornering forces.

4. Method as claimed in claim 1, wherein the other operating point is disposed at a longitudinal slip which occurs during application of a predetermined longitudinal torque to a wheel.

5. Method as claimed in claim 4, wherein the other operating point is disposed at the longitudinal slip which is the maximum amount achievable on the affected wheel by a deceleration or drive device that operates independently of a vehicle driver.

6. Method as claimed in claim 5, wherein the second operating point is selected when transmission of a large amount of longitudinal force is required.

7. A method which provides braking pressure control for the purpose of yaw torque control of a body in motion, the method comprising the steps of:

receiving wheel sensor output signals; and

determining from the wheel sensor output signals whether a wheel sensor for a wheel has malfunctioned;

wherein if the wheel sensor has malfunctioned, applying a two-operation-point control having a first operating point and a second operating point on a friction-value-over-slip curve for the wheel with the malfunctioning wheel sensor to determine a brake pressure for the wheel with the malfunctioning wheel sensor for the purpose of yaw torque control of the body in motion.

8. The method of claim 7, wherein the first operating point is disposed at a longitudinal slip of approximately zero.

9. The method of claim of claim 8, wherein the first operating point is selected to yield a high lateral force to the body in motion.

10. The method of claim 7, wherein the second operating point is disposed at a longitudinal slip that occurs during application of a predetermined longitudinal torque to a wheel.

11. The method of claim 10, wherein the second operating point is disposed at the maximum longitudinal slip achieved on the wheel.

12. The method of claim 11, wherein the maximum achievable longitudinal slip occurs on the wheel by one of a deceleration device and a drive device operating independently of a driver.

13. The method of claim 12, wherein the second operating point is selected when transfer of a longitudinal force of approximately the maximum amount of longitudinal force available is required.