Method of calculating optimal wheelslips for brake controller

• US 6,370,467 B1
• Filed: 08/10/1998
• Issued: 04/09/2002
• Est. Priority Date: 08/10/1998
• Status: Expired due to Fees

• 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:
  US09/132,194
• Time in Patent Office: 1,338 Days
• Field of Search: 701/70, 701/71, 701/72, 701/79, 701/82, 701/83, 701/90, 701/74, 701/75, 701/78, 701/84, 701/91, 180/197, 188/181.C, 188/181.R, 303/186, 303/170, 303/174, 303/184, 303/149, 303/168, 303/150, 303/162, 303/146, 303/175, 303/140, 303/189, 303/185, 303/DIG.6
• US Class Current: 701/71
• CPC Class Codes: B60T 8/17616 Microprocessor-based systems
• CPC Class Codes: B60W 2050/0031 Mathematical model of the vehicle
• CPC Class Codes: B60W 2520/26 Wheel slip
• CPC Class Codes: B60W 2710/18 Braking system
• CPC Class Codes: B60W 40/101 Side slip angle of tyre

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. A first wheelslip vector is determined, one element of the first wheelslip vector for each wheel, the first wheelslip vector being operative to optimally minimize the time rate of change of weighted kinetic energy. A second wheelslip vector is determined, one element of the second wheelslip vector for each wheel, the second wheelslip vector being operative to maximize the time rate of change of weighted kinetic energy. The elements of the wheelslip vectors are determined in view of a stability effect determined for each of the at least one wheel.

Claims

1. A method for determining a wheelslip vector used to control braking in an automotive vehicle having at least one wheel for which braking control is desired, the method comprising the steps of:

determining a stability effect for each of the at least one wheel; and

for each of the at least one wheel with a stability enhancing stability effect, determining as the corresponding value of the wheelslip vector a wheelslip threshold such that said wheelslip vector provides optimal acceleration.

2. The method for determining a wheelslip vector according to claim 1, further comprising the steps of:

determining a stability condition resulting from each of the determined wheelslips; and

if the stability condition is less than or equal to zero, determining as zero each of the corresponding values of the wheelslip vector not yet determined.

3. The method for determining a wheelslip vector according to claim 1 further comprising the steps of:

determining a stability condition resulting from each of the determined wheelslips;

if the stability condition is less than or equal to zero, determining as zero each of the corresponding values of the wheelslip vector not yet determined;

if the stability condition is greater than zero, determining the next wheelslip to be considered from all wheelslips not yet determined;

if the product of the wheelslip threshold for the wheel corresponding to the next wheelslip and the stability effect for the wheel corresponding to the next wheelslip is less than the stability condition, determining as the corresponding value of the wheelslip vector the wheelslip threshold for the wheel corresponding to the next wheelslip, else determining as the corresponding value of the wheelslip vector the ratio of the stability condition to the stability effect for the wheel corresponding to the next wheelslip; and

repeating determining the stability condition, determining-as zero all wheelslips remaining if the stability condition is less than or equal to zero, determining the next wheelslip to be considered, and determining the next wheelslip, if any wheelslips remain not determined.

4. The method for determining a wheelslip vector according to claim 1, further comprising the steps of:

determining an acceleration effect for each undetermined wheelslip; and

determining the corresponding values of the wheelslip vector not yet determined based on a corresponding ratio of acceleration effect to stability effect.

5. The method for determining a wheelslip vector according to claim 2 wherein the stability condition is determined from a decomposed stability constraint based on a positive definite Lyapunov function.

6. The method for determining a wheelslip vector according to claim 5 wherein the stability condition is determined from a decomposed stability constraint based on a positive definite Lyapunov function.

7. The method for determining a wheelslip vector according to claim 2 wherein the decomposed stability constraint is based on regulating a yaw rate error.

8. The method for determining a wheelslip vector according to claim 1 wherein the decomposed stability constraint is based on regulating a yaw rate error.

9. The method for determining a wheelslip vector according to claim 1 whereby the stability effect and the acceleration effect enable a determination of the wheelslip vector containing wheelslip values that minimize a time rate of change of vehicle kinetic energy while maintaining vehicle stability and controllability.

10. A method for determining a wheelslip vector used to control braking in an automotive vehicle having at least one wheel for which braking control is desired, the method comprising the steps of:

determining a stability effect for each of the at least one wheel;

determining a stability condition;

determining as zero each of the values of the wheelslip vector corresponding to each of the at least one wheel having a stability diminishing stability effect;

if the stability condition is greater than or equal to zero, determining as zero each of the corresponding values of the wheelslip vector not yet determined;

if the stability condition is less than zero, determining the next wheelslip to be considered from all wheelslips not yet determined;

if the product of the wheelslip threshold for the wheel corresponding to the next wheelslip and the stability effect for the wheel corresponding to the next wheelslip is less negative than the stability condition, determining as the corresponding value of the wheelslip vector the wheelslip threshold for the wheel corresponding to the next wheelslip, else determining as the corresponding value of the wheelslip vector the ratio of the stability condition to the stability effect for the wheel corresponding to the next wheelslip; and

repeating determining the stability condition, determining as zero all wheelslips remaining if the stability condition is greater than or equal to zero, determining the next wheelslip to be considered, and determining the next wheelslip, if any wheelslips remain not determined such that said wheelslip vector provides optimal acceleration.

11. The method for determining a wheelslip vector according to claim 10, further comprising the steps of:

determining an acceleration effect for each undetermined wheelslip; and

if the stability condition is less than zero, determining the next wheelslip to be considered from all wheelslips not yet determined based on a corresponding ratio of acceleration effect to stability effect.

12. The method for determining a wheelslip vector according to claim 10 wherein the stability condition is determined from a decomposed stability constraint based on a positive definite Lyapunov function.

13. The method for determining a wheelslip vector according to claim 10 wherein the decomposed stability constraint is based on regulating a yaw rate error.

14. The method for determining a wheelslip vector according to claim 11 whereby the stability effect and the acceleration effect enable a determination of the wheelslip vector containing wheelslip values that maximize a time rate of change of vehicle kinetic energy while maintaining vehicle stability and controllability.

15. A method for determining a wheelslip vector used to control braking 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 the wheelslip vector, each of the at least one wheel having a wheelslip threshold representing the maximum allowed wheelslip value, the method comprising:

determining a stability effect for each of the at least one wheel;

determining an acceleration effect for each of the at least one wheel;

establishing a decomposed stability constraint;

determining a first group of wheelslips and a second group of wheelslips, the first group comprising each wheelslip corresponding to a wheel having a stability enhancing stability effect, the second group comprising each wheelslip corresponding to a wheel having a stability diminishing stability effect;

ordering the wheelslips of the first group based on a ratio of acceleration effect to the stability effect for each of the corresponding at least one wheel;

ordering the wheelslips of the second group based on a ratio of acceleration effect to the stability effect for each of the corresponding at least one wheel; and

determining a wheelslip value for each wheel based on at least one of a set comprising

(a) to which particular group the wheelslip corresponding to the wheel is a member and

(b) the ordering of wheelslips in the particular group;

wherein the wheelslip vector is comprised of the wheelslip value for each wheel.