Drive wheel traction control during vehicle stability enhancement events

• US 6,466,857 B1
• Filed: 12/05/2001
• Issued: 10/15/2002
• Est. Priority Date: 12/05/2001
• Status: Expired due to Fees

• Current Assignee: BWI Company Limited SA (Shougang Corporation)
• Original Assignee: Delphi Technologies, Inc. (BorgWarner Incorporated)
• Inventors: Belvo, Todd A.
• Primary Examiner(s): ARTHUR JEANGLAUD, GERTRUDE
• Application Number:
  US10/007,648
• Time in Patent Office: 314 Days
• Field of Search: 701/70, 701/71, 701/72, 701/74, 701/78, 701/83, 701/88, 701/89, 701/79, 303/140, 303/143, 303/146, 180/197
• US Class Current: 701/82
• CPC Class Codes: B60T 8/175 Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control safety devices for propulsion unit control responsive to, or preventing, skidding of wheels B60K28/16
• 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

Abstract

A traction control for a motor vehicle derives a target delta velocity as the sum of a longitudinal velocity of the vehicle and a target delta velocity derived from one or more of a longitudinal acceleration, a lateral acceleration and a turn curvature. The vehicle has a vehicle stability enhancement system of the type becoming active when a vehicle yaw rate error is sensed for providing braking control of individual wheels of the motor vehicle to reduce the vehicle yaw rate error below a predetermined value. In response to activity of the vehicle stability enhancement system in reducing a vehicle yaw rate error, the target delta velocity, and thus the target velocity, is bounding between a maximum target velocity value and a minimum target velocity value, at least one of which is derived from an estimated coefficient of friction between the vehicle drive wheels and the drive surface. The choice of which of the upper and lower bounds is to be so limited depends on whether the drive wheels are front wheels or rear wheels and whether the vehicle is in understeer or oversteer.

Claims

1. A method for controlling the traction on a drive surface of drive wheels of a motor vehicle having a vehicle stability enhancement system of the type becoming active when a vehicle yaw rate error is sensed for providing braking control of individual wheels of the motor vehicle to reduce the vehicle yaw rate error below a predetermined value, the method comprising the steps:

deriving a target velocity from a vehicle longitudinal speed and one or more of a vehicle longitudinal acceleration, a vehicle lateral velocity and a vehicle turn curvature;

estimating a coefficient of friction between the vehicle wheels and the drive surface; and

responsive to activity of the vehicle stability enhancement system in reducing a vehicle yaw rate error, bounding the target velocity between a maximum target velocity value and a minimum target velocity value, at least one of the maximum target velocity value and the minimum target velocity value being derived from the estimated coefficient of friction.

2. The method of claim 1 wherein the one of the maximum target velocity value and minimum target velocity value that is derived from the estimated coefficient of friction is greater at a high magnitude of the estimated coefficient of friction than at a low magnitude of the estimated coefficient of friction.

3. The method of claim 1 wherein the drive wheels are front wheels of the vehicle, the method further comprises the step of determining an understeer/oversteer behavior of the vehicle, and the step of bounding the target velocity comprises deriving the maximum target velocity value from the estimated coefficient of friction when the vehicle is in understeer and deriving the minimum target velocity value from the estimated coefficient of friction when the vehicle is in oversteer.

4. The method of claim 3 wherein the one of the maximum target velocity value and minimum target velocity value that is derived from the estimated coefficient of friction is greater at a high magnitude of the estimated coefficient of friction than at a low magnitude of the estimated coefficient of friction.

5. The method of claim 1 wherein the drive wheels are rear wheels of the vehicle, the method further comprises the step of determining an understeer/oversteer behavior of the vehicle, and the step of bounding the target velocity comprises deriving the maximum target velocity value from the estimated coefficient of friction when the vehicle is in oversteer and deriving the minimum target velocity value from the estimated coefficient of friction when the vehicle is in understeer.

6. The method of claim 5 wherein the one of the maximum target velocity value and minimum target velocity value that is derived from the estimated coefficient of friction is greater at a high magnitude of the estimated coefficient of friction than at a low magnitude of the estimated coefficient of friction.

7. The method of claim 1 wherein the target velocity comprises a sum of the vehicle longitudinal velocity and a target delta velocity derived from the one or more of a vehicle longitudinal acceleration, a vehicle lateral velocity and a vehicle turn curvature and the step of bounding the target velocity between a maximum target velocity value and a minimum target velocity value comprises bounding the target delta velocity between a maximum target delta velocity value and a minimum target delta velocity value, at least one of the maximum target delta velocity value and the minimum target delta velocity value being derived from the estimated coefficient of friction.

8. The method of claim 7 wherein the one of the maximum target delta velocity value and minimum target delta velocity value that is derived from the estimated coefficient of friction is greater at a high magnitude of the estimated coefficient of friction than at a low magnitude of the estimated coefficient of friction.

9. The method of claim 7 wherein the drive wheels are front wheels of the vehicle, the method further comprises the step of determining an understeer/oversteer behavior of the vehicle, and the step of bounding the target delta velocity comprises deriving the maximum target delta velocity value from the estimated coefficient of friction when the vehicle is in understeer and deriving the minimum target delta velocity value from the estimated coefficient of friction when the vehicle is in oversteer.

10. The method of claim 9 wherein the one of the maximum target delta velocity value and minimum target delta velocity value that is derived from the estimated coefficient of friction is greater at a high magnitude of the estimated coefficient of friction than at a low magnitude of the estimated coefficient of friction.

11. The method of claim 7 wherein the drive wheels are rear wheels of the vehicle, the method further comprises the step of determining an understeer/oversteer behavior of the vehicle, and the step of bounding the target delta velocity comprises deriving the maximum target delta velocity value from the estimated coefficient of friction when the vehicle is in oversteer and deriving the minimum target delta velocity value from the estimated coefficient of friction when the vehicle is in understeer.

12. The method of claim 11 wherein the one of the maximum target delta velocity value and minimum target delta velocity value that is derived from the estimated coefficient of friction is greater at a high magnitude of the estimated coefficient of friction than at a low magnitude of the estimated coefficient of friction.

13. A traction control for a motor vehicle having drive wheels and a vehicle stability enhancement system of the type becoming active when a vehicle yaw rate error is sensed for providing braking control of individual wheels of the motor vehicle to reduce the vehicle yaw rate error below a predetermined value, the traction control comprising:

means for deriving a target velocity from a vehicle longitudinal speed and one or more of a vehicle longitudinal acceleration, a vehicle lateral velocity and a vehicle turn curvature;

means for estimating a coefficient of friction between the vehicle wheels and the drive surface; and

means responsive to activity of the vehicle stability enhancement system in reducing a vehicle yaw rate error for bounding the target velocity between a maximum target velocity value and a minimum target velocity value, at least one of the maximum value and the minimum value being derived from the estimated coefficient of friction.

14. The traction control of claim 13 wherein the one of the maximum target velocity value and minimum target velocity value that is derived from the estimated coefficient of friction is greater at a high magnitude of the estimated coefficient of friction than at a low magnitude of the estimated coefficient of friction.

15. The traction control of claim 13 wherein the drive wheels are front wheels of the vehicle, the traction control further comprising means for determining an understeer/oversteer behavior of the vehicle, and the means for bounding the target velocity further comprise means for deriving the maximum target velocity value from the estimated coefficient of friction when the vehicle is in understeer and deriving the minimum target velocity value from the estimated coefficient of friction when the vehicle is in oversteer.

16. The traction control of claim 15 wherein the one of the maximum target velocity value and minimum target velocity value that is derived from the estimated coefficient of friction is greater at a high magnitude of the estimated coefficient of friction than at a low magnitude of the estimated coefficient of friction.

17. The traction control of claim 13 wherein the drive wheels are rear wheels of the vehicle, the traction control further comprising means for determining an understeer/oversteer behavior of the vehicle, and the means for bounding the target velocity further comprises means for deriving the maximum target velocity value from the estimated coefficient of friction when the vehicle is in oversteer and deriving the minimum target velocity value from the estimated coefficient of friction when the vehicle is in understeer.

18. The traction control of claim 17 wherein the one of the maximum target velocity value and minimum target velocity value that is derived from the estimated coefficient of friction is greater at a high magnitude of the estimated coefficient of friction than at a low magnitude of the estimated coefficient of friction.