Method for controlling the stability of a vehicle based on lateral forces exerted on each wheel

• US 6,604,036 B2
• Filed: 04/18/2001
• Issued: 08/05/2003
• Est. Priority Date: 04/18/2000
• Status: Expired due to Fees

• Current Assignee: Michelin Recherche et Technique SA (Compagnie Generale DES Etablissements Michelin SCA)
• Original Assignee: Michelin Recherche et Technique SA (Compagnie Generale DES Etablissements Michelin SCA)
• Inventors: Pallot, Patrick
• Primary Examiner(s): NGUYEN, TAN QUANG
• Application Number:
  US09/837,522
• Publication Number:
  US 20020035871A1
• Time in Patent Office: 839 Days
• Field of Search: 701/48, 701/72, 701/73, 701/78, 701/94
• US Class Current: 701/48
• CPC Class Codes: B60T 2260/02 Active Steering, Steer-by-Wire
• CPC Class Codes: B60T 2260/06 Active Suspension System
• 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 method for regulating a system for controlling the stability of a vehicle based on the forces exerted at the center of each wheel of the vehicle. Since, the actions of the driver, whether steering, accelerating or braking, are reflected by forces (variations in forces) transmitted by the tires to the ground, it is proposed to control the operating means of the vehicle (active anti-roll system, engine torque, braking torque or active steering) by force expectations derived from the actions of the driver. Depending on the speed of travel of the vehicle and the angle to the steering wheel (steering wheel velocity and steering wheel acceleration), the method expresses the inputs of the driver in terms of forces. If the actual forces that are measured do not correspond to the forces desired by the driver, the active system compensates for this difference by acting on the distributions of forces in the vehicle chassis.

Claims

1. A method for controlling the stability of a vehicle, said vehicle comprising a body and at least one front suspension device and at least one rear suspension device, each suspension device comprising at least one wheel, said vehicle being provided with operating means in order to act on the forces transmitted to the ground by each of the wheels, comprising the following steps:

(a) determining in real time the actual lateral forces “

Y”

acting at the center of each of the front and rear wheels;

(b) determining the desired value of at least one reference parameter, said at least one reference parameter being correlatable to the actual lateral forces “

Y”

acting at the center of each of the front and rear wheels;

(c) comparing said desired value of the reference parameter of step (b) to the actual lateral forces “

Y”

to determine whether the actual lateral forces “

Y”

are compatible with the desired value of the reference parameter; and

(d) if the comparison of step (c) indicates that the actual lateral forces “

Y”

acting on at least one of the front and rear wheels are not compatible with the desired value of the reference parameter, controlling the operating means such that the actual lateral forces “

Y”

are brought into substantial compatibility with the desired value of the reference parameter.

2. A method according to claim 1, wherein:

said desired value of said at least one reference parameter of step (b) is the desired lateral forces “

Y _desired” and

the desired lateral forces “

Y”

desired are determined in real time as a result of driver control of the operating means.

3. A method according to claim 2, wherein:

step (c) further comprises generating an error signal representative of the magnitude and direction of the difference between the actual lateral forces “

Y” and

the desired lateral forces “

Y _desired”

for said at least one wheel; and

step (d) comprises controlling said operating means to minimize said error signal.

4. A method according to claim 1, wherein:

step (a) comprises determining in real time a gain in the yaw velocity with respect to the steering wheel velocity;

said desired value of said at least one reference parameter of step (b) is a predetermined desired gain in the yaw velocity; and

step (c) comprises determining a low threshold value of the desired yaw velocity gain and a high threshold value of the desired yaw velocity gain, and comparing said gain determined in step (a) with at least one of said low threshold value and said high threshold value.

5. A method according to claim 4, wherein step (d) comprises:

if the yaw velocity gain determined in step (a) is less than said low threshold, controlling the operating means in order to increase the steering of the vehicle, and if the yaw velocity gain determined in step (a) is greater than said high threshold, controlling the operating means in order to reduce the steering of the vehicle.

6. A method according to claim 5, in which the low threshold is 0.1 and the high threshold is 0.5.

7. A method according to claim 4, wherein the step (a) comprises the steps of

measuring in real time the angle at the steering wheel;

and

calculating in real time the yaw moment from the lateral forces “

Y” and

the distances of the center of gravity of the vehicle from the front and rear wheels.

8. A method for controlling the stability of a vehicle, said vehicle comprising a body and at least one front suspension device and at least one rear suspension device, each suspension device comprising at least one wheel, said vehicle being provided with operating means in order to act on the forces transmitted to the ground by each of the wheels, comprising the following steps:

(a) determining in real time the actual lateral forces “

Y”

acting at the center of each of the front and rear wheels and calculating in real time the effective yaw moment corresponding to the actual lateral forces “

Y”

;

(b) determining in real time the value of a desired yaw moment “

M desired”

as a result of driver control of the operating means, said desired yaw moment parameter being correlatable to the actual lateral forces “

Y”

acting at the center of each of the front and rear wheels;

(c) comparing said value of the desired yaw moment “

M desired”

determined in step (b) to the effective yaw moment of step (a) to determine whether the actual lateral forces “

Y”

are compatible with the desired value of the reference parameter; and

(d) if the comparison of step (c) indicates that the actual lateral forces “

Y”

acting on at least one of the front and rear wheels are not compatible with the value of the desired yaw moment “

M _desired,”

controlling the operating means such that the actual lateral forces “

Y”

are brought into substantial compatibility with the value of the desired yaw moment “

M _desired”

.

9. A method according to claim 8, wherein:

step (c) further comprises generating an error signal representative of the magnitude and the direction of the difference between the effective yaw moment and the desired yaw moment “

M _desired”

for said at least one wheel; and

step (d) comprises controlling said operating means to minimize said error signal.

10. A method according to claim 9, wherein the vehicle includes a front axle with a front suspension device at either end thereof and a rear axle with a rear suspension device at either end thereof, and wherein step (d) comprises a dynamic roll moment distribution between the front axle and the rear axle to preserve a constant anti-roll effect, the rear roll moment being reduced in order to decrease the yaw moment exerted by the wheels on the vehicle, and conversely, so as to reduce the error signal.

11. A method according to claim 9, wherein the vehicle includes a supplementary means for steering said at least one front wheel, said supplementary means acting independently of the steering control device, and wherein step (d) comprises a dynamic command of said supplementary steering means intended to alter the yaw moment exerted on the vehicle by the wheels, in order to reduce the error signal.

12. A method according to claim 9, wherein said vehicle comprises means for applying a braking torque selectively to each of the wheels, and wherein step (d) comprises exerting a braking force on at least one of the wheels on the outside of a turn negotiated by the vehicle in order to reduce the yaw moment exerted by the wheels on the vehicle, or exerting a braking force on at least one of the wheels on the inside of a turn negotiated by the vehicle in order to increase the yaw moment exerted by the wheels on the vehicle, so as to reduce the error signal.

13. A method according to claim 8, wherein step (c) comprises measuring in real time a signal at the device for controlling the steering, and utilizing said signal measurement to calculate the desired yaw moment “

M _desired.”