Vehicle chassis control with coordinated brake and steering control on split coefficient surface

• US 6,681,167 B2
• Filed: 06/04/2002
• Issued: 01/20/2004
• Est. Priority Date: 12/15/1999
• Status: Expired due to Term

• Current Assignee: BWI Company Limited SA (Shougang Corporation)
• Original Assignee: Delphi Technologies, Inc. (BorgWarner Incorporated)
• Inventors: Chandy, Ashok, Hac, Aleksander Boguslaw, Chen, Hsien Heng, Bedner, Edward John, Check, Michael John
• Primary Examiner(s): Nguyen, Tan Q.
• Application Number:
  US10/164,321
• Publication Number:
  US 20020198646A1
• Time in Patent Office: 595 Days
• Field of Search: 701/48, 701/37, 701/41, 701/70, 701/73, 701/78, 701/80, 701/83, 701/91, 303/140, 303/146, 180/197
• US Class Current: 701/48
• CPC Class Codes: B60K 28/16 responsive to, or preventing, skidding of wheels brake control systems for vehicle drive stability B60T8/1755; arrangements responsive to a speed condition for adjusting wheel braking force B60T8/32; control of vehicle driving stability otherwise than by controlling the propulsion unit only B60W30/02; preventing wheel slippage by reducing power in rail vehicles B61C15/00
• CPC Class Codes: B60T 2260/022 Rear-wheel steering; Four-wheel steering
• CPC Class Codes: B60T 2260/024 Yawing moment compensation during mu-split braking
• CPC Class Codes: B60T 8/1764 Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear
• CPC Class Codes: B60W 2050/0012 Feedforward or open loop systems
• CPC Class Codes: B60W 2520/14 Yaw
• CPC Class Codes: B60W 2520/28 Wheel speed
• CPC Class Codes: B60W 2540/18 Steering angle
• CPC Class Codes: B60W 30/18145 Cornering
• CPC Class Codes: B62D 7/159 characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition

Abstract

A vehicle chassis control stores first and second calibrated values of a predetermined braking parameter and a steering correction parameter. The control includes apparatus for detecting a split coefficient condition with respect to the road surface; and, when it does and a braking signal is present, the control actuates braking apparatus for a wheel on the side of the vehicle having the higher coefficient of friction with the first calibrated value of the predetermined braking parameter and simultaneously actuates the steering apparatus with a steering correction to compensate for yaw induced by braking on the split coefficient road surface. If the steering correction is not available, however, the braking apparatus is actuated for the wheel having the higher coefficient of friction with the second calibrated value of the predetermined braking parameter without simultaneously actuating the steering apparatus with the steering correction. The steering correction may have an open loop part derived from a difference between wheel slips of two wheels on opposite sides of the vehicle and/or a closed loop part derived from yaw rate, side slip and/or side slip rate error.

Claims

1. A control for a vehicle chassis having a plurality of wheels comprising at least a first wheel on a one side of the vehicle and second wheel on the opposite side of the vehicle, braking apparatus using at least one predetermined braking parameter for each of the plurality of wheels and steering apparatus for one or more of the plurality of wheels, the control comprising:

means for storing first and second calibrated values of the predetermined braking parameter;

means for detecting a split coefficient condition between the first and second wheels;

means for determining if a split coefficient steering correction is available; and

means responsive to a detection of the split coefficient condition between the first and second wheels and a braking command signal for one of the first and second wheels having the higher coefficient of friction;

(a) if the split coefficient steering correction parameter may be used, actuating the braking apparatus for the one of the first and second wheels having the higher coefficient of friction with the first calibrated value of the predetermined braking parameter and simultaneously actuating the steering apparatus with the split coefficient steering correction to compensate for yaw induced by braking with the split coefficient condition;

or alternatively

(b) if the split coefficient steering correction parameter may not be used, actuating the braking apparatus for the one of the first and second wheels having the higher coefficient of friction with the second calibrated value of the predetermined braking parameter without simultaneously actuating the steering apparatus with the split coefficient steering correction.

2. The control of claim 1 further comprising:

means for measuring a vehicle yaw rate;

means for determining a desired yaw rate; and

means for determining a yaw rate error from a difference between the measured vehicle yaw rate and the desired yaw rate, wherein the split coefficient steering correction comprises an open loop part derived from a steering correction parameter and a closed loop part derived from the yaw rate error.

3. The control of claim 2 wherein the means for detecting a split coefficient condition between the first and second wheels derives a difference in wheel slip between the first and second wheels and the open loop part of the split coefficient steering correction is derived from the difference in wheel slip between the first and second wheels.

4. The control of claim 1 further comprising:

means for measuring a vehicle side slip rate;

means for determining a desired side slip rate; and

means for determining a side slip rate error from a difference between the measured vehicle side slip rate and the desired side slip rate, wherein the split coefficient steering correction comprises an open loop part derived from a steering correction parameter and a closed loop part derived from the yaw rate error.

5. The control of claim 4 wherein the means for detecting a split coefficient condition between the first and second wheels derives a difference in wheel slip between the first and second wheels and the open loop part of the split coefficient steering correction is derived from the difference in wheel slip between the first and second wheels.

6. The control of claim 1 wherein the means for detecting a split coefficient condition between the first and second wheels derives a difference in wheel slip between the first and second wheels and the split coefficient steering correction is derived at least partly from the difference in wheel slip between the first and second wheels.

7. A control for a vehicle chassis having a plurality of wheels comprising one or more wheels on a first side of the vehicle and one or more wheels on a second side of the vehicle, braking apparatus using at least one predetermined braking parameter for each of the plurality of wheels and steering apparatus for one or more of the plurality of wheels, the control comprising:

means for storing first and second calibrated values of the predetermined braking parameter;

means for detecting a split coefficient condition between the one or more wheels on a first side of the vehicle and one or more wheels on a second side of the vehicle;

means for determining if a split coefficient steering correction is available; and

means responsive to a detection of the split coefficient condition and a braking command signal for one of the plurality of wheels on the side of the vehicle exhibiting the higher coefficient of friction;

(a) if the split coefficient steering correction parameter may be used, actuating the braking apparatus for the one of the first and second wheels having the higher coefficient of friction with the first calibrated value of the predetermined braking parameter and simultaneously actuating the steering apparatus with the split coefficient steering correction to compensate for yaw induced by braking with the split coefficient condition;

or alternatively

(b) if the split coefficient steering correction parameter may not be used, actuating the braking apparatus for the one of the first and second wheels having the higher coefficient of friction with the second calibrated value of the predetermined braking parameter without simultaneously actuating the steering apparatus with the split coefficient steering correction.

8. The control of claim 7 further comprising:

means for measuring a vehicle yaw rate;

means for determining a desired yaw rate; and

means for determining a yaw rate error from a difference between the measured vehicle yaw rate and the desired yaw rate, wherein the split coefficient steering correction comprises an open loop part derived from a steering correction parameter and a closed loop part derived from the yaw rate error.

9. The control of claim 8 wherein the means for detecting a split coefficient condition derives a difference in wheel slip between one of the one or more wheels on the first side of the vehicle and one of the one or more wheels on the second side of the vehicle and the open loop part of the split coefficient steering correction is derived from the difference in wheel slip.

10. The control of claim 7 further comprising:

means for measuring a vehicle side slip rate;

means for determining a desired side slip rate; and

means for determining a side slip rate error from a difference between the measured vehicle side slip rate and the desired side slip rate, wherein the split coefficient steering correction comprises an open loop part derived from a steering correction parameter and a closed loop part derived from the yaw rate error.

11. The control of claim 10 wherein the means for detecting a split coefficient condition derives a difference in wheel slip between one of the one or more wheels on the first side of the vehicle and one of the one or more wheels on the second side of the vehicle and the open loop part of the split coefficient steering correction is derived from the difference in wheel slip.

12. The control of claim 7 wherein the means for detecting a split coefficient condition derives a difference in wheel slip between one of the one or more wheels on the first side of the vehicle and one of the one or more wheels on the second side of the vehicle and the open loop part of the split coefficient steering correction is derived from the difference in wheel slip.