Control of independent steering actuators to improve vehicle stability and stopping

• US 6,719,087 B2
• Filed: 02/12/2001
• Issued: 04/13/2004
• Est. Priority Date: 02/11/2000
• Status: Expired due to Term

• Current Assignee: GM Global Technology Operations Incorporated (Motors Liquidation Co. GUC Trust), Steering Solutions IP Holding Corporation (Nexteer Automotive Group Ltd.)
• Original Assignee: Delphi Technologies, Inc. (Aptiv PLC)
• Inventors: Demerly, Jon Dee
• Primary Examiner(s): LERNER, AVRAHAM H
• Application Number:
  US09/781,678
• Publication Number:
  US 20010032748A1
• Time in Patent Office: 1,156 Days
• Field of Search: 280/86.758, 280/5.52, 280/5.521, 280/5.522, 180/402, 180/282, 701/41, 701/43, 701/72, 701/76
• US Class Current: 180/402
• CPC Class Codes: B60T 2260/02 Active Steering, Steer-by-Wire
• CPC Class Codes: B60T 2270/402 Back-up
• 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
• CPC Class Codes: B62D 11/08 using brakes or clutches as main steering-effecting means
• CPC Class Codes: B62D 11/183 Control systems therefor
• CPC Class Codes: B62D 17/00 Means on vehicles for adjusting camber, castor, or toe-in
• CPC Class Codes: B62D 5/003 Backup systems, e.g. for manual steering B62D5/30 takes precedence
• CPC Class Codes: B62D 6/002 computing target steering angles for front or rear wheels B62D7/159 takes precedence
• CPC Class Codes: B62D 9/007 Emergency systems using the steering system for braking

Abstract

An independent steering and/or braking control to improve motor vehicle stability and stopping utilizes a steer-by-wire system that includes a steering input system, a controller in electronic communication with the steering input system, and a plurality of roadwheel systems. Each of the roadwheel systems is in electronic communication with the controller, and each roadwheel system includes a steering actuator and a steerable wheel rotatably and operably connected to the steering actuator. The steerable wheel is configured to be angled independent of other steerable wheels and relative to a direction of travel of the motor vehicle. A method of stopping the motor vehicle as it travels includes angling a pair of the steerable wheels thereof in opposing directions. The direction of the motor vehicle can also be controlled by angling the pair of steerable wheels in opposing directions and adjusting the angle of the pair of steerable wheels If the motor vehicle is articulating a turn, its direction of travel can also be controlled by angling one of the steerable wheels and steering with the other of the steerable wheels. In addition, the angle of the steerable wheels can be adjusted to compensate for lateral disturbance without driver involvement.

Claims

1. A method of directional control of a motor vehicle moving through a turn, comprising:

angling a first steerable wheel with respect to a first pivot to brake said motor vehicle;

steering said motor vehicle with a second steerable wheel opposite said first steerable wheel with respect to a second pivot, said first and second pivots substantially aligned defining a lateral direction relative to the motor vehicle;

wherein said angling a first steerable wheel is in response to an operator input to a braking system within the motor vehicle.

2. The method of claim 1, wherein said first independently steerable wheel may be angled up to about 40 degrees relative to the body of the motor vehicle.

3. The method of claim 1, wherein an angle of said first steerable wheel is determined by an amount of said operator input to said braking system.

4. The method of claim 3, wherein said angle of said first steerable wheel is determined by an amount of said operator input to a brake pedal.

5. The method of claim 3, wherein a steer angle of said second independently steerable wheel is based upon a desired vehicle lateral response.

6. The method of claim 1, wherein said first independently steerable wheel is an outside wheel and said second independently steerable wheel is an inside wheel relative to a turn the motor vehicle is articulating.

7. The method of claim 1, wherein a controller selects between one of said two independently steerable wheels disposed on opposite sides of the motor vehicle, to control said braking while the other is selected to control said steering.

8. The method of claim 7, wherein said controller selection is based upon a direction that motor vehicle is turning.

9. The method of claim 8, wherein said controller selects an outside wheel of said two independently steerable wheels to control said braking and selects an inside wheel of said two independently steerable wheels to control said steering relative to a turn being negotiated.

10. The method of claim 1, wherein said angling a first independently steerable wheel is toward a front center of the motor vehicle.

11. The method of claim 1, wherein said pair of independently steerable wheels is a front pair of steerable wheels.

12. The method of claim 1, wherein said first and second independently steerable wheels operate at independent slip angles.

13. The method of claim 1, wherein said first angling a first independently steerable wheel includes operably angling said first independently steerable wheel to operate in a negative slope area of a force vs. slip angle curve while maintaining effective directional control of the motor vehicle with said second independently steerable wheel.

14. The method of claim 1, wherein said steering said motor vehicle with a second independently steerable wheel allows effective directional control of the motor vehicle while said angling a first independently steerable wheel operates in a negative slope area of a force vs. slip angle curve to increase braking of the motor vehicle with said first independently steerable wheel.

15. A method of decelerating a moving motor vehicle, comprising:

sensing an operator input to a braking system within the motor vehicle; and

angling a pair of independently steerable wheels in opposing directions to brake the motor vehicle, said pair of independently steerable wheels configured to change a travel direction of the motor vehicle, wherein an amount of said angling of said pair of steerable wheels is variable in direct response to said sensing an operator input to a braking system within the motor vehicle.

16. The method of claim 15, wherein said pair of independently steerable wheels may be angled up to about 40 degrees relative to the body of the motor vehicle.

17. The method of claim 15, wherein said pair of independently steerable wheels is a front pair of steerable wheels.

18. The method of claim 15, wherein said angling of a pair of independently steerable wheels towards each other creates an angle therebetween determined by an amount of said operator input to said braking system.

19. The method of claim 18, wherein as said angle increases, an increasing portion of a lateral force on each wheel acts in a longitudinal direction of the motor vehicle.

20. The method of claim 15, wherein an angle between said pair of independently steerable wheels towards each other is determined by an amount of said operator input to said braking system.

21. The method of claim 20, wherein said angle between said pair of independently steerable wheels towards each other is determined by an amount of said operator input to a brake pedal.

22. The method of claim 15, wherein a steer angle of said pair of independently steerable wheels in opposing directions to brake the motor vehicle is modified relative to the body of the motor vehicle based upon a desired vehicle lateral response.

23. The method of claim 15, wherein a steer angle of said pair of independently steerable wheels in opposing directions to brake the motor vehicle is modified relative to the body of the motor vehicle based upon a desired yaw rate.