Method and system for regulating a stability control system of a vehicle

• US 6,859,713 B2
• Filed: 10/17/2002
• Issued: 02/22/2005
• Est. Priority Date: 10/17/2001
• 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): Black, Thomas G.
• Assistant Examiner(s): MANCHO, RONNIE M
• Application Number:
  US10/273,033
• Publication Number:
  US 20030093206A1
• Time in Patent Office: 859 Days
• Field of Search: 701/36, 701/38, 701/41, 701/72, 303/140, 303/146, 303/139, 340/440, 340/438
• US Class Current: 701/72
• CPC Class Codes: B60T 2260/02 Active Steering, Steer-by-Wire
• CPC Class Codes: B60T 2270/86 Optimizing braking by using ESP vehicle or tire model
• 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: B62D 6/003 in order to control vehicle yaw movement, i.e. around a vertical axis B62D6/007 takes precedence

Abstract

The invention proposes a method for regulating a stability control system of a vehicle based on the forces acting at the center of each wheel of the vehicle. The actions of the driver, i.e. steering, acceleration or braking, produce forces (changes in forces) are transmitted by the tires to the ground. Control of the operating means of the vehicle (active anti-roll device, engine torque, braking torque, load per wheel or direction) utilizes instructions resulting from the actions of the driver to apply forces. The invention proposes a method of expressing, in terms of forces, the inputs of the driver as a function of the inertia of the vehicle body, velocity of forward movement of the vehicle, and angle at the steering wheel (steering wheel velocity and steering wheel acceleration). 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 force distributions in the chassis.

Claims

1. A method for controlling the stability of a vehicle, the vehicle comprising a body and at least one front ground contacting arrangement and at least one rear ground contacting arrangement, each ground contacting arrangement comprising in each case a wheel, each wheel comprising a tire in contact with the ground, the vehicle having a characteristic time that is a function of its inertia and corresponds to the time phase shift in the manifestation of the cornering forces on the wheels in the front and in the rear, following a command from the driver of the vehicle, the vehicle being provided with operating means to act on the forces transmitted to the ground by each of the wheels, the method comprising the steps of:

(a) measuring in real time an actual value of one of a cornering force “

Y” and

a vertical load “

Z”

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

(b) calculating in real time a desired value of at least one reference parameter, said at least one reference parameter being correlatable to the actual value, as a result of an action of the driver on the operating means and taking into account the characteristic time;

(c) comparing said desired value of the reference parameter of step (b) to the actual value to determine whether the actual value is compatible with the desired value of the reference parameter; and

(d) if the comparison of step (c) indicates that the actual value is not compatible, acting on the operating means to bring the actual value into substantial compatibility with the desired value of the reference parameter.

2. A method according to claim 1, wherein said variable is the cornering force “

Y” and

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

Y_desired”

at the center of each wheel.

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 cornering force “

Y” and

the desired cornering force “

Y_d”

; and

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

4. A method according to claim 1 wherein said variable is the cornering force “

Y”

, said operating means including a command for controlling the steering, and wherein step (a) comprises calculating in real time an effective yaw moment corresponding to the actual cornering forces “

Y”

at the center of each wheel, and said desired value of at least one reference parameter of step (b) is a desired yaw moment, the method comprising measuring in real time a signal at the steering command and calculating a desired yaw moment “

M_d”

; and

step (c) comprises comparing said desired yaw moment “

M_d”

with the effective yaw moment of step (a).

5. A method according to claim 4, 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_d”

; and

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

6. Method for controlling the stability of a vehicle according to claim 1, wherein said variable is the vertical load “

Z”

.

7. A method according to claim 6 wherein said operating means includes a command for controlling the steering, and wherein said desired value of at least one reference parameter of step (b) is the desired load “

Z_d”

at the center of each of wheels, the method including measuring in real time a signal at the steering command and calculating the desired loads “

Z_d”

.

8. A method according to claim 7, wherein step (c) further comprises generating an error signal representative of the magnitude and the direction of the difference between the actual loads “

Z” and

the desired loads “

Z_d”

; and

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

9. A method according to claim 1, wherein each ground contacting arrangement comprises a vertical suspension device allowing clearance of the wheel with respect to the body, first anti-roll control means acting between the wheels of the front axle, second anti-roll control means acting between the wheels of the rear axle, and wherein the step of acting on the operating means comprises dynamically modifying the distribution between the front axle and rear axle of the anti-roll device to maintain a constant overall anti-roll force, being one of a contribution of the rear anti-roll device being reduced to decrease the yaw moment exerted by the wheels on the vehicle and a contribution of the rear anti-roll device being increased to increase the yaw moment exerted by the wheels on the vehicle, to reduce the error signal.

10. A method according to claim 1, wherein the vehicle has at least one axle comprising supplementary means for steering the wheels of at least one axle, the means acting independently of the steering control device, wherein the step of acting on the operating means comprises dynamically controlling the supplementary steering means to modify the yaw moment exerted on the vehicle by the wheels to reduce the error signal.

11. A method according to claim 1, wherein the vehicle comprises means for applying a braking torque selectively to each of the wheels, wherein the step of acting on the operating means comprises exerting one of a braking action on at least one of the wheels outside the steering action effected by the vehicle to reduce the yaw moment exerted by the wheels on the vehicle and a braking action on at least one of the wheels inside the steering action effected by the vehicle to increase the yaw moment exerted by the wheels on the vehicle to reduce the error signal.

12. A vehicle stability control system, the vehicle comprising a body and at least one front ground contacting arrangement and at least one rear ground contacting arrangement, each ground contacting arrangement comprising a wheel, each wheel comprising a tire in contact with the ground, the vehicle having a characteristic time that is a function of its inertia and corresponds to the time phase shift in the manifestation of the cornering forces on the wheels in the front and in the rear, following a command from the driver of the vehicle, the vehicle being provided with operating means to act on the forces transmitted to the ground by each of the wheels, the system comprising:

(a) means for measuring in real time actual values of one of a cornering force “

Y” and

a vertical load “

Z”

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

(b) a controller for calculating in real time, as a result of an action of the driver on the operating means and taking into account the characteristic time, desired values of at least one reference parameter, said at least one reference parameter being correlatable to the actual values, said controller also for comparing the desired values with the measured actual values in order to obtain an error signal; and

,

(c) means for acting on the operating means to minimize the error signal.

13. A vehicle stability control system according to claim 12, wherein said means for measuring measures actual values of the cornering force “

Y” and

the controller calculates a desired cornering force “

Y_d”

at the center of each wheel.

14. A vehicle stability control system according to claim 12, wherein said means for measuring measures the cornering force “

Y” and

the controller calculates a desired yaw moment “

M_d”

, said operating means including a command for operating the steering, the system further comprising;

means for sensing in real time a signal in the steering command;

said controller including means to calculate in real time an effective yaw moment according to said cornering forces “

Y” and

to calculate the desired yaw moment “

M_d”

according to the signal in the steering command, the controller allowing to compare the effective and desired yaw moments in order to obtain said error signal.

15. A vehicle stability control system according to claim 12, wherein said means for measuring measures the actual vertical load “

Z” and

wherein the controller calculates the desired vertical load “

Z_d”

.

16. A vehicle stability control system according to claim 15, wherein said operating means includes a command for operating the steering, the system further comprising means for sensing in real time a signal in the steering command, and wherein said controller calculates in real time the actual vertical load “

Z” and

calculates the desired vertical load “

Z_d”

according to the signal in the steering command, the controller compares the effective and desired vertical loads to obtain said error signal.

17. A vehicle stability control system according to claim 12, wherein each ground contacting arrangement comprises a vertical suspension device allowing clearance of the wheel with respect to the body, first anti-roll control means acting between the wheels of the front axle, second anti-roll control means acting between the wheels of the rear axle, wherein said means for acting on the operating means comprises means for dynamically modifying a distribution between the front axle and rear axle of the anti-roll device so as to maintain a constant overall anti-roll force, wherein a contribution of the rear anti-roll device is decreased to decrease the yaw moment exerted by the wheels on the vehicle and increased to increase the yaw moment exerted by the wheels on the vehicle, to reduce the error signal.

18. A vehicle stability control system according to claim 12, wherein the vehicle has at least one axle comprising supplementary means for steering the wheels of at least one axle, said means acting independently of the steering control device, wherein said means for acting on the operating means comprises a controller for dynamically controlling the supplementary steering means to modify the yaw moment exerted on the vehicle by the wheels in order to reduce the error signal.

19. A vehicle stability control system according to claim 12, wherein the vehicle comprises means for applying a braking torque selectively to each of the wheels, and wherein said means for acting on the operating means comprises means for selectively exerting a braking action on at least one of the wheels outside the steering action effected by the vehicle in order to reduce the yaw moment exerted by the wheels on the vehicle, and exerting a braking action on at least one of the wheels inside the steering action effected by the vehicle in order to increase the yaw moment exerted by the wheels on the vehicle, to reduce the error signal.