Method for determining absolute steering wheel angle from a single-turn steering wheel angle sensor

• US 8,090,503 B2
• Filed: 05/14/2008
• Issued: 01/03/2012
• Est. Priority Date: 05/14/2008
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Lavoie, Erick Michael, Recker, Darrel
• Primary Examiner(s): BROWN, DREW J
• Application Number:
  US12/120,445
• Publication Number:
  US 20090287375A1
• Time in Patent Office: 1,329 Days
• Field of Search: 701/41, 701/42, 180/6.2, 180/7.1, 340/426.31, 477/1
• US Class Current: 701/42
• CPC Class Codes: B62D 15/021 Determination of steering angle
• CPC Class Codes: B62D 15/0245 Means or methods for determination of the central position of the steering system, e.g. straight ahead position

Abstract

A method and algorithm for determining a steering wheel angle of a vehicle steering mechanism upon power up of a vehicle using a single-turn steering wheel angle sensor by eliminating plausible steering wheel angles until one and only one steering wheel angle possibility remains.

Claims

1. A method of determining a steering wheel angle of a vehicle steering mechanism, upon key-on of a vehicle, using a single-turn steering wheel angle sensor, the method comprising the steps of:

sensing a steering wheel angle from the single-turn steering wheel angle sensor;

storing plausible absolute steering wheel angle positions formed from the sensed steering wheel angle;

sensing an output from a selected vehicle sensor that is input to a control system on the vehicle;

calculating an expected output of the selected vehicle sensor for the plausible steering wheel angle positions; and

outputting a single absolute steering wheel angle from the plausible steering wheel angle positions based on a comparison of the sensed output for the selected vehicle sensor for the sensed steering wheel angle against the calculated expected output of the vehicle sensor for a plausible absolute steering wheel angle position.

2. The method as claimed in claim 1 wherein the step of storing plausible absolute steering wheel angle positions further comprises the step of adding a predetermined offset angle to a measured steering wheel angle from the single-turn steering wheel angle sensor.

3. The method as claimed in claim 2 wherein the step of adding a predetermined offset angle further comprises a predetermined offset angle that is a factor, n, of a predetermined angle.

4. The method as claimed in claim 2 wherein the step of outputting a single absolute steering wheel angle position further comprises comparing a calculated steering wheel angle estimate for each predetermined offset angle to a measured vehicle steering angle, wherein each plausible absolute steering wheel angle that does not meet a steering wheel physical range limit threshold value is eliminated as a possibility.

5. The method as claimed in claim 1 wherein the step of calculating an expected output is a yaw rate.

6. The method as claimed in claim 1 wherein the step of calculating an expected output is a roll angle.

7. The method as claimed in claim 1 wherein the step of calculating an expected output is a longitudinal acceleration.

8. The method as claimed in claim 1 wherein the step of calculating an expected output is a lateral acceleration.

9. The method as claimed in claim 1 wherein the step of calculating an expected output is a roll rate.

10. The method as claimed in claim 1 wherein the step of calculating an expected output is a torque.

11. The method as claimed in claim 2 wherein the step of outputting a single absolute steering wheel angle further comprises comparing a calculated expected output to a measured vehicle signal.

12. The method as claimed in claim 11 wherein the calculated expected output is based on the sensed steering wheel angle input, and the vehicle signal is selected from the group consisting of;

yaw rate, roll angle, longitudinal acceleration, lateral acceleration, roll rate and torque.

13. The method as claimed in claim 4 further comprising the steps of:

comparing each predetermined offset angle to a predetermined steering wheel physical range limit signal;

determining a steering wheel physical range limit for a minimum threshold determined from a known steering wheel angle sensor output at a first mechanical physical rotation limit of the steering mechanism; and

determining a steering wheel physical range limit for a maximum threshold determined from a known steering wheel angle sensor output at a second mechanical physical rotation limit of the steering mechanism.

14. The method as claimed in claim 5 wherein the step of comparing a calculated expected output further comprises the steps of calculating a yaw rate from the product of a predetermined yaw rate error, a vehicle speed, and the predetermined offset angle.

15. The method as claimed in claim 14 wherein the step of comparing a calculated yaw rate to a vehicle yaw rate for each predetermined offset angle further comprises:

calculating an absolute value of a difference between the calculated yaw rate and a vehicle yaw rate; and

comparing the absolute value of the difference to a threshold value, whereby upon exceeding the threshold value, the plausible steering wheel angles are eliminated as a possibility until one and only one plausible steering wheel angle remains and is output as a determined steering wheel angle.

16. The method as claimed in claim 5 wherein the step of comparing a calculated yaw rate for each predetermined offset angle to a vehicle yaw rate further comprises the step of determining vehicle stability prior to performing the step of comparing a calculated yaw rate.

17. The method as claimed in claim 16 wherein the step of determining vehicle stability further comprises identifying at least one event from the group consisting of:

identifying vehicle travel in a forward direction;

identifying a brake event in a traction control system;

identifying an engine event in a traction control system;

identifying an event in an electronic stability program; and

preventing the determination of a steering wheel angle of a vehicle steering mechanism in the event at least one of the events is occurring.

18. A control module algorithm for determining a steering wheel angle of a vehicle steering mechanism, upon power-up of a vehicle, using a single-turn steering wheel angle sensor, comprising:

a sensed steering wheel angle input to the control module from the single-turn steering wheel angle sensor;

a selected vehicle sensor signal input to the control module;

a vehicle speed input to the control module;

a vehicle stability check input to the control module;

a steering wheel angle lock input;

one or more plausible steering wheel angles at key-on;

a calculated expected output for the selected vehicle sensor signal for each plausible steering wheel angle in the one or more plausible steering wheel angles;

a threshold check of plausible steering wheel angles to the steering wheel angle lock input;

a threshold check of the calculated expected output for each plausible steering wheel angle to an actual selected vehicle sensor signal;

one and only one plausible steering wheel angle output as a result of eliminating plausible steering wheel angles that exceed the threshold checks.

19. The algorithm as claimed in claim 18 wherein the vehicle stability check input further comprises:

a vehicle direction input to the control module; and

inputs to the control module from a plurality of vehicle control systems.

20. The algorithm as claimed in claim 19 wherein the inputs from a plurality of vehicle control systems further comprise:

inputs to the control module from a traction control system; and

inputs to the control module from a stability control system.

21. The algorithm as claimed in claim 20 wherein the inputs to the control module from a traction control system further comprise:

a brake event signal; and

an engine event signal.

22. The algorithm as claimed in claim 19 wherein the vehicle direction input is derived from wheel speed sensors.

23. The algorithm as claimed in claim 19 wherein the vehicle has a hybrid system and the vehicle direction input is derived from a motor speed signal of the hybrid system.

24. The algorithm as claimed in claim 18 wherein the steering wheel angle lock input is a threshold level based on minimum and maximum sensor signals known to represent a plausible physical range for the steering wheel mechanism.

25. The algorithm as claimed in claim 18 wherein each plausible steering wheel angles in the one or more plausible steering wheel angles at key-on further comprises an offset added to the steering wheel angle input.

26. The algorithm as claimed in claim 25 wherein the offset is a factor, +n times a predetermined angle, thereby defining an offset steering wheel angle input.

27. The algorithm as claimed in claim 18 wherein the calculated expected output is a yaw rate and further comprises the product of:

a yaw rate error derived from simulation data for a particular vehicle having a steering wheel sensor in a predetermined position;

a vehicle speed; and

the offset steering wheel angle input.

28. A method of determining a steering wheel angle of a vehicle steering mechanism, upon power-up of a vehicle, using a single-turn steering wheel angle sensor, the method comprising the steps of:

storing plausible absolute steering wheel angle positions formed from adding offsets of +n times a predetermined angle to a steering wheel angle provided from the single-turn steering wheel angle sensor;

comparing the plausible steering wheel angle positions to predetermined maximum and minimum steering wheel angle threshold values, whereby each plausible absolute steering wheel angle position that exceeds either the maximum or minimum steering wheel angle threshold value is eliminated as a possibility;

determining a vehicle stability check through the identification of at least one item of non-forward motion of the vehicle, a brake event in a traction control system, an engine event in a traction control system or an electronic stability program event;

preventing the determination of a steering wheel angle of a vehicle steering mechanism upon any one of the vehicle stability check items being identified;

calculating a yaw rate for each of the plausible absolute steering wheel angle positions, the calculated yaw rate being a product of a predetermined yaw rate error, a vehicle speed input and the plausible absolute steering wheel angle; and

outputting a single steering wheel angle output through a comparison of a difference between the calculated yaw rate and a sensed vehicle yaw rate, whereby each difference that exceeds either a maximum or minimum threshold value is eliminated resulting in the elimination of all but one possibility from the plausible offset steering wheel angle positions.

29. The method as claimed in claim 28 further comprising the step of eliminating possibilities of the plausible steering wheel angle positions through additional comparison of plausible physical range limits for the steering mechanism.

30. The method as claimed in claim 28 further comprising the step of eliminating possibilities of the plausible steering wheel angle positions through additional comparison of plausible torque range limits for the steering mechanism.

31. The method as claimed in claim 28 further comprising the steps of:

eliminating possibilities of the plausible steering wheel angle positions through additional comparison of plausible physical range limits for the steering mechanism; and

eliminating possibilities of the plausible steering wheel angle positions through additional comparison of plausible torque range limits for the steering mechanism.