Vehicle stability control system and method

• US 8,170,767 B2
• Filed: 10/30/2007
• Issued: 05/01/2012
• Est. Priority Date: 10/30/2007
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Meyers, Joseph Carr, Eisele, Daniel Domek, Brown, Todd Allen, Xu, Li, Salib, Albert Chenouda
• Primary Examiner(s): Trammell, James
• Assistant Examiner(s): Shafi, Muhammad
• Application Number:
  US11/929,901
• Publication Number:
  US 20090112435A1
• Time in Patent Office: 1,645 Days
• Field of Search: 701/1, 701/48, 701/78
• US Class Current: 701/78
• CPC Class Codes: B60T 2230/02 Side slip angle, attitude angle, floating angle, drift angle
• 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: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/18 including control of braking systems
• CPC Class Codes: B60W 10/20 including control of steering systems
• CPC Class Codes: B60W 2050/0033 Single-track, 2D vehicle model, i.e. two-wheel bicycle model
• CPC Class Codes: B60W 30/045 Improving turning performance

Abstract

A method and system for controlling vehicle stability may comprise determining whether a vehicle is oversteering or understeering and, if the vehicle is oversteering or understeering, determining an amount by which to reduce a speed of the vehicle to correct for understeering or oversteering and applying brake pressure to at least the rear brakes of the vehicle to reduce vehicle speed. The method and system also may comprise determining an engine torque reduction amount based on vehicle oversteer or understeer conditions, reducing engine torque by the determined amount or to zero if the determined amount of engine torque reduction is greater than an actual engine torque, and applying braking to at least the rear brakes of the vehicle if the determined amount of engine torque reduction is greater than the actual engine torque.

Claims

1. A method for controlling vehicle stability with a controller, the method comprising:

applying brake pressure at a wheel at an outside corner of the vehicle when the vehicle is oversteering;

applying brake pressure at a wheel at an inside corner of the vehicle when the vehicle is understeering; and

applying brake pressure to the vehicle'"'"'s rear wheels when application of brake pressure at the outside corner wheel or inside corner wheel does not make an actual vehicle response close enough to a target vehicle response,

wherein the target vehicle response is derived from at least a steering wheel angle and a vehicle speed, and the actual vehicle response is based on a vehicle yaw rate or a vehicle sideslip gradient and sideslip angle.

2. The method of claim 1, further comprising, upon initially applying brake pressure to the rear wheels, adding balance to the vehicle while slowing the vehicle by swinging a rear tire force vector backwards until it is in parallel with a front tire force.

3. The method of claim 2, further comprising applying brake pressure to front and rear brakes of the vehicle simultaneously after applying brake pressure to the rear brakes of the vehicle.

4. The method of claim 3 wherein, when brake pressure is applied to the front and rear brakes of the vehicle simultaneously, the brake pressure is applied so that the front and rear tire force vectors are kept in parallel and are further rotated backwards.

5. The method of claim 4, wherein the magnitude of the brake pressure applied to each brake is in proportion to the normal force on the wheel to which the brake pressure is applied.

6. A method for controlling vehicle stability with a controller, the method comprising:

applying brake pressure at a wheel at an outside corner of the vehicle when the vehicle is oversteering;

p1 applying brake pressure at a wheel at an inside corner of the vehicle when the vehicle is understeering; and

applying brake pressure at all four vehicle wheels when application of brake pressure at the outside corner wheel or inside corner wheel does not make an actual vehicle response close enough to a target vehicle response,

wherein the target vehicle response is derived from at least a steering wheel angle and a vehicle speed, and the actual vehicle response is based on a vehicle yaw rate or a vehicle sideslip gradient and sideslip angle.

7. A method for controlling vehicle stability with a controller, the method comprising:

applying brake pressure at a wheel at an outside corner of the vehicle when the vehicle is oversteering;

applying brake pressure at a wheel at an inside corner of the vehicle when the vehicle is understeering; and

reducing engine torque when application of brake pressure at the outside corner wheel or inside corner wheel does not make an actual vehicle response close enough to a target vehicle response,

wherein the target vehicle response is derived from at least a steering wheel angle and a vehicle speed, and the actual vehicle response is based on a vehicle yaw rate or a vehicle sideslip gradient and sideslip angle.

8. The method of claim 7, further comprising desensitizing control by reducing engine torque to slow the vehicle during transient maneuvers using control deadbands.

9. The method of claim 7, wherein reducing engine torque comprises reducing the engine torque by a determined engine torque amount or to zero when the determined engine torque amount is greater than an actual engine torque amount.

10. The method of claim 9, further comprising converting the amount of the determined engine torque amount that is greater than the actual engine torque to a normalized negative longitudinal force;

and

converting the normalized negative longitudinal force to a brake pressure for at least the rear brakes of the vehicle.

11. The method of claim 10, further comprising reducing the normalized negative longitudinal force to prevent brake pressure from getting so high that lateral tire force is washed out.

12. The method of claim 10, further comprising reducing the normalized negative longitudinal force to prevent rapid brake pressure buildup from increasing a path radius of the vehicle.

13. The method of claim 12, further comprising controlling the normalized negative longitudinal force to prevent a sudden decrease in the vehicle'"'"'s path radius.

14. The method of claim 10, wherein the normalized negative longitudinal force is converted to a brake pressure for the front and the rear brakes of the vehicle.

15. The method of claim 7, further comprising leaving throttle control to the driver in normal driving circumstances by using dynamic control activation deadbands that increase and decrease in size.

16. The method of claim 15, wherein the deadbands are the sum of a yaw rate controller deadband, a steady-state cornering component, and a transition component that is based on the sideslip angle.