System and method for stability control

• US 8,229,639 B2
• Filed: 02/17/2009
• Issued: 07/24/2012
• Est. Priority Date: 02/17/2009
• Status: Active Grant

• Current Assignee: Lockheed Martin Corporation (Martin Marietta Corporation)
• Original Assignee: Lockheed Martin Corporation (Martin Marietta Corporation)
• Inventors: Craig, William C, Stevens, Richard S, D'Onofrio, Thomas, Shivy, David, Disaverio, Charles
• Primary Examiner(s): Morris, Lesley D.
• Assistant Examiner(s): ARCE, MARLON ALEXANDER
• Application Number:
  US12/372,651
• Publication Number:
  US 20100211278A1
• Time in Patent Office: 1,253 Days
• Field of Search: 701/70, 701/48, 701/82, 701/83, 701/84, 701/87
• US Class Current: 701/70
• CPC Class Codes: B60T 2210/36 Global Positioning System [GPS]
• CPC Class Codes: B60T 8/1708 for lorries or tractor-trailer combinations
• 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

Abstract

A system and method for stability control of a vehicle. The system and method can receive current vehicle operating data or signals as well as data or a signal from a traction control subsystem. Based on the received current vehicle operating data or signals data or a signal from a traction control subsystem, the system and method define one of a brake-based stability control subsystem and a torque management-based stability control subsystem as the dominant stability control system. Based on the stability control subsystem defined as the dominant stability control system, the system and method provide stability control for the vehicle.

Claims

1. A method for electronic stability control of a wheeled tactical vehicle, the electronic stability control method comprising:

transmitting a plurality of signals representing current vehicle operating conditions, the current vehicle operating conditions signals including three or more of a velocity signal, a wheel speed signal, a height signal, a steering signal, a throttle signal, a roll/pitch/yaw signal, an acceleration signal, a brake pedal signal, an active damping signal, and one or more current driving conditions signals;

transmitting a signal from a mobility traction control system including a mobility keypad, the signal from the mobility traction control system being indicative of a traction mode of the wheeled tactical vehicle selected by a user via the mobility keypad;

receiving substantially in real time at a state estimator of a vehicle arbiter controller, the plurality of signals representing the current vehicle operating conditions;

receiving at the state estimator of the vehicle arbiter controller a signal associated with the mobility traction control system;

providing a brake-based stability control subsystem, a torque-based stability control subsystem, and a drivetrain-based stability control subsystem;

selecting one of the brake-based stability control subsystem, the torque-based stability control subsystem, and the drivetrain-based stability control subsystem as the dominant stability control system for the wheeled tactical vehicle based on three or more of the plurality of signals representing current vehicle operating conditions and the received signal associated with the mobility traction control system;

providing stability control for the wheeled tactical vehicle using the selected dominant stability control subsystem without using stability subsystems not selected as dominant, said providing stability control including providing active damping for the wheeled tactical vehicle; and

selecting subordinate subsystems based on the plurality of signals representing current vehicle operating conditions and providing stability control for the wheeled tactical vehicle based on the selected subordinate subsystems.

2. The method of claim 1, wherein the one or more current driving conditions signals represent one or more of a vehicle weight, a vehicle center of gravity, a vehicle tire pressure, a surface upon which the vehicle is positioned, and a slope of the vehicle.

3. The method of claim 1, wherein further including providing a choice of the brake-based stability control subsystem, the torque-based stability control subsystem, and the drivetrain-based stability control subsystem for defining as the dominant stability control system.

4. The method of claim 1, wherein said providing stability control includes an arbitration function that receives as inputs, outputs from the state estimator.

5. A system for stability control of a tactical vehicle, the system comprising:

first transmitting means for transmitting in real time a velocity signal of the tactical vehicle;

second transmitting means for transmitting in real time a speed associated with traversing means of the tactical vehicle;

third transmitting means for transmitting in real time a height signal associated with the tactical vehicle;

fourth transmitting means for transmitting in real time a steering signal associated with the tactical vehicle;

fifth transmitting means for transmitting in real time a throttle signal associated with the tactical vehicle;

sixth transmitting means for transmitting in real time a roll/pitch/yaw signal associated with the tactical vehicle;

seventh transmitting means for transmitting in real time a brake signal;

eighth transmitting means for transmitting in real time at least one signal associated with a current driving condition of the tactical vehicle;

ninth transmitting means for transmitting a signal from a traction control system, the signal from the traction control system being indicative of a traction mode of the tactical vehicle selected by a user;

processing means for defining one of a brake-based stability control subsystem and a torque management-based stability control subsystem as the dominant stability control system of the tactical vehicle based on the signals from said first, second, third, fourth, fifth, sixth, seventh, eighth, and ninth transmitting means; and

controlling means for providing stability control of the tactical vehicle based on the defined dominant stability control system.

6. The system of claim 5, further comprising damping means for providing active damping for the tactical vehicle.

7. The system of claim 5, wherein the at least one current driving condition signal represents one or more of a vehicle weight, a vehicle center of gravity, a vehicle tire pressure, a surface upon which the tactical vehicle is riding, and a slope of the vehicle.

8. The system of claim 5, wherein said processing means for defining one of the brake-based stability control subsystem and the torque management-based stability control subsystem as the dominant stability control system includes means for providing a selection between the brake-based stability control subsystem and the torque management-based stability control subsystem.

9. The system of claim 5,

wherein said processing means includes a state estimator, and

wherein said controlling means includes an arbitration function.

10. The system of claim 5, wherein the tactical vehicle is a truck.

11. The system of claim 5, wherein the tactical vehicle is a truck-trailer combination vehicle.

12. A method for stability control of a vehicle comprising:

receiving at an arbiter controller, data associated with current vehicle operating conditions;

automatically choosing as the dominant stability control system for the vehicle from between a brake-based stability control subsystem and a torque management-based stability control subsystem based on said received data associated with current vehicle operating conditions; and

providing stability control of the vehicle based on the automatically chosen dominant stability control system,

automatically inhibiting control subsystems not chosen,

wherein said receiving data associated with current vehicle operating conditions includes receiving data from three or more current vehicle operating conditions,

wherein said automatically choosing is performed by a state estimator of the arbiter controller, and

wherein said providing stability control includes an arbitration function.

13. The method of claim 12, further comprising automatically choosing one or more subordinate subsystems, wherein said providing stability control includes providing stability control of the vehicle based on the automatically chosen one or more subordinate subsystems.

14. The method of claim 12, wherein said data associated with current vehicle operating conditions includes speed or velocity data, height data, steering data, throttle data, roll/pitch/yaw data, acceleration data, brake pedal data, and data associated with current driving conditions.

15. The method of claim 14, wherein the current driving condition data includes one or more of a vehicle weight, a vehicle center of gravity, a vehicle tire pressure, and a surface upon which the vehicle is riding.

16. The method of claim 12, wherein automatically inhibiting a control subsystems not chosen includes at least one of disabling stability control subsystems not chosen, configuring the control subsystems not chosen such that respective statuses of the respective control subsystems do not change, and configuring the controls subsystems not chosen such that respective statuses of the respective control systems changes by only a predetermined amount.

17. The method of claim 12, wherein said receiving at the arbiter controller further includes receiving a signal from a mobility traction control system including a mobility keypad, the signal from the mobility traction control system being indicative of a traction mode of the vehicle selected by a user via the mobility keypad.

18. The method of claim 12, wherein the vehicle is a tactical vehicle.

19. The method of claim 12, wherein the vehicle is an unmanned vehicle.

20. The method of claim 12, wherein the vehicle is a truck-trailer combination vehicle.