Method and apparatus for determining a reference vehicle velocity and a rear wheel speed in a vehicle having three speed sensors

• US 8,775,048 B2
• Filed: 12/24/2012
• Issued: 07/08/2014
• Est. Priority Date: 06/29/2004
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Brewer, Michael Edward, Brown, Todd Allen, Salmon, Thomas
• Primary Examiner(s): Tarcza, Thomas
• Assistant Examiner(s): PIPALA, EDWARD J
• Application Number:
  US13/726,277
• Publication Number:
  US 20130124008A1
• Time in Patent Office: 561 Days
• Field of Search: 701/36, 701/37, 701/38, 701/41, 701/45, 701/46, 701/48, 701 70- 72, 701/74, 701/75, 701/79, 701/80, 701/83, 701/84, 701/89, 701/90, 701/91, 303/121, 303/122.01, 303/138, 303/139, 303/140, 303/146, 303/147, 303/169, 303/170, 303/171, 303/186, 303/187, 303/189, 303/192, 340/429, 340/440, 340/441, 340/438, 180/170, 180/197, 180/271, 180/282
• US Class Current: 701/74
• CPC Class Codes: B60G 17/018 characterised by the use of a specific signal treatment or control method
• CPC Class Codes: B60G 17/01933 Velocity, e.g. relative velocity-displacement sensors
• CPC Class Codes: B60G 2400/0523 Yaw rate
• CPC Class Codes: B60G 2400/204 Vehicle speed
• CPC Class Codes: B60G 2400/208 of wheel rotation
• CPC Class Codes: B60G 2400/61 Load distribution
• CPC Class Codes: B60G 2800/01 Attitude or posture control
• CPC Class Codes: B60G 2800/019 Inclination due to load distribution or road gradient
• CPC Class Codes: B60G 2800/702 Improving accuracy of a sensor signal
• CPC Class Codes: B60Q 2300/132 Pitch
• CPC Class Codes: B60T 2230/03 Overturn, rollover
• CPC Class Codes: B60T 2240/06 Wheel load; Wheel lift
• CPC Class Codes: B60T 2250/04 Vehicle reference speed; Vehicle body speed
• CPC Class Codes: B60T 8/172 Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters B60T8/17551 takes precedence
• 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: G06F 17/00 Digital computing or data processing equipment or methods, specially adapted for specific functions information retrieval, database structures or file system structures therefor G06F16/00

Abstract

The method for controlling a safety system (102-108) of a vehicle (10) determines a reference velocity from a first front wheel sensor (20A) and a second front wheel speed signal from a second front wheel sensor (20B). An axle speed sensor (20C) may be used to determine an axle speed signal. A first rear speed signal and a second rear speed signal are determined from the reference velocity, a slip effect and a yaw signal. The yaw signal may be determined from a yaw rate sensor (28). Safety system (102-108) may be controlled in response to the first rear wheel speed signal and the second rear wheel speed signal.

Claims

1. A method of determining a reference velocity, the method performed by a controller and comprising the steps of:

determining a first reference velocity from a first front wheel speed signal, a second front wheel speed signal and a drive speed signal, the drive speed signal comprises one of an axle speed signal or a driveshaft speed signal and is representative of a drive speed;

determining a first updated vehicle velocity using the first reference velocity and a longitudinal acceleration;

determining whether the vehicle is accelerating or decelerating;

when the vehicle is accelerating, setting a second reference velocity as a highest undriven wheel speed selected from the first front wheel speed signal, the second from wheel speed signal and the drive speed signal, and determining the updated vehicle velocity in response to the second reference velocity and a longitudinal acceleration;

when the vehicle is decelerating, determining whether the first and second front wheel speed signals are potentially unreliable or reliable;

when the vehicle is decelerating, the wheel speed signals are potentially unreliable, and the updated vehicle velocity is less than the first reference velocity and drive speed signal is greater than the first reference velocity, setting the second reference velocity as a maximum of the updated vehicle velocity, the drive speed signal, the first front wheel speed signal or the second front wheel speed signal;

when the vehicle is decelerating, the wheel speed signals are potentially unreliable, and the drive speed signal is greater than the first reference velocity, setting the second reference velocity as a maximum of the updated vehicle velocity, the first front wheel speed signal or the second front wheel speed signal;

when the vehicle is decelerating, the wheel speeds are reliable, and one of the front wheel speed signals is greater than the drive speed signal, setting the second reference velocity as a maximum of the first front wheel speed signal or the second front wheel speed signal; and

when the vehicle is decelerating, the wheel speeds are reliable and the drive speed is less than the first reference velocity, setting the second reference velocity as the drive speed.

2. A method as recited in claim 1, when the vehicle is decelerating, further comprising the steps of:

determining wheel speed signals are conflicting;

for a low brake torque, setting the second reference velocity as a maximum of the first front wheel speed signal or the second front wheel speed signal;

for low deceleration and when the updated vehicle velocity is greater than either the first or second front wheel speeds, setting the second reference velocity as a maximum of the first front wheel speed signal or the second front wheel speed signal;

or

setting the second reference velocity equal to the first reference velocity.

3. A method as recited in claim 1 wherein a change from the first reference velocity to the second reference velocity is limited by a feasible acceleration value.

4. A method as recited in claim 1 wherein the step of determining when the vehicle is accelerating or decelerating is accomplished using a longitudinal acceleration sensor.

5. A method as recited in claim 1 wherein the step of determining when the vehicle is accelerating or decelerating is accomplished by comparing a maximum front wheel velocity to the first reference velocity.

6. A method as recited in claim 1 wherein the step of determining an updated vehicle velocity in response to longitudinal acceleration further comprises determining an updated vehicle velocity in response to longitudinal acceleration and a yaw signal.

7. A method as recited in claim 6 wherein the yaw signal comprises a yaw rate signal.

8. A method as recited in claim 1 further comprising determining the longitudinal acceleration from a longitudinal acceleration sensor.

9. A method as recited in claim 1 wherein the step of determining an updated vehicle velocity in response to longitudinal acceleration further comprises determining an updated vehicle velocity in response to longitudinal acceleration, a yaw rate and gravity.