Method and system for vehicle ESC system using map data

• US 9,302,659 B2
• Filed: 12/10/2013
• Issued: 04/05/2016
• Est. Priority Date: 04/09/2010
• Status: Active Grant

• Current Assignee: HERE Global B.V. (HERE Holding Corporation)
• Original Assignee: HERE Global B.V. (HERE Holding Corporation)
• Inventors: Moran, Kevin, Denaro, Robert
• Primary Examiner(s): Tran, Khoi
• Assistant Examiner(s): OH, HARRY Y
• Application Number:
  US14/101,780
• Publication Number:
  US 20140121902A1
• Time in Patent Office: 847 Days
• Field of Search: 701/1, 701/37, 701/41, 701/51, 701/70, 701/29.1
• US Class Current: 1/1
• CPC Class Codes: B60T 2210/22 Banked curves
• CPC Class Codes: B60T 2210/36 Global Positioning System [GPS]
• 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 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/184 with wheel brakes
• CPC Class Codes: B60W 10/20 including control of steering systems
• CPC Class Codes: B60W 10/22 including control of suspension systems
• CPC Class Codes: B60W 2540/22 Psychological state; Stress level or workload
• CPC Class Codes: B60W 2552/00 Input parameters relating to infrastructure
• CPC Class Codes: B60W 2552/05 Type of road, e.g. motorways, local streets, paved or unpaved roads
• CPC Class Codes: B60W 2552/10 Number of lanes
• CPC Class Codes: B60W 2552/15 Road slope, i.e. the inclination of a road segment in the longitudinal direction
• CPC Class Codes: B60W 2552/30 Road curve radius
• CPC Class Codes: B60W 2552/40 Coefficient of friction
• CPC Class Codes: B60W 2554/00 Input parameters relating to objects
• CPC Class Codes: B60W 2556/50 of positioning data, e.g. GPS [Global Positioning System] data
• CPC Class Codes: B60W 30/02 Control of vehicle driving stability
• CPC Class Codes: B60W 30/18118 Hill holding
• CPC Class Codes: B60W 30/18172 Preventing, or responsive to skidding of wheels
• CPC Class Codes: B60W 50/0097 : Predicting future conditions
• CPC Class Codes: B60W 50/0098 : Details of control systems ensuring comfort, safety or stability not otherwise provided for

Abstract

An Electronic Stability Control (ESC) system for a vehicle is disclosed. An electronic control unit (ECU) is programmed to reduce vehicle lateral skidding by reducing differences between an intended vehicle direction and/or yaw rate and an actual vehicle direction and/or yaw rate by applying modifications to operation of the vehicle brakes and/or throttle. The ESC system receives inputs from wheel speed sensors, a steering wheel position sensor, a yaw rate sensor and a lateral acceleration sensor. The ESC system also receives input that indicates at least a property of the road upon which the vehicle is located, wherein the road upon which the vehicle is located is determined from a positioning system that uses a map database and the property is determined from the map database. The ESC system incorporates the road property information in determining when and/or how to modify operation of the vehicle to reduce vehicle skidding.

Claims

1. A system for controlling operation of a vehicle, the system comprising:

a map database that includes data that indicates properties of roads in a road network upon which the vehicle travels;

a positioning system operably coupled to the map database to determine a position of the vehicle on a road in the road network;

an electronic control unit comprising a processor operable to execute programming functions stored in a memory coupled therewith, wherein said electronic control unit is operably coupled to at least one sensor operative to sense at least one aspect of operation of the vehicle and generate a signal indicative thereof, and further wherein said electronic control unit is operably coupled to the positioning system to receive information indicating the position of the vehicle on the road and a property of the road upon which the vehicle is located that is ahead of the position of the vehicle, and wherein said electronic control unit includes at least one output, each of which is coupled with an actuator operative to control at least one aspect of operation of the vehicle; and

a computer program stored in the memory and executable by the processor to cause the processor to receive the signal from the at least one sensor and the information from the map database that indicates the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle so as to determine a derived vehicle direction which would result from intended operation of the vehicle and to determine a recovery action to modify a difference between the derived vehicle direction and an actual vehicle direction based upon the extent to which the property of the portion of the road ahead will itself cause a modification of the difference between the derived vehicle direction and the actual vehicle direction.

2. The system of claim 1 wherein the map database is part of a navigation system.

3. The system of claim 1 wherein at least a portion of the Map database is located remotely from the vehicle and coupled via a wireless communications network.

4. The system of claim 1 wherein the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle is determined based on identification of a most-likely path from among a multiplicity of roads that the vehicle could travel onto.

5. The system of claim 1 wherein the information from the positioning system is used to adjust the authority of the electronic stability control system in response to road conditions and vehicle speed.

6. The system of claim 1 wherein the at least one sensor is operative to sense actual vehicle direction, steering wheel position, vehicle speed, brake pedal position, throttle pedal position, or combinations thereof.

7. The system of claim 1 wherein the computer program is further executable by the processor to cause the processor to determine whether to provide an output via the at least one output to control the actuator coupled therewith.

8. The system of claim 1 wherein the computer program is further executable by the processor to cause the processor to determine at least one of an amount or rate by which the at least one aspect of operation of the vehicle is controlled via the at least one actuator.

9. The system of claim 1 wherein the at least one actuator comprises a brake actuator, a throttle actuator, a steering actuator, vehicle chassis spring rate actuator, vehicle chassis roll rate actuator, wheel jounce damping rate actuator, wheel rebound damping rate actuator, vehicle transmission gear selection actuator, vehicle transmission torque converter coupling actuator, vehicle brake boost level actuator, vehicle wheel camber actuator, vehicle wheel caster actuator, or combinations thereof.

10. The system of claim 1 wherein the property of the road comprises road shape, road width, road slope, road friction, road surface, presence of a road shoulder, superelevation, presence of a black spot, presence of guard rails, presence of a road median, speed limit information, curvature, or combinations thereof.

11. The system of claim 1 wherein the recovery action comprises modification of the operation of the vehicle to apply the brakes with greater force and sooner when the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle indicates a downhill than would be applied if the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle was an uphill.

12. The system of claim 1 wherein the recovery action comprises modification of the operation of the vehicle to adjust the throttle of the vehicle to slow down the vehicle rather than adjust the brakes when the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle indicates a low friction surface than would be applied if the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle was an uphill.

13. The system of claim 1 wherein the recovery action comprises modification of the operation of the vehicle to correct slippage later and less aggressively when the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle indicates a road surface comprising concrete or asphalt.

14. The system of claim 1 wherein the recovery action comprises modification of the operation of the vehicle to prevent the vehicle from travelling off road when the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle indicates a road with no guard rails, no shoulders or no median.

15. The system of claim 1 wherein the recovery action comprises less aggressive modification of the operation of the vehicle to correct slippage when the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle indicates a road superelevation which would be expected to contribute to reducing slippage.

16. The system of claim 1 wherein the computer program is further operative to cause the processor to determine a recovery action to reduce a difference between the derived vehicle direction and an actual vehicle direction based upon the extent to which the property of the portion of the road ahead will itself cause a reduction of the difference between the derived vehicle direction and the actual vehicle direction.

17. A method of operation for an electronic stability control system in a vehicle, the method comprising:

determining, by a processor, a location of the vehicle along a road in a road network;

accessing, by the processor, a map database to determine a property of the road ahead of the location of the vehicle;

determining, by the processor based on the property of the portion of the portion of the road ahead, a derived vehicle direction which would result from intended operation of the vehicle;

obtaining, by the processor, an output from at least one sensor operative to sense at least one aspect of operation of the vehicle and generate a signal indicative thereof; and

using, by the processor, the output from the at least one sensor and the property of the road ahead of the location of the vehicle to determine a recovery strategy to modify a difference between the actual vehicle direction and the derived vehicle direction based upon the extent to which the property of the portion of the road ahead itself will cause a modification of the difference between the derived vehicle direction and the actual vehicle direction.

18. The method of claim 17 wherein the map database is part of a navigation system.

19. The method of claim 17 wherein at least a portion of the Map database is located remotely from the vehicle and coupled via a wireless communications network.

20. The method of claim 17 wherein the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle is determined based on identification of a most-likely path from among a multiplicity of roads that the vehicle could travel onto.

21. The method of claim 17 the property of the road ahead of the location of the vehicle is used to adjust the authority of the processor in response to road conditions and vehicle speed.

22. The method of claim 17 wherein the at least one sensor is operative to sense actual vehicle direction, steering wheel position, vehicle speed, brake pedal position, throttle pedal position, or combinations thereof.

23. The method of claim 17 further comprising determining whether to provide an output via at least one output to control an actuator coupled therewith operative to control at least one aspect of operation of the vehicle.

24. The method of claim 23 further comprising determining at least one of an amount or rate by which the at least one aspect of operation of the vehicle is controlled via the at least one actuator.

25. The method of claim 23 wherein the at least one actuator comprises a brake actuator, a throttle actuator, a steering actuator, vehicle chassis spring rate actuator, vehicle chassis roll rate actuator, wheel jounce damping rate actuator, wheel rebound damping rate actuator, vehicle transmission gear selection actuator, vehicle transmission torque converter coupling actuator, vehicle brake boost level actuator, vehicle wheel camber actuator, vehicle wheel caster actuator, or combinations thereof.

26. The method of claim 17 wherein the property of the road comprises road shape, road width, road slope, road friction, road surface, presence of a road shoulder, superelevation, presence of a black spot, presence of guard rails, presence of a road median, speed limit information, curvature, or combinations thereof.

27. The method of claim 17 wherein the recovery action comprises modification of the operation of the vehicle to apply the brakes with greater force and sooner when the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle indicates a downhill than would be applied if the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle was an uphill.

28. The method of claim 17 wherein the recovery action comprises modification of the operation of the vehicle to adjust the throttle of the vehicle to slow down the vehicle rather than adjust the brakes when the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle indicates a low friction surface than would be applied if the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle was an uphill.

29. The method of claim 17 wherein the recovery action comprises modification of the operation of the vehicle to correct slippage later and less aggressively when the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle indicates a road surface comprising concrete or asphalt.

30. The method of claim 17 wherein the recovery action comprises modification of the operation of the vehicle to prevent the vehicle from travelling off road when the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle indicates a road with no guard rails, no shoulders or no median.

31. The method of claim 17 wherein the recovery action comprises less aggressive modification of the operation of the vehicle to correct slippage when the property of the portion of the road upon which the vehicle is located that is ahead of the position of the vehicle indicates a road superelevation which would be expected to contribute to reducing slippage.

32. The method of claim 17 wherein the using further comprises using the output from the at least one sensor and the property of the road ahead of the location of the vehicle to determine a recovery strategy to reduce a difference between the actual vehicle direction and the derived vehicle direction based upon the extent to which the property of the portion of the road ahead itself will cause a reduction of the difference between the derived vehicle direction and the actual vehicle direction.