Vehicle behavior control system

• US 9,610,925 B2
• Filed: 01/29/2015
• Issued: 04/04/2017
• Est. Priority Date: 02/04/2014
• Status: Active Grant

• Current Assignee: Autoliv Nissin Brake Systems Japan Co., Ltd. (Autoliv Incorporated)
• Original Assignee: Autoliv Nissin Brake Systems Japan Co., Ltd. (Autoliv Incorporated)
• Inventors: Murashita, Shinji, Wada, Kenta, Nomura, Nobuyuki, Nishigaki, Takahiro, Hamamoto, Natsuko
• Primary Examiner(s): Do, Truc M
• Application Number:
  US14/608,380
• Publication Number:
  US 20150217736A1
• Time in Patent Office: 796 Days
• Field of Search: None
• CPC Class Codes: B60T 2270/30 ESP control system
• CPC Class Codes: B60T 7/12 for automatic initiation; for initiation not subject to will of driver or passenger limiting speed of vehicles other than rail vehicles B60K31/00
• CPC Class Codes: B60T 8/17551 determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters

Abstract

According to one embodiment, there is provided a vehicle behavior control system. The vehicle behavior control system includes a behavior stabilization control module that is configured to execute a behavior stabilization control so as to stabilize a behavior of a vehicle by giving a braking force to a turning outer wheel of the vehicle based on a target braking force. The behavior stabilization control module has a target braking force setting section that sets the target braking force. The target braking force is set so as to be smaller for a second turn than for a first turn.

Claims

1. A vehicle behavior control system comprising:

a behavior stabilization control module configured to execute a behavior stabilization control so as to stabilize a behavior of a vehicle by giving a braking force to a turning outer wheel of the vehicle based on a target braking force,

wherein the behavior stabilization control module has

a target braking force setting section configured to set the target braking force smaller for a second turn than for a first turn, the first turn being a turn occurring first, the second turn being an other turn than the first turn.

2. The vehicle behavior control system of claim 1, comprising:

a lateral acceleration obtaining module configured to obtain a lateral acceleration;

a corrected lateral acceleration calculation module configured to calculate a corrected lateral acceleration so as to increase following an increase of an absolute value of the lateral acceleration and so as not to decrease in response to a decrease of the absolute value of the lateral acceleration;

a variation calculation module configured to calculate a variation in the corrected lateral acceleration;

a steering angle obtaining module configured to obtain a steering angle;

a vehicle speed obtaining module configured to obtain a vehicle speed; and

a standard yaw rate calculation module configured to calculate a standard yaw rate of the vehicle based on the vehicle speed and the steering angle,

wherein the target braking force setting section determines

that the first turn occurs in case the variation in the corrected lateral acceleration is equal to or larger than a first determination threshold when the standard yaw rate exceeds a second determination threshold and the behavior stabilization control is started, and

that the second turn occurs in case the variation in the corrected lateral acceleration is smaller than the first determination threshold when the standard yaw rate exceeds the second determination threshold and the behavior stabilization control is started.

3. The vehicle behavior control system of claim 1, comprising:

a lateral acceleration obtaining module configured to obtain a lateral acceleration;

a corrected lateral acceleration calculation module configured to calculate a corrected lateral acceleration so as to increase following an increase of an absolute value of the lateral acceleration and so as not to decrease in response to a decrease of the absolute value of the lateral acceleration;

a steering angle obtaining module configured to obtain a steering angle; and

a turn determination module configured to determine

that the vehicle is turning when the steering angle exceeds a turn determination threshold, and

that that the vehicle is not turning when the steering angle is equal to or smaller than the turn determination threshold,

wherein the target braking force setting section

sets a determination flag from 0 to 1 in case the corrected lateral acceleration changes from a value that is smaller than a third determination threshold to a value that is equal to or larger than the third determination threshold when the turn determination module determines that the vehicle is turning, and

sets the determination flag to 0 in case the flag is 1 when the turn determination module determines that the vehicle is not turning, and

wherein the target braking force setting section determines

that the first turn occurs when the turn determination module determines that the vehicle is turning while the determination flag is set to 1, and

that the second turn occurs when the turn determination module determines that the vehicle is turning while the determination flag is set to 0.

4. The vehicle behavior control system of claim 1,

wherein the behavior stabilization control module starts the behavior stabilization control more easily for the second turn than for the first turn.

5. The vehicle behavior control system of claim 1,

wherein an occurrence of an understeer condition is restricted during the vehicle behavior control for the second turn by setting the target braking force smaller for the second turn than for the first turn.

6. The vehicle behavior control system of claim 1, comprising:

a steering angle obtaining module which obtains information on a steering angle θ

for each control cycle from a steering angle sensor,

the steering angle θ

is outputted to a steering angular velocity calculation module and standard yaw rate calculation module, and

the standard yaw rate calculation module calculates a standard yaw rate YS as a yaw rate based on the steering angle θ and

vehicle speed.

7. The vehicle behavior control system of claim 6, comprising:

a lateral acceleration obtaining module which obtains information on lateral acceleration AY for each control cycle from a lateral acceleration sensor,

a steering angular velocity calculation module which calculates a steering angular velocity ω

from the steering angle θ

, and

the steering angular velocity ω

is obtained by differentiating the steering angle θ

or calculating a difference between a previous steering angle θ

_n-1 and a latest steering angle θ

_n.

8. The vehicle behavior control system of claim 7, comprising:

a limit yaw rate setting module which sets a limit yaw rate YL that enables the vehicle to be driven stably based on the vehicle speed and a road surface friction coefficient,

a first limit yaw rate YL1 and a second limit yaw rate YL2 being set for the limit yaw rate YL, and two right and left turn values for each of the limit yaw rates YL1, YL2 being calculated,

the second limit yaw rate YL2 being calculated by using the road surface friction coefficient of a value that is made smaller than the first limit yaw rate YL1 by a predetermined ratio, and making an absolute value of the second limit yaw rate YL2 smaller than an absolute value of the first limit yaw rate YL1, and

the limit yaw rates YL1, YL2 being set so as to take smaller values as the vehicle speed becomes faster.

9. The vehicle behavior control system of claim 8, comprising:

a corrected lateral acceleration calculation module which calculates a corrected lateral acceleration AYC that is a value resulting from filtering a lateral acceleration AY, and

the corrected lateral acceleration AYC is changed so as to be smaller than a previous value within a range of a predetermined variation such that when an absolute value |AY| increases, the corrected lateral acceleration AYC takes a same value as that of the absolute value |AY| so as to increase as the absolute value |AY| increases, whereas when the absolute value |AY| decreases, the corrected lateral acceleration AYC takes a value that is made difficult to decrease.

10. The vehicle behavior control system of claim 9, comprising:

a behavior stabilization control module which executes a behavior stabilization control that stabilizes the behavior of the vehicle CR by giving a braking force to the turning outer wheels of the vehicle CR based on the target braking force, and

the behavior stabilization control module includes a control intervention threshold setting section, a control intervention determination section, a control termination determination section, a variation determination section, a target hydraulic pressure setting section as an example of a target braking force setting section, and a control execution section.

11. The vehicle behavior control system of claim 10,

wherein the control intervention threshold setting section sets a control intervention threshold YSth based on the limit yaw rate YL and the steering angular velocity w.

12. The vehicle behavior control system of claim 10,

wherein a first control intervention threshold YSth1 is calculated by adding an offset amount YD that is dependent on an absolute value of the steering angular velocity ω

to the first limit yaw rate YL1, and

wherein a second control intervention threshold YSth2 is calculated by adding the offset amount YD to the second limit yaw rate YL2, and

wherein the offset amount YD is made to stay at a constant value YD1 until the absolute value of the steering angular velocity ω

reaches a predetermined value ω

1 from 0 while made to decrease as the absolute value of the steering angular velocity ω

increases until the absolute value of the steering angular velocity ω

reaches a predetermined value ω

2 from the predetermined value ω

1.

13. The vehicle behavior control system of claim 12,

wherein in a range larger than the predetermined value ω

2, the offset amount YD is made to stay at a constant value YD2 that is smaller than YD1, and

wherein the absolute value of the second limit yaw rate YL2 is smaller than the absolute value of the first limit yaw rate YL1, and the absolute value of the second control intervention threshold YSth2 takes a smaller value that the absolute value of the first control intervention threshold YSth1.

14. The vehicle behavior control system of claim 13,

wherein the variation determination section determines whether or not a lateral acceleration variation A YD is equal to or larger than a variation threshold AYth that is an example of a first determination threshold.

15. The vehicle behavior control system of claim 14,

wherein the control intervention determination section deter lines that the behavior stabilization control be started in case an absolute value of the standard yaw rate YS exceeds an absolute value of the control intervention threshold YSth.

16. The vehicle behavior control system of claim 15,

wherein in case the variation determination section determines that the lateral acceleration variation AYD is equal to or larger than the variation threshold AYth, the control intervention determination section determines that the behavior stabilization control be started when the absolute value of the standard yaw rate YS exceeds the absolute value of the first control intervention value YSth1, and

wherein in case the variation determination section determines that the lateral acceleration variation AYD is smaller than the variation threshold AYth, the control intervention determination section determines that the behavior stabilization control be started when the absolute value of the standard yaw rate YS exceeds the absolute value of the second control intervention threshold YSth2.

17. The vehicle behavior control system of claim 16,

wherein when the control intervention determination section determines that the behavior stabilization control be started as a result of the absolute value of the standard yaw rate YS exceeding the absolute value of the first control intervention threshold YSth1, the control intervention determination section changes a control mode M from a non-controlling mode (M=0) to a first turn controlling mode (M=1), and

wherein when the control intervention determination section determines that the behavior stabilization control be started as a result of the absolute value of the standard yaw rate YS exceeding the absolute value of the second control intervention threshold YSth2, the control intervention determination section changes the control mode M from the non-controlling mode (M=0) to a second turn controlling mode (M=2).

18. The vehicle behavior control system of claim 17,

wherein the control termination determination section determines that the behavior stabilization control be terminated when the behavior stabilization control is started as a result of the absolute value of the standard yaw rate YS exceeding the absolute value of the first control intervention threshold YSth1, and

wherein the control termination determination section determines that the behavior stabilization control be terminated when the behavior stabilization control is started as a result of the absolute value of the standard yaw rate YS exceeding the absolute value of the second limit yaw rate YL2.

19. The vehicle behavior control system of claim 18,

Wherein the target hydraulic pressure setting section sets a target hydraulic pressure PT according to whether the control mode M is the first turn controlling mode (M=1) or the second turn controlling mode (M=2) or a termination processing mode (M=3).

20. The vehicle behavior control system of claim 19,

wherein the target hydraulic pressure setting section sets a target hydraulic pressure PT based on the standard yaw rate YS and a deviation Δ

Y of the limit yaw rate YL so that the target hydraulic pressure PT takes a larger value as the deviation Δ

Y increases, and

wherein Δ

Y is calculated so that in the event that an absolute value |YS−

YL| of a difference between the standard yaw rate YS and the limit yaw rate YL increases, Δ

Y takes the value of |YS−

YL| as it is, whereas in the event the absolute value |YS−

YL| decreases, Δ

Y holds its previous value.