System and method for tire/road friction estimation

• US 20060253243A1
• Filed: 05/05/2006
• Published: 11/09/2006
• Est. Priority Date: 05/06/2005
• Status: Abandoned Application

• Current Assignee: Haldex Brake Products AB (SAF-HOLLAND SE)
• Original Assignee: Haldex Brake Products AB (SAF-HOLLAND SE)
• Inventors: Gafvert, Magnus, Svendenius, Jacob
• Application Number:
  US11/419,000
• Publication Number:
  US 20060253243A1
• Time in Patent Office: Days
• US Class Current: 701/70
• CPC Class Codes: B60T 2210/12 Friction
• 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

Abstract

A system for friction estimation in a vehicle is disclosed generally comprising the use of a model having a plurality of estimated parameters to establish a relationship between tire force and tire slip and determining an actual tire force and slip. The importance of each of the parameters is assessed at the actual tire force and slip, which allows the system to determine which of the parameters significantly affect the slip-force relationship, and thus, should be updated. At some times, a particular parameter is especially important for the particular slip range, while at others, more than one parameter is updated. In some cases, a forced excitation of the system is produced to facilitate accurate estimation of parameters that change rapidly.

Claims

1. A method of friction estimation for a vehicle, the method comprising:

using a model having a plurality of estimated parameters to establish a relationship between tire force and tire slip;

determining an actual tire force and an actual tire slip;

assessing the importance of each of the parameters at the actual tire force and slip;

determining which of the parameters to update based on the assessed importance of each of the parameters; and

updating the value of each parameter that it is determined should be updated.

2. The method of claim 1, wherein the step of updating comprises updating more than one of the parameters when there is sufficient excitation of the tire force to estimate more than one parameter.

3. The method of claim 1, wherein the step of assessing the importance of each of the parameters is at least partly based on the value of the actual tire slip.

4. The method of claim 3, further comprising the step of determining a slip range for each parameter, wherein the step of assessing the importance of each of the parameters comprises determining, for each parameter, whether the actual tire slip falls within the slip range for that parameter.

5. The method of claim 3, wherein the step of determining which of the parameters to update is at least partly based on the particular set of parameters in the model.

6. The method of claim 3, wherein the steps of assessing the importance of each parameter and determining which of the parameters to update comprise:

estimating the value of each of the parameters using the actual tire force and the actual tire slip; and

determining which individual parameter estimation or combination of parameter estimations is most reliable.

7. The method of claim 6, wherein the determination of the reliability of individual and combination parameter estimations is based on previous estimations of the parameters.

8. The method of claim 1, wherein the step of updating the value of each parameter that it is determined should be updated comprises:

determining whether an excitation of the tire force should be requested to update the parameter; and

altering the tire force in response to a determination that an excitation of the system should be induced.

9. The method of claim 8, wherein the step of determining whether an excitation of the tire force should be requested to update the parameter is based on the detection of a change in at least one other parameter.

10. The method of claim 8, wherein the step of altering the tire force comprises executing a controlled variation of at least one of a brake force and an engine torque.

11. The method of claim 1, wherein the step of determining the actual tire force and actual tire slip includes receiving a signal representing the value of at least one parameter from which at least one of the actual tire force and the actual tire slip is calculated.

12. The method of claim 1, wherein the plurality of parameters includes at least one substantially road-dependent parameter and at least one substantially tire-dependent parameter.

13. The method of claim 1, wherein one of the parameters is the coefficient of friction.

14. The method of claim 13, further comprising using the estimated parameters to calculate an optimal slip.

15. The method of claim 1, wherein the model is the brush tire model.

16. The method of claim 1, wherein, the step of updating the value of each parameter that it is determined should be updated is based on a recursive algorithm.

17. The method of claim 16, wherein the recursive algorithm comprises Recursive Least Squares, Kalman filtering, or the MIT rule.

18. A system for friction estimation for a vehicle, comprising:

a control unit operative to establish a relationship between tire force and tire slip using a model having a plurality of estimated parameters; and

at least one input by which said control unit receives at least one signal representing an actual tire force and an actual tire slip;

wherein said control unit is operative to assess the importance of each of the parameters at the actual tire force and slip, to determine which of the parameters to update based on the assessed importance of each of the parameters, and to update the value of each parameter that it is determined should be updated.

19. The system of claim 18, wherein said control unit updates more than one of the parameters when there is sufficient excitation of the tire force to estimate more than one parameter.

20. The system of claim 18, wherein said control unit assesses the importance of each of the parameters using the value of the actual tire slip.

21. The system of claim 20, wherein said control unit is operative to determine a slip range for each parameter, wherein the control unit assesses the importance of each of the parameters by determining, for each of the parameters, whether the actual tire slip falls within the slip range for that parameter.

22. The system of claim 20, wherein said control unit determines which of the parameters to update at least partially based on the other parameters in said model.

23. The system of claim 20, wherein said control unit estimates the value of each of the parameters using the actual tire force and slip, and determines which individual parameter estimation or combination of parameter estimations is most reliable.

24. The system of claim 20, wherein the determination of the reliability of individual and combination parameter estimations is based on previous estimations of the parameters.

25. The system of claim 18, wherein said control unit is operative to determine whether an excitation of the tire force should be requested to update a parameter, further comprising an output for communicating an excitation signal to alter the tire force.

26. The system of claim 25, wherein the control unit determines whether an excitation of the tire force should be requested to update the parameter based on the detection of a change in at least one other parameter.

27. The system of claim 25, wherein the excitation signal controls a variation of at least one of a brake force and an engine torque.

28. The system of claim 18, further comprising at least one sensor that measures at least one parameter from which at least one of the actual tire force and tire slip are calculated and communicates said signal to said control unit.

29. The system of claim 18, wherein said at least one sensor comprises a sensor that directly measures the tire slip.

30. The system of claim 18, wherein the plurality of parameters includes at least one substantially road-dependent parameter and at least one substantially tire-dependent parameter.

31. The system of claim 18, wherein one of said parameters is the coefficient of friction.

32. The system of claim 31, wherein said control unit is operative to use the parameters to calculate an optimal slip.

33. The system of claim 18, wherein said model is the tire brush model.

34. The system of claim 18, wherein said control includes a recursive algorithm for updating the parameters.

35. The system of claim 34, wherein said recursive algorithm comprises Recursive Least Squares, Kalman filtering, or the MIT rule.