VEHICLE STEERING-BASED SPEED CONTROL SYSTEM AND METHOD

• US 20140121931A1
• Filed: 10/30/2012
• Published: 05/01/2014
• Est. Priority Date: 10/30/2012
• Status: Active Grant

• Current Assignee: Deere & Company
• Original Assignee: Deere & Company
• Inventors: KELLUM, CARROLL C.
• Granted Patent: US 9,150,104 B2
• Time in Patent Office: Days
• US Class Current: 701/93
• CPC Class Codes: B60K 28/10 responsive to conditions relating to the vehicle
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/14 Central differentials for dividing torque between front and rear axles
• CPC Class Codes: B60W 10/16 Axle differentials, e.g. for dividing torque between left and right wheels
• CPC Class Codes: B60W 10/184 with wheel brakes
• CPC Class Codes: B60W 2520/125 Lateral acceleration
• CPC Class Codes: B60W 2520/14 Yaw
• CPC Class Codes: B60W 2540/18 Steering angle
• CPC Class Codes: B60W 2556/50 of positioning data, e.g. GPS [Global Positioning System] data
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2710/1005 Transmission ratio engaged
• CPC Class Codes: B60W 2710/125 Locking status
• CPC Class Codes: B60W 2720/10 Longitudinal speed
• CPC Class Codes: B60W 2720/14 Yaw
• CPC Class Codes: B60W 2720/403 between front and rear axle
• CPC Class Codes: B60W 2720/406 between left and right wheel
• CPC Class Codes: B60W 30/02 Control of vehicle driving stability
• CPC Class Codes: F16H 59/36 Inputs being a function of speed

Abstract

A control system and method is provided for a vehicle. The control system includes a speed sensor, a wheel angle sensor, and a vehicle position sensor. An electronic control unit (ECU) determines a yaw-rate error as a function of at least the vehicle position signal, determines a first speed limit as a function of the yaw-rate error, determines a second speed limit as a function of a vehicle lateral acceleration, and determines a third speed limit as a function of the wheel angle signal. The ECU selects the lowest of the first, second and third speed limits, generates a front wheel drive command and a diff lock command as a function of the wheel angle signal. The ECU also limits the vehicle speed to not greater than the selected lowest wheel speed limit.

Claims

2-1. The control system of claim 1, wherein:

the electronically controlled transmission supplies torque to the driven wheels through an electronically controlled differential lock unit;

an electronically controlled front wheel drive control unit is actuatable to transmit torque from the transmission to steerable front wheels; and

the ECU generating a front wheel drive command as a function of the wheel angle signal, generating a diff lock command as a function of the wheel angle signal, and transmitting to the ECU the selected speed limit, the front wheel drive command and the diff lock command, the ECU, in response to the selected speed limit, the front wheel drive command and the diff lock command, controlling engagement of the front wheel drive unit, controlling the differential lock unit, and controlling the transmission.

5. A control system for a vehicle having an engine supplying torque to a transmission which supplies torque to driven wheels through an electronically controlled differential lock unit, an electronically controlled front wheel drive control unit which is actuatable to transmit torque from the transmission to steerable front wheels, and an electronic control unit (ECU), the control system comprising:

a speed sensor which transmits a vehicle speed signal to the ECU;

a wheel angle sensor which transmits a wheel angle signal which represents an angle of the steered wheels to the ECU;

a vehicle position sensor generating a vehicle position signal;

the ECU determining a yaw-rate error as a function of at least the vehicle position signal, determining a first speed limit as a function of the yaw-rate error, determining a second speed limit as a function of a vehicle lateral acceleration, determining a third speed limit as a function of the wheel angle signal, selecting the lowest of the first, second and third speed limits, generating a front wheel drive command as a function of the wheel angle signal, generating a diff lock command as a function of the wheel angle signal, and, in response to the selected speed limit, the front wheel drive command and the diff lock command, controlling engagement of the front wheel drive unit, controlling the differential lock unit, and controlling the transmission so that the vehicle speed is not greater than the selected lowest wheel speed limit.

6. The control system of claim 5, wherein:

the ECU sets the front wheel drive command to ON if the wheel angle signal is within a certain range of a maximum angle, and sets the front wheel drive command to OFF if the wheel angle signal is not within a certain range of the maximum angle.

7. The control system of claim 5, wherein:

the ECU sets the diff lock command to OFF if the wheel angle signal is greater than a threshold wheel angle, and sets the diff lock command to ON if the wheel angle signal is not greater than a threshold wheel angle.

8. The control system of claim 5, wherein:

the ECU determines an operating yaw-rate and an expected yaw-rate; and

the ECU determines a yaw-rate error by subtracting the expected yaw-rate from the operating yaw-rate.

9. The control system of claim 8, wherein:

the ECU determines the operating yaw-rate by differentiating a signal from a GPS unit.

10. A method of controlling a vehicle having an engine supplying torque to a transmission which supplies torque to driven wheels, and an electronic control unit (ECU) for controlling the transmission, the method comprising:

sensing vehicle speed and generating a vehicle speed signal;

sensing a steered wheel angle and generating a wheel angle signal;

sensing a vehicle position and generating a vehicle position signal;

determining a yaw-rate error as a function of at least the vehicle position signal;

determining a first speed limit as a function of the yaw-rate error;

determining a second speed limit as a function of a vehicle lateral acceleration;

determining a third speed limit as a function of the wheel angle signal;

selecting a lowest of the first, second and third speed limits; and

in response to the selected speed limit, controlling the transmission so that the vehicle speed is not greater than the selected lowest wheel speed limit.

11. The method of claim 10, further comprising:

supplying torque from the transmission to the driven wheels through an electronically controlled differential lock unit;

transmitting torque from the transmission to the steerable front wheels through an electronically controlled front wheel drive control unit;

generating a front wheel drive command as a function of the wheel angle signal;

generating a diff lock command as a function of the wheel angle signal; and

in response to the selected speed limit, the front wheel drive command and the diff lock command, controlling engagement of the front wheel drive unit and controlling the differential lock unit.

12. The method of claim 10, further comprising:

determining an operating yaw-rate by differentiating the vehicle position signal;

determining an expected yaw-rate as a function of sensed wheel speed, sensed wheel angle and stored calibration data; and

determining the yaw-rate error by subtracting the expected yaw-rate from the operating yaw-rate.

13. A method of controlling a vehicle having an engine supplying torque to a transmission which supplies torque to driven wheels through an electronically controlled differential lock unit, an electronically controlled front wheel drive control unit which is actuatable to transmit torque from the transmission to steerable front wheels, and a transmission electronic control unit (ECU) for controlling the transmission, the method comprising:

determining a yaw-rate error as a function of sensed parameters;

determining a first speed limit as a function of the yaw-rate error;

determining at least a second speed limit as a function of a vehicle lateral acceleration;

selecting the lowest of at least the first and second speed limits; and

in response to the selected speed limit, controlling the transmission so that the vehicle speed is not greater than the selected lowest wheel speed limit.

14. A control system for a vehicle having a propulsion system supplying torque to driven wheels through an electronically controlled differential lock unit, an electronically controlled front wheel drive control unit which is actuatable to transmit torque to steerable front wheels, and an electronic control unit (ECU), the control system comprising:

a speed sensor connected to the ECU and generating a vehicle speed signal;

a wheel angle sensor connected to the ECU and generating a wheel angle signal which represents an angle of the steered wheels;

a vehicle position sensor connected to the ECU and generating a vehicle position signal;

the ECU determining a yaw-rate error as a function of at least the vehicle position signal, determining a first speed limit as a function of the yaw-rate error, determining a second speed limit as a function of a vehicle lateral acceleration, determining a third speed limit as a function of the wheel angle signal, selecting the lowest of the first, second and third speed limits, generating a front wheel drive command as a function of the wheel angle signal, generating a diff lock command as a function of the wheel angle signal, the ECU, in response to the selected speed limit, the front wheel drive command and the diff lock command, controlling engagement of the front wheel drive unit, controlling the differential lock unit, and controlling the transmission so that the vehicle speed is not greater than the selected lowest wheel speed limit.

15. The control system of claim 14, wherein:

the ECU sets the front wheel drive command to ON if the wheel angle signal is within a certain range of a maximum angle, and sets the front wheel drive command to OFF if the wheel angle signal is not within a certain range of the maximum angle.

16. The control system of claim 14, wherein:

the ECU sets the diff lock command to OFF if the wheel angle signal is greater than a threshold wheel angle, and sets the diff lock command to ON if the wheel angle signal is not greater than a threshold wheel angle.

17. A control system for a vehicle having an engine supplying torque to a an electronically controlled transmission which supplies torque to driven wheels, and an electronic control unit (ECU), the control system comprising:

a speed sensor generating a vehicle speed signal;

a wheel angle sensor generating a wheel angle signal which represents an angle of the steered wheels; and

a vehicle position sensor generating a vehicle position signal, the ECU determining an expected yaw-rate as a function of the wheel angle signal and the vehicle speed signal, the ECU determining a yaw-rate error as a function of a difference between the vehicle position signal and the expected yaw-rate, determining a speed limit as a function of the yaw-rate error, and in response to the speed limit, controlling the transmission so that the vehicle speed is not greater than the speed limit.

18. A control system for a vehicle having an engine supplying torque to a an electronically controlled transmission which supplies torque to driven wheels, and an electronic control unit (ECU), the control system comprising:

a speed sensor generating a vehicle speed signal; and

a vehicle position sensor generating a vehicle position signal, the ECU determining a speed limit as a function of a vehicle lateral acceleration, and in response to the speed limit, controlling the transmission so that the vehicle speed is not greater than the wheel speed limit.

19. A control system for a vehicle having an engine supplying torque to a an electronically controlled transmission which supplies torque to driven wheels, and an electronic control unit (ECU), the control system comprising:

a wheel angle sensor generating a wheel angle signal which represents an angle of the steered wheels, the ECU determining a speed limit as a function of the wheel angle signal and in response to the speed limit, controlling the transmission so that the vehicle speed is not greater than the speed limit.