Method for vehicular wheel spin control that adapts to different road traction characteristics

• US 5,278,761 A
• Filed: 11/12/1992
• Issued: 01/11/1994
• Est. Priority Date: 11/12/1992
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Motor Company
• Inventors: Hrovat, Davorin, Chen, Lee-Fei, Simonds, Craig J., Ander, Anthony T.
• Primary Examiner(s): Black, Thomas G.
• Assistant Examiner(s): DAY, JULIE
• Application Number:
  US07/974,756
• Time in Patent Office: 425 Days
• Field of Search: 364/426.03, 364/426.01, 180/197
• US Class Current: 701/84
• CPC Class Codes: B60K 28/16 responsive to, or preventing, skidding of wheels brake control systems for vehicle drive stability B60T8/1755; arrangements responsive to a speed condition for adjusting wheel braking force B60T8/32; control of vehicle driving stability otherwise than by controlling the propulsion unit only B60W30/02; preventing wheel slippage by reducing power in rail vehicles B61C15/00

Abstract

Techniques for controlling the spin of driven wheels of a vehicle being driven over a surface, the vehicle also including nondriven wheels and an engine having a fuel system for varying engine torque. A characteristic signal representative of at least an estimate of the value of a traction characteristic of a surface under the vehicle is generated. A drive signal having a value dependent on the value of the characteristic signal is then generated. The engine torque is varied in response to the drive signal in order to control the spin of the driven wheels of the vehicle.

Claims

1. A method of controlling the spin of driven wheels of a vehicle being driven over a surface, said vehicle also including nondriven wheels and an engine having a fuel system for varying engine torque from a maximum torque value to an idle torque value, said method comprising in combination the steps of:

generating a characteristic signal representative of at least an estimate of the value of a traction characteristic of said surface under said vehicle;

generating a first decision signal if the value of said characteristic signal is increasing;

generating a second decision signal if the value of said characteristic signal is decreasing;

generating a first boundary signal representative of a first boundary value between a first range of values of a traction characteristic of said surface and a second range of values of said traction characteristic, the values in said second range being greater than the values in said first range;

generating a first band signal having a first predetermined band value less than said first boundary value;

generating a second band signal having a second predetermined band value greater than said first boundary value;

generating a drive signal having a value depending on a predetermined relationship among the values of said characteristic signal, first decision signal, second decision signal, first band signal and second band signal; and

varying said engine torque in response to said drive signal, whereby the spin of said driven wheels is controlled while chattering is reduced.

2. A method, as claimed in claim 1, wherein the step of generating said drive signal comprises the steps of:

generating an initial control signal when the value of the characteristic signal falls within said first range of values;

adjusting the value of said drive signal so that said engine torque is reduced to said idle torque value in response to said initial control signal; and

disabling the generating of said initial control signal so that said engine torque is reduced to said idle torque value only a limited number of times during an operating cycle.

3. A method, as claimed in claim 2, wherein the step of generating said initial control signal comprises the steps of:

comparing the value of said characteristic signal to the value of said first boundary signal; and

generating said initial control signal if the value of said characteristic signal is less than the value of said first boundary signal.

4. A method, as claimed in claim 3, wherein said limited number of times is one.

5. A method, as claimed in claim 1, and further comprising the steps of:

generating a second boundary signal representative of a boundary value between said second range of values and a third range of values of said traction characteristic, the values in said third range being greater than the values in said second range;

generating a third band signal having a third predetermined band value less than said second boundary value;

generating a fourth band signal having a fourth predetermined band value greater than said second boundary value;

generating a first control signal corresponding to said first range of values in response to said first decision signal if said characteristic signal has a value less than said second band signal;

generating a second control signal corresponding to said second range of values in response to said first decision signal if said characteristic signal has a value greater than said second predetermined band value and has a value less than said fourth predetermined band value;

generating a third control signal corresponding to said third range of values in response to said first decision signal if said characteristic signal has a value greater than said second predetermined band value and has a value greater than said fourth predetermined band value; and

calculating said drive signal at least in part from the value of one of said first, second or third control signals.

6. A method, as claimed in claim 5, and further comprising the steps of:

generating a fourth control signal corresponding to said first range of values in response to said second decision signal if said characteristic signal has a value less than said third predetermined band value and has a value less than said first predetermined band value;

generating a fifth control signal corresponding to said second range of values in response to said second decision signal if said characteristic signal has a value less than said third predetermined band value and has a value greater than said first predetermined band value;

generating a sixth control signal corresponding to said third range of values in response to said second decision signal if said characteristic signal has a value greater than said third predetermined band value; and

calculating said drive signal at least in part from the value of one of said first, second, third, fourth, fifth or sixth control signals.

7. A method, as claimed in claim 6, wherein said first range of values represents a traction characteristic of ice, wherein said second range of values represents a traction characteristic of snow and wherein said third range of values represents a traction characteristic of gravel.

8. A method, as claimed in claim 7, wherein the absolute difference between the value of said first boundary signal and said first predetermined band value is substantially equal to the absolute difference between the value of said first boundary signal and said second predetermined band value.

9. A method, as claimed in claim 7, wherein the absolute difference between the value of said second boundary signal and said third predetermined band value is substantially equal to the absolute difference between the value of said second boundary signal and said fourth predetermined band value.

10. A method, as claimed in claim 9, wherein said fourth predetermined band value is greater than said third predetermined band value, wherein said third predetermined band value is greater said second predetermined band value and wherein said second predetermined band value is greater than said first predetermined band value.

11. A method of controlling the spin of driven wheels of a vehicle being driven over a surface, said vehicle also including nondriven wheels and an engine having a fuel system for varying engine torque from a maximum torque value to an idle torque value, said method comprising in combination the steps of:

generating a characteristic signal representative of at least an estimate of the value of a traction characteristic of said surface under said vehicle;

generating a drive signal having a value dependent on the value of said characteristic signal for a first range of values of said characteristic signal and independent of the value of said characteristic signal for a second range of values of said characteristic signal; and

varying said engine torque in response to said drive signal, whereby the spin of said driven wheels is controlled.

12. A method, as claimed in claim 11, wherein said step of generating a characteristic signal comprises the steps of:

generating a torque signal representative of at least an estimate of the amount of torque or tractive force applied to said driven wheels;

generating a load signal representative of at least an estimate of the weight applied to said driven wheels;

dividing the value of said torque signal by the value of said load signal.

13. A method, as claimed in claim 11, wherein the step of generating said drive signal comprises the steps of:

generating a first speed signal representative of the angular speed of said driven wheels;

generating a second speed signal representative of the angular speed of said nondriven wheels;

generating a slip error signal responsive to said first speed signal, said second speed signal and the value of said characteristic signal;

generating a slip error derivative signal dependent on the derivative of said slip error signal and the value of said characteristic signal;

generating a slip error integration signal dependent on the integral of said slip error signal over a predetermined time period and the value of said characteristic signal; and

adjusting the value of said drive signal in response to said slip error signal, said slip error derivative signal and said slip error integration signal.

14. A method, as claimed in claim 13, wherein the step of generating said drive signal comprises the steps of:

storing a first set of gain values corresponding to a first range of values of said traction characteristic;

storing a second set of gain values corresponding to a second range of values of said traction characteristic, some of the values in said second range being greater than the values in said first range;

storing a third set of gain values corresponding to a third range of values of said traction characteristic, some of the values in said third range being greater than the values in said second range;

selecting one of said gain values depending on the value of said characteristic signal; and

calculating the value of said drive signal depending on the selected one of said gain values.

15. A method, as claimed in claim 13, wherein:

the step of generating said slip error signal comprises the step of multiplying said selected one of said gain values times a value proportional to the difference between said first and second speed signals;

the step of generating said slip error derivative signal comprises the steps of multiplying said selected one of said gain values times a value proportional to the derivative of said slip error signal; and

the step of generating said slip error integration signal comprises the step of multiplying said selected one of said gain values times a value proportional to the integral of said slip error signal over a predetermined time period.

16. A method, as claimed in claim 15, wherein the step of generating said slip error signal comprises the steps of:

generating a slip signal proportional to the difference between the angular speed of said driven wheels and the angular speed of said nondriven wheels;

defining a desired slip signal corresponding to said ranges of values of said traction characteristics and proportional to a desired difference between the angular speed of said driven and said nondriven wheels; and

generating said slip error signal proportional to the difference between the value of the slip signal and the value of the desired slip signal.

17. A method, as claimed in claim 14, wherein the step of generating said drive signal comprises the steps of:

generating an initial control signal when the value of the characteristic signal falls within said first range of values;

adjusting the value of said drive signal so that said engine torque is reduced to said idle torque value in response to said initial control signal;

disabling said step of adjusting the value of said drive signal in response to said slip error signal, said slip error derivative signal and said slip error integration signal; and

disabling the generating of said initial control signal so that said engine torque is reduced to said idle torque value only a limited number of times during an operating cycle.

18. A method, as claimed in claim 17, wherein said limited number of times is one.

19. A method, as claimed in claim 17, and further comprising the step of generating a first boundary signal representative of a first boundary value between said first range of values and said second range of values and wherein the step of generating said initial control signal comprises the steps of:

comparing the value of said characteristic signal to the value of said first boundary signal; and

generating said initial control signal if the value of said characteristic signal is less than the value of said first boundary signal.

20. A method, as claimed in claim 14, wherein said first range of values represents a traction characteristic of ice, wherein said second range of values represents a traction characteristic of snow and wherein said third range of values represents a traction characteristic of gravel.