Four wheel steering control utilizing front/rear tire longitudinal slip difference

• US 5,648,903 A
• Filed: 07/10/1995
• Issued: 07/15/1997
• Est. Priority Date: 07/10/1995
• Status: Expired due to Term

• Current Assignee: Mid-America Commercialization Corporation
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Liubakka, Michael Kenneth
• Primary Examiner(s): CHIN, GARY
• Application Number:
  US08/500,670
• Time in Patent Office: 736 Days
• Field of Search: 364/424.051, 364/424.052, 364/424.058, 364/426.01, 364/426.015, 364/426.016, 364/426.027, 364/426.037, 180/197, 180/410, 180/411, 180/412, 180/413, 180/421, 180/422, 280/91.1
• US Class Current: 701/41
• CPC Class Codes: B60T 2260/022 Rear-wheel steering; Four-wheel steering
• CPC Class Codes: B60T 8/175 Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control safety devices for propulsion unit control responsive to, or preventing, skidding of wheels B60K28/16
• 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: B62D 7/159 characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition

Abstract

A four wheel steering strategy determines when the rear tire longitudinal slip becomes greater than the front tire longitudinal slip, either due to braking or acceleration, such that the rear tire slip angles must be increased to maintain vehicle balance with respect to the level of understeer/oversteer. The out-of-phase rear steering angle is reduced or the in-phase rear steering angle is increased to increase the rear tire slip angles and thereby correct vehicle balance. Three embodiments are disclosed which use estimated tire longitudinal slips, wheel speeds, and engine throttle information, respectively. The required inputs for the various embodiments can be obtained from independent sensors or preferably are available from other vehicle systems such as an anti-lock braking system, a traction control system or an engine management system. Advantageously, the present invention operates without requiring expensive sensors such as yaw sensors which are currently not feasible for mass market use.

Claims

1. A method of improving vehicle handling for use with a vehicle having manually operable front steerable wheels and electronically controlled rear steerable wheels, the front and rear steerable wheels each including a tire, said method comprising the steps of:

calculating a desired rear steer angle based on vehicle speed and front wheel angle during operation in a linear region of the tires;

determining if the vehicle is operating in a nonlinear region of the front tires;

calculating a handling term if the vehicle is operating in the nonlinear region of the front tires;

determining if the magnitude of average rear tire longitudinal slip is greater than the magnitude of average front tire longitudinal slip;

adjusting the handling term to compensate for reduced rear cornering force if the magnitude of the average rear tire longitudinal slip is greater than the magnitude of the average front tire longitudinal slip;

modifying the desired rear steer angle based on the handling term to obtain a modified desired rear steer angle; and

steering the rear steerable wheels toward the modified desired steer angle.

2. A method as claimed in claim 1 wherein said step of adjusting the handling term comprises the steps of:

determining the difference between the magnitude of the average rear tire longitudinal slip and the magnitude of the average front tire longitudinal slip;

calculating a handling term multiplier from the difference between the magnitude of the average rear tire longitudinal slip and the magnitude of the average front tire longitudinal slip; and

utilizing the handling term multiplier to modify the handling term.

3. A method as claimed in claim 2 wherein the step of utilizing the handling term multiplier to modify the handling term comprises the steps of:

determining whether the handling term multiplier is less than a minimum handling term multiplier;

setting the handling term multiplier equal to the minimum handling term multiplier if the handling term multiplier is less than the minimum handling term multiplier; and

multiplying the handling term by the handling term multiplier.

4. A method as claimed in claim 1 wherein said step of adjusting the handling term comprises the steps of:

determining if the vehicle is accelerating or decelerating;

subtracting the velocity of the front wheels from the velocity of the rear wheels if the vehicle is accelerating and the velocity of the rear wheels is greater than the velocity of the front wheels;

subtracting the velocity of the rear wheels from the velocity of the front wheels if the vehicle is decelerating and the velocity of the front wheels is greater than the velocity of the rear wheels;

calculating a handling term multiplier from the difference between the velocity of the rear wheels and velocity of the front wheels; and

utilizing the handling term multiplier to modify the handling term.

5. A method as claimed in claim 4 wherein the step of utilizing the handling term multiplier to modify the handling term comprises the steps of:

determining whether the handling term multiplier is less than a minimum handling term multiplier;

setting the handling term multiplier equal to the minimum handling term multiplier if the handling term multiplier is less than the minimum handling term multiplier; and

multiplying the handling term by the handling term multiplier.

6. A method as claimed in claim 1 wherein said step of adjusting the handling term comprises the steps of:

determining the speed of the vehicle;

determining whether the speed of the vehicle is greater than an off traction speed above which an engine of the vehicle does not have sufficient power to spin the rear wheels;

monitoring a throttle position of the vehicle;

calculating a traction handling term if the speed of the vehicle is not greater than the off traction speed and the throttle position is greater than 30%;

determining whether the speed of the vehicle is greater than an on traction speed which is less than the off traction speed; and

setting the handling term equal to the traction handling term if the speed of the vehicle is not greater than the on traction speed.

7. A method as claimed in claim 6 further comprising the step of setting the handling term equal to a sum of a scaled portion of the traction handling term and a scaled portion of the originally calculated handling term, the scaling being based on the vehicle speed, the off traction speed and the on traction speed.