Brake control method based on a linear transfer function reference model

• US 5,931,887 A
• Filed: 09/24/1998
• Issued: 08/03/1999
• Est. Priority Date: 09/24/1998
• Status: Expired due to Term

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: General Motors Corporation (Motors Liquidation Co. GUC Trust)
• Inventors: Hac, Aleksander Boguslaw
• Primary Examiner(s): Cuchlinski, Jr., William A.
• Assistant Examiner(s): DONNELLY, ARTHUR D
• Application Number:
  US09/160,275
• Time in Patent Office: 313 Days
• Field of Search: 701/70, 701/42, 701/71, 701/72, 701/74, 364/578, 303/140, 303/132
• US Class Current: 701/71
• CPC Class Codes: B60T 2230/02 Side slip angle, attitude angle, floating angle, drift angle
• CPC Class Codes: B60T 2270/86 Optimizing braking by using ESP vehicle or tire model
• CPC Class Codes: B60T 8/17552 responsive to the tire sideslip angle or the vehicle body slip angle

Abstract

An active brake control method including an improved method of developing the desired state variables, enabling the system designer to specify the damping ratio and the un-damped natural frequency of desired vehicle performance. The desired state variables are determined by converting a linear time domain model into a transfer function model and solving for the lateral velocity and yaw rate as a function of the driver steering angle, the damping ratio, the un-damped natural frequency of the vehicle, and the transfer function zeros. The damping ratio, the un-damped natural frequency of the vehicle, and the transfer function zeros may either be computed or specified in a look-up table as a function of vehicle speed. This allows the system designer to provide increased damping at high vehicle speeds, for example.

Claims

1. A brake control method for a vehicle comprising the steps of:

measuring a longitudinal speed and steering angle of the vehicle;

determining an un-damped natural frequency, a damping ratio and zeros for first and second transfer functions respectively describing ratios of vehicle yaw rate and lateral velocity to vehicle steering angle as a function of vehicle speed for linear operation of the vehicle;

computing a desired yaw rate as a function of the measured longitudinal speed and steering angle, and the determined un-damped natural frequency, damping ratio, and the zero of the first transfer function;

computing a desired lateral velocity as a function of the measured longitudinal speed and steering angle, and the determined undamped natural frequency, damping ratio, and the zero of the second transfer function;

computing a desired lateral acceleration based on said desired lateral velocity and yaw rate and said measured vehicle speed;

measuring a lateral acceleration and yaw rate of said vehicle, and forming a yaw rate command for said vehicle based at least in part on a first deviation between said desired and measured yaw rates, and a second deviation between said desired and measured lateral accelerations; and

differentially braking wheels of said vehicle to impart a yaw moment corresponding to said yaw rate command.

2. The brake control method of claim 1, wherein the step of determining the un-damped natural frequency comprises calculating the un-damped natural frequency from said transfer functions as a function of the measured vehicle speed and vehicle related coefficients of said transfer function.

3. The brake control method of claim 1, wherein the step of determining the damping ratio comprises calculating the damping ratio from said transfer functions as a function of the measured vehicle speed and vehicle related coefficients of said transfer function.

4. The brake control method of claim 1, wherein the step of determining the un-damped natural frequency comprises storing specified values of the un-damped natural frequency in a look-up table as a function of vehicle speed, and retrieving the stored values from said look-up table during operation of said vehicle as a function of the measured vehicle speed.

5. The brake control method of claim 1, wherein the step of determining the damping ratio comprises storing specified values of the damping ratio in a look-up table as a function of vehicle speed, and retrieving the stored values from said look-up table during operation of said vehicle as a function of the measured vehicle speed.

6. The brake control method of claim 1, wherein the step of determining the zeros of said first and second transfer functions comprises calculating the zeros from said transfer functions as a function of the measured vehicle speed and vehicle related coefficients of said transfer function.

7. The brake control method of claim 1, wherein the step of determining the zeros of said transfer functions comprises storing specified values of the zeros in a look-up table as a function of vehicle speed, and retrieving the stored values from said look-up table during operation of said vehicle as a function of the measured vehicle speed.

8. A brake control method for a vehicle comprising the steps of:

measuring a longitudinal speed and steering angle of the vehicle;

determining an un-damped natural frequency, a damping ratio and zeros for first and second transfer functions respectively describing ratios of vehicle yaw rate and lateral velocity to vehicle steering angle as a function of vehicle speed for linear operation of the vehicle;

computing a desired yaw rate as a function of the measured longitudinal speed and steering angle, and the determined un-damped natural frequency, damping ratio, and the zero of the first transfer function;

computing a desired lateral velocity and the vehicle side slip angle as a function of the measured longitudinal speed and steering angle, and the determined un-damped natural frequency, damping ratio, and the zero of the second transfer function;

computing a desired lateral acceleration based on said desired lateral velocity and yaw rate and said measured vehicle speed;

measuring a lateral acceleration and yaw rate of said vehicle, and forming a yaw rate command for said vehicle based at least in part on a first deviation between said desired and measured yaw rates, and a second deviation between said desired and measured lateral accelerations;

estimating the actual vehicle side slip angle, and forming a slip angle command for said vehicle based on the deviation between the desired and estimated slip angle; and

differentially braking wheels of said vehicle to impart a yaw moment corresponding to a weighted sum of said yaw rate and slip angle commands.