Active brake control including estimation of yaw rate and slip angle

• US 6,161,905 A
• Filed: 11/19/1998
• Issued: 12/19/2000
• Est. Priority Date: 11/19/1998
• Status: Expired due to Term

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: Delphi Technologies, Inc. (BorgWarner Incorporated), General Motors Corporation (Motors Liquidation Co. GUC Trust)
• Inventors: Simpson, Melinda Daniele, Hac, Aleksander Boguslaw
• Primary Examiner(s): Butler, Douglas C.
• Assistant Examiner(s): NGUYEN, XUAN LAN T
• Application Number:
  US09/195,674
• Time in Patent Office: 761 Days
• Field of Search: 303/139, 303/140, 303/146, 303/147, 303/150
• US Class Current: 303/146
• CPC Class Codes: B60T 2230/02 Side slip angle, attitude angle, floating angle, drift angle
• CPC Class Codes: B60T 2250/03 Vehicle yaw rate
• CPC Class Codes: B60T 8/17551 determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters

Abstract

An improved vehicle active brake control based on an estimate of vehicle yaw rate and slip angle, wherein the estimate is based on a weighted average of two yaw rate values developed with two different estimation techniques. In general, the first estimate of yaw rate is based on the relative velocity of the un-driven wheels, and the second estimate is based on a measure of lateral acceleration. Confidence levels in each estimate are determined and used to form a third or preliminary yaw rate estimate based on a weighted average of the first and second estimates, and the third estimate is supplied to a closed-loop nonlinear dynamic observer which develops the final estimate of yaw rate, along with estimates of lateral velocity and side-slip angle.

Claims

1. A method of estimating vehicle yaw rate in a vehicle stability enhancement control configured to produce a corrective vehicle yaw moment based on a deviation of the vehicle yaw rate from a desired value, where the vehicle has a pair of undriven wheels, the method comprising the steps of:

measuring speeds of the undriven wheels of the vehicle;

measuring a lateral acceleration of the vehicle;

measuring a vehicle steering angle;

determining a preliminary estimate of yaw rate of the vehicle based on the measured speeds and the measured lateral acceleration;

estimating a final yaw rate and lateral velocity with a closed-loop non-linear dynamic observer, wherein the measured lateral acceleration and the preliminary estimate of yaw rate are provided as closed-loop feedback inputs to the dynamic observer;

wherein the step of determining a preliminary estimate of yaw rate of the vehicle comprises the steps of;

estimating a first yaw rate of the vehicle based on the measured wheel speeds;

determining a first confidence level indicative of an accuracy of said first yaw rate estimate;

estimating a second yaw rate of the vehicle based on the measured lateral acceleration;

determining a second confidence level indicative of an accuracy of said second yaw rate estimate;

computing the preliminary yaw rate estimate based on a weighted average of said first and second yaw rate estimates, the first and second confidence levels determining the weights given to the first and second yaw rate estimates.

2. The method of claim 1, including the step of:

compensating said first yaw rate estimate for differences in tire loading during cornering of the vehicle.

3. The method of claim 2, wherein the step of compensating said first yaw rate includes the steps of:

determining a compensation factor as a function of vehicle speed and said measured lateral acceleration; and

subtracting said compensation factor from said first yaw rate.

4. The method of claim 1, wherein the step of estimating said first yaw rate includes the steps of:

estimating a lateral surface coefficient of adhesion of the vehicle;

determining a maximum rate of change of yaw rate as function of said estimate of lateral surface coefficient of adhesion; and

limiting the rate of change of said first estimate of yaw rate to less than the determined maximum rate of change of yaw rate.

5. The method of claim 1, wherein the step of estimating said first yaw rate includes the steps of:

estimating a lateral surface coefficient of adhesion of the vehicle;

determining a maximum yaw rate as function of said estimate of lateral surface coefficient of adhesion and vehicle speed; and

limiting said first estimate of yaw rate to less than the determined maximum yaw rate.

6. The method of claim 1, wherein the step of estimating said first yaw rate includes the steps of:

measuring a driver steering angle of said vehicle;

determining a desired steady state yaw rate based on said measured steering angle and an estimate of vehicle speed;

re-estimating said first estimate of yaw rate based a weighted average of said first estimate of yaw rate and said desired steady state yaw rate when a transient operating condition of the vehicle is detected.

7. The method of claim 6, including the step of:

estimating a lateral surface coefficient of adhesion of the vehicle,

the estimate of lateral adhesion determining the weights given to the first estimate of yaw rate and the desired yaw rate.

8. The method of claim 1, wherein the step of determining said first confidence level includes the step of:

detecting an operating condition of the vehicle indicative of potential slippage of at least one of the un-driven wheels, and setting the first confidence level to a value indicative of low confidence in response to such detection, thereby reducing the weight of said first estimate of yaw rate in the computation of said preliminary estimate of yaw rate.

9. The method of claim 8, wherein the detecting of an operating condition of the vehicle indicative of potential slippage of at least one of the un-driven wheels includes detecting a condition of significant driver braking of the vehicle.

10. The method of claim 9, wherein the step of detecting a condition of significant driver braking includes the steps of:

estimating a lateral surface coefficient of adhesion of the vehicle;

determining acceleration magnitudes of the un-driven wheels;

calculating vehicle deceleration;

detecting a condition of significant driver braking when any of said acceleration magnitudes exceeds a threshold based on the estimated lateral surface coefficient of adhesion, or said vehicle deceleration exceeds a threshold based on the estimated lateral surface coefficient of adhesion.

11. The method of claim 8, wherein the detecting of an operating condition of the vehicle indicative of potential slippage of at least one of the un-driven wheels includes:

estimating a lateral surface coefficient of adhesion of the vehicle;

determining a maximum yaw rate as function of said estimate of lateral surface coefficient of adhesion and vehicle speed; and

detecting an operating condition of the vehicle indicative of potential slippage of at least one of the un-driven wheels when the first estimate of yaw rate exceeds the determined maximum yaw rate.

12. The method of claim 8, wherein the step of detecting an operating condition of the vehicle indicative of potential slippage of at least one of the un-driven wheels includes the steps of:

estimating a lateral surface coefficient of adhesion of the vehicle;

determining a maximum magnitude of wheel acceleration as function of said estimate of lateral surface coefficient of adhesion; and

detecting an operating condition of the vehicle indicative of potential slippage of at least one of the un-driven wheels when an acceleration magnitude of at least one of said un-driven wheels exceeds the determined maximum magnitude of wheel acceleration.

13. The method of claim 8, wherein the detecting of an operating condition of the vehicle indicative of potential slippage of at least one of the un-driven wheels includes:

estimating a lateral surface coefficient of adhesion of the vehicle; and

detecting an operating condition of the vehicle indicative of potential slippage of at least one of the un-driven wheels when the product of the estimated lateral surface coefficient and vehicle speed is below a threshold.

14. The method of claim 1, wherein the step of determining said second confidence level includes the step of:

detecting an operating condition indicative of a transient maneuver of the vehicle, and setting the second confidence level to a value indicative of low confidence in response to such detection, thereby reducing the weight of said second estimate of yaw rate in the computation of said preliminary estimate of yaw rate.

15. The method of claim 14, wherein the step of detecting an operating condition indicative of a transient maneuver of the vehicle includes the steps of:

determining a desired lateral acceleration;

determining rates of change of said measured lateral acceleration and said desired lateral acceleration; and

detecting an operating condition indicative of a transient maneuver of the vehicle when said determined rates of change exceed predefined thresholds.

16. A method of estimating vehicle yaw rate in a vehicle stability enhancement control configured to produce a corrective vehicle yaw moment based on a deviation of the vehicle yaw rate from a desired value, where the vehicle has a pair of undriven wheels, the method comprising the steps of:

measuring speeds of the undriven wheels of the vehicle;

measuring a lateral acceleration of the vehicle;

measuring a vehicle steering angle;

determining a preliminary estimate of yaw rate of the vehicle based on the measured speeds and the measured lateral acceleration; and

estimating a final yaw rate and lateral velocity with a closed-loop non-linear dynamic observer, wherein the measured lateral acceleration and the preliminary estimate of yaw rate are provided as closed-loop feedback inputs to the dynamic observer;

wherein the closed-loop non-linear dynamic observer includes gain terms applied to a difference between said preliminary estimate of yaw rate and said final estimate of yaw rate, and the method includes the steps of;

determining an overall confidence level according to the sum of said first and second confidence levels; and

adjusting said gain terms in proportion to the determined overall confidence.