US20020101116A1 - Steering and braking stability program - Google Patents
Steering and braking stability program Download PDFInfo
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- US20020101116A1 US20020101116A1 US09/730,457 US73045700A US2002101116A1 US 20020101116 A1 US20020101116 A1 US 20020101116A1 US 73045700 A US73045700 A US 73045700A US 2002101116 A1 US2002101116 A1 US 2002101116A1
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- 230000007246 mechanism Effects 0.000 claims abstract description 21
- 230000004044 response Effects 0.000 claims abstract description 11
- 238000000034 method Methods 0.000 claims abstract description 6
- 230000001133 acceleration Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 230000003466 anti-cipated effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/328—Systems sharing components with other fluid systems onboard the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/50—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having means for controlling the rate at which pressure is reapplied to or released from the brake
- B60T8/505—Pressure reapplication in a mu-split situation, i.e. a situation with different coefficients of friction on both sides of the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2260/00—Interaction of vehicle brake system with other systems
- B60T2260/02—Active Steering, Steer-by-Wire
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2260/00—Interaction of vehicle brake system with other systems
- B60T2260/02—Active Steering, Steer-by-Wire
- B60T2260/024—Yawing moment compensation during mu-split braking
Definitions
- the present invention relates to vehicle control systems, such as anti-lock braking systems and traction control systems. More particularly, the present invention relates to a vehicle control system that employs information from a vehicle steering system to provide the vehicle steering system with an enhancing input to adjust the steering of the vehicle to enhance the performance of the vehicle and the vehicle control system.
- vehicle control systems such as anti-lock brake systems, traction control systems and stability systems is typically affected by several factors which the vehicle control system is not configured to directly control and/or monitor.
- One such factor relates to a steering input transmitted to a vehicle steering system.
- the vehicle control system lacks the ability monitor and influence or control the steering input delivered to the vehicle steering system, the vehicle control system is not used to its fullest potential, with the result being relatively lower performance for both the vehicle control system and the vehicle.
- a vehicle control system having means for directly monitoring the steering input provided to the vehicle steering system enables the vehicle control system to use real time data concerning the direction the vehicle is being steered, permitting the anti-lock brake system to immediately apply the maximum braking force for a given situation, as well as alter the braking force if the situation (e.g., steering input) is changed.
- a vehicle control system that directly monitors and controls or influences the steering input provided to the vehicle steering system enables the traction control slightly alter the steering input delivered to the vehicle steering system to reposition of the vehicle wheels to increase traction without reducing drive torque.
- the traction control system is able to maximize both traction and drive torque since the vehicle control system.
- the present invention provides vehicle having a steering mechanism and a vehicle control system which cooperate to improve the performance of the vehicle and the vehicle control system.
- the vehicle also includes an input device adapted to produce a steering signal indicative of a manual steering input received from a vehicle operator.
- the steering mechanism has an input member operable for receiving a steering input and output member moveable in response to the steering input.
- the output member is positionable to control the direction in which the vehicle travels.
- the vehicle control system is operable for controlling a performance characteristic of the vehicle, and may include an anti-lock brake system, a traction control system or a stability system. The vehicle control system receives the steering signal and tailors its operation in response thereto.
- the vehicle control system includes a control unit for selectively calculating a steering angle offset which is operable for causing the steering mechanism to reposition the vehicle wheels to further improve the performance of the vehicle control system and the vehicle.
- a method for controlling a vehicle is also provided.
- FIG. 1 is a schematic illustration of a vehicle having the vehicle control system of the present invention.
- FIG. 2 is an enlarged view of a portion of the vehicle of FIG. 1 illustrating the steering mechanism and vehicle control system in greater detail.
- Vehicle 10 includes an engine and transmission assembly 12 , a plurality of vehicle wheels 14 , a steering mechanism 16 , a steering wheel 18 , a steering input device 20 , a plurality of brake calipers 22 and a vehicle control system 24 .
- Engine and transmission assembly 12 is conventionally operable for providing a rotational output to the vehicle wheels 14 .
- Steering mechanism 16 is coupled to the vehicle chassis and is operable for orienting the vehicle wheels 14 .
- steering mechanism 16 is a conventional rack-and-pinion type steering mechanism of the type that is well known in the art.
- the steering mechanism 16 includes an input pinion 30 for receiving a steering input from the steering input device 20 and a rack member 32 for controlling the orientation of the vehicle wheels 14 (i.e., the direction in which the vehicle 10 travels) in response to the steering input.
- a rack member 32 for controlling the orientation of the vehicle wheels 14 (i.e., the direction in which the vehicle 10 travels) in response to the steering input.
- Steering wheel 18 is conventionally operable for receiving a manual steering input from a vehicle operator.
- Steering input device 20 is operable for receiving the manual steering input and producing the steering input.
- Steering input device 20 includes a sensor 40 , a steering controller 42 and an output mechanism 44 .
- Sensor 40 is operable for determining the rotational position of the steering wheel 18 and producing a steering wheel position signal in response thereto.
- Steering controller 42 receives the steering wheel position signal and produces a steering output signal.
- the output mechanism 44 is a rotary actuator having an output member 48 that is coupled for rotation with the input pinion 30 .
- the steering output signal is transmitted from the steering controller 42 to the output mechanism 44 , causing the output mechanism 44 to turn the input pinion 30 to change the orientation of the vehicle wheels 14 in a predetermined manner.
- steering sensor 40 could be sensitive to steering torque and thus the steering output signal is related to applied torque, as opposed to steering wheel absolute position.
- Vehicle control system 24 is operable for controlling a performance characteristic of the vehicle 10 .
- the vehicle control system 24 includes an anti-lock brake system 50 for controlling skidding due to deceleration, a traction control system 54 for controlling wheel slip due to acceleration and vehicle yaw, a stability system 58 for reducing understeer or oversteer, and a control unit 62 that is adapted to monitor a plurality of sensor signals and control the anti-lock brake system 50 , traction control system 54 and stability system 58 in a predetermined manner.
- a common feature of these systems is their controlled actuation of brake calipers 22 , producing a controlled level of braking torque on one or more vehicle wheels.
- Anti-lock brake system 50 traction control system 54 and stability system 58 are discussed in greater detail in the following commonly-assigned U.S. Patents, the disclosures of which are hereby incorporated by reference as if fully set forth herein: U.S. Pat. No.
- Control unit 62 is electronically coupled to steering controller 42 and receives data in real time from the steering input device 20 concerning the manual steering input, permitting control unit 62 to tailor its operation in response thereto.
- Control unit 62 preferably generates a steering angle offset or torque signal that is transmitted to steering controller 42 for modifying the manual steering input to improve the performance of the vehicle control system 24 .
- control unit 62 is able to employ a steering angle offset to affect minor changes in the steering of the vehicle 10 to improve the performance of the vehicle control system 24 and/or the vehicle 10 .
- Improved performance stems from the vehicle control system's 24 direct monitoring of the operation of the vehicle 10 , enabling it to determine how the vehicle 10 is being operated and the vehicle operator's intended path in a manner that is relatively quicker than is possible in vehicles equipped with conventional vehicle control systems.
- One example of the advantages of the vehicle control system 24 of the present invention concerns the ability of the vehicle control system 24 to tailor the performance of the anti-lock brake system 50 during swerving maneuvers, such as when braking in a curve or while changing lanes.
- steering controller 42 continuously provides control unit 62 with data on the steering angle, permitting the vehicle control system 24 to recognize the path of the vehicle 10 , in addition to the position of the wheels. Consequently, the control unit 62 is able to control the anti-lock brake system 50 taking into consideration the amount of tractive force that is necessary to maneuver the vehicle 10 in a desired manner.
- the anti-lock brake system 50 may be controlled with a relatively large amount of wheel slip so as to shorten the effective stopping distance of the vehicle 10 . Conversely, in swerving maneuvers where a relatively large tractive force is required to prevent the vehicle 10 from skidding, the anti-lock brake system 50 may be controlled with relatively less wheel slip to ensure that the vehicle operator will remain in control of the vehicle 10 during the swerving maneuver so that the vehicle 10 may be stopped in a safe manner.
- Another example of the advantages of the vehicle control system 24 of the present invention concerns the ability of the vehicle control system 24 to tailor the performance of the traction control system 54 when the vehicle 10 is accelerating during a swerving maneuver.
- the steering controller 42 and the control unit 62 communicate on a nearly continuous basis, permitting the traction control system 54 to recognize the path of the vehicle 10 and the position of the vehicle wheels 14 .
- the traction control system 54 controls one or more of the brake calipers 22 to selectively apply a braking force to reduce wheel slip.
- the control unit 62 is also able to calculate a steering angle offset for slightly changing the position of the vehicle wheels 14 to a position which would improve traction.
- Yet another series of examples pertains to split-mu situations wherein a pair of the vehicle wheels 14 on one side of the vehicle (e.g., driver's side) are on a low traction surface (i.e., low-mu) and the other vehicle wheels 14 are on a higher traction surface (i.e., high-mu).
- a situation where this may be encountered is a paved surface on which ice has formed on a portion of the driving lane.
- the vehicle 10 When stopping in a relatively straight line in split-mu situations, the vehicle 10 tends to slip on the low-mu side which tends to cause the vehicle 10 to rotate. Communication between the steering controller 42 and the control unit 62 permits this situation to be detected and counteracted. Additionally, as the control unit 62 is equipped to generate a steering angle offset, the control unit 62 is able to calculate an adjustment to reposition the vehicle wheels 14 to counteract the tendency of the vehicle 10 to rotate during split-mu braking.
- the control unit 62 may be programmed with a relatively more aggressive yaw control algorithm to provide a steering angle offset to slightly change the position of the vehicle wheels 14 when the vehicle 10 is pulled to the high-mu side. Such offsets may also be incorporated to compensate for the tendency of the vehicle 10 to pull toward the high-mu side during hard acceleration when the traction control system 54 is active or while braking in a split-mu situation around a curve.
- vehicle control system 24 of the present invention has been described thus far as including a separate control unit 62 for communicating with a steering controller 42 , those skilled in the art will appreciate that the invention, in its broader aspects, may be constructed somewhat differently.
- the steering controller 42 and the control unit 62 may be incorporated into a single controller to improve the ability with which the present invention may be packaged into a vehicle, as well as to reduce fabrication and assembly costs. Accordingly, while the invention has been described in the specification and illustrated in the drawings with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention as defined in the claims.
Abstract
Description
- 1. Technical Field
- The present invention relates to vehicle control systems, such as anti-lock braking systems and traction control systems. More particularly, the present invention relates to a vehicle control system that employs information from a vehicle steering system to provide the vehicle steering system with an enhancing input to adjust the steering of the vehicle to enhance the performance of the vehicle and the vehicle control system.
- 2. Discussion
- The performance of vehicle control systems, such as anti-lock brake systems, traction control systems and stability systems is typically affected by several factors which the vehicle control system is not configured to directly control and/or monitor. One such factor relates to a steering input transmitted to a vehicle steering system. As the vehicle control system lacks the ability monitor and influence or control the steering input delivered to the vehicle steering system, the vehicle control system is not used to its fullest potential, with the result being relatively lower performance for both the vehicle control system and the vehicle.
- One example of this problem is illustrated with reference to a vehicle having a conventional anti-lock brake system wherein the anti-lock brake system and the vehicle steering system are completely independent of one another. Because the anti-lock brake system lacks the ability to interact with the vehicle steering system, the anti-lock brake system is typically configured with a margin of safety to permit the vehicle operator to sharply maneuver the vehicle should it be necessary to do so while braking.
- To provide this margin of safety, it is necessary to initiate the operation of the anti-lock braking system so that the braking force that is delivered is lower than the maximum possible braking force that the anti-lock braking system is capable of delivering. Successive iterations of an algorithm attempt to predict the manner in which the vehicle will be steered during the braking event so that the braking force delivered by the anti-lock braking system can be tailored to suit the anticipated need for tractive force to maneuver the vehicle. If it is determined that relatively little tractive force is necessary, the iterations of the algorithm may gradually increase the braking force that is delivered. Conversely, if it is determined that more tractive force is necessary, the iterations of the algorithm may gradually reduce the braking force that is delivered. In contrast to the conventional systems, a vehicle control system having means for directly monitoring the steering input provided to the vehicle steering system enables the vehicle control system to use real time data concerning the direction the vehicle is being steered, permitting the anti-lock brake system to immediately apply the maximum braking force for a given situation, as well as alter the braking force if the situation (e.g., steering input) is changed.
- Another example of the above noted problem is illustrated with reference to a vehicle having a conventional traction control system wherein the traction control system and the vehicle steering system are independent of one another. Conventional traction control systems typically employ engine interventions wherein the flow of drive torque to the vehicle wheels is interrupted upon the detection of excessive wheel slip. While this approach can be successful, vehicle performance is adversely affected during the engine interventions.
- In contrast to the conventional systems, a vehicle control system that directly monitors and controls or influences the steering input provided to the vehicle steering system enables the traction control slightly alter the steering input delivered to the vehicle steering system to reposition of the vehicle wheels to increase traction without reducing drive torque. In this regard, the traction control system is able to maximize both traction and drive torque since the vehicle control system.
- As another drawback, conventional vehicle control systems often operate in a less efficient manner due to their inability to directly control or influence the steering of a vehicle. Stability systems, for example, routinely rely on the independent and selective braking of the vehicle wheels to influence the direction of the vehicle. While this approach is effective, it is less efficient than altering the course of the vehicle by changing the steering input that is delivered to the vehicle steering system. This approach also increases the rate of wear for the components of the vehicle braking system.
- It is one object of the present invention to provide a vehicle control system that is coupled to the vehicle steering system to provide the vehicle control system with data to improve its performance as well as that of the vehicle.
- It is another object of the present invention to provide a vehicle control system which is able to analyze data on the vehicle's path to tailor the performance of the vehicle control system in a manner which improves its performance.
- It is another object of the present invention to provide a vehicle control system which is able to calculate a steering angle offset for changing the position of the vehicle wheels to improve the performance of the vehicle control system and the vehicle.
- It is yet another object of the present invention to provide a method for controlling a vehicle using a vehicle control system.
- In one preferred form, the present invention provides vehicle having a steering mechanism and a vehicle control system which cooperate to improve the performance of the vehicle and the vehicle control system. The vehicle also includes an input device adapted to produce a steering signal indicative of a manual steering input received from a vehicle operator. The steering mechanism has an input member operable for receiving a steering input and output member moveable in response to the steering input. The output member is positionable to control the direction in which the vehicle travels. The vehicle control system is operable for controlling a performance characteristic of the vehicle, and may include an anti-lock brake system, a traction control system or a stability system. The vehicle control system receives the steering signal and tailors its operation in response thereto. Preferably, the vehicle control system includes a control unit for selectively calculating a steering angle offset which is operable for causing the steering mechanism to reposition the vehicle wheels to further improve the performance of the vehicle control system and the vehicle. A method for controlling a vehicle is also provided.
- Additional advantages and features of the present invention will become apparent from the subsequent description and the appended claims, taken in conjunction with the accompanying drawings, wherein:
- FIG. 1 is a schematic illustration of a vehicle having the vehicle control system of the present invention; and
- FIG. 2 is an enlarged view of a portion of the vehicle of FIG. 1 illustrating the steering mechanism and vehicle control system in greater detail.
- With reference to FIGS. 1 and 2 of the drawings, a vehicle constructed in accordance with the teachings of the present invention is generally indicated by
reference numeral 10.Vehicle 10 includes an engine andtransmission assembly 12, a plurality ofvehicle wheels 14, asteering mechanism 16, asteering wheel 18, asteering input device 20, a plurality ofbrake calipers 22 and avehicle control system 24. Engine andtransmission assembly 12 is conventionally operable for providing a rotational output to thevehicle wheels 14.Steering mechanism 16 is coupled to the vehicle chassis and is operable for orienting thevehicle wheels 14. In the particular embodiment illustrated,steering mechanism 16 is a conventional rack-and-pinion type steering mechanism of the type that is well known in the art. Briefly, thesteering mechanism 16 includes aninput pinion 30 for receiving a steering input from thesteering input device 20 and arack member 32 for controlling the orientation of the vehicle wheels 14 (i.e., the direction in which thevehicle 10 travels) in response to the steering input. Those skilled in the art will understand, however, that other types of steering mechanisms, such as parallelogram-type steering mechanisms, may also be used and as such, the scope of the present invention will not be limited to vehicles having rack-and-pinion type steering mechanisms. -
Steering wheel 18 is conventionally operable for receiving a manual steering input from a vehicle operator.Steering input device 20 is operable for receiving the manual steering input and producing the steering input.Steering input device 20 includes asensor 40, asteering controller 42 and anoutput mechanism 44.Sensor 40 is operable for determining the rotational position of thesteering wheel 18 and producing a steering wheel position signal in response thereto.Steering controller 42 receives the steering wheel position signal and produces a steering output signal. In the particular embodiment illustrated, theoutput mechanism 44 is a rotary actuator having anoutput member 48 that is coupled for rotation with theinput pinion 30. The steering output signal is transmitted from thesteering controller 42 to theoutput mechanism 44, causing theoutput mechanism 44 to turn theinput pinion 30 to change the orientation of thevehicle wheels 14 in a predetermined manner. Alternatively,steering sensor 40 could be sensitive to steering torque and thus the steering output signal is related to applied torque, as opposed to steering wheel absolute position. -
Vehicle control system 24 is operable for controlling a performance characteristic of thevehicle 10. In the particular embodiment illustrated, thevehicle control system 24 includes ananti-lock brake system 50 for controlling skidding due to deceleration, atraction control system 54 for controlling wheel slip due to acceleration and vehicle yaw, astability system 58 for reducing understeer or oversteer, and acontrol unit 62 that is adapted to monitor a plurality of sensor signals and control theanti-lock brake system 50,traction control system 54 andstability system 58 in a predetermined manner. A common feature of these systems is their controlled actuation ofbrake calipers 22, producing a controlled level of braking torque on one or more vehicle wheels.Anti-lock brake system 50,traction control system 54 andstability system 58 are discussed in greater detail in the following commonly-assigned U.S. Patents, the disclosures of which are hereby incorporated by reference as if fully set forth herein:U.S. Pat. No. Title 4,657,310 Brake system for automotive vehicles with controllable brake force distribution 4,789,207 Slip-controlled brake system for automotive vehicles 4,844,557 Circuit configuration for brake systems with anti-lock control and/or traction slip control 4,883,328 Brake system with anti-locking and/or traction slip control 5,272,636 Circuit configuration for a brake system with anti-lock or traction slip control 5,277,481 Brake system for automotive vehicles with electronically controlled brake force distribution and with anti-lock control 5,282,677 Anti-lock hydraulic brake system 5,302,010 Circuit configuration for improving the driving behavior of an automotive vehicle tending to oversteer 5,312,169 Circuit configuration for an automotive vehicle with anti-lock control and/or traction slip control 5,322,356 Method and circuit configuration to augment the driving stability of a road vehicle -
Control unit 62 is electronically coupled to steeringcontroller 42 and receives data in real time from thesteering input device 20 concerning the manual steering input, permittingcontrol unit 62 to tailor its operation in response thereto.Control unit 62 preferably generates a steering angle offset or torque signal that is transmitted to steeringcontroller 42 for modifying the manual steering input to improve the performance of thevehicle control system 24. In this regard,control unit 62 is able to employ a steering angle offset to affect minor changes in the steering of thevehicle 10 to improve the performance of thevehicle control system 24 and/or thevehicle 10. Improved performance stems from the vehicle control system's 24 direct monitoring of the operation of thevehicle 10, enabling it to determine how thevehicle 10 is being operated and the vehicle operator's intended path in a manner that is relatively quicker than is possible in vehicles equipped with conventional vehicle control systems. - One example of the advantages of the
vehicle control system 24 of the present invention concerns the ability of thevehicle control system 24 to tailor the performance of theanti-lock brake system 50 during swerving maneuvers, such as when braking in a curve or while changing lanes. During the operation of thevehicle 10, steeringcontroller 42 continuously providescontrol unit 62 with data on the steering angle, permitting thevehicle control system 24 to recognize the path of thevehicle 10, in addition to the position of the wheels. Consequently, thecontrol unit 62 is able to control theanti-lock brake system 50 taking into consideration the amount of tractive force that is necessary to maneuver thevehicle 10 in a desired manner. In situations where thevehicle 10 is being operated in essentially a straight line, theanti-lock brake system 50 may be controlled with a relatively large amount of wheel slip so as to shorten the effective stopping distance of thevehicle 10. Conversely, in swerving maneuvers where a relatively large tractive force is required to prevent thevehicle 10 from skidding, theanti-lock brake system 50 may be controlled with relatively less wheel slip to ensure that the vehicle operator will remain in control of thevehicle 10 during the swerving maneuver so that thevehicle 10 may be stopped in a safe manner. - Another example of the advantages of the
vehicle control system 24 of the present invention concerns the ability of thevehicle control system 24 to tailor the performance of thetraction control system 54 when thevehicle 10 is accelerating during a swerving maneuver. As with the above example, the steeringcontroller 42 and thecontrol unit 62 communicate on a nearly continuous basis, permitting thetraction control system 54 to recognize the path of thevehicle 10 and the position of thevehicle wheels 14. In a swerving situation where excessive wheel slip due to acceleration is detected, thetraction control system 54 controls one or more of thebrake calipers 22 to selectively apply a braking force to reduce wheel slip. Additionally or alternatively, thecontrol unit 62 is also able to calculate a steering angle offset for slightly changing the position of thevehicle wheels 14 to a position which would improve traction. - Yet another series of examples pertains to split-mu situations wherein a pair of the
vehicle wheels 14 on one side of the vehicle (e.g., driver's side) are on a low traction surface (i.e., low-mu) and theother vehicle wheels 14 are on a higher traction surface (i.e., high-mu). One example of a situation where this may be encountered is a paved surface on which ice has formed on a portion of the driving lane. - When stopping in a relatively straight line in split-mu situations, the
vehicle 10 tends to slip on the low-mu side which tends to cause thevehicle 10 to rotate. Communication between the steeringcontroller 42 and thecontrol unit 62 permits this situation to be detected and counteracted. Additionally, as thecontrol unit 62 is equipped to generate a steering angle offset, thecontrol unit 62 is able to calculate an adjustment to reposition thevehicle wheels 14 to counteract the tendency of thevehicle 10 to rotate during split-mu braking. - The differing amounts of traction in a split-mu situation frequently causes the
vehicle 10 to exhibit excessive yaw (i.e., rotation about the longitudinal axis of the vehicle 10) which can substantially reduce traction on one side of thevehicle 10 and render thevehicle 10 more difficult to control. To counteract the yaw produced in such situations, thecontrol unit 62 may be programmed with a relatively more aggressive yaw control algorithm to provide a steering angle offset to slightly change the position of thevehicle wheels 14 when thevehicle 10 is pulled to the high-mu side. Such offsets may also be incorporated to compensate for the tendency of thevehicle 10 to pull toward the high-mu side during hard acceleration when thetraction control system 54 is active or while braking in a split-mu situation around a curve. - While the
vehicle control system 24 of the present invention has been described thus far as including aseparate control unit 62 for communicating with asteering controller 42, those skilled in the art will appreciate that the invention, in its broader aspects, may be constructed somewhat differently. For example, the steeringcontroller 42 and thecontrol unit 62 may be incorporated into a single controller to improve the ability with which the present invention may be packaged into a vehicle, as well as to reduce fabrication and assembly costs. Accordingly, while the invention has been described in the specification and illustrated in the drawings with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention as defined in the claims. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment illustrated by the drawings and described in the specification as the best mode presently contemplated for carrying out this invention, but that the invention will include any embodiments falling within the description of the appended claims.
Claims (15)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/730,457 US6435626B1 (en) | 2000-12-05 | 2000-12-05 | Steering and braking stability program |
DE10155938A DE10155938A1 (en) | 2000-12-05 | 2001-11-14 | Motor vehicle has steering system and regulating system that applies braking torque to one or more vehicle wheels; regulating system adapts its function in response to steering signal |
JP2001371042A JP3984039B2 (en) | 2000-12-05 | 2001-12-05 | Vehicle and vehicle control method |
Applications Claiming Priority (1)
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US09/730,457 US6435626B1 (en) | 2000-12-05 | 2000-12-05 | Steering and braking stability program |
Publications (2)
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US20020101116A1 true US20020101116A1 (en) | 2002-08-01 |
US6435626B1 US6435626B1 (en) | 2002-08-20 |
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US09/730,457 Expired - Fee Related US6435626B1 (en) | 2000-12-05 | 2000-12-05 | Steering and braking stability program |
Country Status (3)
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US (1) | US6435626B1 (en) |
JP (1) | JP3984039B2 (en) |
DE (1) | DE10155938A1 (en) |
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US20050236896A1 (en) * | 2004-03-18 | 2005-10-27 | Ford Global Technologies, Llc | Method and apparatus of controlling an automotive vehicle using brake-steer as a function of steering wheel torque |
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DE4022471A1 (en) | 1990-07-14 | 1992-01-16 | Teves Gmbh Alfred | METHOD FOR INCREASING THE DRIVING STABILITY OF A ROAD VEHICLE |
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- 2001-12-05 JP JP2001371042A patent/JP3984039B2/en not_active Expired - Fee Related
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US20080147273A1 (en) * | 2004-03-16 | 2008-06-19 | Urs Bauer | Method for Increasing the Driving Stability of a Motor Vehicle |
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US7165644B2 (en) * | 2004-03-18 | 2007-01-23 | Ford Global Technologies, Llc | Method and apparatus of controlling an automotive vehicle using brake-steer as a function of steering wheel torque |
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Also Published As
Publication number | Publication date |
---|---|
JP2002264789A (en) | 2002-09-18 |
JP3984039B2 (en) | 2007-09-26 |
DE10155938A1 (en) | 2002-06-20 |
US6435626B1 (en) | 2002-08-20 |
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