Vehicle stability control

[0002] The present invention relates to control systems for vehicles. In particular, the present invention relates to a stability control system for an automotive vehicle.

[0003] Stability has always been a factor in designing a safer automobile. Stability is necessary to prevent skidding of an automobile or other vehicle in poor traction, during turning, acceleration, and deceleration. Prior art devices have attempted to control several parameters when attempting to improve traction, including controlling speed, acceleration, and torque. Another such way to control stability involves measuring yaw. Yaw is the angular turning around a vertical axis located in the center of the vehicle. In these inventions, a measured yaw is compared to a calculated desired yaw. The difference between the two yaws is a yaw rate error. In prior implementations, this calculation has been used to apply braking, adjust steering, or to adjust torque to counter skidding.

[0004] These prior art systems were typically expensive, requiring several separate sensors to control the vehicle. Furthermore, while the prior art systems improved stability, they did not improve launch performance of the vehicle. The launch performance is the ability of the vehicle to obtain and maintain traction during initial acceleration. Therefore, prior implementations did not satisfy the need for an inexpensive, modular stability control system which improved launch capabilities.

[0005] The invention provides an improved system to control vehicle stability through the use of yaw rate error and the method for using the system. The system provides improved handling through front-to-rear torque biasing, side-to-side torque biasing, and braking intervention. Furthermore, the application of this system increases mobility, precision, and launch capabilities. Finally, the invention provides a system that improves stability, agility, and precision by utilizing a low cost, modular design.

[0006] An embodiment of the invention includes at least one sensor. This sensor detects the yaw rate of the vehicle and translates that yaw rate into a signal. The embodiment also includes a controller that is in electric communication with the sensor and receives the yaw rate from the sensor. The controller compares the measured yaw rate with a calculated, desired yaw rate and creates a yaw torque target signal for achieving the desired yaw rate. This yaw torque target signal is then sent to at least one electric driveline, that adjusts torque in response to the yaw torque target signal.

[0007] In another aspect of the invention, an embodiment of a method of controlling vehicle stability is provided. The method measures the yaw rate of a vehicle and converts it into a signal. This signal is sent to a controller which determines the conditions of the vehicle, receives driver input, and determines a desired yaw rate from this information. The controller then compares the desired yaw rate to the measured yaw rate and calculates a yaw torque target signal that is sent to independently controlled electric drivelines. The electric drivelines then apply torque according to the yaw torque target signal.

[0008] Other systems, methods, features, and advantages of the invention will become apparent to one skilled in the art upon examination of the following figures and detailed description. All such additional systems, methods, features, and advantages are intended to be included within this description, within the scope of the invention, and protected by the accompanying claims.

[0009] The invention may be better understood with reference to the following figures and detailed description. The components in the figures are not necessarily to scale, emphasis being placed upon illustrating the principles of the invention. Moreover, like reference numerals in the figures designate corresponding parts throughout the different views.

[0010] FIG. 1 is a plan view of a vehicle using a vehicle stability control system which controls the drivelines for the two rear wheels of the vehicle according to this invention;

[0011] FIG. 2 is a plan view of a vehicle using a vehicle stability control system which controls the drivelines for the two front wheels and the two rear wheels of the vehicle according to the invention;

[0012] FIG. 3 illustrates a command flow diagram of the control functions according to this invention; and

[0013] FIG. 4 illustrates a flow diagram of the method of controlling vehicle stability according to the invention.

[0014] FIG. 1 depicts an overhead schematic view of a vehicle utilizing vehicle stability control utilizing manipulation of yaw rate in accordance with the present invention. The yaw rate is manipulated by using two rear independently controlled electric drivelines. In FIG. 1, a vehicle 100 with an internal combustion engine 110 is disclosed. This engine 110 is operatively connected to an alternator 120, which charges a battery 130. The battery 130 supplies direct current electricity to a yaw rate sensor 140, which is in communication with a controller 150. In the present embodiment, the battery 130 is a twelve-volt vehicle battery. The controller 150 can be a microprocessor, microcomputer, or the like. The yaw sensor 140 measures the yaw of the vehicle. Yaw is defined herein as the angular motion of the vehicle around the vertical axis of the vehicle at the center of gravity. The controller 150 then follows the logic disclosed in FIG. 3. The controller 150 governs two electric drivelines which provide torque to the two rear wheels 195. An electrical storage device 160 supplies electricity to these drivelines. In the current embodiment, the storage device 160 operates at twenty-four volts. This electric storage device can also be the battery of the vehicle. The distribution of electricity from the electric storage device 160 to the drivelines is determined by the controller 150. An auxiliary alternator 170 supplies the storage device with direct current electricity. The electric drivelines contain electric motors 180 and gearboxes 190 that apply torque to the rear wheels 195 when the driveline receives the appropriate yaw torque target signal from the controller 150. This embodiment can also be applied to a front-wheel drive vehicle by applying torque through the electric drivelines of the front wheels as opposed to the rear wheels, as is obvious to one skilled in the art. Torque can be applied to an individual wheel, which creates a side-to-side torque bias. Torque can also be applied to both wheels simultaneously, which creates front-to-back torque biasing. Furthermore, the system has the ability to apply resistive torque independently to each driveline during braking to improve stability. The drivelines can also be independently operated in reverse to improve mobility and precision. Furthermore, the torque at the wheels can be supplemented to improve launch performance by improving traction during acceleration.

[0015] FIG. 2 depicts an overhead schematic view of a vehicle utilizing vehicle stability control by manipulating yaw rate. The yaw rate is governed by using the independently controlled electric drivelines of all four wheels. FIG. 2 discloses an all-wheel-drive vehicle with an internal combustion engine 210. An alternator 220 is operatively connected to the engine 210. The alternator 220 charges the main battery of the vehicle 230. The battery 230 supplies an electrical current to the components of the vehicle including a yaw sensor 240, which is in electrical communication with a controller 250. The yaw sensor 240 measures the yaw rate of the vehicle 200. The yaw sensor is preferably positioned near the center of gravity of the vehicle. The controller 250 can be a microprocessor, a microcomputer, or the like. In the present embodiment, the controller 250 is in communication with the electric drivelines leading to the four wheels 280 following the logic disclosed in FIG. 3. The electric drivelines preferably include both an electric motor 260 and a gearbox 270. The electric motors 260 are powered by an electric storage unit 290. An auxiliary alternator 295 provides electricity to the electric storage unit 290. This storage unit 290 preferably operates at a higher voltage than a standard vehicle battery. The purpose of the higher voltage is to provide more power to the electric motors 260 in the driveline. The distribution of electricity from the electric storage unit 290 to the drivelines is governed by the controller 250. The electric motors 260 can be activated by the controller to apply and distribute individual torque to each driveline. The ability to apply torques of varying magnitudes and direction to all four wheels 280 allows for increased biasing. Torque can be applied to two wheels on the same side of the vehicle to have increased side-to-side torque biasing. Furthermore, torque can be applied to the two wheels on one side, while torque in the opposite direction can be applied to the wheels on the other side of the vehicle, providing even more bias. Finally, by applying torque to all four wheels in the same direction, braking and launch capabilities can be improved.

[0016] FIG. 3 represents the methodology used by the controller to obtain the yaw torque target signals. The controller 150 (FIG. 1), 250 (FIG. 2) receives signals from vehicle sensors and determines the vehicle conditions as well as the driver inputs 310. The vehicle conditions are the actual movements of the vehicle. The driver inputs are the commands the driver of the vehicle creates, from such inputs as an accelerometer pedal, a brake pedal, or the steering wheel. The controller then calculates a desired yaw rate 320 from the drive inputs and vehicle conditions. The controller uses a bicycle model to obtain the desired yaw rate. The bicycle model is a well-known model for the lateral and yaw dynamics of a vehicle. The general equations for the bicycle model are:

[0017] M({dot over (ν)}_y+ν_xγ)=F_yf+F_yr

[0018] I_z{dot over (γ)}=L_fF_yf−L_rF_yr

[0019] where M is vehicle mass v_yand v_xare velocities, γ is yaw rate, F_xfand F_xrare forces. Furthermore, I_Zis the inertia of the vehicle, and L_fand L_rare the distances from the center of the front and rear axles to the center of gravity. These equations are derived to obtain a direct relationship between desired yaw rate and steering wheel input. This relationship is: ${\gamma }_{\mathrm{des}}=\frac{a_{11}{b}_2-a_{21}{b}_1}{a_{11}{a}_{22}-a_{12}{a}_{21}}\delta$

[0020] In this equation, δ represents the driver steering input and a₁₁, a₂₁, a₂₂, a₁₂, b₁, and b₂are calculated from known, measured quantities. The controller then calculates yaw rate error by subtracting the measured yaw rate from the desired yaw rate 330. From this calculation, the controller 150 (FIG. 1), 250 (FIG. 2) determines the appropriate yaw torque target signal for each motor in each individual driveline 340. The objective of the controller 150 (FIG. 1), 250 (FIG. 2) in creating the appropriate yaw torque target signal is to achieve the desired yaw rate. The yaw torque target signal is the appropriate tractive and braking torque magnitude and direction. The controller 150 (FIG. 1), 250 (FIG. 2) determines a electric motor voltage to be applied to the motors 180 (FIG. 1), 260 (FIG. 2) to obtain the yaw torque target. The controller 150 (FIG. 1), 250 (FIG. 2) then sends the yaw torque target signal to the motor in the driveline, which then has the information necessary to adjust the torque magnitude and direction to minimize the yaw rate error 350.

[0021] FIG. 4 represents another embodiment of the invention. This embodiment includes a method of using yaw rate to control vehicle stability through the use of electric drivelines. In FIG. 4, the system begins with no information regarding yaw 400. Yaw is then measured and other conditions are read, including wheel speeds, accelerations, and steering angle 410, as well as driver inputs 420. From this information, the desired yaw rate is calculated 430. The desired yaw rate is typically calculated using the bicycle model and the equations described above. Then, the yaw rate error is determined 440. The yaw rate error is the difference between the measured yaw rate and the desired yaw rate. From this parameter, yaw torque target signals are determined for each individual electric motor in each driveline 450. The yaw torque target signals are then sent to the motors 460. The direction and control of the torque is corrected to adjust the measured yaw rate to the desired yaw rate and reduce the yaw rate error 470. The method can further measure the response of the yaw to the application of torque and adjust this torque to avoid understeering, oversteering, or lateral acceleration 480.

[0022] Various embodiments of the invention have been described and illustrated. The description and illustrations are by way of example only. Many more embodiments and implementations are possible within the scope of this invention and will be apparent to those of ordinary skill in the art. Therefore, the invention is not limited to the specific details, representative embodiments, and illustrated examples in this description. Accordingly, the invention is not to be restricted except in light as necessitated by the accompanying claims and their equivalents.