# US 5,711,025 A · Driving stability control system with selective brake actuation

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- Number: US 5,711,025 A
- Document ID: US5711025A
- Status: Granted
- Kind: A
- Application number: 08/474,683
- Filed: 1995-06-07
- Granted: 1998-01-20
- Earliest claimed: 1994-11-25
- Assignees: ITT Automotive Europe GmbH
- Inventors: Alfred Eckert; Thomas Kranz
- Web page: https://patentgrep.com/patent/US5711025A

## CPC

- B60T 8/17551: {determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters}
- 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)
- B60W 10/184: with wheel brakes
- B60W 30/02: Control of vehicle driving stability
- B60W 40/064: Degree of grip
- B60G 2400/1042: using at least two sensors
- B60T 2210/12: Friction
- B60T 2230/02: Side slip angle, attitude angle, floating angle, drift angle
- B60T 2270/313: with less than three sensors (yaw rate, steering angle, lateral acceleration)
- B60W 2422/95: Measuring the same parameter at multiple locations of the vehicle
- B60W 2520/125: Lateral acceleration
- B60W 2520/14: Yaw
- B60W 2520/20: Sideslip angle
- B60W 2720/14: Yaw
- B60W 2720/30: Wheel torque
- B60T: VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL (electrodynamic brake systems for vehicle, in general B60L; brakes per se, i.e. devices where braking effect occurs, including ultimate brake actuators, F16D); ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60G: VEHICLE SUSPENSION ARRANGEMENTS (air-cushion vehicles B60V; {cycle suspensions B62K25/00})

## Abstract

Apparatus for controlling an automotive vehicle is provided. The vehicle has a plurality of wheels which contact a pavement surface. Each wheel has an individually operable brake. A yawing moment control mechanism determines a moment that is applied to the vehicle to prevent an undesirable yaw angle, yaw rate or yaw acceleration. A slip determining mechanism determines a longitudinal slip value of each of the wheels, individually. A distribution logic mechanism determines an individual braking pressure to be applied to each respective one of the brakes based on the moment. The distribution logic mechanism includes a facility for selectively actuating at least one of the brakes so that the longitudinal slip value of the wheel to which the one brake corresponds is greater than a longitudinal slip value at which the coefficient of friction between the wheel and the surface reaches a maximum value, without actuating all of the brakes at longitudinal slip values above the maximum friction longitudinal slip value.

## Claims

### Claim 1

Apparatus for controlling an automotive vehicle, the vehicle having a plurality of wheels which contact a surface, each wheel having an individually operable brake, said apparatus comprising:
yawing moment control means for determining a moment that is to be applied to the vehicle to prevent any one of the group consisting of an undesirable yaw angle, yaw rate and yaw acceleration;
slip determining means for determining a longitudinal slip value of each of the wheels, individually;
distribution logic means responsive to the yawing moment control means and the slip determining means for determining an individual braking control operation to be applied to each respective one of the brakes based on said moment, including:
selective actuating means for selectively actuating at least one of the brakes so that the longitudinal slip value of the wheel to which the one brake corresponds is greater than a maximum friction longitudinal slip value at which the coefficient of friction between the wheel and the surface reaches a maximum value, without actuating all of the brakes at longitudinal slip values above the maximum friction longitudinal slip value.

### Claim 2 (depends on 1)

Apparatus according to claim 1, wherein the selective actuating means actuates one of the brakes to a longitudinal slip value that is greater than or equal to 50% of a longitudinal slip value of a locked wheel.

### Claim 3 (depends on 1)

Apparatus according to claim 1, wherein the selective actuating means actuates one of the brakes to a longitudinal slip value between approximately 50% and approximately 70% of the longitudinal slip value of a locked wheel.

### Claim 4 (depends on 1)

Apparatus according to claim 1, further comprising means for determining whether the vehicle is understeering,
wherein one of the wheels is an inside rear wheel, and the selective actuating means actuates the brake of the inside rear wheel so that the longitudinal slip value of the inside rear wheel is greater than the maximum friction longitudinal slip value, if the vehicle is understeering.

### Claim 5 (depends on 4)

Apparatus according to claim 4, wherein one of the wheels is an outside front wheel, and the selective actuating means actuates the brake of the outside front wheel so that the longitudinal slip value of the outside front wheel is greater than the maximum friction longitudinal slip value, if the vehicle is understeering.

### Claim 6 (depends on 1)

Apparatus according to claim 1, further comprising means for determining whether the vehicle is oversteering, wherein one of the wheels is an outside from wheel, and the selective actuating means actuates the brake of the outside front wheel so that the longitudinal slip value of the outside front wheel is greater than the maximum friction longitudinal slip value, if the vehicle is oversteering.

### Claim 7 (depends on 6)

Apparatus according to claim 6, wherein one of the wheels is an inside front wheel, and the selective actuating means actuates the brake of the inside front wheel so that the longitudinal slip value of the inside front wheel is greater than the maximum friction longitudinal slip value, if the vehicle is oversteering.

### Claim 8 (depends on 1)

Apparatus according to claim 1, wherein:
the distribution logic means further include means for determining a respectively different weighted coefficient for each individual brake, and an individual braking pressure to be applied to each respective one of the brakes based on said moment and the respective weighted coefficient of said one brake, and
at least one of the weighted coefficients is determined as a function of the longitudinal slip value of the wheel corresponding to the one brake that is to be actuated above the maximum friction longitudinal slip value.

### Claim 9

Apparatus for controlling an automotive vehicle, the vehicle having a plurality of wheels which contact a surface, each wheel having an individually operable brake, the wheels including an inside rear wheel and an outside front wheel, said apparatus comprising:
yawing moment control means for determining a moment that is to be applied to the vehicle to prevent any one of the groups consisting of an undesirable yaw angle, yaw rate and yaw acceleration;
understeering determining means for determining whether the vehicle is understeering;
slip determining means for determining a longitudinal slip value of each of the wheels, individually; and
distribution logic means responsive to the yawing moment control means, the understeering determining means and the slip determining means for determining an individual braking pressure to be applied to each respective one of the brakes based on said moment, including:
means for determining a respectively different weighted coefficient for each individual brake, and an individual braking pressure to be applied to each respective one of the brakes based on said moment and the respective weighted coefficient of said one brake, the weighted coefficients of the inside rear brake and the outside front brake being adjusted to actuate the inside rear brake and the outside front brake, so that the longitudinal slip values of the inside rear wheel and the outside front wheel are greater than a maximum friction longitudinal slip value at which the coefficient of friction between the wheel and the surface reaches a maximum value without actuating all of the brakes at longitudinal slip values above the maximum friction longitudinal slip value, if the vehicle is understeering, and
selective actuating means for selectively actuating at least the brakes of the inside rear wheel and outside front wheel based on the weighted coefficients.

### Claim 10

Apparatus for controlling an automotive vehicle, the vehicle having a plurality of wheels which contact a surface, each wheel having an individually operable brake, the wheels including an inside front wheel and an outside front wheel, said apparatus comprising:
yawing moment control means for determining a moment that is to be applied to the vehicle to prevent any one of the group consisting of an undesirable yaw angle, yaw rate and yaw acceleration;
oversteering determining means for determining whether the vehicle is oversteering;
slip determining means for determining a longitudinal slip value of each of the wheels, individually; and
distribution logic means responsive to the yawing moment control means, the oversteering determining means and the slip determining means for determining an individual braking pressure to be applied to each respective one of the brakes based on said moment, including:
selective actuating means for actuating the brakes of the inside front wheel and outside front wheel so that the longitudinal slip values of the inside front wheel and outside front wheel are greater than a maximum friction longitudinal slip value at which the coefficient of friction between the wheel and the surface reaches a maximum value, if the vehicle is oversteering, and
means for determining a respectively different weighted coefficient for each individual brake, and an individual braking pressure to be applied to each respective one of the brakes based on said moment and the respective weighted coefficient of said one brake, the weighted coefficients of the inside front brake and the outside front brake being adjusted to actuate the inside front brake and the outside front brake.

### Claim 11

In a yaw moment control system for improving the driving behavior of an automotive vehicle tending to oversteering or understeering, the vehicle having a plurality of sensors for measuring a velocity, a steering angle and a yaw rate of the vehicle, and a plurality of wheels including an inside rear wheel, each wheel having a respective brake, a method for controlling the pressure applied to the brakes, individually, while turning on a pavement, comprising the steps of:
(a) measuring the velocity, the steering angle and the yaw rate;
(b) determining a desired yaw rate based on the measured velocity and steering angle;
(c) determining a difference between the desired yaw rate and the measured yaw rate;
(d) calculating a moment that, if applied to the vehicle, would change the yaw rate of the vehicle to the desired yaw rate;
(e) determining whether the vehicle is understeering; and
(f) increasing pressure on the inside rear brake if the vehicle is understeering, such that the longitudinal slip value of the inside rear wheel is greater than a maximum friction longitudinal slip value at which the coefficient of friction between the wheel and the surface reaches a maximum value, without actuating all of the brakes at longitudinal slip values above the maximum friction longitudinal slip value, thereby to maintain a longitudinal friction force between the inside rear wheel and the pavement while reducing a lateral friction force between the inside rear wheel and the pavement by an amount sufficient to apply the calculated moment to the vehicle.

### Claim 12 (depends on 11)

A method according to claim 11, further comprising the step of decreasing the pressure on the outside front brake if the vehicle is understeering.

### Claim 13

In a yaw moment control system for improving the driving behavior of an automotive vehicle tending to oversteering or understeering, the vehicle having a plurality of sensors for measuring a velocity, a steering angle and a yaw rate of the vehicle, and a plurality of wheels, each wheel having a respective brake, a method for controlling the pressure applied to the brakes, individually, while turning on a pavement, comprising the steps of:
(a) measuring the velocity, the steering angle and the yaw rate;
(b) determining a desired yaw rate based on the measured velocity and steering angle;
(c) determine a difference between the desired yaw rate and the measured yaw rate;
(d) calculating a moment that, if applied to the vehicle, would change the yaw rate of the vehicle to the desired yaw rate;
(e) determining whether the vehicle is oversteering; and
(f) increasing pressure on the outside front brake if the vehicle is oversteering, such that the longitudinal slip value of the outside front wheel is greater than a maximum friction longitudinal slip value at which the coefficient of friction between the wheel and the surface reaches a maximum value, without actuating all of the brakes at longitudinal slip values above the maximum friction longitudinal slip value, thereby to maintain a longitudinal friction force between the outside front wheel and the pavement while reducing a lateral friction force between the outside front wheel and the pavement by an amount sufficient to apply the calculated moment to the vehicle.

### Claim 14 (depends on 13)

A method according to claim 13, further comprising the step of decreasing the pressure on the inside rear brake if the vehicle is oversteering.

### Claim 15

Brake system for a motor vehicle with more than two wheels, comprising:
braking means for braking at least some of the wheels, wherein the braking means associated with one particular wheel can be actuated independently from the others;
a control device, which determines the individual braking torques, which the braking means is to apply to the wheels, on the basis of a measured velocity, steering angle and yaw rate of the vehicle input to the control device, and which sends a corresponding plurality of control commands to the braking means;
a means for determining the actual longitudinal slip of the wheels;
a means for determining a yawing moment to be generated around the vertical axis of the motor vehicle, and which sends a corresponding value to the control device, which is utilized to prevent one of the group consisting of undesired yaw angles, yaw rates, and yaw accelerations,
wherein the braking means of at least one wheel can be actuated such that the longitudinal slip of the wheel will be adjusted to a value that is greater than the longitudinal slip at which the maximum frictional connection is reached.

### Claim 16 (depends on 15)

Brake system in accordance with claim 15, wherein the longitudinal slip value to be set is greater than 50%.

### Claim 17 (depends on 15)

Brake system in accordance with claim 15, wherein the longitudinal wheel slip is set to be approximately 50% to 70% of the longitudinal slip value of a locked wheel.

### Claim 18 (depends on 15)

Brake system in accordance with claim 15, wherein in the case of travel in a curve and an additional yawing moment that would turn the vehicle into the curve, a longitudinal slip is introduced into the corresponding rear wheel that is the inner wheel in the curve.

### Claim 19 (depends on 17)

Brake system in accordance with claim 17, wherein in the case of travel of the vehicle in a curve and an additional yawing moment that turns the vehicle out of the curve, a longitudinal slip is set on the front wheel that is the outer wheel in the curve.

### Claim 20 (depends on 18)

Brake system in accordance with claim 18, wherein:
the control device for each wheel equipped with a braking means determines a weighted wheel coefficient,
the braking torques are determined from the additional yawing moment and the weighted wheel coefficients, and
at least one wheel coefficient is determined as a function of the longitudinal slip to be set.

### Claim 21 (depends on 15)

Brake system in accordance with claim 15, wherein the brake pressure buildup is limited on the front wheel that is located on the opposite side relative to the at least one wheel for which the braking means is actuated.

### Claim 22 (depends on 21)

Brake system in accordance with claim 21, wherein the limitation of the pressure buildup is brought about by a corresponding limitation of the value of the corresponding wheel coefficient.