# US 6,295,500 B1 · Powertrain control system for a vehicle utilizing vehicle acceleration > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 6,295,500 B1 - Document ID: US6295500B1 - Status: Granted - Kind: B1 - Application number: 09/606,802 - Filed: 2000-06-26 - Granted: 2001-09-25 - Earliest claimed: 2000-03-21 - Assignees: Ford Global Technologies, LLC - Inventors: Michael John Cullen; Richard John Hippley - Web page: https://patentgrep.com/patent/US6295500B1 ## CPC - B60W 20/11: using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance {(utilising navigation and traffic information in the control strategy B60W20/12)} - B60K 6/48: Parallel type - B60K 6/52: Driving a plurality of drive axles, e.g. four-wheel drive - B60K 31/047: {the memory being digital} - B60W 10/06: including control of combustion engines - B60W 10/08: including control of electric propulsion units, e.g. motors or generators - B60W 10/10: including control of change-speed gearings - B60W 20/00: Control systems specially adapted for hybrid vehicles {(hybrid vehicle design, B60K6/00; electric vehicles B60L)} - B60R 21/013: including means for detecting collisions, impending collisions or roll-over - B60W 2050/0022: {Gains, weighting coefficients or weighting functions} - B60W 2520/105: Longitudinal acceleration - B60W 2720/106: Longitudinal acceleration - Y02T 10/62: Hybrid vehicles - Y10S 903/916: with plurality of drive axles - Y10S 903/945: Characterized by control of gearing, e.g. control of transmission ratio - 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 - B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES - B60R: VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION - Y10S: TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS ## Abstract A method for monitoring an electronically controlled drive unit of a vehicle uses actual vehicle acceleration and a preselected vehicle acceleration. Actual acceleration is determined from any of an acceleration sensor or vehicle speed sensors. When actual acceleration is greater than the preselected acceleration, a reaction is initiated to reduce vehicle acceleration. A method for controlling vehicle acceleration is also disclosed where desired acceleration is determine from either the operator command or a cruise control system. ## Claims ### Claim 1 A method for controlling a powertrain of a vehicle, comprising: determining a first desired vehicle acceleration based on a driver command; determining a second desired vehicle acceleration based on a speed control strategy; selecting a maximum of said first desired vehicle acceleration and said second desired vehicle acceleration; and controlling the powertrain so that an actual vehicle acceleration approaches said selected vehicle acceleration. ### Claim 2 (depends on 1) The method recited in claim 1 wherein said second desired vehicle acceleration is determined based on a set vehicle speed and an actual and an actual vehicle speed. ### Claim 3 (depends on 2) The method recited in claim 2 wherein said second desired vehicle acceleration is determined based on a difference between set vehicle speed and actual vehicle speed. ### Claim 4 (depends on 3) The method recited in claim 3 wherein said second desired vehicle acceleration is determined based on said difference and a non-linear gain function. ### Claim 5 (depends on 3) The method recited in claim 3 wherein said controlling further comprises using a first controller when said difference is negative and using a second controller when said difference is positive. ### Claim 6 (depends on 5) The method recited in claim 5 wherein said second controller has a smaller range of authority than said first controller. ### Claim 7 (depends on 6) The method recited in claim 6 wherein said smaller range of authority is provided by limiting a feedback correction quantity. ### Claim 8 (depends on 1) The method recited in claim 1 wherein said first desired vehicle acceleration is determined based on a driver pedal position and an actual vehicle speed. ### Claim 9 A method for controlling a powertrain of a vehicle, comprising: determining a first desired vehicle acceleration based on a driver command; determining a second desired vehicle acceleration based on a speed control strategy; comparing said first desired vehicle acceleration to said second desired vehicle acceleration; selecting one of said first desired vehicle acceleration and said second desired vehicle acceleration in response to said comparison; determining a first desired powertrain torque in response to said selected vehicle acceleration; determining a second desired powertrain torque based on a traction control system; selecting a minimum of said first desired powertrain torque and said second desired powertrain torque; and controlling the powertrain in response to said selected powertrain torque. ### Claim 10 (depends on 9) The method recited in claim 9 wherein said second desired vehicle acceleration is determined based on a set vehicle speed and an actual vehicle speed. ### Claim 11 (depends on 10) The method recited in claim 10 wherein said second desired vehicle acceleration is determined based on a difference between set vehicle speed and actual vehicle speed. ### Claim 12 (depends on 11) The method recited in claim 11 wherein said second desired vehicle acceleration is determined based on said difference and a non-linear gain function. ### Claim 13 (depends on 11) The method recited in claim 11 wherein said controlling further comprises using a first controller when said difference is negative and using a second controller when said difference is positive. ### Claim 14 (depends on 13) The method recited in claim 13 wherein said second controller has a smaller range of authority than said first controller. ### Claim 15 (depends on 14) The method recited in claim 14 wherein said smaller range of authority is provided by limiting a feedback correction quantity. ### Claim 16 (depends on 9) The method recited in claim 9 wherein said first desired vehicle acceleration is determined based on a driver pedal position and an actual vehicle speed. ### Claim 17 (depends on 9) The method recited in claim 9 wherein said selecting further comprises selecting a maximum of said first desired vehicle acceleration and said second desired vehicle acceleration. ### Claim 18 A system for a vehicle having an electronically controlled drive unit, the system comprising: a first controller that determines a first desired vehicle acceleration based on a driver command, determines a second desired vehicle acceleration based on a speed control strategy, selects one of said first desired vehicle acceleration and said second desired vehicle acceleration, and adjusts a drive unit operating parameter so that an actual vehicle acceleration approaches said selected vehicle acceleration; and a second controller that determines a preselected acceleration of the vehicle, determines an actual vehicle acceleration based on a sensor coupled to the vehicle, and initiates a reaction when said actual vehicle acceleration is greater than said preselected acceleration. ### Claim 19 (depends on 18) The system recited in claim 18 wherein said preselected acceleration is based on said selected vehicle acceleration. ### Claim 20 (depends on 18) The system recited in claim 18 wherein said first controller further adjusts a drive unit torque using a feedforward term and a feedback term so that said actual vehicle acceleration approaches said selected vehicle acceleration. ### Claim 21 (depends on 18) The system recited in claim 18 wherein said first controller further adjusts a drive unit torque using a feedforward term and a feedback term so that said actual vehicle acceleration approaches said selected vehicle acceleration, wherein said feedback term is based on a sign of an error between said actual vehicle acceleration and said selected vehicle acceleration. ### Claim 22 A method for controlling a powertrain of a vehicle, comprising: determining a first desired vehicle acceleration based on a driver pedal position and an actual vehicle speed; determining a second desired vehicle acceleration based on a speed control strategy; selecting one of said first desired vehicle acceleration and said second desired vehicle acceleration; and controlling the powertrain so that an actual vehicle acceleration approaches said selected vehicle acceleration.