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United States Patent 19 11 Patent Number: 5,948,027 Oliver, Jr

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United States Patent 19 11 Patent Number: 5,948,027 Oliver, Jr USOO5948027A United States Patent 19 11 Patent Number: 5,948,027 Oliver, Jr. et al. 45) Date of Patent: Sep. 7, 1999 54 METHOD FOR ENHANCING VEHICLE “Influence of Active Suspensions on the Handling Behav STABILITY iour of Vehicles-Experimental and Theoretical Results”, by G. Keuper et al, SAE Technical Paper No. 945061, pp. 75 Inventors: John Allen Oliver, Jr., Canton; 1–10. (No Date). Michael Barry Goran, Bloomfield “Nonlinear Control of Roll Moment Distribution to Influ Hills; Steven John Ferrari, Troy, all of ence Vehicle Yaw Characteristics”, by Daniel E. Williams et Mich. al, IEEE Transactions on Control Systems Technology vol. 73 Assignee: Ford Global Technologies, Inc., 3, No. 1, Mar. 1995. Dearborn, Mich. Primary Examiner Lissi Mojica Attorney, Agent, or Firm-Gregory P. Brown; Roger L. May 21 Appl. No.: 08/709,029 57 ABSTRACT 22 Filed: Sep. 6, 1996 A method of enhancing vehicle Stability and response in a (51) Int. Cl. .............................................. B60G 17/015 vehicle having an active roll control System with front and 52 U.S. Cl. ........................... 701/37; 701/38; 280/5.506; rear Suspensions each including an anti-roll bar, and the 280/5.507; 280/5.51 control System including a hydraulic System for providing an 58 Field of Search .................................. 701/37, 38, 48; anti-roll moment which acts on the vehicle by means of 280/5.506, 5.507, 5.51, 5.515, 6.151, 6.159 hydraulic cylinders connected to the anti-roll bars, includes the following steps: a) determining the vehicle speed; b) 56) References Cited determining the steering wheel angle; c) calculating the desired vehicle yaw rate based upon the determined speed U.S. PATENT DOCUMENTS and Steering wheel angle; d) Sensing the actual yaw rate; e) 4,267,736 5/1981 Westbeck ................................. 74/5.22 comparing the desired yaw rate to the actual yaw rate; f) 4,844,506 7/1989 Moriguchi et al. ... 280/689 increasing the percentage of the anti-roll moment provided 5,508,929 4/1996 Harada .............. ... 280/707 5,521,828 5/1996 Akita et al. ............................... 701/36 to the rear anti-roll bar if the actual yaw rate is less than the 5,684,698 11/1997 Fujita et al. ...... 280/6.159 desired yaw rate, thereby decreasing understeer, increasing 5,701.245 12/1997 Ogawa et al. ... 280/707 yaw rate, and enhancing vehicle response; and g) increasing 5,732,371 3/1998 Fujita ........................................ 701/38 the percentage of the anti-roll moment provided to the front 5,822,709 10/1998 Fujita ........................................ 701/70 anti-roll bar if the actual yaw rate is greater than the desired 5,828,970 10/1998 Kimura et al. ............................ 701/37 yaw rate, thereby increasing understeer, decreasing yaw rate, and enhancing vehicle Stability. The anti-roll moment dis OTHER PUBLICATIONS tribution is further adjusted for Steering precision enhance “The Influence of Lateral Load Transfer Distribution on ment. Directional Response”, by Chris L. Clover et al, SAE Technical Paper No. 93.0763, pp. 45-51. (No Date). 6 Claims, 3 Drawing Sheets DEERINE WEHICLESPEED S-50 DETERMINE WEHICLESTEERING WHEELANGLE 82 CALCULATEDESREDYAWRATE: 54 SENSEACTUAYAWRATE 56 DERMINEDIFFERENCE BETWEEN 58 ESRED AND ACTUALYAWRATE 60x CREASE THE PERCENTAGE OF ANT-ROLLMOMEN MULTIPY THE DETERMNED OTHEREARANTI-ROLLBARIFTHE ACTUALYAW DIFFERENCE BYAGAIN FACTOR RATE SLESSHANTHE DESIREDYAWRATE OGENERAEERROR SIGNAL INCATIVE OFSTEERING (NCREASE THEPERCENTAGE OF ANTI-ROLLMOMENT PRECISION ADJUSTMENT TO THE FRONTANTI-ROLLBARF THE ACTUALYAW RAE IS GREATER THANTHE DESIREDYAWRATE 62 SENSELATERALACCELERATION 63 x- FATERALACCEERATION ISLESS THAN 0.3, USE STEERING PRECISIONERROR SIGNALFORPERCENTAGE ADJUSTMENT IFLATERALACCELERATIONIS GREATER THAN 0.4, USEYAWRATE 64 y- COMPARISON OF DESIRED TO ACTUALFORPERCENFAGE ADJUSTMENT IEATERALACCELERATION ISBETWEENO.3 AND 0.4, USEWEIGHTED 65 re COMBINATION OFSTEERINGPRECISIONERROR SIGNAL ANDYAWRAE COMPARISON (DESIRED TO ACTUAL FOR PERCENTAGE ADJUSTMENT ADUST THE PERCENTAGE DISTRIBUTION OF ANTI-ROLLMOMENT BEWEENTHE FRONT ANDREARANTI-ROLLBARSBASED UPONLAFERAACCELERATION (STEPS 63,64,65) U.S. Patent Sep. 7, 1999 Sheet 1 of 3 5,948,027 03 — | | | 1 { | | !– }8C?IONETOSHVEH ---HHTT100W -0/A383- U.S. Patent Sep. 7, 1999 Sheet 2 of 3 5,948,027 DETERMINEVEHICLE SPEED 50 DETERMINE WEHICLE STEERING WHEELANGLE 52 CALCULATE DESRED YAWRATE: V r = ÖrwW -L+ -ov - 54 SENSE ACTUALYAWRATE 56 DETERMINE DIFFERENCE BETWEEN DES RED AND ACTUAL YAWRATE INCREASE THE PERCENTAGE OF ANTI-ROLL MOMENT TO THE REAR ANT-ROLL BAR F THE ACTUALYAW MULTIPLY THE DETERMINED RATE SLESS THAN THE DESIRED YAWRATE DIFFERENCE BY A GAN FACTOR TO GENERATE ERROR SIGNAL NDICATIVE OF STEERING PRECISION ADJUSTMENT NCREASE THE PERCENTAGE OF ANTI-ROLL MOMENT TO THE FRONT ANTI-ROLL BARF THE ACTUALYAW RATE IS GREATER THAN THE DESIRED YAWRATE 62 SENSE LATERALACCELERATION IF LATERAL ACCELERATION SLESS THAN 0.3, USE STEERING 63 PRECISIONERROR SIGNAL FOR PERCENTAGE ADJUSTMENT IFLATERAL ACCELERATION IS GREATER THANO.4, USEYAWRATE 64 COMPARSON OF DESIRED TO ACTUAL FOR PERCENTAGE ADJUSTMENT IF LATERALACCELERATION IS BETWEEN O.3 AND O.4, USE WEIGHTED 65 ~u COMBINATION OF STEERING PRECISIONERROR SIGNAL AND YAWRATE COMPARISON (DESIRED TO ACTUAL) FOR PERCENTAGE ADJUSTMENT ADJUST THE PERCENTAGE DISTRIBUTION OF ANTI-ROLL MOMENT 66 1\ BETWEEN THE FRONT AND REAR ANTI-ROLL BARS BASED UPON LATERAL ACCELERATION (STEPS63, 64,65) 5,948,027 1 2 METHOD FOR ENHANCING VEHICLE The above object and other objects, features, and advan STABILITY tages of the present invention are readily apparent from the following detailed description of the best mode for carrying TECHNICAL FIELD out the invention when taken in connection with the accom panying drawings. The present invention relates to vehicle Stabilizers, and more particularly to a method of adjusting vehicle Stabilizers for enhancing vehicle Stability, response, and Steering pre BRIEF DESCRIPTION OF THE DRAWINGS cision. FIG. 1 shows a flow diagram of a control system for implementing the method in accordance with the present BACKGROUND OF THE INVENTION invention; Automotive vehicles having independent Suspensions are FIG. 2 shows a flow diagram illustration of a method of generally equipped with Stabilizers to reduce roll of the enhancing Vehicle Stability and Steering precision in accor vehicle bodies during vehicle turns. It is possible for dance with the method of FIG. 1; and vehicles with Solid axles to have stabilizer bars as well. The 15 FIG. 3 shows a block diagram for implementing the Stabilizer is usually connected between the Suspension arms method of FIG. 1. of the wheels. When the left and right wheels are in similar positions with respect to the vehicle body, the stabilizer does DETAILED DESCRIPTION OF THE not twist So that the Suspensions are mutually independent. PREFERRED EMBODIMENT When the left or right hand wheel passes over a projection Typically, active roll control Systems are implemented to on the road Surface, or when the vehicle turns and thus the reduce or eliminate vehicle body roll while maneuvering. left hand wheel and the right hand wheel assume different The System produces hydraulic preSSures which act on the positions with respect to the vehicle body, the torsion bar is vehicle by means of hydraulic cylinders that connect to the twisted. The reaction of the twisted Stabilizer bar induces a vehicle's anti-roll bars. The overall anti-roll moment that torsional resilient force on the vehicle body in a direction So 25 must be produced by the System is directly proportional to that the positions of the two wheels with respect to the lateral acceleration, which is measured on the vehicle. The vehicle body tend to be equalized. In this manner, the total anti-roll moment must then be distributed between the Stabilizer may affect the rolling characteristics of the vehicle. front and rear anti-roll bars. In a vehicle turn, the vehicle's Stability may be changed Such an active roll control System may include a Single, as load is transferred laterally from one wheel to the other electronically-controlled pressure control valve. In Such a and cornering capability is lost. System, the Same hydraulic pressure acts on both the front It is desirable to control Such load transfer in a manner to and rear anti-roll bar cylinders. The front-to-rear roll couple improve vehicle stability and enhance steering precision. distribution in such a system is determined by the physical parameters of the System, Such as hydraulic cylinder bores, SUMMARY OF THE INVENTION 35 Strokes, and anti-roll bar Stiffnesses. An alternative System The present invention provides a method of enhancing architecture could use two preSSure control valves. One vehicle Stability in a vehicle having an active roll control Valve produces hydraulic pressure to act on the front anti System with front and rear Suspensions each including an roll bar cylinder, and the other produces hydraulic preSSure anti-roll bar, and the control System being capable of pro 40 to act on the rear anti-rollbard cylinder. In Such a System, the Viding an adjustable anti-roll moment at the front and rear front-to-rear roll couple distribution can additionally be anti-roll bars. The method comprises: a) determining the varied by changing the relative front and rear hydraulic vehicle Speed; b) determining the Steering wheel angle; c) preSSures. calculating the desired vehicle yaw rate based upon the The present invention provides the capability of adjusting determined speed and steering wheel angle; d) sensing the 45 anti-roll moment distribution between front and rear anti-roll actual yaw rate; e) comparing the desired yaw rate to the bars by implementing a closed loop feedback control System actual yaw rate, f) increasing the percentage of the anti-roll which compares desired yaw rate to actual yaw rate and moment provided at the rear anti-roll bar if the actual yaw adjusts the anti-roll moment distribution by hydraulic actua rate is less than the desired yaw rate, thereby decreasing tion of the stabilizer cylinders in the front and rear roll bars.
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