Antilock braking systems and methods

Abstract

Improved anti-lock brake systems (ABS) employed on aircraft and land vehicles and methods of operating same employing a sliding mode observer (SMO) incorporated into an ABS algorithm requiring only measurement of wheel speed to regulate the application of braking torque are disclosed. Braking is optimized simply by maintaining an SMO estimate of differential wheel torque (road/tire torque minus applied brake torque) derived from wheel speed at an extremum via applying or releasing the brakes as the extremum is passed through.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

Other advantages and features of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings, in which reference numerals designate like parts throughout the figures thereof and wherein:

FIG. 1( a) is a typical μ-slip plot taken from FIG. 1 of the above-referenced '041 patent;

FIG. 1( b) is a μ-slip plot exhibiting a condition of increasing slip under SMO control illustrating an extremum when an “off” braking command should be applied to the brake actuator;

FIG. 1( c) is a μ-slip plot exhibiting a condition of decreasing slip under SMO control illustrating an extremum when an “on” braking command should be applied to the brake actuator;

FIG. 2 is a block diagram of the SMO estimator according to FIG. 2 of the '041 patent;

FIG. 3 is a block diagram of a preferred embodiment of the invention for an SMO based ABS using a switched or proportional electrohydraulic actuator;

FIG. 4 is a flow chart depicting steps of generating a brake actuator control signal from wheel speed in accordance with a preferred embodiment of the invention;

FIG. 5 is a block diagram of a preferred embodiment of the invention for an SMO-based ABS using a switched or proportional electromechanical actuator;

FIG. 6 is a block diagram of a preferred embodiment of a controller suitable for use in the SMO based ABS control systems of FIGS. 3, 4 or 5; and

FIGS. 7( a)-7(d) are a set of plots showing (true) differential wheel torque, the SMO estimated differential wheel torque, the applied brake torque overlaid on the estimated differential wheel torque, and the friction coefficient μ and peak friction coefficient μ_p vs. time in a simulated landing roll on dry loose snow.

Claims

1. An antilock braking system (ABS) optimizing wheel slip of a land or aircraft vehicle with respect to a ground surface to maximize braking performance of a wheel-mounted tire against a ground surface during ABS braking by an operator of the vehicle comprising: brake means responsive to operator braking for generating an applied brake torque that is applied to a wheel brake to initiate braking at the interface of the tire and the ground surface;a wheel speed sensor that measures wheel speed;a sliding mode observer that estimates an estimated differential wheel torque from wheel speed measurement that represents the difference between wheel braking torque, generated at the interface of the tire and the ground surface, and the applied brake torque;an extrema detector that detects an extremum of estimated differential wheel torque in a series of estimated differential wheel torque values; anda controller that interrupts braking by the brake means upon detection of an extremum during ABS braking, thereby causing applied brake torque to decrease.

2. The antilock braking system of claim 1, wherein the brake means comprises one of a switched electrohydraulic brake actuator, a proportional electrohydraulic brake actuator, switched electromechanical brake actuator, or a proportional electromechanical brake actuator.

3. The antilock braking system of claim 1, wherein the controller restores braking by the brake means upon detection of an extremum during an interval in which braking is interrupted, thereby causing applied brake torque to increase.

4. The antilock braking system of claim 1, wherein the controller alternately interrupts and restores braking by the brake means upon detection of each extremum in a series of detected estimated differential wheel torque extrema, thereby causing applied brake torque to increase and decrease respectively.

5. The antilock braking system of claim 4, wherein the brake means further comprises a brake actuator, and the controller further comprises: means for generating an actuator control signal having a first state or a second state;means responsive to the detection of an extremum for changing the state of the actuator control signal; andmeans for applying the actuator control signal to the brake actuator to restore generation of the applied brake torque when the actuator control signal is in the first state, thereby causing applied brake torque to increase, and to interrupt generation of the applied brake torque when the actuator control signal is in the second state, thereby causing applied brake torque to decrease.

6. The antilock braking system of claim 5, wherein the brake actuator comprises one of a switched electrohydraulic brake actuator, a proportional electrohydraulic brake actuator, switched electromechanical brake actuator, or a proportional electromechanical brake actuator.

7. The antilock braking system of claim 5, further comprising excessive slip detection means for detecting an excessive slip condition at the interface of the tire and the ground surface and for changing the state of the actuator control signal to the second state during detection of an excessive slip condition if not already in the second state.

8. The antilock braking system of claim 7, wherein the excessive slip detection means further comprises: means for creating a time-delayed wheel speed measurement;means for calculating a first wheel speed ratio of a current wheel speed measurement to a time-delayed wheel speed measurement;means for computing a second wheel speed ratio equal to unity minus the first wheel speed ratio and equivalent to the subtracting the current wheel speed measurement from the delayed wheel speed measurement and dividing this quantity by the delayed wheel speed measurement;means for comparing said second wheel speed ratio to an upper threshold indicative of an excessive slip condition and a lower threshold indicative of an acceptable condition;means for creating an actuator control signal where said actuator control signal is the product of a primary actuator control signal which controls the actuator under the condition of an acceptable slip and a second, binary, actuator control signal where the secondary actuator control signal has an initial default value of unity and is set to zero whenever the second wheel speed ratio signal exceeds the upper threshold and is reset to unity whenever the second wheel speed ratio falls below the lower threshold; andmeans responsive to the actuator control signal for interrupting generation of the applied brake torque by the brake means, thereby causing applied brake torque to decrease, when the second wheel speed ratio exceeds the upper threshold and until the second wheel speed ratio falls below the lower threshold.

9. The antilock braking system of claim 1, further comprising excessive slip detection means for detecting an excessive slip condition at the interface of the tire and the ground surface and for changing the state of the actuator control signal to the second state during detection of an excessive slip condition, thereby causing applied brake torque to decrease.

10. The antilock braking system of claim 1, wherein: the brake means further comprises a brake actuator;the extrema detector comprises: means for calculating the time derivative of each estimated differential wheel torque in a series of estimated differential wheel torques; andmeans for detecting a zero value of calculated time derivative of estimated differential wheel torque that signifies the extremum in the series of estimated differential wheel torques; andthe controller further comprises: means for generating an actuator control signal having a first state or a second state;means responsive to the detection of an extremum for changing the state of the actuator control signal; andmeans for applying the actuator control signal to the brake actuator to interrupt generation of the applied brake torque when the actuator control signal is in the second state, thereby causing applied brake torque to decrease, and to restore generation of the applied brake torque when the actuator control signal is in the first state, thereby causing applied brake torque to increase.

11. The antilock braking system of claim 1, wherein: the brake means further comprises a brake actuator;the extrema detector comprises means for sampling and holding the estimated differential wheel torque value when the extremum is detected; andthe controller further comprises: means for generating an actuator control signal having a first state or a second state;means for establishing a brakes on/off threshold;means for comparing the held estimated differential wheel torque value to the brakes on/off threshold value;means for setting the state of the actuator control signal to a first state when the held estimated differential wheel torque value equals or exceeds the brakes on/off threshold value;means for setting the state of the actuator control signal to a second state when the held estimated differential wheel torque value is less than the brakes on/off threshold value; andmeans for applying the actuator control signal to the brake actuator to interrupt generation of the applied brake torque when the actuator control signal is in the second state, thereby causing applied brake torque to decrease, and to restore generation of the applied brake torque when the actuator control signal is in the first state, thereby causing applied brake torque to increase.

12. In a vehicle braking system, an antilock braking (ABS) method optimizing wheel slip of a land or aircraft vehicle with respect to a ground surface to maximize braking performance of a wheel-mounted tire against a ground surface during ABS braking by an operator of the vehicle comprising: generating an applied brake torque that is applied to a wheel brake to initiate braking at the interface of the tire and the ground surface thereby causing applied brake torque to increase;measuring wheel speed;estimating the differential wheel torque from wheel speed measurement that represents the difference between wheel braking torque, generated at the interface of the tire and the ground surface, and the applied brake torque;detecting an extremum of estimated differential wheel torque in a series of estimated differential wheel torque values; andinterrupting braking by the brake means upon detection of an extremum during ABS braking, thereby causing applied brake torque to decrease.

13. The antilock braking method of claim 12, wherein the brake means comprises one of a switched electrohydraulic brake actuator, a proportional electrohydraulic brake actuator, switched electromechanical brake actuator, or a proportional electromechanical brake actuator.

14. The antilock braking method of claim 12, further comprising: restoring braking by the brake means upon detection of an extremum during an interval in which braking is interrupted, thereby causing applied brake torque to increase.

15. The antilock braking method of claim 12, further comprising: alternately interrupting and restoring braking by the brake means upon detection of each extremum in a series of detected estimated differential wheel torque extrema, thereby causing applied brake torque to increase and decrease respectively.

16. The antilock braking method of claim 12, wherein the vehicle braking system comprises a brake actuator, and the further comprising: generating an actuator control signal having a first state or a second state;changing the state of the actuator control signal in response to the detection of an extremum; andapplying the actuator control signal to the brake actuator to restore generation of the applied brake torque when the actuator control signal is in the first state, thereby causing applied brake torque to increase, and interrupting generation of the applied brake torque when the actuator control signal is in the second state, thereby causing applied brake torque to decrease.

17. The antilock braking method of claim 16, wherein the brake actuator comprises one of a switched electrohydraulic brake actuator, a proportional electrohydraulic brake actuator, switched electromechanical brake actuator, or a proportional electromechanical brake actuator.

18. The antilock braking method of claim 16, further comprising: detecting an excessive slip condition at the interface of the tire and the ground surface; andchanging the state of the actuator control signal to the second state during detection of the undesirable excessive slip condition if not already in the second state.

19. The antilock braking method of claim 18, wherein the excessive slip detection means further comprises: creating a time-delayed wheel speed measurement;calculating a first wheel speed ratio of a current wheel speed measurement to a time-delayed wheel speed measurement;computing a second wheel speed ratio equal to unity minus the first wheel speed ratio and equivalent to the subtracting the current wheel speed measurement from the delayed wheel speed measurement and dividing this quantity by the delayed wheel speed measurement;comparing said second wheel speed ratio to an upper threshold indicative of an excessive slip condition and a lower threshold indicative of an acceptable slip condition;creating an actuator control signal where said actuator control signal is the product of a primary actuator control signal which controls the actuator under the condition of an acceptable slip and a second, binary, actuator control signal where the secondary actuator control signal has an initial default value of unity and is set to zero whenever the second wheel speed ratio signal exceeds the upper threshold and is reset to unity whenever the second wheel speed ratio falls below the lower threshold; andinterrupting generation of the applied brake torque by the brake means, thereby causing applied brake torque to decrease, when the second wheel speed ratio exceeds the upper threshold and until the second wheel speed ratio falls below the lower threshold.

20. The antilock braking method of claim 12, further comprising detecting an excessive slip condition at the interface of the tire and the ground surface; andinterrupting generation of the applied brake torque by the brake means during detection of the excessive slip condition, thereby causing applied brake torque to decrease.

21. The antilock braking method of claim 12, wherein the braking system further comprises a brake actuator, and further comprising: calculating the time derivative of each estimated differential wheel torque in a series of estimated differential wheel torques;detecting a zero value of a calculated time derivative of estimated differential wheel torque that signifies the extremum in the series of estimated differential wheel torques;generating an actuator control signal having a first state or a second state;changing the state of the actuator control signal in response to the detection of an extremum; andapplying the actuator control signal to the brake actuator to interrupt generation of the applied brake torque when the actuator control signal is in the second state, thereby causing applied brake torque to decrease, and to restore generation of the applied brake torque when the actuator control signal is in the first state, thereby causing applied brake torque to increase.

22. The antilock braking method of claim 12, wherein the braking system further comprises a brake actuator, and further comprising: sampling and holding the estimated differential wheel torque value when the extremum is detected; andgenerating an actuator control signal having a first state or a second state;establishing a brakes on/off threshold;comparing the held estimated differential wheel torque value to the brakes on/off threshold value;setting the state of the actuator control signal to a first state when the held estimated differential wheel torque value equals or exceeds the brakes on/off threshold value;setting the state of the actuator control signal to a second state when the held estimated differential wheel torque value is less than the brakes on/off threshold value; andapplying the actuator control signal to the brake actuator to interrupt generation of the applied brake torque when the actuator control signal is in the second state, thereby causing applied brake torque to decrease, and to restore generation of the applied brake torque when the actuator control signal is in the first state, thereby causing applied brake torque to increase.

23. An antilock braking (ABS) method optimizing wheel slip of a land or aircraft vehicle with respect to a ground surface to maximize braking performance of a wheel-mounted tire against a ground surface during ABS braking by an operator of the vehicle engaging brake means, for generating an applied brake torque that is applied to a wheel brake to initiate braking at the interface of the tire and the ground surface or for interrupting generation of the applied brake torque, the method comprising: (a) measuring wheel speed;(b) estimating the differential wheel torque from wheel speed measurement that represents the difference between wheel braking torque, generated at the interface of the tire and the ground surface, and the applied brake torque;(c) detecting an extremum of estimated differential wheel torque in a series of estimated differential wheel torque values; and(d) alternately interrupting and restoring generation of the applied brake torque by the brake means upon detection of each extremum in a series of detected estimated differential wheel torque extrema, thereby causing the applied brake torque to alternately increase and decrease respectively.

24. The antilock braking method of claim 23, wherein the braking system comprises a brake actuator, and step (d) further comprises: generating an actuator control signal having a first state or a second state;changing the state of the actuator control signal in response to the detection of an extremum; andapplying the actuator control signal to the brake actuator to enable generation of the applied brake torque when the actuator control signal is in the first state, thereby causing applied brake torque to increase, and to disable generation of the applied brake torque when the actuator control signal is in the second state, thereby causing applied brake torque to increase.

25. An antilock braking (ABS) method optimizing wheel slip of a land or aircraft vehicle with respect to a ground surface to maximize braking performance of a wheel-mounted tire against a ground surface during ABS braking by an operator of the vehicle engaging brake means for generating an applied brake torque that is applied to a wheel brake to initiate braking at the interface of the tire and the ground surface, the method comprising: measuring wheel speed;estimating differential wheel torque from wheel speed measurement that represents the difference between wheel braking torque, generated at the interface of the tire and the ground surface, and applied brake torque generated by the vehicle braking system; andregulating the applied brake torque as a function of detected extrema of differential wheel torque to maintain the ground/tire friction near its peak value during heavy braking.