Method and Apparatus for Controlling Active Rear Steering

Abstract

A controller of an active rear steering (ARS) control system includes a processor and a software module. The software module includes instructions that, when executed by the processor, cause the processor to determine rear steering angles, determine a vehicle state, determine shaping functions, and determine a rear steering command.

Description

TECHNICAL FIELD

The technical field relates generally to control of an active rear steering (ARS) system of a vehicle.

BACKGROUND

Modern vehicles sometimes incorporate active vehicle control sub-systems. One such sub-system for providing automatic rear-wheel steering is known as an active rear steering (ARS) control system. The ARS control system corrects the operator steering command to cause the vehicle to more closely follow the vehicle operator's intended steering path while increasing vehicle stability and handling. However, under high speed conditions, some ARS control systems make steering corrections that deteriorate the overall performance of the vehicle.

SUMMARY

The various embodiments overcome the concerns of the prior art by providing an active rear steering (ARS) control system that is configured to control the angle of the rear wheels of a vehicle for various vehicle states including those that include high speed conditions. For example, vehicle state information is used to shape a rear steering angle command according to preferred turning characteristics for a vehicle operating at high speed.

According to an exemplary embodiment, an active rear steering control system for a vehicle includes a front steering angle sensor configured to measure a front steering angle of the vehicle, a yaw rate sensor configured to measure a yaw rate of the vehicle, a speed sensor configured to measure a speed of the vehicle, and a controller. The controller includes instructions that when executed by a processor cause the processor to determine a first rear steering angle as a function of the front steering angle; determine a second rear steering angle as a function of the yaw rate; determine a vehicle state as a function of at least one of the front steering angle, the yaw rate, and the speed; determine a first shaping function associated with the first rear steering angle as a function of the vehicle state; determine a second shaping function associated with the second rear steering angle as a function of vehicle state; and determine a rear steering command as a function of the first rear steering angle, the second rear steering angle, the first shaping function, and the second shaping function.

The foregoing has broadly outlined some of the aspects and features of the various embodiments, which should be construed to be merely illustrative of various potential applications. Other beneficial results can be obtained by applying the disclosed information in a different manner or by combining various aspects of the disclosed embodiments. Other aspects and a more comprehensive understanding may be obtained by referring to the detailed description of the exemplary embodiments taken in conjunction with the accompanying drawings, in addition to the scope defined by the claims.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustration of a vehicle including an active rear steering system, according to an exemplary embodiment.

FIG. 2 is a flow chart illustrating a method of a software module of the active rear steering system of FIG. 1.

FIG. 3 is a flow chart illustrating a method of a software module of the active rear steering system of FIG. 1.

DETAILED DESCRIPTION

As required, detailed embodiments are disclosed herein. It must be understood that the disclosed embodiments are merely exemplary of various and alternative forms. As used herein, the word “exemplary” is used expansively to refer to embodiments that serve as illustrations, specimens, models, or patterns. The figures are not necessarily to scale and some features may be exaggerated or minimized to show details of particular components. In other instances, well-known components, systems, materials, or methods that are know to those having ordinary skill in the art have not been described in detail in order to avoid obscuring the present disclosure. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art.

Referring to FIG. 1, a vehicle 12 includes an active rear steering (ARS) control system 10, a steering wheel 44, a steering column 46, a front axle 48, front wheels 26, a rear axle 50, and rear wheels 24. The ARS control system 10 includes an ARS controller 19, a processor 40, a memory 42, and an ARS actuator 14. As used herein, the term “controller” refers to a computing device, such as but not limited to a programmable logic controller (PLC), remote terminal unit (RTU), or distributed control system (DCS), that monitors and affects the operational conditions of a given system. The ARS controller 19 includes software modules 16, 18a, 18b, 20, 22, 23 that include instructions that are executable by the processor 40. The illustrated ARS actuator 14 includes a motor 28 that is configured to steer the rear wheels 24 of the vehicle 12 according to a rear steering command δ_room.

The ARS control system 10 includes a yaw rate sensor 30 configured to measure the yaw rate ψ′ of the vehicle 12, a speed sensor 32 configured to measure the longitudinal speed V_x and lateral speed V_y of the vehicle 12, and a steering angle sensor 34 configured to measure the front steering angle δ_f of the vehicle 12.

The state software module 16 is configured to determine the state S of the vehicle 12 as a function of the yaw rate ψ′, the vehicle speed V_x, and the front steering angle δ_f. Steering angle software modules 20, 22 are configured to determine rear steering angles δ_r1, δ_r2 as a function of the yaw rate ψ′ and the front steering angle δ_f. Shaping software modules 18a, 18b are configured to determine shaping functions F_sh1, F_sh2 as a function of the front steering angle δ_f, the vehicle state S, and a respective one of the rear steering angles δ_r1, δ_r2. The combining software module 23 is configured to combine the rear steering angles δ_r1, δ_r2 with the shaping functions F_sh1, F_sh2 to generate the rear steering command δ_rcom. The ARS actuator 14 is configured to steer and control the rear wheels 24 as a function of the rear steering command δ_rcom. For example, the ARS actuator 14 generates a signal to drive the motor 28 using the rear steering command δ_rcom.

The software modules 16, 18a, 18b, 20, 22, 23 are now described in further detail. The state software module 16 is configured to determine the vehicle state S. For purposes of teaching, various states S are defined as follows. A first state S₁ includes low speed V_x and steady operation; a second state S₂ includes high speed V_x and steady operation; a third state S₃ includes low speed V_x and transient operation; and a fourth state S₄ includes high speed V_x and transient operation. Steady operation and transient operation are defined for purposes of teaching by a front steering velocity threshold δ_fth′, a minimum front steering velocity δ_fthmin′, a yaw acceleration threshold ψ_th″, and a minimum yaw acceleration ψ_thmin″. For example, operation above both of the thresholds δ_fth′, ψ_th″ is transient operation and operation below one or both thresholds δ_fth′, ψ_th″ is steady operation. The minimums δ_fthmin′, ψ_thmin″ are smaller than the thresholds δ_fth′, ψ_th″ and are used to verify steady state over a time period or number of cycles. The thresholds δ_fth′, ψ_th″ are and the minimums δ_fthmin′, ψ_thmin″ are experimentally determined via testing vehicle 12. Similarly, high speed and low speed are defined by a threshold speed V_th. Above the threshold speed V_th is high speed and below the threshold speed V_th is low speed. For illustration, the threshold speed V_th is 16 m/s.

Referring to FIG. 2, an exemplary method of determining the vehicle state S is described. At a step 132, the state software module 16 calculates the derivative of the front steering angle δ_f and the yaw rate ψ′ to get a front steering velocity δ_f′ and a yaw acceleration ψ″. At a step 136, the state software module 16 determines whether the steering angle velocity δ_f′ is greater than the steering angle velocity threshold δ_fth′. If yes, the state software module 16 sets a first flag G₁ to one at box 150. If not, at a step 134, the state software module 16 determines whether the steering angle velocity δ_f′ is less than the minimum steering angle velocity δ_fthmin′ for a certain amount of time (for example, 20 cycles with control cycle time of 10 msec, i.e. 200 msec). If yes, the state software module 16 sets the first flag G₁ to zero at box 152. If not, the state software module 16 sets the first flag G₁ to one at box 150.

At a step 138, the state software module 16 determines whether the yaw acceleration ψ″ is greater than the threshold yaw acceleration ψ_th″. If yes, then the state software module 16 sets a second flag G₂ to one at box 146. If no, at a step 140, the state software module 16 determines whether the yaw acceleration ψ″ is less than the minimum yaw acceleration ψ_thmin″ for a certain amount of time (for example, 20 cycles with control cycle time of 10 msec, i.e. 200 msec). If yes, then the state software module 16 sets the second flag G₂ to zero at box 148. If no, the state software module 16 sets the second flag G₂ to one at box 146. At a step 160, the state software module 16 determines a variable flag G by multiplying the first flag G₁ and the second flag G₂. Here, a variable flag G equal to one represents transient operation and a variable flag G equal to zero represents steady operation.

At a step 161, the state software module 16 determines whether the vehicle speed V_x is less than the threshold speed V_th. If yes, at a step 162, the state software module 16 determines if the variable flag G is set to one. If no, the state software module 16 sets the vehicle state S to the first state S₁ at a box 166. If yes, the state software module 16 sets the vehicle state S to the third state S₃ at a box 164. If vehicle speed V_x is not less than the threshold speed V_th at step 161, at a step 168, the state software module 16 determines if the variable flag G is set to one. If no, the state software module 16 sets the vehicle state S to the second state S₂ at box 170. If yes, the state software module 16 sets the vehicle state S to the fourth state S₄ at box 169.

In alternative embodiments, the method includes alternative or additional vehicle states. The state can alternatively be represented by a continuous signal where the magnitude of the signal relative to a threshold indicates the state.

Exemplary steering angle software modules 20, 22 that are configured to determine the rear steering angles δ_r1, δ_r2 are now described in further detail. For purposes of teaching, a two degree-of-freedom model of yaw-plane dynamics is used. While the vehicle 12 is undergoing handling maneuvers, it not only incurs a yaw motion, but it also experiences a side-slip motion at the same time. The yaw motion is partially characterized by the yaw rate ψ′ and the lateral motion is partially characterized by the side slip or lateral velocity V_y. The vehicle yaw-plane dynamics are described by a second-order state equation:

$\left[\begin{array}{c}{V}_y^{\prime }\\ {\psi }^{″}\end{array}\right]=\left[\begin{array}{cc}\frac{-\left(C_f+C_r\right)}{mV_x}& \frac{b(C_r-{\mathrm{aC}}_f}{mV_x}-V_x\\ \frac{{\mathrm{bC}}_r-{\mathrm{aC}}_f}{{\mathrm{IV}}_x}& -\frac{a^2C_f+b^2C_r}{{\mathrm{IV}}_x}\end{array}\right]\left[\begin{array}{c}{V}_y\\ {\psi }^{\prime }\end{array}\right]+\left[\begin{array}{cc}\frac{C_f}{m}& \frac{C_r}{m}\\ \frac{{\mathrm{aC}}_f}{I}& \frac{-{\mathrm{bC}}_r}{I}\end{array}\right]\left[\begin{array}{c}{\delta }_f\\ {\delta }_r\end{array}\right]$

where a is the distance from the center of gravity 52 of the vehicle 12 to the front axle 48; b is the distance from the center of gravity 52 of the vehicle 12 to the rear axle 50; C_f is the cornering stiffness of both front wheels 26 of the front axle 48; C_r is the cornering stiffness of both rear wheels 24 of the rear axle 50; I is the moment of inertia of the vehicle 12 about the yaw axis; m is the total vehicle mass; V_x is the longitudinal speed of the vehicle's center of gravity; V_y is the lateral speed of the vehicle's center of gravity 52; δ_f is the front steering angle of the front wheels 26; δ_r is the rear steering angle of the rear wheels 24; and ψ′ is the yaw rate of the vehicle 12. Experimentally determined parameters and parameters that are looked up are stored in the memory 42.

The rear steering angle δ_r can be determined as a function of the front steering angle δ_f and yaw rate ψ′ by setting both the lateral velocity V_y and its derivative V_y′ to zero in the state equation to give:

$0=\left(\frac{{\mathrm{bC}}_r-{\mathrm{aC}}_f}{mV_x}-V_x\right){\psi }^{\prime }+\frac{C_f}{m}{\delta }_f+\frac{C_r}{m}{\delta }_r.$

Solving for the rear steering angle δ_r gives:

${\delta }_r=-\frac{C_f}{C_r}{\delta }_f+\frac{1}{C_r}\left(\frac{{\mathrm{aC}}_f-{\mathrm{bC}}_r-mV_x^2}{V_x}\right){\psi }^{\prime }$

The rear steering angle δ_r is the sum of the first rear steering angle δ_r1 and the second rear steering angle δ_r2. The first rear steering angle δ_r1 is a function of the front steering angle δ_f and is given by:

${\delta }_{r1}=-\frac{C_f}{C_r}{\delta }_f$

The second rear steering angle δ_r2 signal is a function of the yaw rate ψ′ and the longitudinal speed V_x and is given by:

${\delta }_{r2}=\frac{1}{C_r}\left(\frac{{\mathrm{aC}}_f-{\mathrm{bC}}_r-mV_x^2}{V_x}\right){\psi }^{\prime }.$

In an alternative embodiment, the rear steering angles δ_r1, δ_r2 are determined based on different objectives such as subjective vehicle agility, vehicle turn circle reduction, or vehicle steering sensitivity modification as is understood by those familiar in the art.

The shaping software modules 18a, 18b are configured to determine shaping functions F_sh1, F_sh2. Referring to FIG. 3, an exemplary method of determining the first shaping function F_sh1 with the shaping software module 18a is now described. At a step 182, the shaping software module 18a determines if the first rear steering angle δ_r1 is less than a rear steering angle threshold δ_rthmin. If yes, the shaping software module 18a sets the first shaping function F_sh1 to a first shaping gain K_sh(1) at box 184. If the first rear steering angle Υ_r1 is not less than the rear steering angle threshold δ_rthmin, at the step 182, at a step 186, the shaping software module 18a determines if the state S is the third state S₃ or the fourth state S₄. If yes, the shaping software module 18a sets the first shaping function F_sh1 to a second shaping gain K_sh(2) at box 188. If the state S is not third state S₃ or fourth state S₄ at step 186, at a step 190, the shaping software module 18a determines if the state S is the first state S₁. If yes, the shaping software module 18a sets the first shaping function F_sh1 to a third shaping gain K_sh(3) at box 192. If the state S is not one at step 190, the shaping software module 18a sets the first shaping function F_sh1 to a fourth shaping gain K_sh(4) at box 194. The shaping software module 18b determines the second shaping function F_sh2 according to the same method.

The exemplary method of selecting a shaping gain K_sh for the first shaping function F_sh1 takes into account the vehicle state S and a rear steering angle δ_r1, δ_r2. The exemplary shaping gains K_sh are given by

$K_{\mathrm{sh}}\left(\mathrm{index}\right)={}^{Z\left(\mathrm{index}\right)}\mathrm{where}$ $Z\left(\mathrm{index}\right)=Z_1\left(\mathrm{index}\right)*Z_2\left(\mathrm{index}\right),Z_1\left(\mathrm{index}\right)=\{\begin{array}{cc}0,& {\delta }_f<{\delta }_{\mathrm{fth}}\\ K_{\mathrm{sh}\left(\mathrm{rate}\right)},& {\delta }_f\ge {\delta }_{\mathrm{fth}}\end{array},\mathrm{and}Z_2\left(\mathrm{index}\right)=\sum _{N=0}^{N_{\mathrm{th}}}A\left(\mathrm{index}\right)*N*T.$

Here, T is the loop time (for example, 10 msec), N is loop number, N_th is total number of loops, δ_fth is front steering angle threshold (for example, 5 degrees), and A and K_sh(rate) are experimental values that are experimentally determined via vehicle testing. For example, for a set of indexed situations (index is [1 2 3 4]), A(index) is [1 1 0.01 0.02] and K_sh(rate)(index) is [0 0 −5 −10]. The loop number N is reset to zero when the front steering angle δ_f is less than the front steering angle threshold δ_fth. Other suitable values for the shaping gains K_sh can also be used, the shaping functions F_sh can be selected according to alternative methods, and the specific implementation of the shaping functions F_sh to determine the rear steering command δ_rcom can be modified according to alternate embodiments.

The combining software module 23 is configured to determine the rear steering command δ_rcom as a function of the shaping functions F_sh1, F_sh2 and the rear steering angles δ_r1, δ_r2. According to an exemplary embodiment, the combining software module 23 combines the shaping functions F_sh1, F_sh2 and the rear steering angles δ_r1, δ_r2 according to:

δ_rcom=F_sh1*δ_r1+F_sh2*δ_r2.

According to an exemplary method of operation, referring to FIG. 1, the sensors 30, 32, 34 measure the yaw rate ψ″, vehicle speed V_x, V_y, and front steering angle δ_f. The ARS controller 19 determines the rear steering command δ_rcom as described above. In sum, the state software module 16 determines the vehicle state S, the steering angle software modules 20, 22 determine rear steering angles δ_r1, δ_r2, the shaping software module 18a determine shaping functions F_sh1, F_sh2, and the combining software module 23 determines the rear steering command δ_rcom. The ARS actuator 14 controls the motor 28 to steer the rear wheels 24 according to the rear steering command δ_rcom.

The above-described embodiments merely illustrate implementations that are set forth for a clear understanding of principles. Variations, modifications, and combinations of the above-described embodiments may be made without departing from the scope of the claims. All such variations, modifications, and combinations are included herein by the scope of this disclosure and the following claims.

Claims

1. An active rear steering control system for a vehicle, comprising: a front steering angle sensor configured to measure a front steering angle of the vehicle;a yaw rate sensor configured to measure a yaw rate of the vehicle;a speed sensor configured to measure a speed of the vehicle; anda controller comprising instructions that, when executed by a processor, cause the processor to: determine a first rear steering angle as a function of the front steering angle;determine a second rear steering angle as a function of the yaw rate;determine a vehicle state as a function of the speed;determine a first shaping function associated with the first rear steering angle as a function of the vehicle state;determine a second shaping function associated with the second rear steering angle as a function of vehicle state; anddetermine a rear steering command as a function of the first rear steering angle, the second rear steering angle, the first shaping function, and the second shaping function.

2. The active rear steering control system of claim 1, wherein determining the vehicle state comprises selecting from an enumerated list of vehicle states.

3. The active rear steering control system of claim 1, wherein determining the vehicle state comprises determining the magnitude of a vehicle state signal.

4. The active rear steering control system of claim 1, wherein the vehicle state is further a function of the front steering angle.

5. The active rear steering control system of claim 4, wherein the vehicle state is a function of the rate of change of the front steering angle.

6. The active rear steering control system of claim 1, wherein the vehicle state is further a function of the yaw rate.

7. The active rear steering control system of claim 6, wherein the vehicle state is a function of the rate of change of the yaw rate.

8. The active rear steering control system of claim 1, wherein the vehicle state is further a function of the front steering angle and the yaw rate.

9. The active rear steering control system of claim 1, wherein the rear steering command is the sum of the first rear steering angle multiplied by the first shaping function and the second rear steering angle multiplied by the second shaping function.

10. The active rear steering control system of claim 1, wherein each of the first shaping function and the second shaping function is selected from a plurality of gains.

11. The active rear steering control system of claim 10, wherein the gains are determined as a function of the front steering angle.

12. The active rear steering control system of claim 1, wherein each of the first shaping function and the second shaping function is further a function of an associated one of the first rear steering angle and the second rear steering angle.

13. The active rear steering control system of claim 1, further comprising an actuator that is configured to control a rear steering angle of rear wheels of the vehicle according to the rear steering command.

14. The active rear steering control system of claim 1, wherein the first rear steering angle is further a function of a front wheel stiffness and a rear wheel stiffness.

15. The active rear steering control system of claim 1, wherein the second rear steering angle is further a function of the speed, a vehicle mass, a front wheel stiffness, a rear wheel stiffness, a distance from a front axle to a center of gravity of the vehicle, and a distance from a rear axle to the center of gravity.

16. A controller of an active rear steering control system, comprising: a processor; andat least one software module comprising instructions that, when executed by the processor, cause the processor to: determine a first rear steering angle as a function of a front steering angle measured by a steering angle sensor of the active rear steering control system;determine a second rear steering angle as a function of a yaw rate measured by a yaw rate sensor of the active rear steering control system;determine a vehicle state as a function of a speed measured by a speed sensor of the active rear steering control system;determine a first shaping function associated with the first rear steering angle as a function of the vehicle state;determine a second shaping function associated with the second rear steering angle as a function of vehicle state; anddetermine a rear steering command as a function of the first rear steering angle, the second rear steering angle, the first shaping function, and the second shaping function.

17. The controller of claim 16, wherein the vehicle state is further a function of the front steering angle.

18. The controller of claim 16, wherein the vehicle state is further a function of the yaw rate.

19. The controller of claim 16, wherein the rear steering command is the sum of the first rear steering angle multiplied by the first shaping function and the second rear steering angle multiplied by the second shaping function.