Method for improved anti-lock braking control for all-wheel drive vehicles having a viscous coupling or a viscous lock

Abstract

A method for controlling a braking system in an all-wheel drive vehicle having a viscous coupling or a viscous lock, wherein a viscous torque acting on a wheel is estimated, the viscous torque is taken into account in estimating a desired braking pressure for the wheel, and the desired braking pressure is applied to the wheel.

Description

[0001] The present invention relates to a method for improved antilock braking control for all-wheel drive vehicles having a viscous coupling or a viscous lock.

[0002] Electronic antilock braking systems (“ABS”) have been known and used for several years. An example of an electronic antilock braking system as implemented in a vehicle dynamic control system is disclosed in European Patent Application EP 0 503 025 B1. That braking system operates based on calculated wheel torques or wheel braking pressures, but does not account for differences in wheel torques or braking pressures due to the viscous torque from a viscous coupling or a viscous lock in an all-wheel drive vehicle.

[0003] Some all-wheel drive vehicles use a viscous coupling (an encapsulated multi-plate unit with a high-viscosity silicone fluid) as a means of activating the all-wheel drive. Once the traction limit at the permanently-engaged axle is exceeded, the viscous coupling responds to variations in slip by transferring torque to the secondary drive axle according a viscous-drive response curve. In a vehicle with a viscous lock, because of the presence of a center differential, the driving torque is permanently distributed to the front and rear axles (with the ratio depending on the design, for example ⅓ to the front axle and ⅔ to the rear axle). The viscous lock, like the viscous coupling, can transfer supplemental torque between the front and rear axle when there is a speed difference between the front and rear axle.

[0004] Because known ABS control systems do not adequately account for the variations in torque at each wheel due to the transfer of torque by the viscous coupling or viscous lock, these systems often apply the wrong braking pressure to the wheels resulting in less than optimal braking performance.

[0005] The present invention relates to a method for improved antilock braking control for all-wheel drive vehicles having a viscous coupling or a viscous lock by taking into account the torque due to the viscous coupling or viscous lock which is acting on a wheel. The present invention also relates to the improvement of the formation of reference values for the torque acting upon a wheel of an all-wheel drive vehicle having a viscous coupling or viscous lock.

[0006] By more accurately taking into account of the torque applied by the viscous coupling or viscous lock on each wheel, an ABS control unit can more accurately respond by increasing or decreasing the braking pressure on the wheels as necessary, resulting in improved braking performance.

[0007] Specifically, the present invention relates to a method for controlling a braking system in an all-wheel drive vehicle having a viscous coupling or a viscous lock, wherein a viscous torque acting on a wheel is estimated, the viscous torque is taken into account in estimating a desired braking pressure for the wheel, and the desired braking pressure is applied to the wheel.

[0008] If the viscous torque acting on the wheel is not known to a precise degree, it may be advantageous to take the viscous torque into account in calculating the desired braking pressure only if the viscous torque is less than or equal to zero. The viscous torque is calculated as a function of a difference between a front axle cardan shaft speed and a rear axle cardan shaft speed, and can also be taken into account in estimating a braking force at the wheel. A reduction factor can be introduced to adjust the effect of the viscous torque for high differences in front and rear axle cardan drive shaft speeds. For example, the reduction factor can be equal to approximately one for small differences in front and rear axle cardan shaft speeds and can be equal to approximately zero for large differences. Small differences in speed is an indication that the viscous coupling or viscous lock is functioning normally and large differences in speed is an indication that the viscous coupling or viscous lock is functioning poorly.

[0009] FIGS. 1 a and 1b are diagrams illustrating two of the many different drive concepts for all-wheel drive vehicles.

[0010] FIG. 2 is a block diagram illustrating the overall concept of the improved ABS control system according to the present invention.

[0011] FIG. 3 is an example of a curve showing the relationship between a reduction factor, RedVisco, and a difference between a rear axle cardan shaft speed and a front axle cardan shaft speed.

[0012] Each of the vehicles in FIGS. 1a and 1b are shown having a front axle 11, rear axle 12, front axle cardan shaft 19, rear axle cardan shaft 18, front universal joint 13 and rear differential joint 14. FIG. 1a illustrates an all-wheel drive vehicle having a center differential 16 and a viscous lock 17. FIG. 1b illustrates an all-wheel drive vehicle having a viscous coupling 15 and no center differential.

[0013] The functions illustrated in FIG. 2 are similar to those described in European patent application EP 0 503 025 B1, and differ only in that the torque acting on the wheel that is transferred by the viscous coupling or viscous lock between the two vehicle axles (referred to below as “viscous torque,” or MDiffK) is calculated at block 12, and that value MDiffK is taken into account in both the calculation of the braking force Fb at block 6 and the in setting the desired (or setpoint) pressure Ps by the slip regulator at block 4. The calculation of the viscous torque acting on the wheel is described in more detail below.

[0014] At wheel 9, the wheel's peripheral velocity Vr is measured and fed to a slip calculator 1. The slip calculator is also fed with the velocity of the freely rolling wheel Vfr, which could be measured in any manner, or calculated as shown in FIG. 2, in a Vfr-observer 8 and fed to the slip calculator. Vfr can be measured from the longitudinal vehicle velocity. Observer 8 calculates the quantity Vfr on the basis of the quantities yaw rate ψ•, steering angle δ, transverse velocity Vy, and lateral guiding forces Fs, braking forces Fb, and the peripheral velocities of all wheels. In this context, ψ• and δ are measured quantities, whereas Vy and Fs are estimated quantities. In slip calculator 1, slip value S=(1−Vr/Vfr) is calculated from Vfr and Vr, and fed to a slip regulator 4, which is additionally fed with a set point slippage SO ascertained in a block 2, as well as with quantities Vfr, slip angle α, the viscous torque MDiffK calculated at block 12, and mean braking force Fb0.

[0015] Calculated in a further block 5, with the aid of an inverse hydraulic model, and using quantities prepressure Pvor and lateral guiding force Fs, is trigger time U required to activate a solenoid valve existing in hydraulic block 10 for adjusting a brake pressure P at wheel 9, which corresponds to set point pressure Ps. P can be measured, however, it can also be calculated using a hydraulic model 7, prepressure Pvor and lateral guiding force Fs. A braking force estimator 6 ascertains braking force FB resulting from P, Vfr, α, and the viscous torque MDiffK, which is required by Vfr-observer 8 for the calculation. In an adder 3, a set point slip deviation ΔSs coming from a vehicle dynamics controller 11 can be superimposed upon set point slippage SO of block 2, resulting in a set point slippage Ss.

[0016] Whether the vehicle has a viscous coupling without a center differential, or a center differential and a viscous lock, in both cases the magnitude and sign of the transmitted viscous torque MVisco is a function of the magnitude and sign of the cardan drive shaft speed difference DnKar and is calculated as follows:

MVisco=cVisco (nKarR)*DnKar

[0017] where DnKar is equal to the speed of the rear axle cardan shaft nKarR minus the speed of the front axle cardan shaft nKarF, and where cVisco (nKarR)is the characteristic curve of the viscous coupling 15, or viscous lock 17.

[0018] The viscous torque at the wheel MDiffK is calculated by the following equations:

MDiffK=MVisco*ueDiff/2 for a front wheel,

[0019] and

MDiffK=MVisco*ueDiff/2 for a rear wheel

[0020] where ueDiff is the differential transmission ration.

[0021] If significant viscous torques only occur briefly, i.e. during brief drive shaft speed differences between the front axle drive shaft and the rear axle drive shaft, then it is sufficient to merely consider this torque in the calculation of the desired braking pressure for the wheel Ps. This can be done with the following equation:

Ps=(Ms+MDiffK)/Cp  (1)

[0022] where Cp is the braking constant calculated by dividing the brake torque MBrake by the braking pressure at the wheel Pw, and Ms is the wheel torque that is desired by the ABS electronic control unit.

[0023] If MDiffK is known quite precisely, the equation (1) can be used to compensate for the so-called disturbance torque that the viscous coupling or viscous lock exerts on the wheel.

[0024] However, when properties of the viscous coupling or viscous lock are not known precisely, due for example to temperature effects, aging, etc., of the viscous fluid, the calculation of MDiffK can be very inaccurate. Especially if the estimate of MDiffK is positive and larger than the actual viscous torque value (i.e. too great a driving torque is estimated), equation (1) may have a destabilizing effect on slip control. A value of MDiffK that is too large results in a value of Ps that is too large. This causes the wheel speed to be reduced, and consequently the computed MDiffK is further increased, and Ps is then, in turn, increased more. This positive feedback effect can be avoided if equation (1) is only evaluated for MDiffK <=0, whereby the following equation is used instead for MDiffK >0:

Ps=Ms/Cp  (1b)

[0025] If significant viscous torques occur continuously, e.g. because the rolling circumferences differ for the front and rear wheels or the front and rear wheels are being controlled to different brake slip values, then MDiffK must also be considered in the calculation of braking force. Otherwise the operating point of the controller would be calculated incorrectly, and steady state errors would occur in ABS control. The braking force is calculated as follows:

Fb=(1/r)*[(J/r)*(dvWheel/dt)+Cp*Pw−MDiffK]  (2)

[0026] where Cp is the braking constant, J is the moment of inertia of the wheel, r is the wheel radius, dvWheel/dt is the change in wheel peripheral velocity with respect to time, Pw is the wheel braking pressure (which can be estimated or measured).

[0027] The characteristic curve of a viscous coupling or viscous lock is subject to large variations. Influencing factors may include:

[0028] Temperature dependency of viscosity of the fluid used

[0029] Aging of the fluid

[0030] Fluid loss due to leakage

[0031] Production related tolerances

[0032] These influencing factors are very difficult if not impossible to determine; consequently an assumed nominal viscous characteristic curve often deviates substantially from the real situation. Two cases and their effects should be differentiated:

[0033] 1) Calculated value of cVisco is too small. In this situation, the function in ABS braking is improved, by taking into account the viscous torque, but the improvement is not to the extent that it could be, as the compensation is incomplete.

[0034] 2) Calculated value of cVisco is too large: in this situation, the compensation due to equations (1) and (2) lead to a case of overcompensation. This can lead to control behavior which is worse than without compensation (underbraked or overbraked wheels).

[0035] The overcompensation depicted in case 2) can be reduced by appropriate actions. Namely, if a viscous coupling or viscous lock has a very small effect, then the speed differences during ABS will often be very large (lack of synchronization of the wheels). This leads to a situation where the error in cVisco has an especially strong effect on MVisco. To reduce this effect a reduction factor RedVisco can be introduced, which is a function of the drive shaft speed difference DnKar. FIG. 3 illustrates an example of a relationship between the reduction factor RedVisco and the drive shaft speed difference DnKar.

[0036] The viscous torque is then calculated as follows:

MVisco=cVisco (nKarR)*DnKar*RedVisco (DnKar)  (3b)

[0037] The value RedVisco1 should be selected so that it is approximately as large as the DnKar values which occur in ABS controllers with nominal viscous coupling or viscous lock. RedVisco2 corresponds to DnKar values which are only reached with a viscous coupling or a viscous lock that is working poorly.

Claims

1. A method for controlling a braking system in an all-wheel drive vehicle having a viscous coupling or a viscous lock, characterized in that a viscous torque acting on a wheel is estimated, the viscous torque is taken into account in estimating a desired braking pressure for the wheel, and the desired braking pressure is applied to the wheel.

2. The method as recited in claim 1, characterized in that the viscous torque is taken into account in calculating the desired braking pressure only if the viscous torque is less than or equal to zero.

3. The method as recited in one of the preceding claims, characterized in that the viscous torque is calculated as a function of a difference between a front axle cardan shaft speed and a rear axle cardan shaft speed.

4. The method as recited in one of the preceding claims, characterized in that the viscous torque is taken into account in estimating a braking force, and the estimated braking force is taken into account in estimating the desired braking pressure.

5. The method as recited in one of the preceding claims, characterized in that a reduction factor is used in estimating the viscous torque.

6. The method as recited in claim 5, characterized in that the reduction factor is calculated as a function of a difference between a front axle cardan drive shaft speed and a rear axle cardan drive shaft speed.

7. The method as recited in claim 5 or 6, characterized in that the reduction factor is equal to approximately 1 when the viscous coupling or viscous lock are functioning normally.

8. The method as recited in claims 5, 6, or 7 characterized in that the reduction factor is approximately equal to zero when the viscous coupling or viscous lock is functioning poorly.

9. A braking system in an all-wheel drive vehicle, in particular, being controllable by a method according to the method as recited in one of the foregoing claims, wherein the braking system comprises a viscous coupling and/or a viscous lock, characterized in that a viscous torque acting on a wheel is estimated, the viscous torque is taken into account in estimating a desired braking pressure for the wheel, and the desired braking is applied to the wheel.