KR101593575B1 - Vehicle left/right variation control system and a control method - Google Patents

Abstract

The present invention relates to a vehicle left/right variation control system and a control method thereof. The system comprises: an actuator provided at a plurality of wheels mounted at a vehicle, respectively; a control unit which independently controls braking force or driving force of the vehicle with respect to the actuators; and an estimation unit which estimates performance information of the actuator resulted from the braking force or the driving force of the vehicle from the control unit. The system improves riding comfort and driving stability of a vehicle.

Description

TECHNICAL FIELD [0001] The present invention relates to a vehicle left / right deviation control system and a control method thereof,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle left / right deviation control system, and more particularly, to a vehicle left / right deviation control system capable of reducing a driving force left / right deviation for a braking force and a running vehicle, respectively, And more particularly, to a vehicle left / right deviation control system capable of improving driving stability of a vehicle during driving.

Generally, due to the explosion of vehicles, air pollution caused by exhaust gas of vehicles using internal combustion engines is becoming a social problem. Therefore, hybrid vehicles (HV, Hybrid Vehicle) and electric vehicles (EV, Electric Vehicle) are being actively discussed.

The hybrid vehicle (HV) is equipped with a battery and an internal combustion engine, or a battery and a fuel cell are mounted to drive the motor by driving the motor. The voltage for driving the motor is a complementary relationship between voltages of different power sources And the vehicle is driven by the supply of a balanced voltage.

The electric vehicle EV is not driving energy but rotates the electric motor accumulated in the battery to obtain driving energy. A new braking system that replaces the existing hydraulic brake system that amplifies the braking force of the vehicle by using the intake process of the internal combustion engine is required.

As an alternative to this, a braking system that generates braking force using motors such as electromechanical brake (EMB) and electronic wedge brake (EWB) has been developed. Since the braking system operates with electric energy, the pressure amplification process using the internal combustion engine is unnecessary, and the braking force for each wheel can be independently controlled. However, due to the independent braking force control for each wheel, There is a disadvantage that deviation of the right braking force may occur.

On the other hand, in an electric vehicle replacing the internal combustion engine, an in-wheel motor vehicle in which a motor is mounted on each wheel and a driving force of each wheel can be controlled has been developed. The in-wheel motor vehicle has an advantage in that the driving force for each wheel can be independently controlled, but there is a disadvantage that a deviation in the left / right driving force may occur due to a difference in performance of the motor mounted on each wheel.

The deviation of the left / right braking force or the driving force of such a vehicle may adversely affect the ride feeling and reduce the stability of the running. In addition, when the left / right braking force or the driving force of the vehicle deviates severely, the vehicle travels in a direction that the driver does not want, so that a vehicle accident and a human accident may occur.

The related art is disclosed in Japanese Patent Laid-Open Publication No. 10-2003-0089898 (Title of the Invention: Apparatus and Method for Correcting Deviation of Brake Sensor of Hybrid Electric Vehicle, Published on November 28, 2003) and Japanese Patent Laid- 155562 (entitled " Vehicle Control Device and Vehicle Control Method, Published on July 15, 2010).

SUMMARY OF THE INVENTION The present invention is conceived to solve the above-mentioned problems, and it is an object of the present invention to provide a driving force control apparatus and a driving force control method thereof, which can reduce the braking force of a running vehicle, And to provide a vehicle left / right deviation control system capable of improving the running stability of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS Other objects and advantages of the invention will become more apparent from the following detailed description of preferred embodiments with reference to the attached drawings, in which:

The vehicle left / right deviation control system according to the present invention includes: an actuator provided in each of a plurality of wheels mounted on a vehicle; A controller for independently controlling a braking force or a driving force of the vehicle with respect to the plurality of actuators; And an estimator for estimating performance information of the actuator due to the braking force or driving force of the vehicle from the controller.

In the vehicle left / right deviation control system according to the present invention, the control unit controls the next actuator based on the performance information of the actuator estimated by the estimation unit.

In the vehicle left / right deviation control system according to the present invention, the control unit controls the braking force or the driving force that satisfies the plurality of actuators as a whole, instead of individually compensating the actuator whose braking force or driving force is lowered among the plurality of actuators.

In the vehicle left / right deviation control system according to the present invention, a deviation between the right front / rear wheels of the vehicle and the front left / rear wheels of the vehicle is prevented by the braking force or the driving force satisfying the plurality of actuators as a whole.

In the vehicle left / right deviation control system according to the present invention, the estimating unit estimates the performance information of the actuator using the sensor unit mounted on the vehicle.

In the vehicle left / right deviation control system according to the present invention, the estimator transmits the performance information of the actuator estimated by the estimator to the controller.

In the vehicle left / right deviation control system according to the present invention, the performance information of the actuator estimated by the estimating unit at the current time is used as a performance information reference of the actuator at the next time point.

A method for controlling a vehicle left / right deviation according to the present invention includes the steps of: providing an actuator on a plurality of wheels mounted on a vehicle; Independently controlling a braking force or a driving force of the vehicle with respect to the plurality of actuators in a control unit; And estimating performance information of the actuator due to the braking force or driving force of the vehicle from the control unit in the estimating unit.

In the vehicle left / right deviation control method according to the present invention, the control unit controls the next actuator based on the performance information of the actuator estimated by the estimation unit.

In the vehicle left / right deviation control method according to the present invention, the control unit controls the braking force or the driving force that satisfies the plurality of actuators as a whole, instead of compensating individually the braking force or the driving force of the plurality of actuators.

In the method for controlling a vehicle left / right deviation according to the present invention, a deviation between the right front / rear wheels of the vehicle and the front / rear wheels of the vehicle is prevented due to the braking force or the driving force satisfying the plurality of actuators as a whole.

In the vehicle left / right deviation control method according to the present invention, the estimator transmits again the performance information of the actuator estimated by the estimator to the controller.

In the vehicle left / right deviation control method according to the present invention, the performance information of the actuator estimated by the estimation unit at the current time is used as a performance information reference of the actuator at the next time point.

The present invention can reduce the braking force of the running vehicle and the left / right deviation of the driving force of the vehicle for traveling, so that it is possible not only to improve the riding comfort of the vehicle at the time of braking but also to improve the running stability of the vehicle at the time of driving.

Further, the braking force or the driving force of each wheel can be independently controlled, and the driver can follow the turning wish in a desired direction.

In addition, the stability of the vehicle and the stable turning of the driver can minimize the accidents with the vehicle accidents.

1 is a block diagram of an embodiment of a vehicle left / right deviation control system according to the present invention;
Figures 2 to 4 are diagrams showing simulations of the embodiment of Figure 1,
5 is a flowchart of an embodiment of a vehicle left / right deviation control method according to the present invention.

Hereinafter, a preferred embodiment of a vehicle left / right deviation control system according to the present invention will be described in detail with reference to the accompanying drawings.

Fig. 1 is a block diagram of an embodiment of a vehicle left / right deviation control system according to the present invention, and Figs. 2 to 4 are diagrams showing simulations of the embodiment of Fig.

The vehicle left / right deviation control system 100 according to the present invention includes an actuator 110, a controller 120, and an estimator 130, as shown in FIGS.

The actuators 110 are respectively provided on a plurality of wheels mounted on the vehicle. The actuator 110 is positioned at the upper end of a suspension device installed at the rear of a vehicle equipped with an ECS (Electronic Controlled Suspension), which is also called an electronic control suspension device or an electronically controlled suspension device, Central processing unit, Central Processing Unit).

The actuator 110 provides a parking brake lock and a parking brake releasing force through a supplied power source and is controlled by receiving various information related to parking operation through an ECU (Electronic Control Unit).

The actuator 110 is a general device using brakes, that is, a wheel cable that holds a wheel disk mounted on a wheel by a pulling force of a parking cable and a parking cable that receives an axial movement force generated by the actuator 110, Etc. This is a typical configuration.

The actuator 110 is rotated by a motor that generates power by forward and reverse rotation under the control of the ECU, a decelerator that decelerates the rotational force of the motor, and a decelerator that decelerates the rotational force of the motor, .

The performance information of the actuator 110 estimated by the estimation unit 130 to be described below at the present time is used as a performance information reference of the actuator at the next time point. The estimated performance information of the actuator 110 can be estimated in real time, thereby minimizing the deviation between the front right / rear of the vehicle and the front / rear left wheels.

The control unit 120 independently controls the braking force or the driving force of the vehicle with respect to the plurality of actuators 110. The control unit 120 increases the ride comfort of the vehicle during braking by applying the braking force to the vehicle during running. The control unit 120 increases the driving stability of the vehicle during driving by applying driving force to the vehicle for driving.

The control unit 120 controls the next actuator 110 based on the performance information of the actuator 110 estimated by the estimation unit 130. This is because, as described in the actuator 110, performance information of the estimated actuator 110 can be estimated in real time so as to minimize the deviation between the front right / rear of the vehicle and the front / rear left wheel.

The control unit 120 controls the braking force or the driving force that satisfies the plurality of actuators 110 as a whole instead of individually compensating the braking force or the driving force of the plurality of the actuators 110, The controller 120 prevents a deviation between the front right / rear wheels of the vehicle and the front left / rear wheels of the vehicle due to the braking force or the driving force satisfying the plurality of actuators 110 as a whole. That is, the optimal control combination satisfying the condition that no deviation will occur between the front right / rear wheels of the vehicle and the left front / rear wheels is derived. In deriving the optimum control combination, factors such as the maximum performance that the actuator 110 can exert, the maximum current that can be applied to the actuator 110, and the like must be considered.

When a problem arises due to a failure or the like in one actuator among the plurality of actuators 110 mounted on the vehicle, that is, the four actuators 110, a braking force is generated. That is, a yaw rate occurs in the vehicle, and the vehicle suddenly rotates. The control unit 120 corrects and controls the braking force of the front / rear and front / rear left and right, thereby reducing the braking force, thereby stably braking the vehicle, thereby preventing the spin phenomenon from occurring unlike the intention of the driver.

The estimator 130 estimates the performance information of the actuator 110 due to the braking force or the driving force of the vehicle from the controller 120. [ The estimating unit 130 estimates the performance information of the actuator 110 using the sensor unit 140 mounted on the vehicle. At this time, the sensor unit 140 can be implemented as a speed sensor unit 140, an acceleration sensor unit 140, or the like, as well as being able to estimate the performance information of the actuator 110 mounted inside the vehicle.

The estimator 130 transmits performance information of the actuator 110 estimated by the estimator 130 to the controller 120 again. This is because, as described in the actuator 110, performance information of the estimated actuator 110 can be estimated in real time so as to minimize the deviation between the front right / rear of the vehicle and the front / rear left wheel.

The estimator 130 not only estimates the performance information of the actuator 110 but also confirms the wear and tear of the actuator 110 in real time. This is to check the state of the actuator 110 and to determine the replacement time according to the state such as wear and breakage. Therefore, since the actuator 110 can reduce the deviation of the front right / rear of the vehicle and the front / rear left wheel, the vehicle stability and the stable turning of the driver can minimize a human accident with a vehicle accident.

The estimation unit 130 estimates the performance information of the actuator 110 by using the sensor unit 140 mounted on the vehicle. However, if the performance information of the actuator 110 can be estimated, And the like.

Figs. 2 to 4 are diagrams showing simulations of three cases for verification of the embodiment of Fig. 1. Fig.

This simulation relates to the braking of a vehicle equipped with an electromechanical brake (EMB) which is independently controllable on each wheel. The simulation scenario relates to a situation in which the lane is changed by controlling the electromechanical brake (EMB) of each wheel to a running vehicle at about 130 km / h and braking and steering. Through the simulation, it is possible to confirm whether the driver is able to decelerate or turn by using the algorithm proposed in the present invention.

As shown in FIG. 2, which is the first simulation, it is assumed that the electromechanical brake (EMB) mounted on each wheel is in a healthy state.

On the basis of the drawing, the first graph arranged on the upper left is an estimate of the state of the electromechanical brake (EMB). The closer to the "0" of the gain, the more the failure of the electromechanical brake (EMB) , And it is estimated that the value is close to "1" of Gain, and it is detected that the electromechanical brake (EMB) of all wheels is operating normally. In the second graph located on the upper right, the red line indicates the deceleration requested by the driver, and the blue line indicates the deceleration of the vehicle. The deceleration of the vehicle occurred as much as the driver desired. Finally, in the third graph placed on the lower left, the red line is the result of calculating the turning angular velocity desired by the driver through the driver's steering, and the blue line is the actual turning angular velocity of the vehicle. Through this graph, it can be confirmed that the actual angular velocity of the vehicle follows the angular velocity desired by the driver.

As shown in FIG. 3, which is the second simulation, it is assumed that an electromechanical brake (EMB) mounted on each wheel has a failure of about 50%.

Based on the drawing, the first graph located on the upper left is an estimate of the state of the electromechanical brake (EMB). The Gain of the electromechanical brake (EMB) of the right front wheel was estimated to be about 0.5 and detected about 50% of the failure. The second graph on the upper right is a graph of the driver's required deceleration and the actual deceleration of the vehicle. The result is controlled to follow the driver's required deceleration even though there is a 50% failure in the electromechanical brake (EMB) of the right front wheel. The third graph arranged on the lower left side is the driver's requested turning angular velocity and the actual turning angular velocity of the vehicle. Despite the failure of the electromechanical brake (EMB), you can see that the vehicle has moved as required by the driver.

As shown in FIG. 4, which is the third simulation, it is assumed that a failure of 50% occurs in the electromechanical brake (EMB) of the right front wheel and the rear wheel.

Based on the drawing, the first graph located on the upper left is an estimate of the failure of an electromechanical brake (EMB). It is estimated that a failure of 50% occurred in each of the front and rear wheel electromechanical brake (EMB). The second graph on the upper right side shows the controlled result so that the actual deceleration of the vehicle follows the required deceleration of the driver. Finally, the third graph on the lower left shows that even during the simulation process, if the electromechanical brake (EMB) fails, braking can occur and follow the driver's turning will to make a stable turn .

Hereinafter, a preferred embodiment of a vehicle left / right deviation control method according to the present invention will be described in detail with reference to the accompanying drawings.

5 is a flowchart of an embodiment of a vehicle left / right deviation control method according to the present invention.

The vehicle left / right deviation control method S100 according to an embodiment of the present invention includes a step S110 in which an actuator 110 is provided in each of a plurality of wheels mounted on a vehicle, (S120) independently controlling the braking force or the driving force of the vehicle with respect to the actuator 110 and the performance of the actuator 110 due to the braking and driving of the vehicle from the control unit 120 in the estimating unit 130 And estimating information (S130).

Step S110 of providing an actuator is provided in each of a plurality of wheels mounted on the vehicle.

The controller control step S120 is a step of independently controlling the braking force or the driving force of the plurality of actuators 110 with respect to the vehicle. The control unit 120 increases the ride comfort of the vehicle during braking by applying the braking force to the vehicle during running. The control unit 120 increases the driving stability of the vehicle during driving by applying driving force to the vehicle for driving.

The control unit 120 controls the next actuator 110 based on the performance information of the actuator 110 estimated by the estimation unit 130. This is because, as described in the actuator 110, performance information of the estimated actuator 110 can be estimated in real time so as to minimize the deviation between the front right / rear of the vehicle and the front / rear left wheel.

The estimating step S130 is a step of estimating the performance information of the actuator 110 due to the braking and driving of the vehicle from the control unit 120. [ The performance information of the actuator 110 estimated by the estimation unit 130 is transmitted to the controller 120 again. This is because, as described in the actuator 110, performance information of the estimated actuator 110 can be estimated in real time so as to minimize the deviation between the front right / rear of the vehicle and the front / rear left wheel.

The estimator 130 not only estimates the performance information of the actuator 110 but also confirms the wear and tear of the actuator 110 in real time. This is to check the state of the actuator 110 and to determine the replacement time according to the state such as wear and breakage. Therefore, since the actuator 110 can reduce the deviation of the front right / rear of the vehicle and the front / rear left wheel, the vehicle stability and the stable turning of the driver can minimize a human accident with a vehicle accident.

One embodiment of the present invention described above and shown in the drawings should not be construed as limiting the technical idea of the present invention. The scope of protection of the present invention is limited only by the matters described in the claims, and those skilled in the art will be able to modify the technical idea of the present invention in various forms. Accordingly, such improvements and modifications will fall within the scope of the present invention as long as they are obvious to those skilled in the art.

100: Vehicle left / right deviation control system 110: Actuator
120: control unit 130:
140:
S100: Vehicle left / right deviation control method S110: Step with actuator
S120: control unit control step S130: estimation unit estimation step

Claims (13)

An actuator provided on each of a plurality of wheels mounted on a vehicle;
A controller for independently controlling a braking force or a driving force of the vehicle with respect to the plurality of actuators; And
And estimating means for estimating performance information of the actuator and wear and damage state information from the controller based on the braking force or the driving force of the vehicle,
The estimating unit estimates performance information and wear and tear state information of the actuator using the sensor unit mounted on the vehicle and transmits the estimation information to the controller,
Wherein the control unit controls the next actuator based on the performance information of the actuator and the wear and tear state information estimated by the estimating unit,
Wherein the performance information and the wear and tear state information of the actuator estimated by the estimating unit at the current time point are used as performance information of the actuator at the next point of time and as a reference of wear and tear state information. .
delete The method according to claim 1,
Wherein the control unit controls the braking force or the driving force that satisfies the plurality of actuators as a whole instead of individually compensating the actuator whose braking force or driving force is lowered among the plurality of actuators.
The method of claim 3,
Wherein a deviation between the right front / rear wheels of the vehicle and the front left / rear wheels of the vehicle is prevented due to a braking force or a driving force satisfying the plurality of actuators as a whole.
delete delete delete Comprising the steps of: providing an actuator on a plurality of wheels mounted on a vehicle, respectively;
Independently controlling a braking force or a driving force of the vehicle with respect to the plurality of actuators in a control unit; And
And estimating performance information and wear and tear state information of the actuator due to the braking force or driving force of the vehicle from the control unit in the estimating unit,
Wherein the estimating unit estimates performance information of the actuator and wear and damage state information and transmits the estimated information to the controller,
Wherein the controller controls the next actuator based on the performance information of the actuator and the wear and tear state information estimated by the estimating unit,
Wherein the performance information and the wear and tear state information of the actuator estimated by the estimating unit at the current time point are used as performance information of the actuator at the next point of time and as a reference of wear and tear state information, .
delete 9. The method of claim 8,
Wherein the controller controls the braking force or the driving force that satisfies the plurality of actuators as a whole instead of individually compensating the actuator having the reduced braking force or driving force among the plurality of actuators.
11. The method of claim 10,
Wherein a deviation between the front right / rear wheels of the vehicle and the front left / rear wheels of the vehicle is prevented due to a braking force or a driving force satisfying the plurality of actuators as a whole.
delete delete

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