KR102370943B1 - Integration Control Method Based On Prediction Information and Vehicle thereof - Google Patents

Abstract

The predictive information-based integrated control method of the vehicle of the present invention is electronic control suspension (ECS) and All Wheel Drive (AWD) with front vehicle predictive turning information obtained through V2V communication (Vehicle to Vehicle Communication) by the integrated control controller 10 Controlled and at the same time, ESC (Electronic Stability Control) is controlled with own lane turning information based on the on-board sensor of the own vehicle 1-1, so that when ECS, AWD, and ESC are integrated, the torque vectoring delay of the ESC does not cause a sense of difference in driving. The feature of extending the integrated control performance to all driving situations is realized.

Description

Integrated Control Method Based On Prediction Information and Vehicle thereof

The present invention relates to integrated control, and more particularly, to a prediction information-based integrated control method and vehicle capable of optimally controlling an auxiliary chassis control system based on turning information predicted from a vehicle in front driving ahead.

Recently, an electronic chassis control system built by integrating ESC and auxiliary chassis control systems such as AWD and ECS has been applied to vehicles, so that an integrated control function for optimizing their performance is being applied.

As an example, the integrated control controls the braking force by torque vectoring of Electronic Stability Control (ESC) for the tendency of understeer or oversteer of the vehicle, and Yaw through torque distribution of the driving wheels of AWD (All Wheel Drive). It comprehensively controls behavior improvement and roll motion improvement through electronic control suspension (ECS) control of front and rear damper damping force.

As a result, the integrated control greatly improves the R&H (Riding and Handling) performance of the vehicle compared to the individual control by optimizing the control performance of ESC, AWD, and ECS.

Domestic Patent Publication No. 10-2005-0022380 (March 08, 2005)

However, the integrated control method also has the following limitations as an overcoming task. First, it is disadvantageous in terms of responsiveness, and this is due to the use of an internal sensor to understand the vehicle state and then control it. Here, the internal sensor includes a vertical acceleration sensor, a wheel speed sensor, a steering angle sensor, a yaw rate sensor, etc. mounted on the vehicle. Second, the effect is insignificant, which is due to the insignificant effect even if the integrated control is achieved because the target behavior and the amount of errors are small except for the driving limit area. Third, the occurrence of driver heterogeneity is due to the fact that the ESC’s torque vectoring control is implemented in a way to increase engine driving force and apply braking force, leading to frequent ESC operation and driving discomfort.

Accordingly, in the present invention, in consideration of the above points, as the turning control predicted in advance from the turning information of the vehicle in front is implemented, the integrated control performance is improved without causing any difference in driving due to the torque vectoring delay of the ESC during the integrated control of ECS, AWD, and ESC. The purpose is to provide a predictive information-based integrated control method and vehicle in which the turning condition of the vehicle in front is predicted by expanding to driving conditions, and in particular, through V2V communication (Vehicle to Vehicle Communication).

The integrated control method of the present invention for achieving the above object includes the steps of (A) detecting the predicted turning information of the vehicle ahead as the lateral acceleration and yaw rate of the vehicle in front through V2V communication, (B) the lateral acceleration and the yaw rate calculating the average lateral acceleration of the vehicle in front and the average yaw rate of the vehicle in front, (C) determining the turning of the vehicle in front based on the average lateral acceleration of the vehicle in front and the average yaw rate of the vehicle in front, (D) determining the turning of the vehicle in front A step of applying the preceding lane turning grade, (E) controlling the ECS and AWD by the preceding lane turning grade, and (F) controlling the ESC by detecting the own vehicle turning information as the lateral acceleration and yaw rate of the own vehicle characterized by that.

As a preferred embodiment, the preceding lane turning grades are classified into Level 0, 1, 2, and 3, the Level 0 is defined as going straight, the Level 1 is a slow turn, the Level 2 is a normal turn, and the Level 3 is a rapid turn. separated by turns. In Level 0, the front-rear driving torque ratio of the AWD is controlled by giving priority to acceleration performance, whereas each of Level 1, Level 2, and Level 3 is based on the current control for the damping force of the ECS and the driving torque ratio of the AWD. For rear-wheel drive ratio increase control is made. Based on the current control of Level 1 and the control for increasing the rear wheel drive ratio, the Level 2 is a value greater than the current control of the Level 1 and the control for increasing the rear wheel drive ratio, and the Level 3 is the current control of the Level 2 and a value larger than the rear wheel drive ratio increase control is applied.

As a preferred embodiment, the own lane turning information is added to each control of the ECS and the AWD, and the own lane turning information is fed back to the control of the ESC.

In order to achieve the above object, the vehicle of the present invention controls the ECS and AWD with the predictive turning information of the preceding vehicle obtained through V2V communication, and simultaneously controls the ESC with the own vehicle turning information based on the onboard internal sensor of the own vehicle. controller; an electronic chassis control system comprising the ECS, tBaby AWD, and the ESC; and a V2V communication module that enables the forward vehicle turning prediction information provided to the integrated control controller through the V2V communication of the vehicle in front of the own vehicle.

As a preferred embodiment, the integrated control map is linked to the integrated control controller, and the integrated control map reflects the turning characteristics according to the damping force distribution for the understeer tendency and oversteer tendency due to the load movement in the upper phase of the acceleration turning ECS damping Map and AWD torque distribution map that reflects turning characteristics according to torque distribution for understeer and oversteer tendencies due to load movement under acceleration turning are included.

In a preferred embodiment, the mounted internal sensor is composed of a vertical acceleration sensor, a wheel speed sensor, a steering angle sensor, and a yaw rate sensor, and provides each detection value to the integrated control controller.

The vehicle of the present invention implements the following advantages and effects by performing integrated control based on the prediction information.

First, the integrated control that delays the intervention of the ESC is implemented by preemptive control using ECS and AWD. Second, by delaying the intervention of the ESC, the driver's sense of heterogeneity due to torque vectoring control is alleviated. Third, by reducing the torque vectoring control of the ESC, the durability and energy loss of brake pads and discs are greatly reduced. Fourth, the integrated control performance is improved not only in the driving limit area but also in the general driving situation. Fifth, it is easy to obtain highly reliable information by using V2V communication to collect forward driving conditions.

1 is a flowchart of a predictive information-based integrated control method divided into a V2V integrated control mode and an independent integrated control mode according to the present invention, and FIG. 2 is an example of a vehicle in which the predictive information-based integrated control method according to the present invention is implemented. 3 is a state in which the vehicle according to the present invention is controlled in the V2V integrated control mode during integrated control, and FIG. 4 is an example of an AWD torque distribution ratio map among the integrated control map for predictive information-based integrated control according to the present invention. 5 is an example of an ECS damping map among integrated control maps for integrated control based on prediction information according to the present invention, and FIG. 6 is a state of integrated control based on prediction information of ECS, AWD, and ESC of a vehicle according to the present invention. (A) and (B) are states in which the V2V integrated control mode according to the present invention is applied to the driving limit area and the general driving situation.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying illustrative drawings, and since these embodiments are examples, those of ordinary skill in the art to which the present invention pertains may be implemented in various different forms. It is not limited to the embodiment.

Referring to FIG. 1 , the integrated control method is a V2V integrated control mode that outputs control values of AWD, ECS, and ESC with forward vehicle predictive turning information based on preceding vehicle information by V2V communication (V2V communication) (S10-1) ~S80-4), the independent integrated control mode (S10-2, S100) that outputs the control value of the ESC as own lane turning information based on the detection value of the vehicle-mounted internal sensor. In particular, the V2V integrated control mode (S10-1 to S80-4) performs control of AWD and ECS by adding own lane turning information to the preceding vehicle predictive turning information, whereas the independent integrated control mode (S10-2, S10-2, S100) delays the TVC intervention of the ESC by controlling the ECS with feedback of the own lane turning information detected by the AWD and ECS control.

Therefore, the integrated control method is defined as a prediction information-based integrated control divided into a V2V integrated control mode for AWD and ECS control and an independent integrated control mode for ESC control. And while the integrated control of the ESC is achieved, it is possible to improve the performance of the integrated control in all driving situations of the vehicle along with the effect of delaying the TVC intervention of the ESC.

Referring to FIG. 2 , a vehicle 1 includes an electronic chassis control system 3 , a sensor unit 5 , an integrated control controller 10 , and a V2V communication module 20 .

Specifically, the electronic chassis control system 3 is constructed by integrating ESC, AWD, and ECS. The ESC controls braking force by TVC, the AWD improves yaw behavior through torque distribution to drive wheels, and the ECS is front and rear damper damping force. It implements the improvement of the roll motion through control, and is controlled by the integrated control controller (10).

Specifically, the sensor unit 5 includes a vertical acceleration sensor, a wheel speed sensor, a steering angle sensor, and a yaw rate sensor. The vertical acceleration sensor detects the inclination of the vehicle applied to the slope determination like the gyro sensor, the wheel speed sensor detects the speed, the steering angle sensor detects the steering angle of the steering wheel, and the yaw rate sensor The lateral acceleration of the vehicle is detected like the G sensor, and these detected values are provided to the integrated control controller 10 .

Specifically, the integrated control controller 10 feedback-controls the electronic chassis control system 3 and comprehensively controls each of the ESC, the AWD, and the ECS using the detection value of the sensor unit 5 . In particular, the integrated control controller 10 is linked to the integrated control map 10-1, and the integrated control map 10-1 is data matching for the V2V integrated control mode of ESC, AWD, and ECS and independent integrated control mode. This is possible with a matching table.

Specifically, the V2V communication module 20 is composed of a GPS and a communication module, and receives and receives driving information such as location and speed for each other through vehicle-to-vehicle communication, and secures it as preceding vehicle information, and uses these information with the integrated control controller ( 10) is provided.

Hereinafter, the integrated control method will be described in detail with reference to FIGS. 2 to 7 . In this case, the control subject is the integrated control controller 10 linked to the integrated control map 10-1, and the control target is the electronic chassis control system 3 composed of ESC, AWD, and ECS.

The integrated control controller 10 performs the V2V integrated control mode of S100-1 and simultaneously S10-2 based on the preceding vehicle predicted turning information secured through V2V communication with the preceding vehicle running in front of the own vehicle as in S10-1. As shown, the independent integrated control mode of S100-2 is performed based on the own lane turning information secured through the internal sensor of the own vehicle. Referring to FIG. 2 , the predicted vehicle ahead turning information includes the lateral acceleration and yaw rate detection values of the preceding vehicle secured through the V2V communication module 20 . The own vehicle turning information includes lateral acceleration and yaw rate detection values of the own vehicle detected from a vertical acceleration sensor, a wheel speed sensor, a steering angle sensor, and a yaw rate sensor constituting the sensor unit 5 of the vehicle 1 .

Next, the integrated control controller 10 sets the V2V integrated control mode of S100-1 to the step of obtaining the predicted turning information of the preceding vehicle divided into S20 to S50, the determining step of the preceding lane turning in S60, and the own vehicle predictive turning classification step of S70-1 to S80-4 , it is implemented as the step of performing the turn of the own vehicle of S90. At the same time, the integrated control controller 10 implements the independent integrated control mode of S100-2.

As an example, the step (S20 ~ S50) of obtaining the predicted turning information of the preceding vehicle is a step of activating V2V communication between the child vehicle communication module of S20 and the communication module of the front vehicle, and the multiple including lateral acceleration and yaw rate through the communication module of the child vehicle of S30. The information receiving step of , a step of checking the number of vehicles in front for averaging the received information of S40, and a step of averaging the received information of the vehicles in front of S50 are performed. Referring to FIG. 3 , in obtaining the predictive turning information of the preceding vehicle, the vehicle driving in the front is the front vehicle 1-2 with the own vehicle as the own vehicle 1-1, and the front of the front vehicle 1-2 is used. A vehicle traveling in is referred to as a preceding vehicle (1-3). Therefore, in the V2V integrated control mode, the lateral acceleration and yaw rate information secured from at least two or more vehicles are averaged to secure the predictive turning information of the vehicle ahead. For example, the V2V communication module 20 of the own vehicle 1-1 obtains first lateral acceleration and first yaw rate information from the V2V communication module of the front vehicle 1-2, and simultaneously obtains the preceding vehicle 1-3 The second lateral acceleration and second yaw rate information is obtained from the V2V communication module of the , and transmitted to the integrated control controller 10 . Then, the integrated control controller 10 calculates an average value for each of the first and second lateral accelerations and the first and second yaw rates.

As an example, the front lane turning determination step ( S60 ) uses the average lateral acceleration value of the front vehicle and the average yaw rate value of the front vehicle, and is divided into four front lane turning grades. The four preceding lane turn grades are divided into Level 0, 1, 2, and 3, and Level 0 is defined as a straight turn, Level 1 is a slow turn, Level 2 is a normal turn, and Level 3 is a quick turn. Here, the slow turning, the normal turning, and the sharp turning are divided into an average lateral acceleration value of the vehicle in front and an average yaw rate value of the vehicle in front, and the detailed values vary depending on the specifications and performance of the electronic chassis control system 3 . In the predictive turn classification step of own vehicle (S70-1 to S80-4), the preceding lane turning grade index is defined as A, straight control of Level 0 of S80-1 according to A=0 of S70-1, and A of S70-2 S80-2 level 1 slow turning control according to =1, S80-3 level 2 normal turning control according to S70-3 A=2, S80-4 level 3 according to S70-4 A=3 It is implemented with the sharp turn control of

Referring to FIG. 3 , the integrated control controller 10 divides the ECS damping map 10-1A into an AWD torque distribution map 10-1A and an ECS damping map 10-1B with respect to the ahead vehicle prediction turning information path. to connect

Referring to FIG. 4 , an example of the AWD torque distribution ratio map 10-1A among the integrated control map 10-1 can be seen. The AWD torque distribution map 10-1A is constructed by reflecting the turning characteristics according to the torque distribution for the US (Understeer) and OS (Oversteer) trends due to the load movement in the upper phase of the acceleration turning. Therefore, the integrated control controller 10 controls the AWD so that the front wheel torque is increased in the US (Understeer) trend in connection with the AWD torque distribution map 10-1A, and controls the AWD so that the rear wheel torque is increased in the OS (Oversteer) trend. can be controlled

Referring to FIG. 5 , an example of the ECS damping map 10-1B among the integrated control map 10-1 can be seen. The ECS damping map 10-1B is constructed by reflecting the turning characteristics according to the damping force distribution for the US (Understeer) and OS (Oversteer) tendencies due to the load movement in the upper phase of the accelerated turning. Therefore, the integrated control controller 10 is linked with the ECS damping map 10-1B to control the ECS by setting the front wheels to SOFT and the rear wheels to HARD in the US (Understeer) trend, whereas the front wheels are changed to HARD in the OS (Oversteer) trend and the rear wheels ECS is controlled with SOFT. Here, SOFT and HARD are the shock absorber damping force, and SOFT means that it has a greater damping force for shock absorption compared to HARD. As a result, the ECS can secure agility according to the reduction of the tire lateral force in the US (Understeer) tendency during accelerated turns, and at the same time secure stability according to the decrease in the tire lateral force in the OS (Oversteer) tendency.

Thereafter, the integrated control controller 10 implements the self-vehicle turning performing step (S90) by linking the V2V integrated control mode of S100-1 and the independent integrated control mode of S100-2.

As a result, ECS and AWD are initially controlled with V2V integrated control mode output based on Level 0,1,2,3, and then V2V integrated control mode output based on Level 0,1,2,3 and ECS and AWD Level After 0,1,2,3 control, it is controlled by adding the own lane turning information detected by the sensor unit 3 . For example, since Level 0 control prioritizes acceleration performance, the front-to-rear driving torque ratio of AWD is controlled with priority in acceleration performance. Level 1 control applies an increase in the rear wheel drive ratio to the front wheel soft/rear hard wheel control and AWD drive torque ratio with the damping current of the ECS. Level 2 control applies an increase in the rear wheel drive ratio to the front wheel soft/rear hard wheel control and AWD drive torque ratio with the damping current of the ECS. Level 3 control applies an increase in the rear wheel drive ratio to the front wheel soft/rear hard wheel control and AWD drive torque ratio with the damping current of the ECS. In this case, the damping current of the ECS and the driving torque ratio of the AWD according to the Level 1, 2, and 3 control are applied differently, and the specific control value varies depending on the specifications and performance of the ECS and AWD. In particular, the integrated control controller 10 acquires the vehicle speed, steering angle, and TPS (throttle opening/closing degree) used in the independent integrated control mode of S100-2 through CAN communication to obtain an AWD torque distribution map (10-1A) and an ECS damping map (10). -Apply to Level 1, 2, 3 control linked to -1B).

As a result, ECC is initially controlled in the independent integrated control mode of S100-2, and then continues with feedback of the own lane turning information detected by the sensor unit 3 after Level 0, 1, 2, 3 control of ECS and AWD. Therefore, the ESC can delay the TVC intervention for the control of ECS and AWD as much as possible.

Referring to FIG. 6 , it can be seen that the ECS, AWD, and ESC are controlled by the predictive information-based integrated control using the V2V integrated control mode and the independent integrated control mode. As shown, it can be seen that the understeer tendency and the oversteer tendency of the own vehicle 1-1 are controlled by the control of the ECS, the AWD, and the ESC. In addition, in Fig. 7(A), the V2V integrated control mode control of AWD and ECS and ESC independent integrated control mode for the driving limit region such as a sharp turn and the normal driving region such as slow speed or normal line drawing in Fig. 7(B), respectively It shows the simulation result with control applied. As shown, it has been proven that the performance of the integrated control is improved for both driving situations (A) and (B).

As described above, the integrated control method based on the prediction information of the vehicle according to the present embodiment uses the ECS (Electronic Control Suspension) and When AWD (All Wheel Drive) is controlled and ESC (Electronic Stability Control) is controlled with own lane turning information based on the internal sensor of the own vehicle 1-1 at the same time, torque vectoring of ESC during integrated control of ECS, AWD and ESC The integrated control performance can be extended to all driving situations without causing a sense of difference in driving due to delay.

1: vehicle 1-1: own vehicle
1-2: Vehicle in front 1-3: Vehicle in front
3: electronic chassis control system 5: sensor unit
10: integrated control controller 10-1: integrated control map
10-1A: AWD torque distribution map 10-1B: ESC damping map
20: V2V communication module

Claims (14)

When the vehicle-mounted internal sensor-based vehicle-mounted sensor-based vehicle-mounted sensor-based vehicle-mounted internal sensor and vehicle-to-vehicle communication-based predictive vehicle-to-vehicle communication (V2V)-based predictive turning information is obtained by the integrated control controller, Electronic Control Suspension (ECS) and All Wheel Drive (AWD) Predictive information-based integrated control in which the ESC (Electronic Stability Control) is controlled by the own vehicle turning information while being controlled by the preceding vehicle predictive turning information; is performed,
The predictive information-based integrated control includes: (A) detecting the predicted turning information of the preceding vehicle as the lateral acceleration and yaw rate of the vehicle in front through the V2V communication, (B) the lateral acceleration and the yaw rate being the average lateral acceleration of the vehicle in front and the average yaw rate of the preceding vehicle, (C) determining the front vehicle turning based on the average lateral acceleration of the preceding vehicle and the average yaw rate of the preceding vehicle, (D) applying the preceding lane turning grade to the preceding vehicle turning determination step, (E) the electronic control suspension (ECS) and the all wheel drive (AWD) are controlled by the preceding lane turning grade, (F) the own lane turning information is detected as the lateral acceleration and yaw rate of the own vehicle An integrated control method comprising the step of controlling the ESC (Electronic Stability Control).
The integrated control method according to claim 1, wherein the V2V communication comprises a V2V communication module of the own vehicle and the vehicle in front.
delete The integration according to claim 1, wherein the preceding lane turning grades are classified into Level 0, 1, 2, 3, the Level 0 is defined as going straight, and each of the Levels 1, 2, and 3 is defined as turning. control method.
The integrated control method according to claim 4, wherein the level 0 is controlled by giving priority to the acceleration performance in the front-rear driving torque ratio of the AWD.
The integrated control method according to claim 4, wherein the Level 1 is a slow turn, the Level 2 is a normal turn, and the Level 3 is a sharp turn.
The integrated control according to claim 6, wherein each of the Level 1, the Level 2, and the Level 3 comprises a current control for the damping force of the ECS and a control for increasing a rear wheel drive ratio to a driving torque ratio of the AWD. method.
The integrated control method according to claim 7, wherein the current control and the control for increasing the rear wheel drive ratio are applied to a larger value in the order of Level 1, Level 2, and Level 3.
The integrated control method according to claim 1, wherein the own lane turning information is added to each control of the Electronic Control Suspension (ECS) and the All Wheel Drive (AWD).
The integrated control method according to claim 1, wherein the own lane turning information is fed back to the control of the ESC (Electronic Stability Control).
An integrated control controller to which the integrated control method according to any one of claims 1, 2 and 4 to 10 is performed;
an electronic chassis control system controlled by the integrated control controller to improve vehicle turning performance;
a V2V communication module that enables the front vehicle turning prediction information provided to the integrated control controller through V2V communication of the vehicle in front of the own vehicle;
Vehicle characterized in that it is included.
The ECS damping of claim 11 , wherein an integrated control map is linked to the integrated control controller, and the integrated control map reflects turning characteristics according to damping force distribution for understeer tendency and oversteer tendency due to load movement during acceleration turning. A vehicle, characterized in that it includes an AWD torque distribution ratio map in which turning characteristics according to torque distribution for the understeer tendency and the oversteer tendency are reflected in the map and the acceleration turning condition.
The vehicle of claim 11 , wherein the electronic chassis control system includes Electronic Control Suspension (ECS), All Wheel Drive (AWD), and Electronic Stability Control (ESC).

The vehicle according to claim 11, wherein a sensor unit is connected to the integrated control controller, and the sensor unit is configured with a vertical acceleration sensor, a wheel speed sensor, a steering angle sensor, and a yaw rate sensor.

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