KR100845897B1 - Method for distributing compensated yaw moment in electronic stability program system of vehicle - Google Patents

Method for distributing compensated yaw moment in electronic stability program system of vehicle Download PDF

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KR100845897B1
KR100845897B1 KR1020070076712A KR20070076712A KR100845897B1 KR 100845897 B1 KR100845897 B1 KR 100845897B1 KR 1020070076712 A KR1020070076712 A KR 1020070076712A KR 20070076712 A KR20070076712 A KR 20070076712A KR 100845897 B1 KR100845897 B1 KR 100845897B1
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South Korea
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slip ratio
vehicle
yaw moment
compensation
moment
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KR1020070076712A
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Korean (ko)
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이신애
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주식회사 만도
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/241—Lateral vehicle inclination
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/03—Vehicle yaw rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/30—ESP control system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/30—Sensors
    • B60Y2400/303—Speed sensors
    • B60Y2400/3032—Wheel speed sensors

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)

Abstract

A method for distributing a compensated yaw moment in an electronic stability program system of a vehicle is provided to calculate the compensated yaw moment and distribute the compensated yaw moment to each wheel at a target slip ratio. An apparatus for distributing a compensated yaw moment includes a sensor part(10), an engine output adjusting part(30), and a controller(20). The sensor part detects the state of a vehicle by using a variety of sensors(11,12,13,14) provided in a vehicle. The engine output adjusting part receives information about a vehicle state from the sensor part to control the attitude of the vehicle. The controller controls a brake hydraulic pressure adjusting part(40). The brake hydraulic pressure adjusting part adjusts engine output by driving a throttle valve.

Description

차량 안정성 시스템의 보상 요 모멘트 분배 방법{Method for distributing compensated yaw moment in electronic stability program system of vehicle}Method for distributing compensated yaw moment in electronic stability program system of vehicle

도 1은 본 발명에 따른 보상 요 모멘트 분배 방법이 적용되는 차량 안정성 시스템의 블록 구성도이다.1 is a block diagram of a vehicle stability system to which the compensation yaw moment distribution method according to the present invention is applied.

도 2는 본 발명에 따라 보상 요 모멘트와 이 보상 요 모멘트에 필요한 휠 슬립과의 관계를 도시한 그래프이다.2 is a graph showing the relationship between the compensation yaw moment and the wheel slip required for this compensation yaw moment in accordance with the present invention.

도 3은 본 발명에 따라 여분의 제동 제어량에 대하여 선회 모멘트와 휠 슬립과의 관계를 도시한 그래프이다.3 is a graph showing the relationship between the turning moment and the wheel slip for the excess braking control amount according to the present invention.

도 4는 본 발명에 따라 여분 제동 제어량 발생시 보조 휠에 대한 휠 슬립 분배량을 나타낸 도면이다.4 is a view showing the wheel slip distribution amount for the auxiliary wheel when the excess braking control amount is generated according to the present invention.

< 도면의 주요 부분에 대한 부호의 설명 ><Description of Symbols for Main Parts of Drawings>

10 : 센서부 11 : 휠 속도 센서10 sensor unit 11 wheel speed sensor

12 : 요레이트 센서 13 : 횡가속도 센서12: yaw rate sensor 13: lateral acceleration sensor

14 : 조향각 센서 20 : 제어부14: steering angle sensor 20: control unit

30 : 엔진 출력 조절부 40 : 브레이크 유압 조절부30: engine power control unit 40: brake hydraulic control unit

본 발명은 차량 안정성 시스템의 보상 요 모멘트 분배 방법에 관한 것으로, 보다 상세하게는 차량의 필요한 보상 선회 모멘트(Monent)를 계산하고 이 요구되는 보상 선회 모멘트를 타이어 힘의 특성을 이용하여 각 바퀴에서 필요로 하는 목표 슬립율(Slip Ratio)로 분배하는 차량 안정성 시스템의 보상 요 모멘트 분배 방법에 관한 것이다.The present invention relates to a method for distributing compensation yaw moment in a vehicle stability system, and more particularly, to calculate a required compensation turning moment (Monent) of a vehicle and to use the required compensation turning moment at each wheel using characteristics of tire force. A compensation yaw moment distribution method of a vehicle stability system for distributing at a target slip ratio.

차량의 안정성 제어시스템(Electronic Stability Program)은 차량이 노면 한계상황에서 차량의 안정성과 조종성을 확보해주는 차량제어시스템이다 차량의 안정성과 조종성을 확보하기 위해서는 정확한 보상 선회 모멘트의 제어가 필요하다. 또한, 계산된 보상 선회 모멘트를 최적화할 수 있도록 제어 바퀴를 결정하고 결정된 제어 바퀴의 목표 슬립율을 계산해야 한다. Vehicle Stability Control System (Electronic Stability Program) is a vehicle control system that ensures vehicle stability and maneuverability under road limit. To ensure vehicle stability and maneuverability, precise compensation turning moment control is required. In addition, the control wheels should be determined and the target slip ratio of the determined control wheels calculated to optimize the calculated compensation turning moment.

이와 같이 목표 슬립률에 따라 정확한 보상 선회 모멘트의 제어가 이루어지지 않으면 차량의 안정성과 조종성을 확보하는 것이 곤란하다는 문제점이 있다.As such, it is difficult to secure stability and maneuverability of the vehicle unless accurate compensation turning moment is controlled according to the target slip ratio.

따라서 본 발명은 상기한 종래 문제점을 해결하기 위하여 이루어진 것으로, 노면 한계 상황 발생시 차량의 필요한 보상 선회 모멘트를 계산하고 이 요구되는 보상 선회 모멘트를 타이어 힘의 특성을 이용하여 각 바퀴에서 필요로 하는 목표 슬립율로 분배하여 최적한 제동 제어가 이루어지도록 하는 차량 안정성 시스템의 보상 요 모멘트 분배 방법을 제공하고자 함에 그 목적이 있다. Accordingly, the present invention has been made to solve the above-mentioned conventional problems, and calculates the required compensation turning moment of the vehicle in the event of road limit situation, and uses the characteristics of the tire force to calculate the required compensation turning moment in each wheel. It is an object of the present invention to provide a compensation yaw moment distribution method of a vehicle stability system which distributes at a rate to achieve an optimum braking control.

상기한 목적을 달성하기 위해 본 발명에 따른 차량 안정성 시스템의 보상 요 모멘트 분배 방법은, 차량 안정성 시스템에 있어서, 스핀 아웃 상황시에 보상 요 모멘트를 계산하고, 이 계산된 보상 선회 모멘트에 대하여, 보상 요 모멘트가 제1임계치 이하에서 전륜의 슬립률과 후륜 슬립률을 각각 선형적으로 증가시키되 전륜의 슬립률의 기울기가 후륜 슬립률의 기울기보다 크게 되도록 하며, 보상 요 모멘트가 제1임계치 이상이고 제2임계치 이하에서 전륜의 슬립률과 후륜 슬립률을 각각 이전의 기울기보다 작게 하게 선형적으로 증가시키되 전륜의 슬립률의 기울기가 후륜 슬립률의 기울기보다 크게 되도록 하고, 보상 요 모멘트가 제2임계치 이상에서 전륜의 슬립률과 후륜 슬립률을 각각 그때까지의 슬립율로 고정시키도록 제동 제어량을 분배시키는 것을 특징으로 한다.In order to achieve the above object, the compensation yaw moment distribution method of the vehicle stability system according to the present invention, in a vehicle stability system, calculates a compensation yaw moment during a spin-out situation, and compensates for the calculated compensation turning moment. When the yaw moment is less than the first threshold value, the front wheel slip ratio and the rear wheel slip ratio are linearly increased, respectively, but the slope of the front wheel slip ratio is larger than the slope of the rear wheel slip ratio, and the compensation yaw moment is greater than or equal to the first threshold value. Below 2 thresholds, the front wheel slip ratio and rear wheel slip ratio are linearly increased to be smaller than the previous slope, respectively, but the slope of the front wheel slip ratio is greater than the slope of the rear wheel slip ratio, and the compensation yaw moment is greater than or equal to the second threshold value. Distributes the braking control amount to fix the slip ratio of the front wheel and the slip ratio of the rear wheel to the slip ratio until then. It is characterized by.

여기서, 상기 보상 요 모멘트의 제1임계치와 제2임계치 사이에서 전륜의 슬립률의 증가량에 따라 선형적으로 후륜의 슬립률을 증가시키는 것이 바람직하다.Here, it is preferable to linearly increase the slip ratio of the rear wheel according to the increase of the slip ratio of the front wheel between the first threshold value and the second threshold value of the compensation yaw moment.

이하, 첨부도면을 참조하여 본 발명의 바람직한 실시예에 따른 차량 안정성 시스템의 보상 요 모멘트 분배 방법에 대하여 상세히 설명한다.Hereinafter, a method of distributing compensation yaw moment of a vehicle stability system according to an exemplary embodiment of the present invention will be described in detail with reference to the accompanying drawings.

본 발명에 따른 차량 제어시스템은, 도 1의 도시와 같이, 차량에 마련된 각종 센서를 이용하여 차량 상태를 감지하는 센서부(10)와, 센서부(10)로부터 차량 상태 정보를 제공받고 차량의 자세를 제어하기 위해 엔진출력조절부(30) 및 브레이크유압조절부(40)를 제어하는 제어부(20)를 포함한다.Vehicle control system according to the present invention, as shown in Figure 1, the sensor unit 10 for detecting the vehicle state by using a variety of sensors provided in the vehicle, the vehicle unit is provided with the vehicle state information from the sensor unit 10 It includes a control unit 20 for controlling the engine output control unit 30 and the brake hydraulic pressure control unit 40 to control the posture.

상기 엔진출력조절부(30)는 스로틀밸브를 구동하여 엔진출력을 조절한다. 상기 브레이크유압조절부(40)는 유압 회로의 도중에 설치된 유압조절 밸브를 구동하 여 휠 실린더에 가해지는 브레이크유압을 조절한다.The engine output control unit 30 controls the engine output by driving a throttle valve. The brake hydraulic pressure control unit 40 drives the hydraulic pressure control valve installed in the middle of the hydraulic circuit to adjust the brake hydraulic pressure applied to the wheel cylinder.

상기 센서부(10)는 휠 속도를 감지하기 위한 적어도 하나의 휠속도센서(11), 주행 차량의 요레이트를 감지하기 위한 요레이트센서(12), 주행 차량의 횡가속도를 감지하기 위한 횡가속도센서(13), 주행 차량의 조향각을 감지하기 위한 조향각 센서(14)를 구비한다.The sensor unit 10 includes at least one wheel speed sensor 11 for detecting a wheel speed, a yaw rate sensor 12 for detecting a yaw rate of a driving vehicle, and a lateral acceleration for detecting a lateral acceleration of the driving vehicle. A sensor 13 and a steering angle sensor 14 for detecting a steering angle of the traveling vehicle are provided.

상기 제어부(20)는 모의 센서값을 산출하기 위한 모델을 저장하는 센서 모델 저장부(21)를 포함한다. 센서모델 저장부(21)는 센서의 종류별로 모의 센서값을 산출하기 위한 모델을 복수 개 구비하며, 센서들(11)(12)(13)(14)의 실제 센서값은 하나라도 그에 대응하는 모델을 복수 개 마련한다.The control unit 20 includes a sensor model storage unit 21 that stores a model for calculating a simulated sensor value. The sensor model storage unit 21 includes a plurality of models for calculating a simulated sensor value for each type of sensor, and at least one actual sensor value of the sensors 11, 12, 13, 14 corresponds to the same. Prepare multiple models.

본 발명에서는 상기 제어부(20)는 노면 한계 상황에의 차량의 안정성/조종성을 확보하기 위해 보상 선회 모멘트를 계산하고 이 계산된 보상 선회 모멘트를 수직력, 노면, 바퀴, 슬립각에 따라 포화되는 타이어 힘에 따라 각 바퀴에 필요로 하는 최적 제어량을 만족시키기 위한 최적 제동력으로 분배하는 제어도 수행한다.In the present invention, the control unit 20 calculates the compensation turning moment in order to secure the stability / controllability of the vehicle in the road limit situation, the tire force is saturated according to the vertical force, road surface, wheel, slip angle As a result, control is performed to distribute the optimum braking force to satisfy the optimum control amount required for each wheel.

이 최적 제동력 제어는 한계차량 상태에서 슬립율 진행에 타이어에서 발생 가능한 종방향 힘과 횡방향 힘이 더 이상 생성되지 못하는 경우에 여분의 바퀴의 제동 제어량을 분배해 줌으로써 차량의 불안정한 상태에서 최대 보상 모멘트를 발생시킬 수 있다This optimum braking force control distributes the extra braking control amount of the wheels when the longitudinal and lateral forces generated by the tire are no longer generated in the slip rate progression in the limit vehicle state, thereby providing the maximum compensation moment in the unstable state of the vehicle. Can cause

차량에서 타이어와 노면 사이의 접착 한계가 차량의 후륜에서 먼저 도달했을 때 나타나는 스핀 아웃(Spin-Out) 현상이 발생하는 오버스티어(Excessive Oversteer) 상황시와, 차량의 전륜에서 먼저 타이어와 노면의 접착 한계에 도달하 여 플로우(Plow) 현상이 나타나는 언더스티(Excessive Understeer) 상황시에, 필요한 보상 선회 모멘트를 차량의 선회 외/내측 바퀴의 타이어 힘을 변화시키면 요레이트를 감소시키는 보상 선회 모멘트가 발생한다. In the case of an oversteer situation where a spin-out phenomenon occurs when the adhesion limit between the tire and the road surface reaches the rear wheel of the vehicle first in the vehicle, and when the tire and the road surface are first adhered to the front wheel of the vehicle In the case of the Undercesser, when the limit is reached and the flow occurs, changing the tire force of the inner / outer wheels of the vehicle with the necessary compensation turning moment generates a compensation turning moment that reduces the yaw rate. do.

이때, 휠 슬립(Wheel Slip)이 타이어의 힘에 따라 변하게 되는데, 보상 요 모멘트와 보상 요 모멘트에 필요한 휠 슬립과의 관계를 도식화하면 도 2와 같다. 여기서, Y축이 슬립율(Slip Ratio)을 나타내고 X축이 보상 요 모멘트를 나타낸다. 그리고, M_Th1과 M_Th2는 각각 모멘트의 임계치1과 임계치2를 나타내고, S_th_rear1과 S_th_rear2는 각각 후륜의 슬립률의 임계치1과 임계치2를 나타내며, S_th_front1과 S_th_front2는 각각 전륜의 슬립률의 임계치1과 임계치2를 나타낸다. At this time, the wheel slip (Wheel Slip) is changed according to the force of the tire, and the relationship between the wheel slip required for the compensation yaw moment and the compensation yaw moment is shown in FIG. Here, the Y axis represents the slip ratio and the X axis represents the compensation yaw moment. M_Th1 and M_Th2 represent the threshold 1 and the threshold 2 of the moment, S_th_rear1 and S_th_rear2 represent the threshold 1 and the threshold 2 of the slip ratio of the rear wheel, respectively, and S_th_front1 and S_th_front2 represent the threshold 1 and threshold 2 of the slip ratio of the front wheel, respectively. Indicates.

여기서, 보상 요 모멘트가 임계치1(M_Th1)이하에서 전륜의 슬립률과 후륜 슬립률을 각각 선형적으로 증가시키되 전륜의 슬립률의 기울기가 후륜 슬립률의 기울기보다 크게 되도록 하며, 보상 요 모멘트가 임계치1(M_Th1)이상 임계치2(M_Th2)이하에서 전륜의 슬립률과 후륜 슬립률을 각각 이전의 기울기보다 작게 하여 선형적으로 증가시키되 전륜의 슬립률의 기울기가 후륜 슬립률의 기울기보다 크게 되도록 하고, 보상 요 모멘트가 임계치2(M_Th2)이상에서 전륜의 슬립률과 후륜 슬립률을 각각 고정시킨다.Here, the compensation yaw moment linearly increases the slip ratio of the front wheel and the rear wheel slip ratio below the threshold 1 (M_Th1) so that the slope of the front wheel slip ratio is larger than the slope of the rear wheel slip ratio, and the compensation yaw moment is the threshold value. Above 1 (M_Th1) or less than threshold 2 (M_Th2), the front wheel slip ratio and rear wheel slip ratio are increased smaller than the previous slope, respectively, so that the slope of the front wheel slip ratio is larger than the slope of the rear wheel slip ratio, The compensation yaw moment fixes the front wheel slip ratio and the rear wheel slip ratio, respectively, above the threshold 2 (M_Th2).

도 2와 같이 필요한 보상 요 모멘트를 생성하기 위한 휠 슬립을 계산하였다. 스핀 아웃 상황시에 만약 현재 제어 휠에 휠 슬립율 진행에 타이어의 발생 가능한 종 방향힘과 횡 방향힘이 더 이상 생성되지 못하는 경우에 여분의 바퀴의 제동 제 어량을 분배해 줌으로써 차량의 불안정한 상태에서 최대 보상 모멘트를 발생시킬 수 있다. As shown in FIG. 2, the wheel slip was calculated to generate the required compensation yaw moment. In case of spin-out situation, if the wheel's slip rate progression on the current control wheel can no longer generate the longitudinal and transverse forces of the tire, the brake control amount of the spare wheel is distributed to the vehicle to make the wheel unstable. The maximum compensation moment can be generated.

이러한 여분의 제동 제어량에 대하여 선회 모멘트와 휠 슬립과의 관계를 도식화하면 도 3과 같다. 여기서, 그린색 선은 선회 모멘트에 따른 목표 슬립율을 나타낸다. 그리고, M_Th1과 M_Th2는 각각 모멘트의 임계치1과 임계치2를 나타내고, S_th_rear1과 S_th_rear2는 각각 후륜의 슬립률의 임계치1과 임계치2를 나타내며, S_th_front1과 S_th_front2 및 S_th_front3은 각각 전륜의 슬립률의 임계치1과 임계치2 및 임계치3을 나타낸다. 또한, 모멘트량이 △M만큼 증가하면 전륜의 슬립률은 △Sfront만큼 증가하게 되고 목표 슬립률은 △S2만큼 증가하게 된다.The relationship between the turning moment and the wheel slip for this extra braking control amount is shown in FIG. 3. Here, the green line represents the target slip ratio according to the turning moment. M_Th1 and M_Th2 represent the threshold 1 and the threshold 2 of the moment, S_th_rear1 and S_th_rear2 represent the threshold 1 and the threshold 2 of the slip ratio of the rear wheels, respectively, and S_th_front1, S_th_front2 and S_th_front3 respectively represent the threshold 1 and the threshold of the slip ratio of the front wheels, respectively. Threshold 2 and Threshold 3 are shown. In addition, if the moment amount increases by ΔM, the slip ratio of the front wheel increases by ΔS front , and the target slip ratio increases by ΔS 2 .

도 4에는 여분 제동 제어량의 발생시에 보조 휠에 대한 휠 슬립 분배량의 관계가 도시되어 있다. 여기서, Y축은 후륜의 슬립률이고 X축은 전륜의 슬립률을 나타낸다. 휠 슬립 분배는 전륜 슬립률을 △S2만큼 증가시킴에 따라 전륜의 슬립률을 △Sre ar만큼 증가시키면 된다.4 shows the relationship of the wheel slip distribution amount to the auxiliary wheel at the time of occurrence of the extra braking control amount. Here, the Y axis represents the slip ratio of the rear wheels and the X axis represents the slip ratio of the front wheels. The wheel slip distribution may increase the front wheel slip ratio by ΔS re ar as the front wheel slip ratio increases by ΔS 2.

한편, 본 발명은 상기한 특정 실시예에 한정되는 것이 아니라 본 발명의 요지를 벗어나지 않는 범위 내에서 여러 가지로 변형 및 수정하여 실시할 수 있는 것이다. 이러한 변형 및 수정이 첨부하는 특허청구범위에 속하는 것이라면 본 발명에 포함되는 것임은 자명할 것이다.On the other hand, the present invention is not limited to the above specific embodiments, but can be modified and modified in various ways without departing from the gist of the present invention. If such changes and modifications fall within the scope of the appended claims, it will be apparent that they are included in the present invention.

이상 설명한 바와 같이 본 발명에 의하면, 차량의 필요한 보상 선회 모멘트 를 계산하고 이 요구되는 보상 선회 모멘트를 타이어 힘의 특성을 이용하여 각 바퀴에서 필요로 하는 목표 슬립율로 분배하여 최적한 제동 제어가 이루어지도록 함으로써 차량의 안정성과 조종성을 모두 향상시킬 수 있게 된다.As described above, according to the present invention, an optimum braking control is achieved by calculating a required compensation turning moment of the vehicle and distributing the required compensation turning moment to the target slip ratio required by each wheel by using the characteristics of the tire force. By doing so, the vehicle's stability and maneuverability can be improved.

Claims (2)

차량 안정성 시스템에 있어서, 스핀 아웃 상황시에 보상 요 모멘트를 계산하고, 이 계산된 보상 선회 모멘트에 대하여, 보상 요 모멘트가 제1임계치 이하에서 전륜 슬립률과 후륜 슬립률을 각각 선형적으로 증가시키되 전륜의 슬립률의 기울기가 후륜 슬립률의 기울기보다 크게 되도록 하며, 보상 요 모멘트가 제1임계치 이상이고 제2임계치 이하에서 전륜 슬립률과 후륜 슬립률을 각각 이전의 기울기보다 작게 하여 선형적으로 증가시키되 전륜 슬립률의 기울기가 후륜 슬립률의 기울기보다 크게 되도록 하고, 보상 요 모멘트가 제2임계치 이상에서 전륜 슬립률과 후륜 슬립률을 각각 그때까지의 슬립율로 고정시키도록 여분의 제동 제어량을 분배시키는 것을 특징으로 하는 차량 안정성 시스템의 보상 요 모멘트 분배 방법.In a vehicle stability system, a compensation yaw moment is calculated during a spin-out situation, and for this calculated compensation turning moment, the front yaw rate and the rear wheel slip rate are linearly increased at a compensation yaw moment below the first threshold value, respectively. The slope of the front wheel slip ratio is made larger than the slope of the rear wheel slip ratio, and the front wheel slip ratio and the rear wheel slip ratio are linearly increased with the compensation yaw moment above the first threshold value and below the second threshold value, respectively, lower than the previous slope. Distribute the extra braking control amount so that the inclination of the front slip ratio is greater than the slope of the rear slip ratio, and the front yaw rate and the rear slip ratio are fixed to the slip ratio until the compensating yaw moment is above the second threshold, respectively. Compensating yaw moment distribution method of a vehicle stability system, characterized in that the. 제1항에 있어서,The method of claim 1, 상기 보상 요 모멘트의 제1임계치와 제2임계치 사이에서 전륜의 슬립률의 증가량에 따라 선형적으로 후륜의 슬립률을 증가시키는 것을 특징으로 하는 차량 안정성 시스템의 보상 요 모멘트 분배 방법.And increasing the slip ratio of the rear wheel linearly according to the increase of the slip ratio of the front wheel between the first threshold value and the second threshold value of the compensation yaw moment.
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