KR101162495B1 - Yaw Limit estimation method in ESP - Google Patents
Yaw Limit estimation method in ESP Download PDFInfo
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- KR101162495B1 KR101162495B1 KR1020060005839A KR20060005839A KR101162495B1 KR 101162495 B1 KR101162495 B1 KR 101162495B1 KR 1020060005839 A KR1020060005839 A KR 1020060005839A KR 20060005839 A KR20060005839 A KR 20060005839A KR 101162495 B1 KR101162495 B1 KR 101162495B1
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- 230000001133 acceleration Effects 0.000 claims abstract description 81
- 230000005484 gravity Effects 0.000 claims description 2
- 208000019901 Anxiety disease Diseases 0.000 abstract description 2
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- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/109—Lateral acceleration
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- 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
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- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/068—Road friction coefficient
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- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/20—Steering systems
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- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/26—Wheel slip
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- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Regulating Braking Force (AREA)
Abstract
본 발명은 횡가속도 추정 방법에 관한 것으로서, 차량의 선회 시 ESP 시스템에 의해 차량 자세를 제어할 때 노면 마찰계수가 낮은 지면에서 요레이트 제어를 실제 지면의 마찰계수에 따라 부드럽게 제어할 수 있도록 한 ESP 시스템의 횡가속도 추정 방법에 관한 것이다.The present invention relates to a method for estimating lateral acceleration, wherein the yaw rate control is smoothly controlled according to the friction coefficient of the actual ground when the vehicle attitude is controlled by the ESP system when the vehicle is turning. The present invention relates to a method for estimating the lateral acceleration of a system.
본 발명의 목적은, 마찰계수가 낮은 노면에서 차량 선회 시 노면 마찰계수가 높은 노면을 기준으로 설정된 횡가속도 제한값 이내에서 제어를 할 때, ESP 제어부가 높은 노면마찰계수를 기준으로 차량을 제어하는 것을 방지하여 차량 자세 제어의 불안을 개선한 ESP 시스템의 횡가속도 추정 방법을 제공함에 있다.An object of the present invention is to control the vehicle on the basis of the high road friction coefficient when the ESP control when controlling the vehicle within the lateral acceleration limit set on the basis of the high road surface friction coefficient when turning the vehicle on the road with a low friction coefficient. The present invention provides a method for estimating the lateral acceleration of an ESP system that prevents anxiety of vehicle attitude control.
상기한 목적을 실현하기 위하여 본 발명은, 차량이 주행중 선회를 하게 되면 ESP 제어부가 조향각 센서를 통해 현재 차량의 조향각을 측정하는 단계와,In order to achieve the above object, the present invention, when the vehicle is turning while driving the ESP control unit to measure the steering angle of the current vehicle through the steering angle sensor,
상기한 조향각을 측정한 후 차속 센서를 통해 현재 차량의 차속을 측정함과 아울러 측정된 차속과 조향각의 값으로 일차 횡가속도값(r1)을 연산하는 단계와,After measuring the steering angle, calculating a vehicle speed of the current vehicle through a vehicle speed sensor, and calculating a primary lateral acceleration value r1 using the measured values of the vehicle speed and the steering angle;
ESP 제어부에서 차륜의 슬립등으로 현재 노면의 마찰계수를 추정하는 단계와,Estimating the friction coefficient of the current road surface by slipping of wheels in the ESP control unit;
상기한 ESP 제어부에서 추정한 노면마찰계수가 낮은 상태의 노면으로 판단되면 노면마찰계수가 높은 상태로 미리 설정된 테이블값보다 낮은 값이 되도록 횡가속도 센서의 출력값과 차속으로 횡가속도 제한값을 설정하는 단계와,When the road friction coefficient estimated by the ESP control unit is determined to be a road surface having a low state, setting the lateral acceleration limit value as the output value of the lateral acceleration sensor and the vehicle speed such that the road friction coefficient is higher than the preset table value; ,
횡가속도 제한값이 설정되면 현재 노면마찰계수와 ESP 제어부에 설정된 기준 마찰계수와의 비에 일차 횡가속도값을 곱해서 ESP 제어부에서 실제 추종하게 되는 실질 횡가속도값(r2)을 연산하는 단계로 구성함을 특징으로 한다.When the lateral acceleration limit value is set, the first lateral acceleration value is multiplied by the ratio between the current road friction coefficient and the reference friction coefficient set in the ESP control unit to calculate the actual lateral acceleration value r2 that is actually followed by the ESP control unit. It features.
요레이트추정방법, 요리미트 추종제어방법, 횡가속도 추정방법 Yaw rate estimation method, cooking meat following control method, lateral acceleration method
Description
도 1은 일반적인 자동차의 ESP 시스템에서 사용되는 횡가속도 추정 방법을 도시한 흐름도이다.1 is a flowchart illustrating a lateral acceleration estimation method used in an ESP system of a general vehicle.
도 2는 본 발명에 따른 ESP 시스템의 횡가속도 추정 방법을 도시한 흐름도이다.2 is a flowchart illustrating a lateral acceleration estimation method of an ESP system according to the present invention.
본 발명은 횡가속도 추정 방법에 관한 것으로서, 보다 상세하게는 차량의 선회 시 ESP 시스템에 의해 차량 자세를 제어할 때 노면 마찰계수가 낮은 지면에서의 요레이트 제어를 실제 지면의 마찰계수에 따라 부드럽게 제어할 수 있도록 한 ESP 시스템의 횡가속도 추정 방법에 관한 것이다.The present invention relates to a method for estimating lateral acceleration. More specifically, when controlling the vehicle attitude by the ESP system when the vehicle is turning, the yaw rate control on the ground with low road friction coefficient is smoothly controlled according to the friction coefficient of the actual ground. The present invention relates to a method for estimating the lateral acceleration of an ESP system.
일반적으로, 차량의 주행중에 안정성을 향상시키기 위한 장치로서는 제동 시 슬립 방지를 위한 ABS(Anti-lock Brake System)와, 급발진 시 슬립을 방지하기 위한 TCS(Traction Control System)를 많이 사용하게 된다.Generally, as an apparatus for improving stability while driving a vehicle, an anti-lock brake system (ABS) for preventing slip during braking and a TCS (Traction Control System) for preventing slip during sudden start are used.
또한, 차량의 주행중 차량 자세를 안정적으로 유지하여 주행 안정성을 향상시키는 차량 안정성 제어 시스템(ESP: Electronic Stability Program)을 사용하게 된다.In addition, the vehicle stability control system (ESP: Electronic Stability Program) is used to maintain a stable vehicle attitude while driving the vehicle and improve driving stability.
즉, 차량에 장착된 ABS는 제동시의 안정성을 확보하는 것이고, TCS는 출발시의 미끄러짐을 방지하는 것이며, ESP는 ABS와 연계하여 차량 자세의 위험한 상태에서 브레이크 또는 엔진 토르크를 제어하면서 차량 자세를 안정적으로 유지하게 하는 것이다.In other words, the ABS mounted on the vehicle ensures stability during braking, the TCS prevents slipping at the start, and the ESP controls the brake or engine torque while controlling the brake or engine torque in a dangerous state of the vehicle attitude in conjunction with the ABS. To keep it stable.
상기한 ESP 시스템은 휠 속도 센서, 브레이크 압력 센서, 조향각 센서, 요레이트 센서, 횡가속도 센서등과 같은 다수의 센서를 통해 차량 상태와 노면 상태를 판단하고, 이에 따라 차량 상태가 언더스티어인지 또는 오버스티어인지를 파악하여 각각 내외측 휠에 브레이킹 동작을 수행하여 차량 자세가 안정적이 되도록 하는 것이다.The ESP system determines a vehicle state and a road surface state through a plurality of sensors such as a wheel speed sensor, a brake pressure sensor, a steering angle sensor, a yaw rate sensor, a lateral acceleration sensor, and the like, and accordingly, the vehicle state is understeer or over. It is to determine whether it is a steer and to perform a braking operation on each of the inner and outer wheels so that the vehicle attitude is stable.
상기한 바와 같은 ESP 시스템이 장착된 차량의 주행중에 과도한 선회동작이나 노면 상태등에 의해 과도한 횡가속도 모멘트가 발생하게 되면, 상기한 횡가속도 센서에서의 출력값이 일정 범위 즉, 횡가속도 출력값의 안정적인 범위 이내로 미리 작성된 테이블의 값을 초과한 상태가 되면, ESP 제어부에서 좌우차륜의 브레이크 및 엔진 토르크를 제어하여 차량의 속도를 감속시키면서 차량의 안정성을 확보하게 된다.If excessive lateral acceleration moment is generated by excessive turning motion or road condition while driving a vehicle equipped with the ESP system as described above, the output value of the lateral acceleration sensor is within a certain range, that is, within a stable range of the lateral acceleration output value. When the value of the previously prepared table is exceeded, the ESP control unit controls the brakes and the engine torque of the left and right wheels to reduce the speed of the vehicle and ensure the stability of the vehicle.
이때, ESP 제어부에서는 현재 노면상태를 체크하게 되는 바, 횡가속도값이 노면마찰계수의 대략 70%정도 이내가 되도록 엔진 토르크를 제어하여 차륜이 스핀 을 일으키지 않도록 제어하게 된다.At this time, the ESP controller checks the current road condition and controls the engine torque so that the lateral acceleration value is within about 70% of the road friction coefficient so as not to cause the wheel to spin.
도 1은 일반적인 자동차의 ESP 시스템에서 사용되는 횡가속도 추정 방법을 도시한 흐름도이다. 도 1에 도시된 바와 같이 종래의 노면 마찰계수에 따른 차량의 제어를 보다 상세하게 설명하면 차량이 선회를 하게 되면 요레이트 센서 및 횡가속도 센서를 통해 횡가속도값을 연산한 후(단계 S10), 차량이 노면 마찰 계수가 높은 노면을 주행하는 것으로 기본 설정하여 횡가속도값에 따른 차량의 안정적인 선회 속도를 산정하고 이에 따라 브레이크 및 엔진 토르크 제어량을 연산하고(단계 S11), 연산된 브레이크 및 엔진 트로크 제어량에 따라 브레이크 및 토르크 제어를 수행한다(단계 S12).1 is a flowchart illustrating a lateral acceleration estimation method used in an ESP system of a general vehicle. Referring to the control of the vehicle according to the conventional road surface friction coefficient in more detail as shown in Figure 1 when the vehicle is turning after calculating the lateral acceleration value through the yaw rate sensor and the lateral acceleration sensor (step S10), Calculate the stable turning speed of the vehicle according to the lateral acceleration value by default by setting the vehicle to drive on the road with high road surface friction coefficient, and calculate the brake and engine torque control amount accordingly (step S11), and calculate the calculated brake and engine torque Braking and torque control are performed in accordance with the control amount (step S12).
이후, ESP 제어부에서 노면 마찰계수를 연산하여(단계 S13), 차량이 노면 마찰계수가 낮은 노면을 주행하고 있는 것으로 판단하게 되면, 횡가속도값의 한계값을 추정하고(단계 S14), 노면마찰계수가 높은 상태를 기준으로 설정한 횡가속도값에 제한(LIMIT)값을 적용하여 차량이 노면 마찰계수가 낮은 노면에서도 안정적인 자세를 유지할 수 있도록 한다(단계 S15).Subsequently, when the ESP control unit calculates the road surface friction coefficient (step S13) and determines that the vehicle is traveling on the road surface having a low road surface friction coefficient, the limit value of the lateral acceleration value is estimated (step S14), and the road surface friction coefficient A limit value is applied to the lateral acceleration value set on the basis of a high state so that the vehicle can maintain a stable posture even on a road surface having a low road surface friction coefficient (step S15).
그러나, 상기한 바와 같이 노면마찰계수가 높은 상태에서 설정된 횡가속도값을 기준으로 차량 자세를 제어할 때 노면마찰계수가 낮은 노면에서 제한값을 설정하여 차량 자세를 제어하게 되면, 상기한 제한값 이내의 제어에서 노면 마찰계수가 큰 노면을 기준으로 설정된 횡가속도값으로 차량을 제어함으로써, 차량 제어가 부정확하게 되고 이로 인해 차량 자세의 불안이 급증하게 되는 문제점이 있다.However, if the vehicle attitude is controlled by setting the limit value on the road surface having a low road friction coefficient when the vehicle attitude is controlled based on the lateral acceleration value set in the state where the road friction coefficient is high as described above, the control within the above limit value is controlled. By controlling the vehicle to the lateral acceleration value set on the basis of the road surface friction coefficient is large, there is a problem that the vehicle control is inaccurate and the anxiety of the vehicle posture increases sharply.
본 발명은 상기한 문제점을 해결하기 위한 것으로서, 마찰계수가 낮은 노면에서 차량 선회 시 노면 마찰계수가 높은 노면을 기준으로 설정된 횡가속도 제한값 이내에서 제어를 할 때, ESP 제어부가 높은 노면마찰계수를 기준으로 차량을 제어하는 것을 방지하여 차량 자세 제어의 불안을 개선한 ESP 시스템의 횡가속도 추정 방법을 제공함에 있다.The present invention is to solve the above problems, the ESP control unit based on the high road friction coefficient when the control within the lateral acceleration limit set on the basis of the high road surface friction coefficient when turning the vehicle on the low road surface friction coefficient The present invention provides a method for estimating the lateral acceleration of an ESP system that prevents vehicle control by improving vehicle control.
상기한 목적을 실현하기 위하여 본 발명은, 차량이 주행중 선회를 하게 되면 ESP 제어부가 조향각 센서를 통해 현재 차량의 조향각을 측정하는 단계와,In order to achieve the above object, the present invention, when the vehicle is turning while driving the ESP control unit to measure the steering angle of the current vehicle through the steering angle sensor,
상기한 조향각을 측정한 후 차속 센서를 통해 현재 차량의 차속을 측정함과 아울러 측정된 차속과 조향각의 값으로 일차 횡가속도값(r1)을 연산하는 단계와,After measuring the steering angle, calculating a vehicle speed of the current vehicle through a vehicle speed sensor, and calculating a primary lateral acceleration value r1 using the measured values of the vehicle speed and the steering angle;
ESP 제어부에서 차륜의 슬립등으로 현재 노면의 마찰계수를 추정하는 단계와,Estimating the friction coefficient of the current road surface by slipping of wheels in the ESP control unit;
상기한 ESP 제어부에서 추정한 노면마찰계수가 낮은 상태의 노면으로 판단되면 노면마찰계수가 높은 상태로 미리 설정된 테이블값보다 낮은 값이 되도록 횡가속도 센서의 출력값과 차속으로 횡가속도 제한값을 설정하는 단계와,When the road friction coefficient estimated by the ESP control unit is determined to be a road surface having a low state, setting the lateral acceleration limit value as the output value of the lateral acceleration sensor and the vehicle speed such that the road friction coefficient is higher than the preset table value; ,
횡가속도 제한값이 설정되면 현재 노면마찰계수와 ESP 제어부에 설정된 기준 마찰계수와의 비에 일차 횡가속도값을 곱해서 ESP 제어부에서 실제 추종하게 되는 실질 횡가속도값(r2)을 연산하는 단계로 구성함을 특징으로 한다.When the lateral acceleration limit value is set, the first lateral acceleration value is multiplied by the ratio between the current road friction coefficient and the reference friction coefficient set in the ESP control unit to calculate the actual lateral acceleration value r2 that is actually followed by the ESP control unit. It features.
도 2는 본 발명에 따른 ESP 시스템의 횡가속도 추정 방법을 도시한 흐름도로 서, 차량이 주행중 선회를 하게 되면 ESP 제어부가 조향각 센서를 통해 현재 차량의 조향각을 측정하게 된다.2 is a flowchart illustrating a method for estimating lateral acceleration of an ESP system according to the present invention. When the vehicle makes a turn while driving, the ESP controller measures a steering angle of the current vehicle through a steering angle sensor.
차량의 조향각을 측정한 후(단계 S20), 차속 센서를 통해 현재 차량의 차속을 측정하고(단계 S21), 측정된 차속과 조향각으로 일차 횡가속도값을 연산하게 되는 바, 상기한 일차 횡가속도값(r1)은 하기한 수학식1에 따라 산출하게 된다(단계 S22).After the steering angle of the vehicle is measured (step S20), the vehicle speed of the current vehicle is measured by the vehicle speed sensor (step S21), and the primary lateral acceleration value is calculated based on the measured vehicle speed and the steering angle. (r1) is calculated according to the following equation (1) (step S22).
Vx : 차량 속도Vx: vehicle speed
δsw : 조향각δsw: steering angle
L : 휠베이스L: Wheelbase
K : 언더스티어계수K: Understeer coefficient
g : 중력 가속도g: acceleration of gravity
상기한 수학식1에 따라 차량속도, 조향각에 따라 일차 횡가속도값이 연산되는 바, 상기한 일차 횡가속도값이 연산되면 ESP 제어부가 현재 차속과 일차 횡가속도값을 비교하여 브레이크를 제어할 것인지의 여부를 판단하게 된다.The primary lateral acceleration value is calculated according to the vehicle speed and steering angle according to Equation 1 above. When the primary lateral acceleration value is calculated, whether the ESP controller compares the current vehicle speed with the primary lateral acceleration value and controls the brake. It will be judged.
즉, 현재 선회 차속에 따라 발생된 일차 횡가속도값의 연산 후 ESP 제어부에서는 현재 노면의 상태가 건조한 노면 즉, 노면마찰계수가 높은 상태로 추정하여 상기한 추정된 노면마찰계수와 연산된 일차횡가속도값을 비교하여 일차횡가속도값이 미리 설정된 테이블값의 70%이내인지를 판단함과 아울러 이에 따라 브레이크를 제어할 것인지의 여부를 결정하게 되는 것이다.That is, after calculating the primary lateral acceleration value generated according to the current turning vehicle speed, the ESP controller estimates that the current road surface is dry, that is, the high road friction coefficient is high, and the estimated road friction coefficient and the calculated primary lateral acceleration are calculated. By comparing the values, it is determined whether the primary lateral acceleration value is within 70% of the preset table value and whether to control the brake accordingly.
이때, ESP 제어부에서는 실제적인 현재 노면마찰계수를 연산하게 되는 바(단계 S23), 상기한 노면마찰계수의 연산값이 건조 노면 즉, 노면마찰계수가 큰 노면으로 판정되면 현재 ESP 제어 상태가 정상적이기 때문에 노면마찰계수가 큰 노면에서의 ESP 제어를 실행하게 된다.At this time, the ESP control unit calculates the actual current road friction coefficient (step S23). If the calculated value of the road friction coefficient is determined as a dry road, that is, a road surface having a high road friction coefficient, the current ESP control state is normal. Therefore, the ESP control is executed on the road surface having a large road friction coefficient.
물론, 상기한 노면마찰계수의 추정 시 노면마찰계수가 낮은 노면으로 판정되면 상기한 ESP 제어 루틴이 잘못된 것이기 때문에, 횡가속도값을 현재 기준보다 낮게 제한하게 된다.Of course, if the road surface friction coefficient is determined to be low when the road surface friction coefficient is estimated, the lateral acceleration value is limited to be lower than the current standard because the ESP control routine is wrong.
즉, 횡가속도 센서의 출력값으로부터 횡가속도값을 연산하고(단계 S24), 하기한 수학식2에 따라 현재 차속과 횡가속도 센서에서의 출력값으로 횡가속도 제한값(rlimit)을 설정하게 된다(단계 S25).That is, the lateral acceleration value is calculated from the output value of the lateral acceleration sensor (step S24), and the lateral acceleration limit value (r limit ) is set to the output values of the current vehicle speed and the lateral acceleration sensor according to Equation 2 below (step S25). ).
Ay : 횡가속도 센서에서의 횡가속도값Ay: Lateral acceleration value in lateral acceleration sensor
Vx : 차속Vx: vehicle speed
상기한 수학식2에 따라 횡가속도 제한값이 설정되면 ESP 제어부가 현재 차량의 횡가속도값이 제한값을 초과할 때, 차량의 브레이크, 엔진 토르크등을 제어하여 차속을 낮추게 된다.When the lateral acceleration limit value is set according to Equation 2 above, when the lateral acceleration value of the current vehicle exceeds the limit value, the ESP controller lowers the vehicle speed by controlling the brake, engine torque, etc. of the vehicle.
상기한 차속을 낮춘 상태에서도 ESP 제어부는 연속적으로 횡가속도값의 추종을 하면서 차량 제어를 하게 되는 바, 상기한 횡가속도 제한값내에서의 실질 횡가속도값(r2)의 추정은 하기한 수학식3에 따라 이루어지게 된다(단계 S26).Even when the vehicle speed is lowered, the ESP control unit continuously controls the vehicle while following the lateral acceleration value. The estimation of the actual lateral acceleration value r2 within the lateral acceleration limit value is shown in Equation 3 below. It is made according to (step S26).
r1 : 일차 횡가속도값r1: primary lateral acceleration
HIGH mu : ESP 제어부에 설정된 기준 노면마찰계수(마찰계수가 높은 노면으로 추정)HIGH mu: Reference road friction coefficient set in the ESP control unit (presumed as high friction coefficient road surface)
ESP mu : 차량 주행중 ESP 제어부에서 연산한 실제 노면마찰계수ESP mu: Actual road friction coefficient calculated by ESP control unit while driving
즉, 실제 노면마찰계수와 ESP 제어부에 설정된 기준 마찰계수와의 비에 일차 횡가속도값을 곱해서 ESP 제어부에서 실제 추종하게 되는 실질 횡가속도값(r2)를 연산하게 되는 바, 상기한 ESP 제어부의 설정 노면마찰계수를 실시간으로 보상하여 마찰계수가 낮은 노면에서의 횡가속도값을 노면 상태에 맞도록 하는 것이다.That is, the actual lateral acceleration value r2, which is actually followed by the ESP control unit, is calculated by multiplying the ratio between the actual road friction coefficient and the reference friction coefficient set in the ESP control unit by the first lateral acceleration value. The road friction coefficient is compensated in real time so that the lateral acceleration value on the road surface with the low friction coefficient is matched to the road surface condition.
상기한 바와 같이 ESP 제어에 사용되는 횡가속도값을 제한값이내에서 추정할 때, ESP 제어부의 기준 노면마찰계수와 실제 노면마찰계수의 비에 의해 일차 횡가속도값을 보상하게 됨으로써, 횡가속도 제한값 이내에서의 제어 시, 낮은 노면 마찰계수에 따른 실질 횡가속도값에 근접하게 되어 차량 제어가 보다 안정적으로 이루어지게 되는 것이다.As described above, when estimating the lateral acceleration value used for the ESP control within the limit value, the primary lateral acceleration value is compensated by the ratio of the reference road friction coefficient and the actual road friction coefficient of the ESP control unit, thereby within the lateral acceleration limit value. In the control of the vehicle, the vehicle is controlled more stably by approaching the actual lateral acceleration value according to the low road friction coefficient.
본 발명은 ESP 제어부에서 차량 선회시에 차량의 횡가속도값에 따른 차량 자세를 제어할 때, 노면마찰계수가 낮은 노면에서 주행을 하게 되면 노면마찰계수가 높은 상태의 제어 모드에서 횡가속도 한계값을 정하고, 그 이하에서 노면 마찰계수가 낮은 것으로 추정하여 ESP 제어부가 제어하도록 함으로써, 차량 선회시 노면마찰계수가 낮은 노면에서의 제어가 보다 정확하게 이루어지는 잇점이 있는 것이다.According to the present invention, when the ESP controller controls the vehicle attitude according to the lateral acceleration value of the vehicle when the vehicle is turning, the lateral acceleration limit value is determined in the control mode in which the road friction coefficient is high when the vehicle is driven on the road surface having a low road friction coefficient. In this case, the ESP control unit assumes that the road surface friction coefficient is low and controls the road surface, so that control on the road surface with low road friction coefficient during vehicle turning is more accurate.
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