KR101361405B1 - steering control method using ABS, ESC and EPS for a car - Google Patents
steering control method using ABS, ESC and EPS for a car Download PDFInfo
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- KR101361405B1 KR101361405B1 KR1020070104962A KR20070104962A KR101361405B1 KR 101361405 B1 KR101361405 B1 KR 101361405B1 KR 1020070104962 A KR1020070104962 A KR 1020070104962A KR 20070104962 A KR20070104962 A KR 20070104962A KR 101361405 B1 KR101361405 B1 KR 101361405B1
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- 238000012937 correction Methods 0.000 claims description 5
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- 230000003247 decreasing effect Effects 0.000 abstract description 4
- 238000005259 measurement Methods 0.000 abstract description 4
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- 230000002159 abnormal effect Effects 0.000 description 1
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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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking 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
- 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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Abstract
본 발명은 자동차의 ABS와 ESC 및 EPS를 이용한 조향제어방법에 관한 것으로, 양쪽 휠의 제동압에 차이가 발생하면 조향토크값을 ECS ECU가 EPS ECU로 입력하고, 그 값이 과도할 경우 과도 요속도를 줄이는 방향으로 입력값의 보정을 실시하며, 차량이 직진주행상태로 안정화되면 좌우 제동압 차이에 따라 적절한 게인(gain)값으로 비례제어를 실시하고, 외란에 의해 차량의 요속도가 다시 발생하면 요속도 감소방향으로 일정 제어토크값을 입력하는 단계를 포함하여 이루어진다.The present invention relates to a steering control method using ABS, ESC, and EPS of a vehicle. When a difference in braking pressure of both wheels occurs, the steering torque value is inputted by the ECS ECU to the EPS ECU. The input value is corrected in the direction of decreasing speed, and when the vehicle stabilizes in the straight driving state, the proportional control is performed with the appropriate gain value according to the difference between the left and right braking pressures, and the yaw speed of the vehicle occurs again due to disturbance. And inputting a constant control torque value in the yaw speed reduction direction.
따라서, 기존 EPS의 조향 보조 로직을 변경하지 않고 조향토크센서 측정치에 추가 조향토크를 부가하여 시간지연 없이 비대칭 노면에서의 안정적인 직진 제동성을 확보할 수 있게 되고, CAN통신을 이용함으로써 별도의 ECU를 사용할 필요가 없게 되는 효과가 있다.Therefore, by adding additional steering torque to the steering torque sensor measurement without changing the steering assistance logic of the existing EPS, it is possible to secure stable straight braking on an asymmetrical road surface without time delay. There is the effect that we do not need to use.
ESC, EPS, ABS, 통합제어, 스핀방지 ESC, EPS, ABS, integrated control, spin prevention
Description
본 발명은 자동차의 조향제어방법에 관한 것으로, 특히 ABS(Anti-lock Brake System ; 안티록 브레이크 시스템)와 ESC(Electronic Stability Control ; 주행 안정성 제어 시스템) 및 EPS(Electronic Power Steering ; 전자 동력조향 시스템)를 이용한 조향제어방법에 관한 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle steering control method, in particular, an anti-lock brake system (ABS), an electronic stability control (ESC), and an electronic power steering system (EPS). It relates to a steering control method using.
자동차가 중고속 직진 주행중 비대칭(좌우 노면의 마찰계수 편차가 큰 경우) 노면에서 급제동을 하게 되면 ABS는 제동거리를 줄이기 위해 고마찰로측 제동압을 저마찰로측 제동압에 비해 크게 가하게 되며, 이로 인해 차량은 고마찰로측으로 회전하게 된다.When the vehicle suddenly brakes on asymmetrical roads (when the friction coefficient of the left and right roads is large) during high-speed straight driving, ABS applies the high friction side braking pressure to the high friction side braking pressure to reduce the braking distance. This causes the vehicle to rotate toward the high friction road.
따라서, 차량 회전으로 인한 사고를 방지하기 위해서는 저마찰로측으로 조향할 것이 요구된다.Therefore, in order to prevent an accident due to the rotation of the vehicle, steering to the low frictional road side is required.
그런데, 기존의 EPS는 운전자의 조향 의지를 추종하여 토크를 발생시키도록 되어 있기 때문에 운전자의 개입(조타조작)이 없는 상태에서는 조향 제어가 불가능하다.However, since the conventional EPS is configured to generate torque by following the driver's steering intention, steering control is impossible without the driver's intervention (steering operation).
따라서, 운전자가 적절한 조향 조작을 행하지 못할 경우, ABS 및 ESC의 센서신호를 이용하여 EPS가 운전자의 조향 조작을 보정하고 운전자의 개입이 없는 상태에서도 적절한 조향이 가능하도록 하여 차량의 회전을 방지하고 직진 제동이 가능하도록 하는 것이 필요하였다.Therefore, if the driver fails to perform proper steering operation, the EPS can correct the driver's steering operation using the ABS and ESC sensor signals and enable proper steering even without the driver's intervention to prevent the vehicle from rotating and proceed straight. It was necessary to allow braking.
그런데, 상기와 같이 EPS에 의한 자동 조향 제어가 이루어지도록 하기 위해서는 운전자를 보조하기 위한 토크에 제어 토크를 부가하는 조향 제어를 실시해야 하므로 기존 EPS의 조향 보조 로직의 수정 및 튜닝이 불가피하고, 이의 개발 기간도 증가하게 되는 문제점이 있었다.However, in order to achieve automatic steering control by EPS as described above, it is necessary to implement steering control to add control torque to torque for assisting the driver. Therefore, modification and tuning of the steering assistance logic of the existing EPS is inevitable, and the development thereof. There was a problem that the period is also increased.
또한, 기존 EPS의 조향 보조 로직을 수정하지 않고 단순히 조향토크센서의 측정치에 추가 조향토크값을 부가시킬 경우, 시간 지연으로 인해 안정적인 자세 제어가 곤란하게 되는 문제점이 있었다.In addition, if the additional steering torque value is simply added to the measurement value of the steering torque sensor without modifying the steering assistance logic of the existing EPS, there is a problem that stable posture control is difficult due to time delay.
이에 본 발명은 상기와 같은 문제점을 해결하기 위하여 안출된 것으로, 기존 EPS의 조향 보조 로직을 변경하지 않고 조향토크센서 측정치에 추가 조향토크를 부가하는 방법을 사용하면서도 시간지연이 발생하지 않게 되어 안정적인 조향제어가 가능하도록 된 자동차의 ABS와 ESC 및 EPS를 이용한 조향제어방법을 제공함에 그 목적이 있다.Therefore, the present invention has been devised to solve the above problems, while using a method of adding an additional steering torque to the steering torque sensor measurement without changing the steering auxiliary logic of the existing EPS, it does not cause time delay and stable steering. It is an object of the present invention to provide a steering control method using ABS, ESC, and EPS of a vehicle that can be controlled.
상기와 같은 목적을 달성하기 위한 본 발명은, According to an aspect of the present invention,
중속 이상 직진중 급제동시 양쪽 휠의 제동압에 한계치 이상의 차이가 발생하면 차속에 따른 추가 조향토크값을 ECS ECU가 EPS ECU로 피드포워드 입력하는 초기 추가 조향토크값 입력단계와;An initial additional steering torque value input step in which the ECS ECU feeds forward the additional steering torque value according to the vehicle speed to the EPS ECU when a difference in the braking pressure of both wheels occurs during rapid braking during a medium speed abnormal straight motion;
상기 초기 입력한 추가 조향토크값이 과도할 경우, 초기 요속도와 반대 방향의 과도 요속도를 줄이는 방향으로 상기 추가 조향토크값을 보정하는 추가 조향토크값 보정단계와;An additional steering torque value correction step of correcting the additional steering torque value in a direction of reducing an excessive yaw speed in a direction opposite to an initial yaw speed when the initial input additional steering torque value is excessive;
상기 추가 조향토크값 보정단계에 의해 차량이 직진주행상태로 안정화된후, 좌우 휠의 제동압 차이에 따라 적절한 게인(gain)값으로 비례제어를 실시하는 휠 제동압 차에 따른 비례제어단계 및;A proportional control step according to the wheel braking pressure difference which performs proportional control to an appropriate gain value according to the difference in braking pressure of the left and right wheels after the vehicle is stabilized to the straight driving state by the additional steering torque value correction step;
외란에 의해 차량의 요속도가 다시 발생하면 요속도 감소방향으로 일정 제어토크값을 입력하고, 요속도 변화율의 부호가 바뀌면 제어입력을 차단하는 외란 제 거용 추가 조향토크값 입력단계;An additional steering torque value input step for disturbance removal for inputting a predetermined control torque value in the direction of decreasing the speed of the vehicle when the vehicle's yaw speed occurs again due to the disturbance;
를 포함한다..
상기와 같이 이루어진 본 발명에 의하면, 기존 EPS의 조향 보조 로직을 변경하지 않고 조향토크센서 측정치에 추가 조향토크를 부가하는 방법을 사용하여 보다 신속하게(시간지연 최소화) 비대칭 노면에서의 안정적인 직진 제동이 가능하게 되는 효과가 있다.According to the present invention made as described above, a stable straight braking on an asymmetrical road surface more quickly (minimizing time delay) using a method of adding additional steering torque to the steering torque sensor measurement without changing the steering auxiliary logic of the existing EPS. There is an effect that becomes possible.
또한, ECS ECU에서 상기 제어로직을 수행하고 제어입력값은 CAN통신을 통하여 EPS ECU로 전달되도록 함으로써 별도의 ECU를 사용할 필요가 없게 되는 효과가 있다.In addition, since the control logic is performed in the ECS ECU and the control input value is transmitted to the EPS ECU through CAN communication, there is no effect of using a separate ECU.
이하, 첨부된 도면을 참조하여 본 발명을 상세히 설명한다.Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
본 발명은 ESC의 요레이트(yaw rate)센서에서 측정되는 요속도와 ABS의 휠압력 추정치(제동압력 추정치)를 이용하여 마찰계수 비대칭 노면에서 중고속 주행 중 급제동시 양쪽 차륜의 제동압력 차이에 의해 차량 회전이 인지되면 차속에 따른 추가 조향토크를 입력하여 EPS로 하여금 차량 회전을 방지하는 방향으로 조향제어를 실시토록 함으로써 직진상태의 유지를 가능토록 하는 것이다.The present invention uses the yaw rate measured by the yaw rate sensor of the ESC and the wheel pressure estimate (braking pressure estimate) of ABS, and the brake pressure difference of both wheels during rapid braking during the high-speed driving on the friction coefficient asymmetric road surface. When the vehicle rotation is detected, the additional steering torque according to the vehicle speed is input to allow the EPS to perform steering control in a direction to prevent the vehicle from rotating.
상기와 같이 기존 EPS의 조향토크센서 신호에 차속에 따른 의한 추가 조향토크를 부가하기 위해 제어신호를 입력할 때 시간 지연문제를 해결하기 위하여 본 발명은 다음과 같은 제어로직을 수행한다.(차속에 따른 추가 조향토크값은 사전 시뮬 레이션을 통해 미리 맵핑(mapping)되어 ESC ECU에 입력된다.)As described above, the present invention performs the following control logic in order to solve the time delay problem when inputting a control signal to add an additional steering torque according to the vehicle speed to the steering torque sensor signal of the existing EPS. The additional steering torque values accordingly are pre-mapped via pre-simulation and entered into the ESC ECU.)
도 1은 ESC에서 수행되는 본 발명의 제어 흐름도이다.1 is a control flowchart of the present invention carried out in an ESC.
중속 이상 직진중 급제동시 양쪽 휠의 제동압에 설정 한계치 이상의 차이가 발생하면 차속에 따라 결정되어 있는 추가 조향토크값을 EPS로 입력―피드포워드(feedforward)제어―한다.(초기 추가 조향토크값 입력단계(S1))If the brake pressure of both wheels exceeds the set limit value during rapid braking while going straight in the middle speed or more, input the additional steering torque value determined according to the vehicle speed as EPS (feedforward control). (Initial additional steering torque value input) Step (S1))
상기 차속에 따른 추가 조향토크값은 운전자에 의한 조향토크값(EPS의 조향토크센서로부터 측정)에 부가되었을 때 차량 회전을 최소화하는 크기로 미리 예측하여 설정된 값으로서 이와 같은 피드포워드 제어에 의하여 차량의 비대칭 노면 제동시 보다 신속하게 직진제동 상태를 확보할 수 있게 된다.The additional steering torque value according to the vehicle speed is a value set in advance to minimize the rotation of the vehicle when it is added to the steering torque value measured by the driver (measured by the steering torque sensor of the EPS). When braking asymmetrical roads, it is possible to secure a straight braking state more quickly.
이때의 제어입력은 최초에 발생한 요속도가 반대방향으로 감소하기 시작할때까지 스텝(step)입력 방식으로 입력한다.The control input at this time is inputted in a step input method until the initial yaw speed starts to decrease in the opposite direction.
이때 상기 추가 조향토크값의 입력으로 요속도가 감소하게 되면 제어입력을 일정 기울기로 0이 될 때까지 감소시킨다.At this time, when the yaw speed is decreased by the input of the additional steering torque value, the control input is decreased until a predetermined slope becomes 0.
이어, 상기 초기 입력한 추가 조향토크값이 과도할 경우에는 요속도의 변화율에 의한 비례제어를 수행한다. Subsequently, when the initial input additional steering torque value is excessive, proportional control by the rate of change of yaw speed is performed.
즉, 초기 제어입력이 지나치게 클 경우, 이로 인해 발생하는 초기 요속도와 반대 방향의 과도 요속도를 줄이는 방향으로 제어입력값의 보정을 수행한다.(추가 조향토크값 보정 단계(S2))That is, if the initial control input is too large, the control input value is corrected in the direction of reducing the excessive yaw speed in the opposite direction to the initial yaw speed generated thereby (additional steering torque value correcting step S2).
이러한 보정값도 상기 과도 요속도의 크기에 따라 최적의 값이 미리 산출되어 ESC ECU에 맵데이터로서 입력되어 있다. This correction value is also calculated in advance according to the magnitude of the transient yaw speed and input to the ESC ECU as map data.
이어, 상기의 과정에 의해 차량이 정상상태로 직진제동이 되고 있을 때 좌우 휠의 제동압 차이에 의한 비례제어를 실시한다. 즉, 상기 차속에 따른 추가 조향토크값을 입력하고 이를 요속도 변화율에 따라 보정하여 차량의 요속도를 감소시켜 직진주행상태로 자세를 안정화시킨 후에는 좌우 휠의 제동압 차이에 따라 적절한 게인(gain)값으로 비례제어를 실시함으로써 직진 조향각을 유지하여 정상상태 직진 제동이 가능한 상태를 유지한다.(휠 제동압 차에 따른 비례제어단계(S3))Subsequently, when the vehicle is in a straight braking state in the normal state, the proportional control is performed by the difference in the braking pressure of the left and right wheels. That is, after inputting the additional steering torque value according to the vehicle speed and correcting it according to the yaw speed change rate, the vehicle speed is reduced and the posture is stabilized in the straight driving state. By maintaining the straight steering angle by performing the proportional control with the value of), it is possible to maintain the steady state straight braking (proportional control step (S3) according to the wheel braking pressure difference).
그러나, 상기와 같은 정상상태 직진 제동 도중에 외란(차량의 방향을 변화시키는 여러 가지 외적 요인)에 의해 차량의 요속도가 다시 발생하여 차량 직진 상태가 불량해질 경우에는 다시 요속도 감소방향으로 일정 제어입력(추가 조향토크값)을 가하고, 요속도 변화율의 부호가 바뀌면 제어입력을 차단한다.(외란 제거용 추가 조향토크값 입력단계(S4))However, if the vehicle's yaw speed is regenerated due to disturbance (various external factors that change the vehicle's direction) during the steady-state straight braking as described above, and the vehicle goes straight, the constant control input in the direction of the yaw speed reduction again. (Additional steering torque value) is added, and the control input is cut off when the sign of the yaw speed change rate is changed. (Additional steering torque value input step for disturbance removal (S4))
이어 제동에 의해 차량이 정지하면 제어로직의 수행을 중지하고, 차량이 정지하지 않았을 경우에는 상기 제동압 차이에 의한 비례제어 단계를 다시 반복 수행한다.Subsequently, when the vehicle is stopped by braking, the execution of the control logic is stopped. When the vehicle is not stopped, the proportional control step based on the difference in braking pressure is repeatedly performed.
한편, 상기와 같은 기능을 구현함에 있어서 별도의 ECU(Electronic Control Unit)를 사용하지 않기 위해서, 기존의 ESC ECU에 상기 로직을 포함시키고 ESC ECU로부터 발생되는 추가 조향토크 입력값은 CAN(Controller Area Network)통신을 통해 EPS ECU로 전달되도록 한다.On the other hand, in order to avoid using a separate electronic control unit (ECU) in implementing the above functions, the additional steering torque input value generated from the ESC ECU is included in the controller area network (CAN). Communication to EPS ECU.
도 1은 본 발명에 따른 자동차의 ABS와 ESC 및 EPS를 이용한 조향제어방법의 제어 흐름도이다.1 is a control flowchart of a steering control method using ABS, ESC and EPS of a vehicle according to the present invention.
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| KR20180032044A (en) * | 2016-09-21 | 2018-03-29 | 르노삼성자동차 주식회사 | Autonomous vehicle for increasing steering performance using biased breaking power in emergency situation |
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| JP3908074B2 (en) * | 2002-04-08 | 2007-04-25 | アイシン精機株式会社 | Electric steering control device and vehicle anti-skid control device having the same |
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