KR101428271B1 - Drive mode setting system and method for vehicle comprising awd control - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a traveling mode setting method for an automatic transmission vehicle, and more particularly, to a traveling mode control system and method for a vehicle in which an AWD is integratedly controlled to satisfy a request for various operating environments according to a driving mode selected by a driver will be.
The present invention relates to a driving mode control system for a four-wheel-drive vehicle, which includes a normal mode, a sports mode and an eco mode that can be selected by the driver, and each mode operates one or more of the fuel economy logic and the handling logic And the fuel consumption logic and the handling logic control the distribution of driving forces of the front and rear wheels of the AWD to vary the fuel consumption characteristic and the handling characteristic.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a driving mode control system and a vehicle driving control method,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a traveling mode setting method for an automatic transmission vehicle, and more particularly, to a traveling mode control system and method for a vehicle in which an AWD is integratedly controlled to satisfy a request for various operating environments according to a driving mode selected by a driver will be.

The automatic transmission vehicle integrally controls various operating factors such as the sensitivity of the steering, the operation of the suspension, the rotation and the timing of the engine, and the like in accordance with preset conditions.

In recent years, the vehicle has a meaning as a machine for self-satisfaction rather than merely a means of moving. In response to such request, a function of making a selection of a predetermined driving mode so as to double the satisfaction of various drivers is added .

In the case of the traveling mode, the navigation mode is generally divided into an eco mode, a normal mode, and a sports mode. The traveling mode system for managing the traveling mode is provided with a motor driven power steering (MDPS) characteristic for controlling the rotation of the engine, the timing of the shift to the rotation of the engine, the adjustment of the continuous damping control (CDC) To meet various driver's demands.

For example, in the case of the eco mode, fuel consumption can be reduced by suppressing a sudden increase in engine rotation while allowing shift timing to maximize fuel economy and suppressing shift down as much as possible, In the case of sports mode, it is necessary to make the shift at the maximum number of revolutions at which the shift up timing is delayed or at the maximum number of revolutions, and to increase the sensitivity of the MDPS or to make the damping characteristic more rigid, . In case of the normal mode, it is possible to judge the conditions of the power and the speed range to provide to the pedal of the user, so that the programmed logic allows a comfortable running at low speed and a more sensitive driving at high speed.

However, even in such a case, it is difficult to expect a change in the fundamental characteristics of handling and an effective increase in fuel efficiency. For example, in the case of an all-wheel-drive vehicle, it is difficult to feel a sporty running texture due to the characteristic of under-steering, and in the case of a rear-wheel drive vehicle, there is a difficulty in satisfying a stable running due to over-steering tendency.

On the other hand, in the case of AWD (All Wheel Drive) vehicle that drives all four wheels, there is a limitation due to the characteristics of understeer even though it enjoys high sports performance despite the mode selection described above. It is difficult enough to meet.

Therefore, even if the selection system of the traveling mode is installed in the case of the AWD vehicle in particular, the fuel consumption can not be effectively reduced in the eco mode due to the power loss due to the structural limit, It has a limitation that it can not effectively provide driving pleasure.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a traveling mode control system for a vehicle in which an AWD capable of effectively varying characteristics of handling and corner escape, And a method thereof.

It is another object of the present invention to provide a traveling mode control system and method for a vehicle in which the AWD is integratedly controlled so as to maximize the effect of improving the fuel economy of the AWD vehicle and effectively improve the noise and vibration characteristics.

To achieve the above object, the present invention provides a driving mode control system for a four-wheel-drive vehicle, including a normal mode, a sports mode, and an eco mode that can be selected by a driver, Wherein the fuel consumption logic and the handling logic control the distribution of the driving forces of the front and rear wheels of the AWD to vary the fuel consumption characteristic and the handling characteristic. do.

The fuel consumption logic can improve fuel economy by blocking or reducing the driving force transmitted to one of the front wheels or the rear wheels at high speed or constant speed driving.

The normal mode may cause the NVH logic to operate.

The NVH logic may be set to lower the distribution of the driving force to the front and rear wheels in the region where noise and vibration are generated.

The handling logic enables a stable running by increasing the driving force distribution ratio of the front and rear wheels in the normal mode and the driving force of the rear wheel is increased in the sports mode to enable agile running.

The handling logic may increase the driving force of the rear wheels when the understeer is generated in the intermediate acceleration section, and improve the turning performance through the torque vectoring control.

The handling logic may control the ESC while increasing the driving force of the rear wheels when the understeer is generated in the high acceleration section, and stabilize the vehicle by controlling the ESC while increasing the driving force distribution ratio of the front wheels when the oversteer is generated.

The normal mode operates the fuel consumption logic, the handling logic, and the NVH logic, the sports mode activates the handling logic, and the eco mode can operate the fuel consumption logic.

In the normal mode, the acceleration, the speed, the accelerator pedal position, and the torque may be determined to determine whether the fuel consumption logic is operating.

The eco mode allows the fuel economy logic to operate at all times.

The driving mode control method of the traveling mode control system may further include the steps of: selecting a normal mode or a sports mode; determining an operating condition of the handling logic when the acceleration value of the vehicle exceeds a reference acceleration; A yawing comparison step of determining that the yawing degree is greater than a reference value, and a yawing comparison step of determining that the yawing degree is an operating condition of the handling logic when the yawing degree is greater than a reference value, Wherein the AWD control is performed to raise the driving force distribution ratio of the front and rear wheels in the normal mode to achieve a neutral turning and to oversteer by increasing the driving force of the rear wheels in the sports mode. ≪ / RTI >

When the understeer is generated during the operation of the handling logic, the AWD control increases the driving force toward the rear wheel side, and the torque vectoring control is coordinated to improve the turning force.

When the understeer is generated during the operation of the handling logic, the AWD control increases the driving force toward the rear wheel side, and the ESC control is coordinated to improve the stability.

When oversteering is generated during the operation of the handling logic, AWD control increases the driving force distribution ratio of the front and rear wheels, and ESC control is coordinated to improve stability.

The traveling mode control system and method of the vehicle in which the AWD is integrally controlled according to the present invention allows the traveling mode control system to integrate and control the AWD when selecting the traveling mode in the four- The fuel consumption can be maximized according to the driving situation.

In addition, while providing optimized handling characteristics according to the driving mode, integrated control is performed according to the acceleration region, thereby providing not only satisfactory operation but also stable turning ability.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a diagram showing a running mode selection system of a running mode control system of a vehicle in which AWD is integratedly controlled according to the concept of the present invention. Fig.
2 is a diagram showing fuel consumption logic of a driving mode control system of a vehicle in which an AWD according to the present invention is integrally controlled.
3 is a view showing an AWD control according to a traveling environment by a traveling mode control system of a vehicle in which the AWD of the present invention is integrally controlled.
4 shows the handling logic of the running mode control system of a vehicle in which the AWD according to the invention is integratedly controlled.
5 is a view showing changes in handling and corner running characteristics of a running mode control system of a vehicle in which an AWD is integrally controlled according to the present invention.
6 is a view showing a control system of a traveling mode control system of a vehicle in which an AWD is integrally controlled according to the present invention.

Hereinafter, a driving mode control system and method of a vehicle in which an AWD is integrally controlled according to the present invention will be described in detail with reference to the accompanying drawings.

Although the present invention is described basically as a vehicle mounted with an automatic transmission, it should be noted that the present invention does not preclude the application to various types of vehicles equipped with an automatic manual transmission or a manual transmission.

1 is a view showing a driving mode selection system of a driving mode control system of a vehicle in which an AWD is integrally controlled according to the concept of the present invention.

The driving mode control system of the present invention basically includes a normal mode 20a, a sports mode 20b and an eco mode 20c that can be selected by the driver, and each mode includes fuel consumption logic and handling logic And the fuel consumption logic and the handling logic control the distribution of the driving force of the front and rear wheels of the AWD to vary the fuel consumption characteristic and the handling characteristic.

The traveling mode control system described in the present invention can be mounted on an ECU (Electronic Control Unit) or an HCU (Hybrid Control Unit) of a vehicle, but the present invention is not limited thereto and may be configured as a separate control unit.

In addition, the normal mode 20a configured in the running mode control system is a running mode that enables the characteristics such as daily running and sports running after the initial setting to be satisfied without requiring a driver's special selection, It can be realized through a predetermined normal map optimized for various conditions by judging the factors such as the operation of the operation device and the speed.

The sports mode 20b can be implemented through a predetermined sport map that can satisfy the characteristics of sports running and can further enhance the acceleration feeling, handling, and corner exit characteristics.

In addition, the eco mode 20c can be realized through an eco map, which mainly focuses on fuel economy, rather than the lightness of driving. In general, The fuel economy is improved in the same manner as the rapid decrease in the rise.

The traveling mode control system of the present invention may further include a traveling mode by an additional setting besides the normal mode 20a, the sports mode 20b and the eco mode 20c, Of course, can be arranged.

In addition, the above-mentioned names are defined to explain the concept of the present invention, and the names are not necessarily limited to those described in the present invention. For example, the normal mode 20a may be expressed as a normal driving mode or an integrated mode, the sports mode 20b may be expressed as a handling mode or a cornering mode, and the eco mode 20c may be expressed as a fuel consumption mode And can be selected in the same manner as the economy mode.

Each of the modes can operate predetermined driving and steering devices through the above-described fuel consumption logic and handling logic, and this fuel consumption logic and handling logic will be described later.

In the present invention, a concept that the traveling mode control system can individually control the AWD according to each mode is presented. Specifically, by controlling the driving force distribution of the front and rear wheels of the AWD, the fuel consumption characteristic and the handling characteristic are varied to more effectively satisfy the respective normal driving modes 20a, 20b and 20c, .

1, the driver's seat may be provided with a mode switch 10 capable of selecting a driving mode by a driver, and this mode can be visually confirmed through the cluster 20 . However, it should be understood that the cluster 20 includes various modes of mode selection.

When the driver's intention is inputted into the driving mode control system through the mode switch 10, the logic corresponding to the normal mode 20a, the sports mode 20b, or the eco mode 20c corresponding thereto is operated You can do it.

Since the AWD can be additionally or integrally controlled in the concept of the present invention as described above, such a traveling mode can be implemented in the ECU, so that a predetermined control command can be outputted through the AWD ECU 30 will be.

In this case, a CAN (Controller Area Network) communication system is generally used as a communication system for exchanging information between the electrical components of the vehicle. In accordance with the concept of the present invention, in the CAN message 40, (MODE_4WD) can be added. According to this concept, the driving mode control system of the present invention can actively operate the AWD of the vehicle by selecting the driving mode of the driver.

In addition to AWD control, each of the above-mentioned traveling modes can perform control of engine, transmission, MDPS (Motor Driven Power Steering) or CDC (Continuous Damping Control) Stability Control) can be further performed.

Here, the term " ESC " means a device for stabilizing the behavior of the vehicle body by controlling the individual wheels in such a manner that the braking force is distributed to each wheel when unintentional deviation occurs in the running. However, the ESC may be referred to as VDC, TCS, DSC, ESP or VSC according to the manufacturer, but the scope defined in the description of the present invention is not limited to the scope of the claims.

In addition, the traveling modes of the present invention may further perform torque vectoring control. The torque vectoring is a function of distributing an appropriate level of torque to individual wheels in a necessary situation. The method of controlling the differential and the method of controlling the brake And the like. The torque vectoring in the manner of controlling the brakes functions to artificially control the torque by braking the brakes individually on the left and right wheels, thereby preventing the trajectory of the corner from swelling to the outside of the steering wheel as described later In addition, in the traveling mode control system of the present invention, torque vectoring in addition to AWD control is operated so as to be suitable for each traveling mode, thereby making it possible to perform a more effective change in traveling characteristic. This control of torque vectoring can further contribute to the improvement of the running characteristic in the above-mentioned handling logic.

2 is a diagram showing fuel consumption logic of a running mode control system of a vehicle in which the AWD of the present invention is integrally controlled.

The fuel consumption logic 100 may determine whether the fuel consumption logic is operating by using the acceleration 110, the speed 120, the accelerator pedal operation 130 or the torque 140 as variables of the fuel consumption judging.

Specifically, as the operating condition of the fuel consumption logic 100, when the acceleration 110 is lower than a predetermined reference acceleration in the acceleration comparison step S110, the fuel consumption logic 100 is judged to be operated and the fuel consumption logic 100 is operated It is judged that it is possible. If the speed 120 is greater than a predetermined reference speed in the speed comparison step S120, it is determined that the fuel consumption logic 100 is operated because the speed increase is not required. If it is determined in step S130 that the accelerator pedal position is smaller than the reference value in step S130, it is determined that the driver does not request the rapid acceleration, have. Here, the Accel Position Sensor (APS) means a sensing device capable of sensing the position of the accelerator pedal.

Also, even when the torque 140 is lower than the preset torque value, it can be determined that the fuel consumption logic 100 satisfies the activated condition. If the above conditions are satisfied, the fuel consumption logic 100 is activated (S150 ). The operation of the fuel consumption logic (S150) may enable the engine and the mission to operate only to the lower limit of the preset torque in the running mode control system.

Further, the fuel economy logic 100 can further improve the fuel efficiency improvement effect through the driving force distribution of the AWD as described later.

Here, the determination of whether or not the fuel consumption logic 100 is operated may further determine the amount of change in the APS after the fuel consumption logic 100 is operated (S150) (S160). If the amount of change in the pedal position is less than a predetermined amount of change The fuel economy logic 100 may be judged to be a condition in which the fuel economy logic 100 is continuously operated.

If the operation of the above-described fuel consumption logic (S150) is not satisfied, it is possible to judge whether or not the predetermined logic is operating in consideration of the normal driving state in the normal mode 20a.

3 is a view showing a process of AWD control according to the driving environment by the driving mode control system of the vehicle in which the AWD of the present invention is integrally controlled.

In the drawings, a section "a" means a running on a low friction road, a "b" section means a running in a state in which noise and vibration are generated, and a "c" section means a running in a high speed and / or a constant speed running state.

The curved line in the graph represents the distribution of the driving force of the AWD. Here, when the value corresponding to the z axis of the graph is low, it means that the power transmission to the front wheel or the rear wheel is reduced.

Referring to the section c in relation to the fuel efficiency logic 100 described with reference to FIG. 2, it can be seen that the main purpose of improvement of the fuel efficiency is to improve the fuel efficiency in the high speed and / or the constant speed running state, It can block the transmission of power to one. This makes it possible to prevent a reduction in the fuel consumption due to the driving force distribution by providing the two-wheel drive or the two-wheel drive in the four-wheel drive. Here, preferably, the front wheel driving force is reduced and most of the power is transmitted to the rear wheels, but the present invention is not limited thereto.

Generally, it is known that in the case of a four-wheel drive vehicle at all times, the fuel efficiency is degraded by about 6.5% compared with a two-wheel drive vehicle. Specifically, fuel consumption may be reduced by about 2% by the weight increase of the vehicle, by about 2.9% by the drive loss, by 1.5% by the distribution of the drive power, and by 0.1% by the electrical load.

The reduction of the fuel consumption due to the distribution of the driving force can be eliminated by reducing the distribution ratio of the driving force by the operation of the fuel consumption logic 100 described above.

On the other hand, in a section such as a section where the friction force is small, specifically, in a place such as a freezing surface or a road surface when raining, stable driving can be made by further increasing the distribution ratio of the driving force for securing a stable traction force.

In addition, noise and vibration characteristics can be improved by lowering the distribution of driving force in a region where noise and vibration are generated. Therefore, it can be understood that the NVH (Noise, Vibration and Harshness) logic is activated in this case.

4 is a diagram showing the handling logic of the running mode control system of a vehicle in which the AWD according to the present invention is integrally controlled.

In the case of the handling logic 200, it is determined whether or not the handling logic 200 is operated using the acceleration 210, the yaw rate 220 and the steering angle 230 as parameters of the operation judgment for controlling the handling characteristics can do.

Specifically, as the operating condition of the handling logic 200, the handling logic 200 can be understood as a request to improve the handling characteristics when the value of the acceleration 210 exceeds the predetermined set reference acceleration in the acceleration comparing step S210 It can be judged to be operated. Here, the value of the acceleration 110 in the fuel consumption logic 100 means the longitudinal acceleration in the straight running, and the value of the acceleration 210 in the handling logic 200 is the value of the lateral acceleration But is not limited thereto.

If the yawing degree 220 is larger than a predetermined reference value in the yawing comparison step S220, it can be determined that the handling logic 200 is operated. Yawing refers to the shape in which the vehicle tilts to the side.

Also, in the steering angle comparing step S230, even if the steering angle is larger than the predetermined value, it is determined that the handling characteristic needs to be improved and the handling logic 200 can be operated.

The driver can select the driving mode of the normal mode 20a and the sports mode 20b before each of these determination steps. Even if it is determined that the handling logic 200 is operated under the above-described conditions The operating characteristics of the handling logic according to the driving mode selection of the driver can be mutually varied. That is, the handling characteristics in the normal mode 20a and the sports mode 20b may be varied from each other, and this handling characteristic may be achieved through AWD control and / or ESC control and / or torque vectoring control as described below . Here, the handling characteristic does not necessarily mean only the sense of steering of the steering wheel according to the operation of the MDPS, but it should be understood that it includes the motion characteristics of the vehicle in the escape interval from the entrance of the corner during the turning operation.

5 is a view showing changes in handling and corner running characteristics of a running mode control system of a vehicle in which AWD is integrally controlled according to the present invention.

Here, the abscissa indicated by G indicates the acceleration value, which means that the acceleration increases toward the right side. For example, the acceleration interval is set to a value from 0g to 1.0g, and the interval is divided into three intervals to divide the interval into the low acceleration interval, the intermediate acceleration interval, and the high acceleration interval. However, the present invention is not limited thereto.

For example, the low acceleration section is set at about 0 g to about 0.5 g, the intermediate acceleration section is set at 0.5 g to 0.65 g, and the above 0.65 g can be set to a high acceleration section which is turned to the marginal performance of the vehicle.

As one example of the handling logic 200, the characteristics of the handling can be set through the control of the AWD in the section of low acceleration as shown in the figure. Specifically, in the normal mode 20a, the distribution ratio of the driving force to the front wheels and the rear wheels is increased (200a), thereby improving the traction performance and realizing a stable cornering performance. In addition, in the sports mode 20b, the driving force is further increased (200b) on the rear wheel side in order to satisfy the level of cheerful cornering, so that agile cornering performance can be realized. In other words, in the case of the rear-wheel drive, since the oversteer characteristic is exhibited in the swing motion, more active cornering can be achieved. Here, the oversteer means a characteristic in which the front wheels are arranged deeper inside the corner than the degree of steering. In addition, in the above-mentioned normal mode 20a, the characteristics of the four-wheel drive show a neutral characteristic.

Under the intermediate acceleration, the understeer characteristic may be caused by the acceleration of the turning. Here, the understeer means a case in which the trajectory of the turning becomes larger than the degree of the steering. There is a need to compensate for understeer as well as stable driving characteristics. In the interval of the intermediate acceleration, the control of the AWD and the control of the torque vectoring can be performed at the same time. (200c) Therefore, by giving the braking force to the wheel disposed inside the corner by the torque vectoring, more sharp turning is possible.

More aggressive control intervention is required because the vehicle travels close to the limits of the vehicle in the high acceleration section. Therefore, in the high acceleration section, the understeer can be compensated by controlling the ESC when the understeer is generated, while the driving force is increased (200d) to the rear wheel through the AWD control. In addition, when the oversteer is generated, the driving force distribution ratio of the front and rear wheels is increased (200e) through the AWD control so as to secure the stability of the behavior through the ESC control and to improve the grounding force and stabilize the trajectory of the vehicle.

The steering logic 200 may be operated to select a driving mode of the driver so that stable or light turning can be performed. In addition, when approaching the marginal driving, AWD control and torque vectoring The handling logic 200 may be configured such that control and ESC control are coordinated with each other.

6 is a view showing a control system of a traveling mode control system of a vehicle in which AWD is integrally controlled according to the present invention.

The control unit 30 receives the selection of the driving mode by the operation of the mode switch 10 of the driver and selects the driving logic corresponding to each driving mode .

As an example, the normal mode 20a includes a fuel consumption mode 101 in which the fuel consumption logic 100 is operated, a handling mode 201 in which the handling logic 200 is operated, a NVH Mode 301, and such fuel economy logic, handling logic and NVH logic in the normal mode 20a omit duplicate descriptions as described above.

Here, the fuel consumption logic 100 is operated with the acceleration 110, the speed 120, the pedal position 130, and the torque value 140 as the main factors in the normal mode 20a, The fuel economy logic 100 may be selectively applied by determining conditions.

In addition, the handling logic 200 increases the driving distribution ratio of the front and rear wheels 200a during operation in the normal mode 20a, thereby enabling stable turning. In the intermediate acceleration period and the high acceleration period, And ESC control are coordinated to help stabilize turning.

In addition, the NVH logic can further reduce the noise and vibration reduction performance by shutting off the driving force transmission in the front wheel or the rear wheel during traveling in the noise vibration range. 6, it should be noted that the NVH characteristics can be further improved through the AWD control for lowering the driving force distribution ratio in a specific section.

The sport mode 20b may include an escape mode 202 and a handling mode 201 in which the handling logic 200 is activated and the handling logic 200 suitably includes a rear wheel drive driven distribution 200b ) To make light handling possible.

The eco mode 20c operates the fuel consumption logic 100 so that the maximum fuel consumption can be performed. When the eco mode 20c is set, the lower limit of the torque is applied to other conditions first, Can contribute. At this time, the fuel consumption loss due to the driving force distribution can be further reduced by increasing the transmission of the driving force to either the front wheel or the rear wheel in the high-speed and / or the constant-speed traveling section as shown in FIG.

The traveling mode control system and method of the vehicle in which the AWD according to the present invention is integrally controlled is characterized in that when the traveling mode is selected in the four-wheel drive vehicle, the traveling mode control system integrates and controls the AWD, It is possible to maximize the fuel efficiency according to the driving situation while making it possible to sufficiently match.

In addition, while providing optimized handling characteristics according to the driving mode, integrated control is performed according to the acceleration region, thereby providing not only satisfactory operation but also stable turning ability.

In the foregoing, the present invention has been described in detail based on the embodiments and the accompanying drawings. However, the scope of the present invention is not limited by the above embodiments and drawings, and the scope of the present invention will be limited only by the content of the following claims.

10 ... mode switch 20 ... cluster
20a ... Normal mode 20b ... Sports mode
20c ... Eco mode 30 ... Control unit
40 ... CAN message 100 ... Fuel economy logic
200 ... handling logic

Claims (14)

A driving mode control system for a four-wheel drive vehicle,
A normal mode 20a that can be selected by the driver, a sports mode 20b and an eco mode 20c in which each mode operates one or more of the fuel economy logic 100 and the handling logic 200 Wherein the fuel consumption logic and the handling logic control the distribution of the driving force of the front and rear wheels of the AWD to vary the fuel consumption characteristic and the handling characteristic,
The handling logic (200)
In the normal mode (20a), the driving force distribution ratios of the front and rear wheels are increased to enable stable running,
In the sport mode 20b, the driving force of the rear wheels is increased to enable agile running,
The handling logic (200)
Wherein a driving force of a rear wheel is increased when an understeer is generated in an intermediate acceleration section of an acceleration value of 0.5 g to 0.65 g, and the turning performance is improved through torque vectoring control.
The method according to claim 1,
The fuel economy logic (100)
Wherein the driving force transmitted to one of the front wheels or the rear wheels during the high-speed or constant-speed driving is cut off or reduced.
The method according to claim 1,
Wherein the normal mode (20a) operates the NVH logic.
The method of claim 3,
Wherein the NVH logic lowers a distribution ratio of a driving force to front and rear wheels in a region where noise and vibration are generated.
delete delete The method according to claim 1,
The handling logic (200)
The ESC is controlled while the driving force of the rear wheel is increased while the understeer is generated in the high acceleration section of the acceleration value of 0.65 g or more, and the vehicle is stabilized by controlling the ESC while increasing the driving force distribution ratio of the front and rear wheels when oversteering occurs. A traveling mode control system for a vehicle.
The method of claim 3,
The normal mode 20a includes fuel economy logic 100, handling logic 200, and NVH logic,
The sports mode 20b operates the handling logic 200,
Wherein the eco mode (20c) operates the fuel consumption logic (100).
9. The method of claim 8,
Wherein the normal mode (20a) determines the operation of the fuel consumption logic (100) by determining the acceleration, the speed, the accelerator pedal position, and the torque.
10. The method of claim 9,
Wherein the eco mode (20c) causes the fuel economy logic (100) to operate at all times.
A traveling mode control method for a traveling mode control system according to any one of claims 1 to 4 and 7 to 10,
The selection of the normal mode 20a or the sports mode 20b is made;
An acceleration comparing step (S210) of determining that the operating condition of the handling logic (200) when the acceleration value of the vehicle exceeds the reference acceleration;
A yawing comparison step (S220) of judging the operating condition of the handling logic (200) when the yawing degree of the vehicle is larger than the reference value; And
And a yawing comparison step (S230) of judging that the operating condition of the handling logic (200) when the steering angle of the vehicle is larger than the reference steering angle,
In the normal mode 20a, the driving force distribution ratios of the front and rear wheels are increased to make a neutral turning through the AWD control. In the sport mode 20b, the driving force of the rear wheels is increased, Wherein the AWD is controlled by the AWD controller.
12. The method of claim 11,
Wherein the AWD control increases the driving force to the rear wheel side when the understeer is generated in the operation of the handling logic 200 and the torque vectoring control cooperates to improve the turning force.
12. The method of claim 11,
Wherein the AWD control increases the driving force to the rear wheel side when the understeer is generated in the operation of the handling logic 200 and the ESC control cooperates to improve the stability.
14. The method of claim 13,
When the oversteer is generated in the operation of the handling logic 200, the AWD control increases the driving force distribution ratio of the front and rear wheels, and the ESC control is coordinated to improve the stability. .

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