KR101807068B1 - Brake lamp cotrolling apparatus and method for vehicle - Google Patents

Abstract

The present invention relates to an apparatus to control a brake lamp of a vehicle and, more specifically, relates to an apparatus and a method of controlling a brake lamp of a vehicle which controls a brake lamp using a torque of a motor and speed of a wheel when performing a coasting travel. To achieve this, in accordance with an embodiment of the present invention, the apparatus to control a brake lamp for the vehicle comprises: a driving motor as a power source; a data detector detecting status data on the vehicle to control the brake lamp; and a controller checking an amount of change of a motor torque of a driving motor when the status data satisfies a coasting condition, determining a filter coefficient in accordance with the amount of change of motor torque, determining a correction value in accordance with the speed of a wheel, generating filtered acceleration by filtering acceleration of the wheel through the filter coefficient and correction value, and turning on or off the brake lamp based on the filtered acceleration.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a brake lamp control apparatus,

The present invention relates to a brake lamp control apparatus for a vehicle, and more particularly, to a vehicle brake lamp control apparatus and method for controlling a brake lamp by using a motor torque and a wheel speed during another running.

Generally, the vehicle is provided with various lamps for informing the preceding vehicle and the rearward vehicle during the running, of the vehicle running fluctuation information such as the traveling direction and the speed deceleration.

One of them is a brake lamp that informs the driver that the driver steps on the brake or reduces the speed. That is, the brake lamp is a lamp that lights up when the driver brakes the brake pedal during driving, and is provided on the left and right sides of the rear of the vehicle so as to distinguish the state of being strongly lit and turned off in red, So that it can be visually recognized.

In the case of a vehicle equipped with a motor, the vehicle can be decelerated by regenerative braking by applying a torque to the driving motor in a direction opposite to the driving direction, without stepping on the brake pedal.

Currently, regenerative braking is carried out in the case of traveling on the other side, so the energy recovery rate is increased to improve the fuel efficiency.

Accordingly, in Korea and Europe, the brake lamp is set to be lit when the deceleration is less than the reference speed during the other stroke. For example, the reference speed may be -1.3..

When the brake lamp is turned on by using the acceleration sensor mounted on the vehicle, the actual acceleration of the vehicle must be calculated by excluding the gradient of the road since the sensor value includes the gradient of the road. However, the prediction of the gradient is not accurate and it is difficult to reliably turn on or off the brake lamp.

Further, when traveling on a non-uniform road surface, there is a problem that the sensor value is very noisy and the brake lamp frequently flickers.

The matters described in the background section are intended to enhance the understanding of the background of the invention and may include matters not previously known to those skilled in the art.

An embodiment of the present invention provides a vehicle brake lamp control apparatus and method capable of controlling a brake lamp by using a motor torque and a wheel speed in a case of traveling along a line.

The embodiment of the present invention provides a vehicular brake lamp control apparatus and method capable of varying a filter coefficient according to a motor torque variation amount in a case of running in another line, thereby turning on or off the brake lamp.

In one embodiment of the present invention, a drive motor as a power source; A data detector for detecting state data of the vehicle for controlling the brake lamp; And a control unit for checking the motor torque variation amount of the drive motor when the state data satisfies the other conditions, determining a filter coefficient corresponding to the motor torque variation amount, determining a correction value according to the wheel speed, And a vehicle controller that generates a filtering acceleration by filtering the wheel acceleration through the filter acceleration and turns on or off the brake lamp based on the filtering acceleration.

The vehicle controller may further include: a torque check unit for checking a motor torque variation amount based on a motor torque of the driving motor that varies during a set time; A generator configured to determine a filter coefficient according to the motor torque variation amount, to determine a correction value according to the wheel speed, and to generate final filter information using at least one of the filter coefficient and the correction value; An operation unit for calculating a wheel acceleration based on the wheel speed; A filtering unit for filtering the wheel acceleration through the final filter information to generate a filtering acceleration; And a controller for determining whether the filtering acceleration is less than the first acceleration reference value, and turning on the brake lamp if the filtering acceleration is less than the first acceleration reference value.

The generator may determine a filter coefficient according to the motor torque variation amount through a first control map including a filter coefficient corresponding to each of a plurality of motor torque variation amounts.

The generating unit may determine a correction value according to the wheel speed through a second control map including a correction value corresponding to each of the plurality of wheel speeds.

The generator may generate basic filter information using the filter coefficient, and may generate final filter information using the basic filter information and the correction value.

The filtering unit may filter the filtering acceleration using the final filter information and the correction coefficient when the brake lamp is on.

The control unit may turn off the brake lamp when the filtering acceleration is equal to or higher than the first acceleration reference value.

The control unit may determine whether the filtering acceleration is equal to or greater than the second acceleration reference value if the brake lamp is on, and may turn off the brake lamp if the filtering acceleration is equal to or greater than the second acceleration reference value.

In addition, the controller may turn on the brake lamp when the filtering acceleration is less than a second reference value.

According to another embodiment of the present invention, there is provided a method of determining whether a status data satisfies a predetermined condition; Confirming a motor torque variation amount of the driving motor when the condition data satisfy the other conditions; Generating basic filter information using a filter coefficient according to the motor torque variation amount; Generating final filter information using at least one of the basic filter information and the correction value according to the wheel speed; Filtering the wheel acceleration through the final filter information to generate a filtering acceleration; And a step of controlling the brake lamp based on the filtering acceleration.

The brake lamp can be controlled by using the motor torque and the wheel speed at the time of traveling in the other direction of the present invention, so that the responsiveness can be improved and the frequent flashing problem can be solved.

Further, since the filter coefficient can be varied in accordance with the variation of the motor torque at the time of traveling on the other road, the brake lamp can be turned on or off so that the reliability of the brake lamp can be secured.

In addition, effects obtainable or predicted by the embodiments of the present invention will be directly or implicitly disclosed in the detailed description of the embodiments of the present invention. That is, various effects to be predicted according to the embodiment of the present invention will be disclosed in the detailed description to be described later.

1 is a view showing a hybrid vehicle to which a vehicular brake lamp control apparatus according to an embodiment of the present invention is applied.
2 is a block diagram of a vehicle brake lamp control apparatus according to an embodiment of the present invention.
3 is a view showing a vehicle controller of a vehicle brake lamp control apparatus according to an embodiment of the present invention.
4 is a flowchart illustrating a method of controlling a brake lamp for a vehicle according to an embodiment of the present invention.
5 is a flowchart illustrating a method of generating basic filter information in a vehicle brake lamp control method according to another embodiment of the present invention.
6 is a flowchart illustrating a method for generating final filter information in a vehicle brake lamp control method according to another embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an operation principle of an embodiment of a vehicle brake lamp control apparatus and method according to the present invention will be described in detail with reference to the accompanying drawings and description. It should be understood, however, that the drawings and the following detailed description are exemplary and explanatory of various embodiments for effectively illustrating the features of the present invention. Therefore, the present invention should not be limited to the following drawings and descriptions.

In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear. The terms used below are defined in consideration of the functions of the present invention, which may vary depending on the user, intention or custom of the operator. Therefore, the definition should be based on the contents throughout the present invention.

In order to efficiently explain the essential technical features of the present invention, the following embodiments will appropriately modify, integrate, or separate terms to be understood by those skilled in the art to which the present invention belongs , And the present invention is by no means thereby limited.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view showing a hybrid vehicle to which a vehicular brake lamp control apparatus according to an embodiment of the present invention is applied.

1, a hybrid vehicle to which a vehicle brake lamp control apparatus according to the present invention is applied includes an engine 110, a hybrid starter & generator (hereinafter referred to as HSG) 115, an engine clutch 120 A drive motor 130, a battery 140, a transmission 150, an engine control unit (hereinafter, referred to as ECU) 160, and a motor control unit (MCU) And a hybrid control unit (HCU) 170, a transmission control unit (TCU) 180, an electric brake system (EBS) 190, Quot ;, 200). ≪ / RTI >

The engine 110 generates power by burning the fuel. That is, the engine 110 may be a known various engine 110 such as a gasoline engine or a diesel engine using existing fossil fuels. The rotational power generated in the engine 110 is transmitted to the transmission 150 side.

The engine clutch 120 is disposed between the engine 110 and the drive motor 130 and is operated under the control of the HCU 200 to intercept power transmission between the engine 110 and the drive motor 130. That is, the engine clutch 120 connects or disconnects the power between the engine 110 and the drive motor 130 in accordance with the switching between the EV (Electric Vehicle) mode and the HEV (Hybrid Electric Vehicle) mode.

The driving motor 130 is operated by a three-phase AC voltage applied from the battery 140 through an inverter to generate a torque. The drive torque is operated as a generator during the other running or regenerative braking to supply the regenerative energy to the battery 140. [

The battery 140 is composed of a plurality of unit cells, and a high voltage for providing a driving voltage to the driving motor 130 is stored. For example, the battery 140 stores a voltage of 400 V to 450 V of direct current. The battery 140 supplies the driving voltage to the driving motor 130 in the EV mode or the HEV mode and is charged with the voltage generated by the driving motor 130 and the HSG 115 during the regenerative braking.

The transmission 150 is supplied with the input torque as the sum of the output torque of the engine 110 and the output torque of the drive motor 130 that are determined according to the engagement and disengagement of the engine clutch 120, Is selected and the driving force is outputted to the driving wheels to maintain the running. The transmission 150 can perform shifting through the torque converter.

At this time, the transmission 150 may be a Dual Clutch Transmission (DCT). The dual-clutch transmission is a transmission with two clutches for the efficiency of a manual transmission and the convenience of an automatic transmission.

The ECU 160 is connected to the HCU 200 via a network and is interlocked with the HCU 200 to control the engine operation state such as the driver's required torque signal, cooling water temperature, engine speed, throttle valve opening, The overall operation of the engine 110 is controlled in accordance with the operation of the engine. The ECU 160 provides the operating state of the engine 110 to the HCU 200.

The MCU 170 controls driving and torque of the driving motor 130 under the control of the HCU 200 and stores the voltage generated by the driving motor 130 in the battery 140 during the regenerative braking. The MCU 170 controls the overall operation of the motor according to the driver's demand torque signal, the driving mode of the vehicle, and the SOC (State Of Charge) state of the battery 140.

The TCU 180 controls the overall operation of the transmission 150 by controlling the speed ratio according to the output torque of the ECU 160 and the MCU 170 and determining the regenerative braking amount. The TCU 180 provides the operating status of the transmission 150 to the HCU 190.

The EBS 190 calculates the braking torque required from the pedal stroke and the hydraulic pressure of the master cylinder when the braking demand of the driver is detected. The EBS 190 controls the hydraulic pressure supplied to the brake cylinders of the respective wheels according to the braking torque to perform the braking control.

The HCU 200 is a top-level controller for setting the hybrid traveling mode and controlling the overall operation of the vehicle. The HCU 200 integrally controls the lower controllers connected through the network. For example, the HCU 200 may be connected to lower controllers via a CAN (Controller Area Network) communication network. The HCU 200 collects and analyzes information of each of the lower controllers, and executes coordination control to control the output torque of the engine 110 and the drive motor 130.

The conventional operation of the hybrid vehicle according to the present invention including the above-described functions is the same as or similar to that of the conventional hybrid vehicle, so a detailed description thereof will be omitted.

1, a hybrid vehicle including the engine 110 and the driving motor 130 has been described. However, the present invention is not limited to the hybrid vehicle. The driving motor 130 is included in the hybrid vehicle.

2 is a block diagram of a vehicle brake lamp control apparatus according to an embodiment of the present invention. Some processes of the vehicle brake lamp control method according to an embodiment of the present invention to be described later may be performed by the EBS 190 and the MCU 170 and other processes may be performed by the HCU 190. [ Therefore, EBS 190 and HCU 190 can be described as one vehicle controller 250, and for convenience of description, the EBS 190 and the HCU 190 Will be referred to as vehicle controller 250. [

2, a vehicular brake lamp control apparatus according to an embodiment of the present invention includes a data detector 210, a torque detector 220, a wheel speed meter 230, a vehicle controller 250, and a brake lamp 260 .

The data detector 210 detects the state data indicating the vehicle state in order to control the brake lamp 260.

The data detector 210 may periodically detect the state data or non-periodically detect the state data under the control of the vehicle controller. For example, the state data may include a vehicle speed, a position value of an accelerator pedal, a position value of a brake pedal, and the like.

At this time, the position value of the accelerator pedal indicates the degree of depression of the accelerator pedal, and the position value of the brake pedal can indicate the degree of depression of the brake pedal. When the pedal is fully depressed, the position value of the pedal is 100%, and when the pedal is not depressed, the position value of the pedal may be 0%.

The data detector 210 provides the detected state data to the vehicle controller 250.

The torque detector 220 detects the motor torque of the drive motor. The torque detector 220 provides the motor torque of the detected drive motor to the vehicle controller 250.

The wheel speed meter 230 measures the wheel speed at which the wheel rotates, and provides the measured wheel speed to the vehicle controller 250. The wheel speed meter 230 may be mounted on the wheel.

The vehicle controller 250 controls the data detector 210, the torque detector 220, the wheel speed meter 230, and the brake lamp 260, which are components of the vehicle brake lamp control apparatus. In other words, the vehicle controller 250 receives the state data from the data detector 210, and determines whether the state data satisfies the other conditions. The vehicle controller 250 confirms the motor torque fluctuation amount of the drive motor when the condition data satisfy the other conditions, and determines the filter coefficient according to the motor torque fluctuation amount.

The vehicle controller 250 determines the correction value according to the wheel speed, and filters the wheel acceleration through the filter coefficient and the correction value to generate the filtering acceleration. The vehicle controller 250 turns on or off the brake lamp 260 based on the filtering acceleration.

For this purpose, the vehicle controller 250 may be embodied as one or more processors operating with a set program, and the set program may be programmed to perform each step of the vehicle brake lamp control method according to an embodiment of the present invention .

The brake lamp 260 is a lamp for indicating that the vehicle is running at the same time or when the driver depresses the brake to reduce the speed or to stop the vehicle. The brake lamp 260 may be turned on or off according to the control of the vehicle controller 250.

3 is a view showing a vehicle controller of a vehicle brake lamp control apparatus according to an embodiment of the present invention.

3, the vehicle controller 250 includes a torque verification unit 310, a generation unit 320, an operation unit 330, a filtering unit 340, and a control unit 350.

The torque confirming unit 310 confirms the motor torque variation based on the motor torque of the driving motor 130. In other words, the torque confirming unit 310 is supplied with the motor torque of the drive motor 130 from the torque detector 220. The torque confirming unit 310 confirms the motor torque variation amount at which the motor torque changes during the set time. Here, the set time is a time set for confirming the amount of change of the motor torque, and may indicate a preset time. For example, the set time may be 10ms.

The generation unit 320 generates the final filter information using at least one of the filter coefficient and the correction value. In other words, the generating unit 320 generates basic filter information using the filter coefficient according to the motor torque variation amount. The generating unit 320 generates the final filter information using at least one of the correction value according to the wheel speed and the basic filter information.

The calculating unit 330 calculates the wheel acceleration based on the wheel speed. That is, the operation unit 330 receives the wheel speed from the wheel speed meter 230, and calculates the wheel acceleration using the wheel speed. For example, the operation unit 330 may calculate the wheel acceleration by differentiating the wheel speed.

The filtering unit 340 filters the wheel acceleration through the filter coefficient and the correction value. That is, the filtering unit 340 generates the filtering acceleration by filtering the wheel acceleration through the final filter information.

The control unit 350 controls the brake lamp 260 based on the filtering acceleration if the condition data satisfies the condition of the other conditions. In other words, the control unit 350 determines whether the filtering acceleration is less than the first acceleration reference value. At this time, the first acceleration reference value is a reference value for lighting the brake lamp 260. The first acceleration reference value is a predetermined value and can be set through a predetermined algorithm (for example, a program and a probability model).

The controller 350 turns on the brake lamp 260 when the filtering acceleration is less than the first acceleration reference value. On the other hand, when the filtering acceleration is equal to or higher than the first acceleration reference value, the controller 350 turns off the brake lamp 260.

Hereinafter, a method of controlling the brake lamp 260 in the vehicle will be described with reference to FIGS. The components of the vehicle controller 250 according to an embodiment of the present invention described above with reference to FIG. 3 may be integrated or subdivided, and the vehicle controller 250 performing the above- Are components of the vehicle controller 250 according to an embodiment of the present invention. Therefore, in the following description of the method of controlling the brake lamp 260 according to the embodiment of the present invention, the subject of each step will be described mainly as the vehicle controller 250, not the corresponding components.

4 is a flowchart illustrating a method of controlling a brake lamp for a vehicle according to an embodiment of the present invention.

Referring to FIG. 4, the vehicle controller 250 drives at least one of the engine 110 and the drive motor 130 to drive the vehicle when the engine is turned on (S410).

The vehicle controller 250 determines whether the status data satisfies the other conditions (S415). That is, the vehicle controller 250 checks whether the position value of the brake pedal of the state data and the position value of the accelerator pedal are 0%, and judges whether the condition is satisfied.

On the other hand, if the condition data does not satisfy the other conditions, the vehicle controller 250 returns to step S410 to drive the vehicle.

The vehicle controller 250 confirms the motor torque variation (S420). In other words, the vehicle controller 250 confirms the motor torque of the drive motor 130 from the torque detector 220. The vehicle controller 250 confirms the motor torque variation based on the motor torque that varies during the set time. The reason for checking the variation of the motor torque is that it is possible to predict whether the acceleration change of the vehicle is large or small based on the variation of the motor torque.

The vehicle controller 250 generates basic filter information using the filter coefficient according to the motor torque variation (S425).

Specifically, the vehicle controller 250 confirms the first control map. At this time, the first control map includes a filter coefficient according to each of a plurality of motor torque variation amounts. The first control map is preset and may be set through a predetermined algorithm (e.g., a program and a probability model).

The vehicle controller 250 determines the filter coefficient according to the motor torque variation amount through the first control map. Accordingly, in the case where the acceleration of the vehicle is predicted to be high based on the variation in the motor torque, the vehicle brake lamp control apparatus according to the present invention applies a small filter coefficient to increase the responsiveness of the wheel acceleration calculation, And the wheel acceleration can be stably changed by applying a large filter coefficient when it is predicted to be small.

The vehicle controller 250 generates basic filter information using filter coefficients.

The vehicle controller 250 confirms the wheel speed (S430). That is, the vehicle controller 250 receives and confirms the wheel speed from the wheel speed meter 230.

The vehicle controller 250 generates final filter information using at least one of the correction value and the basic filter information according to the wheel speed (S435).

In other words, the vehicle controller 250 confirms the second control map. At this time, the second control map includes a correction value corresponding to each of the plurality of wheel speeds. The second control map is preset and may be set through a predetermined algorithm (for example, a program and a probability model).

The vehicle controller 250 determines a correction value according to the wheel speed through the second control map. The vehicle controller 250 generates final filter information using the basic filter information and the correction value generated in step S425.

The vehicle controller 250 generates the filtering acceleration by filtering the wheel acceleration through at least one of the filter coefficient and the correction value (S440). That is, the vehicle controller 250 generates the wheel acceleration using the wheel speed identified in step S430. For example, the vehicle controller 250 may differentiate the wheel speed to produce wheel acceleration. The vehicle controller 250 generates the filtering acceleration by filtering the wheel acceleration through the final filter information generated in step S435.

The vehicle controller 250 determines whether the filtering acceleration is less than the first acceleration reference value (S445).

The vehicle controller 250 lights the brake lamp 260 when the filtering acceleration is less than the first acceleration reference value (S450).

The vehicle controller 250 filters the filtering acceleration if the brake lamp 260 is on (S455). That is, the vehicle controller 250 filters the filtering acceleration through the final filter information and the correction coefficient, and then returns to step S445. At this time, the correction coefficient may be a predetermined coefficient, and may be a coefficient set to prevent blinking on the uneven road surface when the brake lamp 260 is turned on.

The vehicle controller 250 determines whether the filtering acceleration is equal to or greater than the second acceleration reference value in a state in which the brake lamp 260 is turned on (S460). At this time, the second acceleration reference value may be a value preset as a reference value for turning off the brake lamp 260 in a state that the brake lamp 260 is on. The reason why the second acceleration reference value is set as described above is to prevent the blink lamp 260 from blinking.

On the other hand, if the filtering acceleration is less than the second acceleration reference value, the vehicle controller 250 returns to step S450 to keep the brake lamp 260 in the on state.

The vehicle controller 250 turns off the brake lamp 260 when the filtering acceleration is equal to or higher than the second acceleration reference value or the filtering acceleration is equal to or higher than the first acceleration reference value (S465).

5 is a flowchart illustrating a method of generating basic filter information in a vehicle brake lamp control method according to another embodiment of the present invention.

Referring to FIG. 5, the vehicle controller 250 determines whether the motor torque variation amount is less than the first torque reference value (S510). At this time, the first torque reference value may be a predetermined value to determine a filter coefficient.

The vehicle controller 250 generates basic filter information using the first filter coefficient if the motor torque variation is less than the first torque reference value (S520).

The vehicle controller 250 determines whether the motor torque variation amount is less than the second torque reference value when the motor torque variation amount is equal to or larger than the first torque reference value (S530). At this time, the second torque reference value may be a predetermined value to determine a filter coefficient. The second torque reference value may be greater than the first torque reference value.

The vehicle controller 250 generates basic filter information using the second filter coefficient if the motor torque variation is less than the second torque reference value (S540).

The vehicle controller 250 generates basic filter information using the third filter coefficient if the motor torque variation is equal to or greater than the second torque reference value (S550).

Here, the first filter coefficient to the third filter coefficient are set to be different from each other by predetermined coefficients. The first filter coefficient among the first filter coefficient to the third filter coefficient may be set to be the largest, and the third filter coefficient may be set to the smallest value. The reason for this setting is that the larger the motor torque variation is, the smaller the filter coefficient is used to improve the responsiveness.

6 is a flowchart illustrating a method for generating final filter information in a vehicle brake lamp control method according to another embodiment of the present invention.

Referring to FIG. 6, the vehicle controller 250 determines whether the wheel speed is less than the first speed reference value (S610). At this time, the first speed reference value may be a predetermined value, which is a reference value for determining the correction value based on the wheel speed.

The vehicle controller 250 determines a first correction value if the wheel speed is less than the first speed reference value (S620). Here, the first correction value is a value set for improving responsiveness in the case where the wheel speed is low, and may be a positive value.

The vehicle controller 250 generates final filter information using the basic filter information and the first correction value (S630). That is, the vehicle controller 250 may add the basic filter information and the first correction value to generate final filter information. Here, the basic filter information may be one generated in step S425 in FIG. 4, or one generated in steps S520, S540, and S550 in FIG.

The vehicle controller 250 determines whether the wheel speed is less than the second speed reference value if the wheel speed is equal to or greater than the first speed reference value (S640). At this time, the second speed reference value may be a predetermined value, which is a reference value for determining the correction value based on the wheel speed.

The vehicle controller 250 generates basic filter information as final filter information if the wheel speed is less than the second speed reference value (S650).

The vehicle controller 250 determines the second filter coefficient if the wheel speed is equal to or greater than the second speed reference value (S660). Here, the second correction value may be a negative value, which is a value set for improving responsiveness when the wheel speed is high. The reason why the second correction value is set to a negative value is that in the case of high speed, many deceleration rates are generated by the aerodynamic force, so that the correction value is corrected.

The vehicle controller 250 generates final filter information using the reference filter information and the second filter coefficient (S670). That is, the vehicle controller 250 may add the basic filter information and the second correction value to generate final filter information.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention as defined in the appended claims. It will be understood that the invention may be varied and varied without departing from the scope of the invention.

110: engine
130: drive motor
140: Battery
150: Transmission
210: Data detector
220: Torque detector
230: Wheel speed meter
250: vehicle controller
260: Brake lamp
310: torque confirmation unit
320:
330:
340: Filtering unit
350:

Claims (22)

A drive motor as a power source;
A data detector for detecting state data of the vehicle for controlling the brake lamp; And
Determines a filter coefficient according to the motor torque variation amount, determines a correction value according to the wheel speed, and determines the filter coefficient and the correction value as And a vehicle controller for filtering the wheel acceleration to generate a filtering acceleration and for turning on or off the brake lamp based on the filtering acceleration,
Wherein the vehicle controller determines a filter coefficient according to the motor torque variation amount and determines a correction value according to the wheel speed based on the motor torque variation amount based on the motor torque of the driving motor varying during the set time, A generating unit for generating final filter information by using at least one of the filter coefficient and the correction value, an operation unit for calculating a wheel acceleration based on the wheel speed, filtering the wheel acceleration through the final filter information, And a control unit for determining whether the filtering acceleration is less than a first acceleration reference value, and turning on the brake lamp if the filtering acceleration is less than a first acceleration reference value. delete The method according to claim 1,
The generating unit
And determines a filter coefficient corresponding to the motor torque variation amount through a first control map including a filter coefficient corresponding to each of a plurality of motor torque variation amounts. The method according to claim 1,
The generating unit
And determines a correction value according to the wheel speed through a second control map including a correction value corresponding to each of the plurality of wheel speeds. The method according to claim 1,
The generating unit
Generates basic filter information using the filter coefficient, and generates final filter information using the basic filter information and the correction value. The method according to claim 1,
The filtering unit
And when the brake lamp is on, filtering the filtering acceleration using final filter information and a correction coefficient. The method according to claim 1,
The control unit
And when the filtering acceleration is equal to or greater than the first acceleration reference value, the brake lamp is turned off. The method according to claim 1,
The control unit
Wherein the control unit determines whether the filtering acceleration is equal to or greater than a second acceleration reference value when the brake lamp is lit, and turns off the brake lamp when the filtering acceleration is equal to or greater than the second acceleration reference value. 9. The method of claim 8,
The control unit
And the brake lamp is turned on when the filtering acceleration is less than a second reference value. Judging whether or not the status data satisfies the other condition;
Confirming a motor torque variation amount of the driving motor when the condition data satisfy the other conditions;
Generating basic filter information using a filter coefficient according to the motor torque variation amount;
Generating final filter information using at least one of the basic filter information and the correction value according to the wheel speed;
Filtering the wheel acceleration through the final filter information to generate a filtering acceleration; And
And controlling the brake lamp based on the filtering acceleration,
Wherein the step of generating the basic filter information comprises: checking a first control map including filter coefficients according to each of a plurality of motor torque variation amounts; Determining a filter coefficient according to the motor torque variation amount through the first control map; And generating the basic filter information using the determined filter coefficient. delete 11. The method of claim 10,
The step of generating the basic filter information
Determining whether the motor torque variation amount is less than a first torque reference value; And
Generating basic filter information using a first filter coefficient if the motor torque variation is less than a first torque reference value;
And a control unit for controlling the brake lamp. 13. The method of claim 12,
The step of generating the basic filter information
Determining whether the motor torque variation amount is less than a second torque reference value when the motor torque variation amount is equal to or greater than a first torque reference value; And
Generating basic filter information using a second filter coefficient if the motor torque variation is less than a second torque reference value;
And a control unit for controlling the brake lamp. 14. The method of claim 13,
The step of generating the basic filter information
And generating basic filter information using the third filter coefficient if the motor torque variation amount is equal to or greater than the second torque reference value. 11. The method of claim 10,
The step of generating the final filter information
Confirming a second control map including a correction value corresponding to each of a plurality of wheel speeds;
Determining a correction value corresponding to the wheel speed through the second control map; And
Generating final filter information using at least one of the basic filter information and the determined correction value;
And a control unit for controlling the brake lamp. 11. The method of claim 10,
The step of generating the final filter information
Determining whether the wheel speed is less than a first speed reference value; And
Adding the first correction value and the basic filter information to generate final filter information if the wheel speed is less than the first speed reference value;
And a control unit for controlling the brake lamp. 17. The method of claim 16,
The step of generating the final filter information
Determining whether the wheel speed is less than the second speed reference value if the wheel speed is equal to or greater than the first speed reference value; And
Generating basic filter information as final filter information if the wheel speed is less than a second rate reference value;
And a control unit for controlling the brake lamp. 17. The method of claim 16,
The step of generating the final filter information
And if the wheel speed is equal to or greater than the second speed reference value, adding the second correction value and the basic filter information to generate final filter information. 11. The method of claim 10,
The step of controlling the brake lamp based on the filtering acceleration
Determining whether the filtering acceleration is less than a first acceleration reference value; And
Illuminating the brake lamp when the filtering acceleration is less than a first acceleration reference value;
And a control unit for controlling the brake lamp. 20. The method of claim 19,
The step of controlling the brake lamp based on the filtering acceleration
Determining whether the filtering acceleration is equal to or greater than a second acceleration reference value if the brake lamp is on; And
Turning off the brake lamp if the filtering acceleration is equal to or greater than a second acceleration reference value;
And a control unit for controlling the brake lamp. 21. The method of claim 20,
After the step of determining whether the filtering acceleration is equal to or higher than the second acceleration reference value
Maintaining the brake lamp in a turned-on state when the filtering acceleration is less than a second acceleration reference value;
Further comprising the steps of: 20. The method of claim 19,
The step of controlling the brake lamp based on the filtering acceleration
Turning off the brake lamp if the filtering acceleration is equal to or greater than a first acceleration reference value;
And a control unit for controlling the brake lamp.

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