KR102264092B1 - Braking pressure control apparatus and method for vehicle - Google Patents

Abstract

The present invention relates to a tire air pressure sensing unit for sensing the air pressure of each wheel of a vehicle, and after determining any one or more control wheels to be controlled among the wheels according to the air pressure of each wheel detected by the tire air pressure sensing unit during turning braking , characterized in that it comprises a braking pressure control module for controlling the braking pressure for the determined control wheel.

Description

Vehicle braking pressure control device and method {BRAKING PRESSURE CONTROL APPARATUS AND METHOD FOR VEHICLE}

The present invention relates to an apparatus and method for controlling vehicle braking pressure, and more particularly, to an apparatus and method for controlling vehicle braking pressure in which tire air pressure is reflected in an execution condition of turning braking control and utilized for wheel pressure control.

Cornering Braking Control (CBC), one of the additional functions of ABS, reduces oversteer and improves stability by controlling the braking pressure during turning braking of the vehicle.

However, since the conventional CBC technology controls the braking pressure of the rear wheel using only the vehicle's lateral acceleration/yaw rate/wheel slip information, the yaw rate information is measured differently depending on the road surface conditions, which may cause malfunction. There is a problem.

For example, the conventional CBC technology detects a higher yaw rate than the actual in the case of a bank road surface or a gently sloping road surface, so the braking pressure control of the rear wheel becomes excessive, which may cause under-braking or generate a counter yaw rate in the vehicle. there is a problem with

In addition, when slewing braking control is performed on a lower slope, roll and pitch motion appear simultaneously in the vehicle in addition to yaw motion. Conventional CBC technology reduces only yaw, so roll It does not solve the instability of the vehicle and the driver's anxiety due to the occurrence of excessive pitch.

In addition, the conventional CBC technology has a problem in that there is a limitation in controlling the behavior of the vehicle when only the braking pressure of the rear wheel is controlled.

Background art of the present invention is disclosed in Korean Patent Application Laid-Open No. 10-2005-0098637 (October 12, 2005).

SUMMARY OF THE INVENTION The present invention has been devised to solve the above problems, and an object of the present invention is to provide a vehicle braking pressure control apparatus and method in which tire air pressure is reflected in the performance conditions of turning braking control and utilized for wheel pressure control.

Another object of the present invention is to reflect the difference in air pressure between the left and right tires during turning braking to compensate for erroneous detection of yaw rate or lateral acceleration and to prevent malfunction and excessive control of vehicle braking pressure. To provide a control device and method.

Another object of the present invention is to control the braking pressure of the control wheel by predicting the roll and pitch motion of the vehicle according to the difference in the air pressure of each tire, thereby controlling the yaw as well as the roll and pitch It is to provide a vehicle braking pressure control device and method that can solve the instability of the vehicle due to (pitch) occurrence.

Another object of the present invention is to provide a vehicle braking pressure control apparatus and method capable of actively controlling the behavior of the vehicle in a dangerous situation such as overturn by simultaneously controlling the braking pressures of the rear wheels and the front wheels of the vehicle.

A vehicle braking pressure control apparatus according to an aspect of the present invention includes: a tire air pressure sensing unit for sensing air pressure of each wheel of a vehicle; and a braking pressure control module configured to determine at least one control wheel to be controlled among the wheels according to the air pressure of each wheel sensed by the tire air pressure sensing unit during turning braking and then control the determined braking pressure for the control wheel. It is characterized in that it includes.

In the present invention, the braking pressure control module includes: an operation unit that calculates a pressure difference between a preset reference value and an air pressure of each wheel at the time of turning braking; a control wheel determining unit that predicts at least one of a yaw motion, a roll motion, and a pitch motion of the vehicle according to the pressure difference between the wheels calculated by the calculation unit, and determines the control wheel according to the prediction result; and a control amount determining unit for controlling the braking pressure for the control wheel determined by the control wheel determining unit according to the yaw change amount of the vehicle and the pressure difference between the wheels.

In the present invention, the control amount determining unit compensates the braking pressure control amount of the front wheel or the rear wheel inside the turning among the control wheels determined by the control wheel determining unit, and is applied to the front wheel or the rear wheel outside the turning of the control wheels, respectively. It is characterized in that the braking pressure is additionally controlled.

In the present invention, the reference value is the largest value among the air pressures of each of the wheels detected in the non-braking, non-turning, and non-acceleration state of the vehicle.

In the present invention, the control wheel is characterized by at least one of a front right wheel, a front left wheel, a rear right wheel, and a rear left wheel of the vehicle.

In the present invention, it is determined whether the vehicle is under slewing braking, and when the vehicle is slewing braking, the slip ratio of the slewing inner rear wheel is determined, and the control pressure control amount of the slewing inner rear wheel is generated according to the determined slip ratio to generate the braking. It characterized in that it further comprises a braking pressure generating module input to the pressure control module.

In the present invention, the braking pressure generating module includes: a sudden braking determination unit to determine whether the vehicle is in abrupt braking; a turning brake determination unit that determines whether the vehicle is under turning braking; a slip rate calculator for calculating the slip rate; and a braking pressure generating unit that determines whether the vehicle needs turning braking control according to the slip rate, generates a braking pressure control amount for the turning inner rear wheel according to the determination result, and inputs it to the braking pressure control module. do it with

In the present invention, the slip ratio calculating unit is characterized in that it calculates the slip ratio by using the speed of the inner turning rear wheel and the vehicle speed.

In the present invention, the braking pressure generating unit generates a braking pressure control amount of the turning inner rear wheel by using the yaw change amount of the vehicle.

A vehicle braking pressure control method according to an aspect of the present invention determines whether the vehicle is under slewing braking, determines whether the vehicle is slewing braking, determines the slip ratio of the slewing inner rear wheel, and determines the slip ratio of the slewing inner rear wheel according to the determined slip ratio generating a control pressure control amount of and determining at least one control wheel to be controlled among the wheels according to the air pressure of each wheel sensed by the tire air pressure sensing unit during turning braking, and then controlling the determined braking pressure for the control wheel. characterized in that

In the present invention, the controlling of the braking pressure for the control wheel may include: calculating a pressure difference between a preset reference value and an air pressure of each wheel at the time of turning braking; predicting any one or more of a yaw motion, a roll motion, and a pitch motion of the vehicle according to the pressure difference between the wheels and determining the control wheel according to the prediction result; and controlling the braking pressure on the control wheel according to the yaw change amount of the vehicle and the pressure difference between the wheels.

In the present invention, the step of controlling the braking pressure for the control wheel compensates for the control amount of the braking pressure of the turning inner front wheel or the turning inner rear wheel among the control wheels, and the turning outer front wheel or the turning outer rear wheel among the control wheels. It is characterized in that the braking pressure is additionally controlled for each.

In the present invention, the reference value is the largest value among the air pressures of each of the wheels detected in the non-braking, non-turning, and non-acceleration state of the vehicle.

In the present invention, the control wheel may include at least one of a front right wheel, a front left wheel, a rear right wheel, and a rear left wheel of a vehicle.

According to the present invention, the tire air pressure is reflected in the performance condition of the turning braking control and used in the wheel pressure control to compensate for erroneous detection of yaw rate or lateral acceleration, and to prevent malfunction and excessive control.

The present invention predicts the roll and pitch motion of the vehicle according to the difference in air pressure of each tire and controls the braking pressure of the control wheel, thereby generating not only yaw but also roll and pitch. Instability of the vehicle caused by this can be resolved.

The present invention can actively control the behavior of the vehicle in a dangerous situation such as overturn by simultaneously controlling the braking pressures of the rear wheels and the front wheels of the vehicle.

1 is a block diagram of an apparatus for controlling vehicle braking pressure according to an embodiment of the present invention.
2 is a view showing the air pressure of each wheel according to an embodiment of the present invention.
3 is a view showing a change in the braking pressure of each wheel according to an embodiment of the present invention.
4 is a diagram illustrating a change in roll motion of a vehicle according to an embodiment of the present invention.
5 is a diagram illustrating a change in pitch motion of a vehicle according to an embodiment of the present invention.
6 is a flowchart of a vehicle braking pressure control method according to an embodiment of the present invention.

Hereinafter, an apparatus and method for controlling vehicle braking pressure according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. In this process, the thickness of the lines or the size of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms to be described later are terms defined in consideration of functions in the present invention, which may vary according to intentions or customs of users and operators. Therefore, definitions of these terms should be made based on the content throughout this specification.

1 is a block diagram of an apparatus for controlling vehicle braking pressure according to an embodiment of the present invention, FIG. 2 is a diagram showing the air pressure of each wheel according to an embodiment of the present invention, and FIG. 3 is an embodiment of the present invention It is a view showing a change in braking pressure of each wheel according to an example, FIG. 4 is a view showing a change in roll motion of a vehicle according to an embodiment of the present invention, and FIG. 5 is a pitch of a vehicle according to an embodiment of the present invention It is a diagram showing the change in motion.

Referring to FIG. 1 , the awning braking pressure control device according to an embodiment of the present invention includes a braking sensing unit 10 , a turning sensing unit 20 , a wheel speed sensing unit 30 , a braking pressure generating module 40 , It includes a braking pressure control module 60 and an actuator 70 .

The braking sensor 10 detects whether the occupant brakes the vehicle. The brake sensor 10 may include a brake pedal switch installed on a brake pedal of a vehicle to detect a position of the brake pedal. In addition, the braking sensor 10 may detect whether to brake the vehicle based on a change in vehicle speed sensed by a vehicle speed sensor (not shown).

The turning detecting unit 20 detects whether the vehicle is turning. A lateral acceleration sensor (not shown) for detecting the lateral acceleration of the vehicle or a yaw rate sensor (not shown) for detecting the amount of yaw change of the vehicle may be employed as the turning detection unit 20 . Here, the lateral acceleration may be directly sensed by the lateral acceleration sensor, but may also be estimated from the wheel speed sensed by the wheel speed sensor 30 and the speed of the wheel 80 .

The wheel speed sensing unit 30 detects the wheel speeds of the front right wheel, the front left wheel, the rear right wheel, and the rear left wheel of the vehicle.

The braking pressure generating module 40 determines whether the vehicle is turning braking using any one or more of the detection results of the above-described braking sensing unit 10, turning sensing unit 20, and wheel speed sensing unit 30, and , when the vehicle is under slewing braking as a result of the determination, the slip rate of the slewing inner rear wheel is determined, and the control pressure control amount of the slewing inner rear wheel is generated according to the determined slip rate and input to the braking pressure control module 60 .

The braking pressure generating module 40 includes a sudden braking determining unit 41 , a turning braking determining unit 42 , a slip rate calculating unit 43 , and a braking pressure generating unit 44 .

The sudden braking determination unit 41 determines whether the vehicle is currently in a sudden braking state. The sudden braking determination unit 41 determines whether or not the braking pressure exceeds a preset braking pressure threshold value or whether the vehicle speed is reduced by exceeding a preset slope in a state in which vehicle braking is detected by the braking detection unit 10 . It is determined whether the vehicle is currently in a sudden braking state based on whether the

In a state in which the sudden braking determination unit 41 determines that the vehicle is currently in a fully braked state, the turning brake determination unit 42 determines whether the vehicle is currently under turning braking. In this case, when the lateral acceleration sensed by the lateral acceleration sensor exceeds a preset lateral acceleration threshold, the turning braking determination unit 42 determines that the vehicle is currently turning braking.

When it is determined by the turning braking determining unit 42 that the vehicle is currently turning braking, the slip ratio calculating unit 43 calculates a slip ratio of the turning inner rear wheel. The slip ratio of the turning inner rear wheel is calculated using the difference between the wheel speed of the wheel 80 and the vehicle speed. Here, the wheel speed of the wheel 80 may be input from the wheel speed sensor 30 , and the vehicle speed may be input from the vehicle speed sensor or estimated from the detection result of the wheel speed sensor 30 .

The braking pressure generating unit 44 compares the slip rate of the turning inner rear wheel with a preset slip rate threshold value, and when the slip rate of the turning inner rear wheel is equal to or greater than the slip rate threshold value, it is determined that turning braking control is necessary.

In general, during slewing braking, the slip of the slewing inner rear wheel directly affects the generation of yaw of the actual vehicle. Accordingly, when the slip rate of the inner rear wheel of the turning during turning braking is equal to or greater than the slip rate threshold, the occurrence of the oversteer phenomenon can be immediately reduced by performing turning braking control.

Accordingly, the braking pressure generating unit 44 detects the amount of yaw change indicating the behavior of the vehicle, determines whether the amount of yaw change is equal to or greater than a preset yaw change threshold value, and if the yaw change amount is greater than or equal to the yaw change threshold value, the braking pressure of the inside rear wheel of turning A braking pressure control amount is generated for adjusting the , and the braking pressure control amount is input to the braking pressure control module (60).

The tire air pressure sensing unit 50 detects air pressures of the front right wheel, the front left wheel, the rear right wheel, and the rear left wheel.

The braking pressure control module 60 determines one or more control wheels to be controlled among the wheels according to the air pressure of each wheel sensed by the tire air pressure sensing unit 50, and then controls the braking pressure for the determined control wheel. . Here, the control wheel may include all of a front right wheel, a front left wheel, a rear right wheel, and a rear left wheel.

The braking pressure control module 60 includes an operation unit 61 , a control wheel determination unit 62 , and a control amount determination unit 63 .

The calculating unit 61 receives the air pressures of the front right wheel, front left wheel, rear right wheel, and rear left wheel detected by the tire air pressure sensing unit 50, and after detecting the amount of air pressure change of the turning inner wheel, It is determined whether the amount of change in air pressure is greater than or equal to a preset air pressure threshold. In this case, when the amount of change in air pressure is equal to or greater than the air pressure threshold, it can be seen that the vehicle behavior is unstable because the air pressure changes relatively rapidly.

Accordingly, the calculating unit 61 calculates the pressure difference between the preset reference value and the air pressure of each wheel. Here, the reference value is the largest value among the air pressures of each wheel detected in the non-braking, non-turning, and non-acceleration state of the vehicle.

For example, if the reference value is P_std and the air pressures of the front left wheel, front right wheel, rear left wheel, and rear right wheel are P1, P2, P3, and P4 as shown in FIG. 2 , the pressure of the front left wheel The car becomes P_std-P1=ΔP1, the pressure difference between the front right wheel becomes P_std-P2=ΔP2, the pressure difference between the rear left wheel becomes P_std-P3=ΔP3, and the pressure difference between the rear right wheel becomes P_std-P4=ΔP4 .

The control wheel determining unit 62 predicts any one or more of the yaw motion, the roll motion, and the pitch motion of the vehicle according to the pressure difference between the wheels calculated by the calculation unit 61 and determines the control wheel according to the prediction result. Here, the control wheel is a control wheel to be controlled as described above, and all of a front right wheel, a front left wheel, a rear right wheel, and a rear left wheel may be selected.

For example, if ΔP1>0, ΔP3>0, ΔP2<0, and ΔP4<0, the air pressure of the turning inner front wheel and the turning inner rear wheel is reduced, and the air pressure of the turning outer front wheel and the turning outer rear wheel is increased. It can be predicted that roll motion has occurred.

That is, the control wheel determining unit 62 predicts any one or more of the yaw motion, the roll motion, and the pitch motion of the vehicle based on the pressure difference between the wheels as described above, and the front right wheel and the front left wheel according to the prediction result. At least one of the wheel, the right rear wheel and the rear left wheel is determined as the control wheel.

When the control wheel is determined by the control wheel determining unit 62, the control amount determining unit 63 determines the braking pressure control amount for the corresponding control wheel. That is, the control amount determining unit 63 controls the braking pressure for the control wheel determined by the control wheel determining unit 62 based on the vehicle's yaw change amount and the pressure difference between the wheels. In this case, the turning inner front wheel among the control wheels. The wheel or the turning inner rear wheel may compensate for the braking pressure control amount, and may additionally control the braking pressure for each of the turning outer front wheel or the turning outer rear wheel among the control wheels.

Referring to FIG. 3 , it can be seen that the braking pressure of the turning outer rear wheel and the braking pressure of the turning inner rear wheel are controlled in more detail ((a)->(b)), and also the turning outer front wheel and the turning inner front wheel It can be seen that the braking pressure is also controlled in more detail ((c)->(d)). Also, referring to FIG. 3 , it can be seen that the braking pressure is controlled not only on the turning inner front wheel and the turning inner rear wheel, but also on the turning outer front wheel and the turning outer rear wheel.

Through this, as shown in FIGS. 4 and 5 (a) and (b), respectively, the roll motion and the pitch motion of the vehicle can be controlled, so that the vehicle can behave more stably.

The actuator 70 controls the front right wheel, the front left wheel, the rear right wheel, and the rear wheel according to the braking pressure control amounts for each of the front right wheel, the front left wheel, the rear right wheel, and the rear left wheel input from the control amount determining unit 63 . The brake pressure of the left wheel is independently adjusted.

Hereinafter, a vehicle braking pressure control method according to an embodiment of the present invention will be described in detail with reference to FIG. 6 .

6 is a flowchart of a vehicle braking pressure control method according to an embodiment of the present invention.

Referring to FIG. 6 , first, the braking pressure generating module 40 determines whether a braking intention is sensed through the braking sensor 10 that detects whether the occupant brakes the vehicle ( S10 ).

As a result of the determination in step S10, if the intention to brake is detected, the braking pressure generating module 40 determines whether the vehicle is currently in a fully braked state (S12). In this case, the braking pressure generating module 40 determines whether the vehicle is currently in a sudden braking state based on whether the braking pressure exceeds a preset braking pressure threshold or whether the vehicle speed is reduced by exceeding a preset slope. can judge

If it is determined that complete braking is being performed as a result of the determination in step S12, the braking pressure generating module 40 performs the current turning braking of the vehicle based on whether the lateral acceleration detected by the lateral acceleration sensor exceeds a preset lateral acceleration threshold. It is determined whether the operation is in progress (S16).

If it is determined in step S16 that the vehicle is under turning braking, the braking pressure generating module 40 calculates the slip rate of the turning inner wheel by using the difference between the wheel speed of the wheel 80 and the vehicle speed (S16) .

In this case, the braking pressure generating module 40 may determine that the turning braking control is necessary based on whether the slip rate of the turning inner wheel exceeds a preset slip rate threshold value.

On the other hand, the braking pressure generating module 40 acquires the yaw change amount of the vehicle (S18), determines whether the obtained yaw change amount is greater than or equal to a preset yaw change threshold value (S20), and if the yaw change amount is greater than or equal to the yaw change threshold value, , a braking pressure control amount for the turning inner rear wheel is generated using the yaw change amount and the vehicle speed (S22).

Then, the tire air pressure sensor 50 acquires the respective air pressures of the front right wheel, the front left wheel, the rear right wheel, and the rear left wheel ( S24 ).

The braking pressure control module 60 receives the respective air pressures of the front right wheel, the front left wheel, the rear right wheel and the rear left wheel sensed by the tire air pressure sensing unit 50 , and the air pressure change amount of the turning inner wheel is the air pressure threshold It is determined whether the value is greater than the value (S26).

If it is determined in step 26 that the amount of change in the air pressure of the inner wheel is greater than or equal to the air pressure threshold, the pressure difference between the preset reference value and the air pressure of each wheel is calculated (S28).

Then, the braking pressure control module 60 predicts any one or more of a yaw motion, a roll motion, and a pitch motion of the vehicle according to the pressure difference between the wheels, determines a control wheel to be controlled according to the prediction result, and A braking pressure control amount for the control wheel is determined according to the yaw change amount and the pressure difference between the wheels (S30).

Accordingly, the actuator 70 controls the braking pressure of the corresponding control wheel according to the braking pressure control amount of the control wheel generated by the braking pressure control module 60 (S32).

As described above, in this embodiment, tire air pressure is reflected in the performance condition of the turning braking control and used for wheel pressure control, so that even if a yaw rate or lateral acceleration is erroneously detected, it can be compensated for, and malfunction and excessive control can be prevented.

In addition, in this embodiment, the braking pressure of the control wheel is controlled by predicting the roll and pitch motions of the vehicle according to the difference in air pressure of each tire, so that not only the yaw but also the roll and pitch motions are predicted. ) can solve the instability of the vehicle caused by

In addition, the present embodiment can control the braking pressure of the rear wheels and the front wheels of the vehicle at the same time to actively control the behavior of the vehicle in a dangerous situation such as overturning.

Although the present invention has been described with reference to the embodiments shown in the drawings, this is merely exemplary and those of ordinary skill in the art to which the art pertains are aware that various modifications and equivalent other embodiments are possible therefrom. will understand Accordingly, the true technical protection scope of the present invention should be defined by the following claims.

10: brake detection unit
20: turning detection unit
30: wheel speed detection unit
40: braking pressure generating module
41: sudden braking judgment unit
42: turning brake judgment unit
43: slip rate calculator
44: braking pressure generating unit
50: tire pressure detection unit
60: brake pressure control module
61: arithmetic unit
62: control wheel determining unit
63: control amount determining unit
70: actuator
80: wheel

Claims (14)

a tire air pressure sensing unit for sensing air pressure of each wheel of the vehicle; and
At the time of turning braking, after determining at least one control wheel to be controlled among the wheels according to the air pressure of each wheel sensed by the tire air pressure sensing unit, a braking pressure control module for controlling the determined braking pressure for the control wheel; including,
The braking pressure control module includes: an operation unit that calculates a pressure difference between a preset reference value and each of the air pressures of the wheels when the amount of change in the air pressure of the turning inner wheel during turning braking is greater than or equal to a preset air pressure threshold; a control wheel determining unit for predicting at least one of a yaw motion, a roll motion, and a pitch motion of the vehicle according to the pressure difference between the wheels calculated by the calculation unit, and determining the control wheel according to the prediction result; and a control amount determining unit for controlling the braking pressure for the control wheel determined by the control wheel determining unit according to the yaw change amount of the vehicle and the pressure difference between the wheels,
The reference value is the largest value among the air pressures of the respective wheels detected in the non-braking, non-turning, and non-accelerating state of the vehicle.
delete The method of claim 1, wherein the control amount determining unit
Compensating the braking pressure control amount for the front wheel or the rear wheel inside the turning among the control wheels determined by the control wheel determining unit, and additionally controlling the braking pressure for each of the front wheel or the rear wheel outside the turning among the control wheels A vehicle braking pressure control device, characterized in that it.
delete The apparatus of claim 1, wherein the control wheel includes at least one of a front right wheel, a front left wheel, a rear right wheel, and a rear left wheel of the vehicle.
The method according to claim 1, wherein it is determined whether the vehicle is under slewing braking, and if the vehicle is slewing braking, the slip ratio of the slewing inner rear wheel is determined, and the braking pressure control amount of the turning inner rear wheel is generated according to the determined slip rate The vehicle braking pressure control apparatus according to claim 1, further comprising a braking pressure generating module input to the braking pressure control module.
7. The method of claim 6, wherein the braking pressure generating module comprises:
a sudden braking determination unit to determine whether the vehicle is being braked abruptly;
a turning brake determination unit that determines whether the vehicle is under turning braking;
a slip rate calculator for calculating the slip rate; and
and a braking pressure generating unit that determines whether the vehicle needs slewing braking control according to the slip rate, generates a braking pressure control amount for the slewing inner rear wheel according to the determination result, and inputs it to the braking pressure control module. vehicle braking pressure control device.
8. The apparatus of claim 7, wherein the slip ratio calculator calculates the slip ratio using a speed of a turning inner rear wheel and a vehicle speed.
8. The apparatus of claim 7, wherein the braking pressure generating unit generates a braking pressure control amount of a turning inner rear wheel by using a yaw change amount of the vehicle.
determining whether the vehicle is under slewing braking, and if the vehicle is slewing braking, determining a slip ratio of the slewing inner rear wheel, and generating a braking pressure control amount of the slewing inner rear wheel according to the determined slip ratio; and
determining at least one control wheel to be controlled among the wheels according to the air pressure of each wheel sensed by the tire air pressure sensing unit during turning braking, and then controlling the braking pressure of the determined control wheel;
The controlling of the braking pressure for the control wheel may include: calculating a pressure difference between a preset reference value and each of the air pressures of the wheels if the amount of change in the air pressure of the turning inner wheel during turning braking is greater than or equal to a preset air pressure threshold; predicting any one or more of a yaw motion, a roll motion, and a pitch motion of the vehicle according to a pressure difference between the wheels, and determining the control wheel according to the prediction result; and controlling the braking pressure on the control wheel according to the yaw change amount of the vehicle and the pressure difference between the wheels,
The reference value is a vehicle braking pressure control method, characterized in that the largest value among the air pressures of the respective wheels detected in a non-braking, non-turning, and non-acceleration state of the vehicle.
delete 11. The method of claim 10, wherein the controlling of the braking pressure on the control wheel comprises:
Compensating for a braking pressure control amount of the turning inner front wheel or the turning inner rear wheel among the control wheels, and additionally controlling the braking pressure for each of the turning outer front wheel or the turning outer rear wheel among the control wheels. control method.
delete 11. The method of claim 10, wherein the control wheel includes at least one of a front right wheel, a front left wheel, a rear right wheel, and a rear left wheel of the vehicle.

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