KR20090030587A - A stability control apparatus for a vehicle and the method thereof - Google Patents

A stability control apparatus for a vehicle and the method thereof Download PDF

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KR20090030587A
KR20090030587A KR1020070095984A KR20070095984A KR20090030587A KR 20090030587 A KR20090030587 A KR 20090030587A KR 1020070095984 A KR1020070095984 A KR 1020070095984A KR 20070095984 A KR20070095984 A KR 20070095984A KR 20090030587 A KR20090030587 A KR 20090030587A
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vehicle
lateral
estimating
transverse
speed
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KR1020070095984A
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Korean (ko)
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유승한
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현대자동차주식회사
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/072—Curvature of the road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/101—Side slip angle of tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/109—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/112—Roll movement

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

An apparatus for controlling stability of a vehicle and a controlling method thereof are provided to estimate across speed of an optimized vehicle in an understeer, an oversteer situation like an ESP on operation. An apparatus for controlling stability of a vehicle comprises the followings: an estimation unit of an roll angle estimating the roll angle through a model of vehicle roll motion and a G sensor; a lateral force estimation unit of a front-wheel and a rear-wheel calculating the lateral force of tires through the vehicle model; an estimation unit of cornering rigidity of the front-wheel and the rear-wheel; an estimation unit of across speed; and an estimation unit of an angle of heel.

Description

차량의 안정성 제어장치 및 제어방법 {a stability control apparatus for a vehicle and the method thereof}{A stability control apparatus for a vehicle and the method}

본 발명은 차량의 안정성 제어장치 및 제어방법에 관한 것으로, 더 자세하게는 차량 안정성을 결정짓는 핵심 상태변수인 차량 횡속도(횡미끄럼각)와 핵심 외란인 횡경사각을 보다 정확하게 추정할 수 있도록 한 것에 관한 것이다.The present invention relates to a stability control apparatus and a control method of a vehicle, and more particularly, to more accurately estimate the lateral velocity (lateral sliding angle) and the lateral tilt angle, which are key disturbances that determine the vehicle stability. It is about.

차량 횡속도(횡슬립각) 추정에 있어서 기존의 발명들은 한국 공개특허 제2006-16453호 및 미국 특허 제6,681,180호와 같이 부가적으로 GPS신호를 사용하거나 미국 특허 제6,745,112호, 한국 공개특허 제1999-11239호, 한국 공개특허 제2004-58623호, 한국 공개특허 제1997-40607호와 같이 고정된 차량 파라미터(예를 들면 Cf, Cr 전후 코너링강성)를 사용하고 차량 롤모션과 횡경사각효과가 보상되지 않은 차량 횡동역학모델을 사용하여 추정한다. Existing inventions in estimating vehicle lateral speed (lateral slip angle) may additionally use GPS signals, such as Korean Patent Publication No. 2006-16453 and US Patent No. 6,681,180, or US Patent No. 6,745,112, Korean Patent Publication No. 1999 Fixed vehicle parameters (e.g., Cf and Cr cornering stiffness), such as -11239, Korean Laid-Open Patent Publication No. 2004-58623, and Korean Laid-Open Patent Publication No. 1997-40607, and the vehicle roll motion and lateral tilt angle effects are compensated. Estimates using undesired vehicle lateral dynamics model.

하지만 이러한 기존기술은 노면마찰계수, 횡방향 하중전이 등의 주행상황에 따라 크게 변하는 코너링 강성 값을 상수로 간주함에서 오는 심각한 추정 오차를 유발하며, 또한 횡G센서에 포함되는 차량 롤각 성분과 도로 횡경사각 성분을 고려하지 않았기 때문에 고속 코너링이나 횡경사가 존재하는 도로상에서는 적절한 차량 횡속도의 추정이 어려워지게 되는 문제가 있다. However, this existing technology causes serious estimation error that comes from considering the cornering stiffness value that varies greatly depending on the driving conditions such as road friction coefficient and lateral load transition as a constant, and also the vehicle roll angle component and road included in the transverse G sensor. Since the transverse angular component is not taken into account, it is difficult to estimate an appropriate vehicle transverse velocity on a road where high-speed cornering or transverse slope exists.

Figure 112007068394168-PAT00001
Figure 112007068394168-PAT00001

즉, 상기 그림과 같이 횡경사가 존재하는 도로상에서 차량이 주행할 때에 실제의 차량 횡가속도는

Figure 112007068394168-PAT00002
이지만 계측되는 차량 횡방향 가속도는
Figure 112007068394168-PAT00003
가 되므로 보상이 필요하게 되며, 아래 그림과 같이 횡력변화에 따라 코너링 강성도 변화하게 되므로 이에 대한 고려가 필요하게 된다.That is, when the vehicle travels on the road where the lateral slope exists as shown in the above figure, the actual vehicle lateral acceleration is
Figure 112007068394168-PAT00002
But the vehicle lateral acceleration measured is
Figure 112007068394168-PAT00003
It is necessary to compensate for this, and the cornering stiffness also changes according to the lateral force change as shown in the figure below.

Figure 112007068394168-PAT00004
Figure 112007068394168-PAT00004

본 발명은 상기와 같은 종래의 실정을 감안하여 안출한 것이며, 그 목적이 고속 코너링이나 횡경사가 존재하는 도로상에서 적절한 차량 횡속도 및 도로 횡경사각을 추정할 수 있도록 하는 차량의 안정성 제어장치 및 제어방법을 제공하는 데에 있는 것이다.The present invention has been devised in view of the above-described conventional situation, and the object thereof is a stability control apparatus and control method for a vehicle which enables to estimate an appropriate vehicle lateral speed and road lateral inclination angle on a road where high speed cornering or lateral inclination exists. It is in providing.

본 발명은 상기의 목적을 달성하기 위하여 차량의 횡방향 하중변화, 노면마찰계수 및 타이어 횡슬립에 의해 끊임없이 변화하는 전/후 코너링 강성(Cf, Cr) 변화를 추정하고, 차량 횡가속도를 계측하는 횡G센서에 오프셋으로 영향을 미치는 차 량 롤모션과 도로 횡경사각을 적절히 보상하는 것을 특징으로 한다.In order to achieve the above object, the present invention estimates the front and rear cornering stiffness (Cf, Cr) change constantly changing by the lateral load change, road friction coefficient and tire lateral slip of the vehicle, and measures the lateral acceleration. Vehicle roll motion and road lateral inclination that affect offset by the lateral G sensor are characterized by appropriate compensation.

아울러 본 발명은 전륜 횡력식, 후륜 횡력식에서 각각 2개의 차량횡속도가 추정이 되는데, 주행 상황에 따라 전륜이 미끄러지는 언더스티어인 경우에는 보다 정확한(선형관계를 유지하는) 후륜 횡력식에서 추정된 횡속도에 가중치를 주고, 반대로 후륜이 미끄러지는 오버스티어인 경우에는 전륜 횡력식에서 추정된 횡속도에 가중치를 주는 것을 특징으로 한다.In addition, in the present invention, two vehicle lateral speeds are estimated in the front wheel lateral force and rear wheel lateral force, respectively, in the case of the understeer where the front wheel slips according to driving conditions, In the case of the oversteer with the rear wheels sliding on the contrary, the weight is given to the speed, and the lateral speed estimated by the front wheel lateral force formula is weighted.

한편 본 발명의 차량의 안정성 제어장치는 롤각 추정부, 전/후륜 횡력 추정부, 전/후륜 코너링강성(Cf,Cr) 추정부, 횡속도 추정부, 도로 횡경사각 추정부로 구성된다.On the other hand, the stability control device of the vehicle of the present invention is composed of a roll angle estimator, a front / rear wheel lateral force estimation unit, a front / rear wheel cornering stiffness (Cf, Cr) estimation unit, a lateral speed estimation unit, a road lateral tilt angle estimation unit.

즉, 본 발명의 차량의 안정성 제어장치는 횡G센서 출력과 차량 롤모션 모델을 통해 롤각을 추정하는 롤각 추정부; 횡가속도 검출부에서 검출한 차량 횡가속도와 요레이트 검출부에서 검출한 요레이트를 입력으로 하여 2자유도 차량모델을 통해 전후 타이어 횡력을 계산하는 전륜 횡력 추정부 및 후륜 횡력 추정부; 센서 기구학과 차량모델의 적절한 결합을 통해(β소거법) 적응 파라미터 추정기법을 통해 전후 코너링강성 추정하는 전륜 코너링 강성(Cf)추정부 및 후륜 코너링강성(Cr) 추정부; 전후륜 타이어 관계식과 요레이트 에러에 기반한 웨이팅함수를 사용하여 차량 횡속도를 추정하는 횡속도 추정부; 상기 횡속도 측정부에서 추정된 횡속도와 차량 횡가속도식을 사용하여 도로 횡경사각을 추정하는 도로 횡경사각 추정부;를 구비하여서 되는 것이다.That is, the stability control device of the vehicle of the present invention includes a roll angle estimator for estimating the roll angle through the lateral G sensor output and the vehicle roll motion model; A front wheel lateral force estimating unit and a rear wheel lateral force estimating unit for calculating front and rear tire lateral force through a two-degree-of-freedom vehicle model by inputting the vehicle lateral acceleration detected by the lateral acceleration detector and the yaw rate detected by the yaw rate detector; A front wheel cornering stiffness (Cf) estimation and rear wheel cornering stiffness (Cr) estimator for estimating front and rear cornering stiffness through adaptive parameter estimation techniques through proper combination of sensor kinematics and vehicle model; A lateral speed estimator for estimating vehicle lateral speed using a weighting function based on a front wheel tire relation equation and a yaw rate error; And a road lateral inclination angle estimator for estimating a road lateral inclination angle by using the lateral speed estimated by the lateral speed measurement unit and the vehicle lateral acceleration equation.

본 발명에 의하면 기존 기술이 적용되기 어려운 고속 코너링이나 횡경사가 존재하는 도로상에서 적절한 차량 횡속도 및 도로 횡경사각의 추정이 가능하게 된다.According to the present invention, it is possible to estimate an appropriate vehicle lateral speed and a road lateral inclination angle on a road where high speed cornering or lateral inclination which is difficult to apply the existing technology.

또한 기존의 단일의 횡속값만 추정되는 추정 기술과 달리 전/후륜 타이어 횡력식에서 복수개의 횡속값이 추정되므로 ESP작동 시와 같은 언더스티어, 오버스티어 상황에서 보다 최적화된 차량 횡속도의 추정이 가능하게 되며, 거의 모든 샤시 제어시스템은 차량의 횡속도정보를 제어변수 내지는 핵심 상태변수로 간주하므로 독자 횡속(횡슬립각 beta) 추정 로직을 바탕으로 이를 이용한 많은 파생기술을 개발할 수 있게 된다.In addition, unlike the conventional estimation technique that estimates only a single transverse value, a plurality of transverse values are estimated in the front / rear tire side force equations, which enables more optimized estimation of vehicle transverse speed in understeer and oversteer situations as in ESP operation. Almost all chassis control systems consider the lateral velocity information of the vehicle as a control variable or a key state variable, and thus, many derivative technologies using the lateral velocity (lateral slip angle beta) estimation logic can be developed.

이하 본 발명의 구체적인 기술내용을 더욱 자세히 설명하면 다음과 같다.Hereinafter, the technical details of the present invention will be described in more detail.

도 1에는 본 발명의 차량 횡속도 추정 시스템의 구성 블록선도가 도시되어 있고, 도 2에는 본 발명의 타이어 코너링 강성 (Cf, Cr) 추정 시스템 구성 블록선도가 도시되어 있다.1 is a block diagram showing the configuration of the lateral vehicle speed estimation system of the present invention, Figure 2 is a block diagram showing the configuration of the tire cornering stiffness (Cf, Cr) estimation system of the present invention.

본 발명의 차량의 안정성 제어장치는 횡G센서 출력과 차량 롤모션 모델을 통해 롤각을 추정하는 롤각 추정부; 횡가속도 검출부에서 검출한 차량 횡가속도와 요레이트 검출부에서 검출한 요레이트를 입력으로 하여 2자유도 차량모델을 통해 전후 타이어 횡력을 계산하는 전륜 횡력 추정부 및 후륜 횡력 추정부; 센서 기구학과 차량모델의 적절한 결합을 통해(β소거법) 적응 파라미터 추정기법을 통해 전후 코너링강성 추정하는 전륜 코너링 강성(Cf)추정부 및 후륜 코너링강성(Cr) 추정부; 전후륜 타이어 관계식과 요레이트 에러에 기반한 웨이팅함수를 사용하여 차량 횡속도를 추정하는 횡속도 추정부; 상기 횡속도 측정부에서 추정된 횡속도와 차량 횡가속도식을 사용하여 도로 횡경사각을 추정하는 도로 횡경사각 추정부;를 구비하여서 되는 것이다.The stability control apparatus for a vehicle of the present invention includes: a roll angle estimating unit estimating a roll angle through a lateral G sensor output and a vehicle roll motion model; A front wheel lateral force estimating unit and a rear wheel lateral force estimating unit for calculating front and rear tire lateral force through a two-degree-of-freedom vehicle model by inputting the vehicle lateral acceleration detected by the lateral acceleration detector and the yaw rate detected by the yaw rate detector; A front wheel cornering stiffness (Cf) estimation and rear wheel cornering stiffness (Cr) estimator for estimating front and rear cornering stiffness through adaptive parameter estimation techniques through proper combination of sensor kinematics and vehicle model; A lateral speed estimator for estimating vehicle lateral speed using a weighting function based on a front wheel tire relation equation and a yaw rate error; And a road lateral inclination angle estimator for estimating a road lateral inclination angle by using the lateral speed estimated by the lateral speed measurement unit and the vehicle lateral acceleration equation.

본 발명은 기존 발명들의 단점을 극복하기 위해서 요레이트 에러를 줄이는 방향으로 전/후 코너링 강성을 업데이트 하는 실시간 추정기법을 사용하고, 차량 횡G센서 출력과 차량 롤 모델을 사용하여 롤각 추정기법을 사용하여 이를 보상한 차량 횡가속도 성분을 추출하며, 기 추정된 전/후 코너링 강성과 롤이 보상된 차량 횡가속도값 그리고 2자유도 차량 횡동역학 모델을 사용하여 차량 횡속도(횡슬립각)을 추정한다.The present invention uses a real-time estimating technique to update the front and rear cornering stiffness in the direction of reducing yaw rate error in order to overcome the disadvantages of existing inventions, and uses the roll angle estimating technique using the vehicle lateral G sensor output and the vehicle roll model. The vehicle lateral acceleration component that compensates for this is extracted, and the vehicle lateral velocity (lateral slip angle) is estimated using the estimated front / rear cornering stiffness, the vehicle lateral acceleration value that compensates for the roll, and the two degree of freedom vehicle lateral dynamics model. do.

상기에서 추정된 횡속도는 노면마찰계수변화, 차량 롤모션, 도로 횡경사각에 대해 견실한 특징을 갖으며, 이것이 본 발명의 중대한 개선점이다. The estimated transverse velocity is robust for road friction coefficient change, vehicle roll motion, and road lateral inclination, which is a significant improvement of the present invention.

또한 언더스티어 및 오버스티어 상황에서 보다 정확한 한쪽(언더인 경우 후륜, 오버인 경우 전륜)의 타이어 횡력식에서 근거한 횡속도에 가중치를 줌으로써 보다 정확한 횡속도 추정을 가능하게 한다.In addition, in the understeer and oversteer situation, a more accurate lateral speed estimation is possible by weighting the lateral speed based on the tire lateral force equation of a more accurate one (rear wheel for under and front wheel for over).

추가적으로 추정된 횡속도와 횡가속도 기구학식을 사용하여 도로의 횡경사각까지 추정이 가능하다.In addition, it is possible to estimate the lateral inclination angle of the road using the estimated lateral velocity and lateral acceleration kinematics.

롤각 추정부에서는 횡G센서 출력과 차량 롤동역학 모델을 통해 롤각을 추정 하고, 롤성분이 제거된 차량 횡가속도량을 결정한다.The roll angle estimator estimates the roll angle through the lateral G sensor output and the vehicle roll dynamics model and determines the vehicle lateral acceleration from which the roll component is removed.

Figure 112007068394168-PAT00005
Figure 112007068394168-PAT00005

실제 차량 횡방향 가속도 :

Figure 112007068394168-PAT00006
Actual vehicle lateral acceleration:
Figure 112007068394168-PAT00006

계측 차량 횡방향 가속도 :

Figure 112007068394168-PAT00007
Measurement vehicle lateral acceleration:
Figure 112007068394168-PAT00007

Figure 112007068394168-PAT00008
Figure 112007068394168-PAT00008

전/후륜 횡력 추정부에서는 롤성분이 제거된 차량 횡가속도와 요레이트를 입력으로 하여 2자유도 차량모델을 통해 전후 타이어 횡력을 계산한다. The front / rear lateral force estimator calculates the front and rear tire lateral force using the two-degree-of-freedom vehicle model by inputting the vehicle lateral acceleration and yaw rate from which the roll component is removed.

Figure 112007068394168-PAT00009
Figure 112007068394168-PAT00009

Figure 112007068394168-PAT00010
Figure 112007068394168-PAT00010

전/후륜 강성 추정부에서는 센서 기구학과 차량모델의 적절한 결합을 통해(β소거법) 적응 파라미터 추정기법(요레이트에러가 줄어드는 방향으로 Cf, Cr를 적응)을 통해 전후 코너링강성을 추정한다.The front / rear stiffness estimator estimates the front and rear cornering stiffness through adaptive parameter estimation (adapt Cf and Cr in the direction of reducing yaw rate error) through the proper combination of sensor kinematics and vehicle model.

즉, 타이어 횡력은 이론적으로 코너링 강성과 타이어 횡슬립각의 곱이므로 이를 이용하여 다음과 같이 나타낼 수 있다.That is, since the tire lateral force is theoretically the product of the cornering stiffness and the tire lateral slip angle, it can be expressed as follows.

Figure 112007068394168-PAT00011
Figure 112007068394168-PAT00011

상기에서 직접 측정이 불가능한 횡슬립각을 소거(β소거법)하면 아래와 같은 식을 얻는다.When the horizontal slip angle, which cannot be measured directly above, is erased (β erasing method), the following equation is obtained.

Figure 112007068394168-PAT00012
Figure 112007068394168-PAT00012

상기 코너링강성

Figure 112007068394168-PAT00013
,
Figure 112007068394168-PAT00014
을 적응규칙(adaptive law)을 이용하여 추정하기 위한 선형 파라미터 모델로 정리하면 다음과 같다.The cornering rigidity
Figure 112007068394168-PAT00013
,
Figure 112007068394168-PAT00014
Can be summarized as a linear parametric model for estimating using adaptive law:

Figure 112007068394168-PAT00015
Figure 112007068394168-PAT00015

Figure 112007068394168-PAT00016
: 센서 노이즈 제거를 위한 로우패스필터(Low-pass filter)
Figure 112007068394168-PAT00016
: Low-pass filter to remove sensor noise

결국 이러한 적응규칙을 사용하면 코너링강성

Figure 112007068394168-PAT00017
,
Figure 112007068394168-PAT00018
의 추정치
Figure 112007068394168-PAT00019
,
Figure 112007068394168-PAT00020
은 다음과 같이 실시간으로 계산이 가능하게 된다.Finally, using this adaptive rule, cornering stiffness
Figure 112007068394168-PAT00017
,
Figure 112007068394168-PAT00018
Estimate of
Figure 112007068394168-PAT00019
,
Figure 112007068394168-PAT00020
Can be calculated in real time as follows.

Figure 112007068394168-PAT00021
Figure 112007068394168-PAT00021

Figure 112007068394168-PAT00022
,
Figure 112007068394168-PAT00023
> 0 : 적응 게인
Figure 112007068394168-PAT00022
,
Figure 112007068394168-PAT00023
> 0: adaptive gain

횡속도 추정부에서는 전륜 횡력식과 후륜 횡력식에서 각각 차량 횡속도가 추정이 되는데 횡력식 자체가 선형관계식에 기반하므로 타이어 횡슬립각이 작은 영역에서 보다 정확한 특징을 갖는다.In the lateral speed estimator, the vehicle lateral speed is estimated in the front wheel lateral force and the rear wheel lateral force, respectively. Since the lateral force is based on a linear relationship, it has more accurate characteristics in a region where the tire lateral slip angle is smaller.

전륜 횡력식 기반 횡속도 :

Figure 112007068394168-PAT00024
Front wheel lateral force based lateral speed:
Figure 112007068394168-PAT00024

후륜 횡력식 기반 횡속도 :

Figure 112007068394168-PAT00025
Rear wheel side force based transverse speed:
Figure 112007068394168-PAT00025

따라서 언더스티어와 같이 전륜 타이어의 횡슬립각이 큰 경우에는 상대적으로 정확한 후륜 횡력식에서 추출한 차량 횡속도에 가중치를 주고, 반대로 오버스티어와 같이 후륜 타이어의 횡슬립각이 큰 경우에는 상대적으로 정확한 전륜 횡력식에서 추출한 차량 횡속도에 가중치를 준다.Therefore, when the front tires have a large slip angle such as understeer, the weight is given to the vehicle lateral speed extracted from the relatively accurate rear wheel lateral force formula. Weight the vehicle lateral speed extracted from the equation.

횡경사각 추정부에서는 추정된 횡속도를 로우패스 필터링과 미분기를 통해 미분치를 구하고 차량 횡가속도식을 사용하여 도로 횡경사각을 추정한다.The transverse slope estimator estimates the transverse angle of the estimated transverse velocity through low pass filtering and differentiation, and uses the transverse vehicle acceleration equation.

Figure 112007068394168-PAT00026
Figure 112007068394168-PAT00026

도 3에는 본 발명에 의한 차량 롤각(Roll Angle) 추정 실험 결과를 나타낸 그래프가 도시되어 있고, 도 4에는 본 발명에 의한 차량 횡경사각(Road Bank Angle) 추정 실험 결과를 나타낸 그래프가 도시되어 있으며, 도 5에는 본 발명에 의한 차량 횡속도 추정 실험 결과를 나타낸 그래프가 도시되어 있는 바, 도 3 내지 도 5까지와 같이 본 발명에 의한 차량 롤각 및 횡경사각, 횡속도의 추정치는 실측치와 거의 다름이 없음을 알 수 있다.FIG. 3 is a graph showing a vehicle roll angle estimation test result according to the present invention, and FIG. 4 is a graph showing a vehicle bank angle estimation test result according to the present invention. 5 is a graph showing the experimental results of the vehicle lateral velocity estimation according to the present invention. As shown in FIGS. 3 to 5, the vehicle roll angle, the lateral inclination angle, and the lateral velocity according to the present invention are almost different from actual values. It can be seen that there is no.

도 1은 본 발명의 차량 횡속도 추정 시스템의 구성 블록선도1 is a block diagram of a configuration of a vehicle lateral velocity estimation system of the present invention;

도 2는 본 발명의 타이어 코너링 강성 (Cf, Cr) 추정 시스템 구성 블록선도Figure 2 is a block diagram of the configuration of the tire cornering stiffness (Cf, Cr) estimation system of the present invention

도 3은 본 발명에 의한 차량 롤각(Roll Angle) 추정 실험 결과를 나타낸 그래프3 is a graph showing the results of the vehicle roll angle estimation experiment according to the present invention

도 4는 본 발명에 의한 차량 횡경사각(Road Bank Angle) 추정 실험 결과를 나타낸 그래프Figure 4 is a graph showing the experimental results of the road bank angle (Road Bank Angle) estimation according to the present invention

도 5는 본 발명에 의한 차량 횡속도 추정 실험 결과를 나타낸 그래프5 is a graph showing the experimental results of the vehicle lateral velocity estimation according to the present invention

Claims (4)

횡G센서 출력과 차량 롤모션 모델을 통해 롤각을 추정하는 롤각 추정부; 횡가속도 검출부에서 검출한 차량 횡가속도와 요레이트 검출부에서 검출한 요레이트를 입력으로 하여 2자유도 차량모델을 통해 전후 타이어 횡력을 계산하는 전륜 횡력 추정부 및 후륜 횡력 추정부; 센서 기구학과 차량모델의 적절한 결합을 통해(β소거법) 적응 파라미터 추정기법을 통해 전후 코너링강성 추정하는 전륜 코너링 강성(Cf)추정부 및 후륜 코너링강성(Cr) 추정부; 전후륜 타이어 관계식과 요레이트 에러에 기반한 웨이팅함수를 사용하여 차량 횡속도를 추정하는 횡속도 추정부; 상기 횡속도 측정부에서 추정된 횡속도와 차량 횡가속도식을 사용하여 도로 횡경사각을 추정하는 도로 횡경사각 추정부;를 구비하는 것을 특징으로 하는 차량의 안정성 제어장치.A roll angle estimator for estimating a roll angle through a lateral G sensor output and a vehicle roll motion model; A front wheel lateral force estimating unit and a rear wheel lateral force estimating unit for calculating front and rear tire lateral force through a two-degree-of-freedom vehicle model by inputting the vehicle lateral acceleration detected by the lateral acceleration detector and the yaw rate detected by the yaw rate detector; A front wheel cornering stiffness (Cf) estimation and rear wheel cornering stiffness (Cr) estimator for estimating front and rear cornering stiffness through adaptive parameter estimation techniques through proper combination of sensor kinematics and vehicle model; A lateral speed estimator for estimating vehicle lateral speed using a weighting function based on a front wheel tire relation equation and a yaw rate error; And a road transverse tilt angle estimator for estimating a road transverse tilt angle using the transverse speed estimated by the transverse speed measurer and the vehicle transverse acceleration equation. 차량의 횡방향 하중변화, 노면마찰계수 및 타이어 횡슬립에 의해 끊임없이 변화하는 전/후 코너링 강성(Cf, Cr) 변화를 추정하고, 차량 횡가속도를 계측하는 횡G센서에 오프셋으로 영향을 미치는 차량 롤모션과 도로 횡경사각을 적절히 보상하는 것을 특징으로 하는 차량의 안정성 제어방법.Vehicles affecting the transverse G-sensor, which measures the transverse acceleration, by estimating changes in the front and rear cornering stiffness (Cf, Cr) that are constantly changing due to the vehicle's lateral load change, road friction coefficient, and tire lateral slip. A method for controlling stability of a vehicle, characterized by appropriately compensating for roll motion and road lateral inclination. 제2항에 있어서, 요레이트 에러를 줄이는 방향으로 전/후 코너링 강성을 업데이트 하는 실시간 추정기법을 사용하고, 차량 횡G센서 출력과 차량 롤 모델을 사용하여 롤각 추정기법을 사용하여 이를 보상한 차량 횡가속도 성분을 추출하며, 기 추정된 전/후 코너링 강성과 롤이 보상된 차량 횡가속도값 그리고 2자유도 차량 횡동역학 모델을 사용하여 차량 횡속도를 추정하는 것을 특징으로 하는 차량의 안정성 제어방법.The vehicle according to claim 2, wherein a vehicle using a real-time estimating technique for updating front and rear cornering stiffness in a direction of reducing yaw rate error, and using a roll angle estimating technique using a vehicle lateral G sensor output and a vehicle roll model, is used. A method for controlling stability of a vehicle, comprising extracting lateral acceleration components and estimating vehicle lateral speeds using estimated front / rear cornering stiffness, roll-compensated vehicle lateral acceleration values, and two degree of freedom vehicle lateral dynamics model. . 제2항에 있어서, 언더스티어 및 오버스티어 상황에서 보다 정확한 한쪽의 타이어 횡력식에서 근거한 횡속도에 가중치를 주는 것을 특징으로 하는 차량의 안정성 제어방법.3. The stability control method of a vehicle according to claim 2, wherein a weight is given to the lateral speed based on one tire lateral force formula which is more accurate in understeer and oversteer situations.
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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20130132149A (en) * 2012-05-25 2013-12-04 현대모비스 주식회사 Apparatus and method for control of wheel
KR20170047042A (en) * 2015-10-22 2017-05-04 현대자동차주식회사 Estimation device of lateral slip for vehicle
KR20180067042A (en) * 2016-12-12 2018-06-20 현대오트론 주식회사 Apparatus and method for controlling the vehicle on a bank by detecting a road bank angle.
CN112046491A (en) * 2020-08-19 2020-12-08 福瑞泰克智能系统有限公司 Method and device for estimating cornering stiffness of wheel, vehicle and readable storage medium

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20130132149A (en) * 2012-05-25 2013-12-04 현대모비스 주식회사 Apparatus and method for control of wheel
KR20170047042A (en) * 2015-10-22 2017-05-04 현대자동차주식회사 Estimation device of lateral slip for vehicle
KR20180067042A (en) * 2016-12-12 2018-06-20 현대오트론 주식회사 Apparatus and method for controlling the vehicle on a bank by detecting a road bank angle.
CN112046491A (en) * 2020-08-19 2020-12-08 福瑞泰克智能系统有限公司 Method and device for estimating cornering stiffness of wheel, vehicle and readable storage medium

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