KR20140031524A - Apparatus and method for electronic stability controlling - Google Patents

Apparatus and method for electronic stability controlling Download PDF

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Publication number
KR20140031524A
KR20140031524A KR1020120097413A KR20120097413A KR20140031524A KR 20140031524 A KR20140031524 A KR 20140031524A KR 1020120097413 A KR1020120097413 A KR 1020120097413A KR 20120097413 A KR20120097413 A KR 20120097413A KR 20140031524 A KR20140031524 A KR 20140031524A
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KR
South Korea
Prior art keywords
vehicle
vehicle body
lateral acceleration
height
controlling
Prior art date
Application number
KR1020120097413A
Other languages
Korean (ko)
Inventor
김유태
Original Assignee
주식회사 만도
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Filing date
Publication date
Application filed by 주식회사 만도 filed Critical 주식회사 만도
Priority to KR1020120097413A priority Critical patent/KR20140031524A/en
Publication of KR20140031524A publication Critical patent/KR20140031524A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/027—Mechanical springs regulated by fluid means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The present invention relates to a device and a method for vehicle dynamic control, enabling safe driving of a vehicle. The device for vehicle dynamic control according to one embodiment of the present invention includes a suspension spring, a lift for adjusting vehicle height, a yaw rate sensor for detecting a yaw rate, a lateral acceleration sensor for detecting the lateral acceleration of a vehicle, and a control unit which determines inertial force that acts in the vehicle in accordance with the detected yaw rate and lateral acceleration, adjusts pressure by controlling the suspension spring according to the determined inertial force, and adjusts vehicle height by controlling the lift. [Reference numerals] (60) ESC controller; (91) Actuator

Description

Vehicle attitude control device and method {APPARATUS AND METHOD FOR ELECTRONIC STABILITY CONTROLLING}

The present invention relates to a vehicle attitude control apparatus and method for enabling safe driving of a vehicle.

In general, an electronic stability control (ESC device) mounted on a vehicle can control the wheel appropriately in a dangerous situation where the tire reaches a limit of contact while driving the vehicle, thereby moving the vehicle in the desired direction. Device.

The ESC system is a spin-out phenomenon that loses vehicle stability due to a sharp decrease in turning radius due to undesired increase in yaw rate, which occurs when the contact limit between the tire and the road surface first reaches the rear wheel of the vehicle. In oversteer and front wheels, the vehicle is controlled by a different vehicle attitude control during the understeer, which is a drift phenomenon when the vehicle is pushed outward from the desired driving course. Exercise in the direction you want.

On the other hand, when the vehicle is turning or suddenly decelerating or accelerating, the inertial force in various directions is applied to the vehicle body. In this way, the inertial force in various directions acting on the vehicle body causes the vehicle to deviate from the driving path and to slide in a direction that the driver does not want.

An object of the present invention is to provide a vehicle attitude control apparatus and method for enabling safe driving of a vehicle by applying a counter force against the inertia force acting on the vehicle body.

In order to achieve the above object, the vehicle attitude control apparatus according to an embodiment of the present invention, the suspension spring, the lift to adjust the height of the vehicle body, the turning speed sensor for detecting the turning speed of the vehicle, detecting the lateral acceleration of the vehicle Determine the inertial force acting on the vehicle according to the detected rotational speed and the lateral acceleration, and control the suspension spring according to the determined inertial force to adjust the pressure and control the lift to It includes a control unit for adjusting the height.

In addition, the suspension spring and the lift are mounted on each wheel of the vehicle and independently controlled by the controller.

In addition, the control unit is in the same direction as the inertial force acting on the vehicle body

The height of the body is increased so that an opposing force against the inertia force is applied to the body.

Vehicle attitude control method according to an embodiment of the present invention detects the turning speed of the vehicle, detecting the lateral acceleration of the vehicle, determining the inertial force acting on the vehicle body according to the detected turning speed and the lateral acceleration And adjusting the pressure by controlling a suspension spring mounted on each wheel of the vehicle according to the determined inertial force, and adjusting the height of the vehicle body by controlling a lift mounted on each wheel of the vehicle.

In addition, adjusting the height of the vehicle body, the inertial force acting on the vehicle body and

The height of the vehicle body is increased in the same direction so that an opposing force against the inertia force is applied to the vehicle body.

According to the present invention, it is possible to increase the height of the vehicle body in the same direction as the inertia force acting on the vehicle body, thereby enabling safe driving of the vehicle by applying a counter force against the inertia force to the vehicle body.

1 is a view schematically showing the configuration of a vehicle attitude control apparatus according to an embodiment of the present invention.
2 is a view schematically showing the configuration of a suspension device connected to a vehicle attitude control device according to an embodiment of the present invention.
3 is a view for explaining the application of an opposing force against the inertia force acting on the vehicle body to the vehicle body in the vehicle attitude control apparatus according to an embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings will be described embodiments of the present invention;

1 is a view schematically showing the configuration of a vehicle attitude control apparatus according to an embodiment of the present invention.

Referring to FIG. 1, an ESC device according to an embodiment of the present invention includes a steering angle sensor 10, a vehicle speed sensor 20, a turning speed sensor 30, a lateral acceleration sensor 40, a brake pressure sensor 50, ESC controller 60, brake control unit 70 and engine control unit 80 is included.

The steering angle sensor 10 detects the steering angle size of the steering wheel during steering, and the vehicle speed sensor 20 is installed on each of a plurality of wheels (for example, four) to detect the vehicle speed.

The turning speed sensor 30 detects the yaw rate of the vehicle, the lateral acceleration sensor 40 detects the lateral acceleration Ax of the vehicle, and the brake pressure sensor 50 detects the master pressure.

The ESC controller 60 receives signals detected from the steering angle sensor 10, the vehicle speed sensor 20, the revolution speed sensor 30, the lateral acceleration sensor 40, and the brake pressure sensor 50, and the vehicle situation is over. It is determined whether it is a steer or an understeer, and the brake control unit 70 and the engine control unit 80 for controlling the braking pressure and the engine torque of each wheel are controlled so that the reference momentum setting unit 61 and the vehicle momentum measuring unit ( 62), an exercise amount error calculation unit 63, a road surface determination unit 64, an understeer / oversteer determination unit 65 and an understeer / oversteer control unit 66.

The reference momentum setting unit 61 sets a stable reference value representing the trajectory of the vehicle desired by the driver from the vehicle model by using the steering angle and the vehicle speed detected by the steering angle sensor 10 and the vehicle speed sensor 20. In addition, the stability reference, which represents the trajectory of the vehicle, can be represented by the turning speed, which is determined from the steering angle and the vehicle speed based on the basic vehicle dynamics.

The vehicle momentum measuring unit 62 measures the actual vehicle momentum through values detected from the steering angle sensor 10, the vehicle speed sensor 20, the turning speed sensor 30, the lateral acceleration sensor 40, and the brake pressure sensor 50. In addition, the momentum error calculation unit 63 compares the actual reference value measured by the vehicle momentum measurement unit 62 with the stable reference value set by the reference momentum setting unit 61 to determine the difference between the vehicle momentum and the stability reference value, that is, the momentum error. To calculate.

The road surface determination unit 64 determines the state of the road surface on which the vehicle travels, that is, the friction coefficient between the tire and the road surface and the side slip angle using the magnitude of the lateral acceleration detected by the lateral acceleration sensor 40. do.

The understeer / oversteer determining unit 65 determines whether the state of the vehicle is understeer by using the momentum difference calculated by the momentum error calculating unit 63 and the road friction coefficient determined by the road surface determination unit 64. Determine if it is oversteer.

The understeer / oversteer control unit 66 may cooperatively control the brake control unit 70, the engine torque control unit 80 alone or the ABS control block 71 and the TCS control block 81 according to the understeer or oversteer. By controlling the braking force or the engine driving force to secure the stability, in accordance with the magnitude of the turning speed and the lateral acceleration estimated from the sensors 10 and 20 of the vehicle to limit the turning speed, which is a criterion for determining vehicle stability in the vehicle stability control system. Judging the road surface, the timing and size of the turning speed limit is decided.

In addition, the understeer / oversteer control unit 66 controls the braking device of the front wheel when the oversteer phenomenon occurs because the rear wheel first reaches the adhesion limit between the tire and the road surface according to the determination of the understeer / oversteer determining unit 65. This reduces the turning moment caused by the front wheels. On the contrary, when the front wheel first reaches the adhesion limit between the tire and the road surface and the understeer phenomenon occurs, the rear wheel is controlled to move the vehicle in the desired trajectory. When the road friction coefficient is changed, more severe oversteering phenomenon may occur. In this case, when the difference between the vehicle momentum and the stabilization reference value increases by a change rate more than the prescribed value, the rear wheel outside wheel is also controlled to secure vehicle stability.

In addition, the understeer / oversteer control unit 66 minimizes rocking of the vehicle due to excessive braking force by reducing the driving force caused by the engine when the braking force is insufficient for optimum stability and riding comfort. The required driving force reduction is achieved through controller area network (CAN) communication with the engine ECU.

The brake controller 70 controls the brake hydraulic pressure supplied to the wheel cylinder according to the brake signal output from the ESC controller 60 to cooperatively control the ABS control block 71 to generate a brake pressure so as to secure the stability of the vehicle. The engine controller 80 controls the engine torque according to the engine control signal output from the ESC controller 60 to cooperatively control the driving force of the engine by cooperatively controlling the TCS control block 81 to secure the maximum stability of the vehicle.

2 is a view schematically showing the configuration of a suspension device connected to a vehicle attitude control device according to an embodiment of the present invention.

2, a suspension device 90 connected to a vehicle attitude control device according to an embodiment of the present invention includes an actuator 91, a plurality of lifts 92, 93, 94, 95, and a plurality of suspension springs 96. , 97, 98, 99). In addition, the suspension device 90 may be connected to the ESC controller 60 by CAN communication.

The actuator 91 is driven to adjust the height of the vehicle, and may be configured as a solenoid valve. The actuator 91 performs the opening and closing operation of the solenoid valve in accordance with the control signal transmitted from the ESC controller 60. The actuator 91 is mounted to correspond to each lift 92, 93, 94, 95 to be described later, and can operate each lift 92, 93, 94, 95 independently. In the same manner, the actuator 91 is mounted to correspond to each suspension spring 96, 97, 98, 99 to be described later, and can independently adjust the internal pressure of each suspension spring 96, 97, 98, 99. .

The plurality of lifts 92, 93, 94, and 95 are front wheel side lifts 92 and 94 installed near the left and right front wheels FL and FR and rear wheels installed near the left and right rear wheels RL and RR. Side lifts 93, 95. The plurality of lifts 92, 93, 94, 95 are controlled by the actuator 91 to adjust the height of the vehicle body from the axle as the vehicle's garage.

Suspension springs 96, 97, 98 and 99 are composed of front wheel left and right springs 96 and 98 and rear wheel left and right springs 97 and 99. The suspension springs 96, 97, 98, 99 are controlled by the actuator 91 to adjust the internal hydraulic pressure or pneumatic pressure in accordance with the opening / closing operation of the solenoid valve of the actuator 91.

In the embodiment of the present invention, the actuator 91 adjusts the hydraulic pressure or pneumatic pressure of the suspension spring (96, 97, 98, 99) according to the control signal of the ESC controller 60, so that various shocks transmitted from the ground to the vehicle body Absorbed to ensure the body's stability. In addition, the actuator 91 controls the plurality of lifts 92, 93, 94, 95 according to the control signal of the ESC controller 60 to adjust the height of the vehicle body.

The ESC controller 60 adjusts the pressure adjustment value and the lift of the suspension springs 96, 97, 98, and 99 according to the lateral acceleration detected from the lateral acceleration sensor 40 and the yaw rate detected from the revolution speed sensor. 92, 93, 94, 95 determines the height adjustment value of the vehicle body and transmits a control signal to the actuator (91).

3 is a view for explaining the application of an opposing force against the inertia force acting on the vehicle body to the vehicle body in the vehicle attitude control apparatus according to an embodiment of the present invention.

Referring to FIG. 3, when the vehicle suddenly turns, an inertial force acts on the vehicle body 100 in a direction opposite to the turning direction of the vehicle. For example, when the vehicle turns to the left, an inertial force that prevents the vehicle from running in the right direction perpendicular to the driving direction of the vehicle is applied. In this way, the inertial force acting on the vehicle body 100 changes the safety state of the vehicle.

At this time, the vehicle attitude control apparatus according to an embodiment of the present invention applies an opposing force opposed to the inertial force to the vehicle body 100 so as to reduce the change in the safety state of the vehicle. Here, the counter force means the gravity induced in the opposite direction to the inertia force by changing the height of the vehicle body (100). That is, the counter force can be applied to the vehicle body by increasing the height of the vehicle body 100 in the same direction as the inertia force acting on the vehicle body 100.

For example, when the vehicle turns to the left, the inertial force acts in the right direction of the vehicle body 100, and the ESC controller 60 detects the lateral acceleration and the turning speed sensor detected from the lateral acceleration sensor 40. The magnitude and direction of the inertia force can be calculated from the yaw rate. The ESC controller 60 may transmit a control signal for increasing the right height of the vehicle body 100 to the actuator 91 to maintain the safety state of the vehicle.

Claims (5)

Suspension springs;
A lift to adjust the height of the body;
A revolution speed sensor for detecting a revolution speed of the vehicle;
A lateral acceleration sensor for detecting lateral acceleration of the vehicle; And
A controller for determining an inertial force acting on the vehicle according to the detected turning speed and lateral acceleration, controlling the suspension spring according to the determined inertia force, adjusting pressure and controlling the lift to adjust the height of the vehicle body; And the vehicle position control device.
The method of claim 1, wherein the suspension spring and the lift,
Vehicle attitude control device mounted on each wheel of the vehicle and controlled independently by the control unit.
3. The apparatus of claim 2,
And increasing the height of the vehicle body in the same direction as the inertia force acting on the vehicle body such that an opposing force opposed to the inertia force is applied to the vehicle body.
Detecting a turning speed of the vehicle;
Detecting lateral acceleration of the vehicle;
Determining an inertial force acting on the vehicle body according to the detected turning speed and lateral acceleration; And
Controlling pressure by controlling a suspension spring mounted on each wheel of the vehicle according to the determined inertial force, and adjusting a height of the vehicle body by controlling a lift mounted on each wheel of the vehicle; And controlling the vehicle attitude.
The method of claim 4, wherein adjusting the height of the vehicle body comprises:
And increasing the height of the vehicle body in the same direction as the inertia force acting on the vehicle body such that an opposing force opposed to the inertia force is applied to the vehicle body.
KR1020120097413A 2012-09-04 2012-09-04 Apparatus and method for electronic stability controlling KR20140031524A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020120097413A KR20140031524A (en) 2012-09-04 2012-09-04 Apparatus and method for electronic stability controlling

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Application Number Priority Date Filing Date Title
KR1020120097413A KR20140031524A (en) 2012-09-04 2012-09-04 Apparatus and method for electronic stability controlling

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10124780B2 (en) 2016-03-08 2018-11-13 Hyundai Motor Company Method for controlling counter steering of vehicle during ABS braking

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10124780B2 (en) 2016-03-08 2018-11-13 Hyundai Motor Company Method for controlling counter steering of vehicle during ABS braking

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