KR20150022253A - Integrated control system of vehicle and contolling method of the same - Google Patents

Integrated control system of vehicle and contolling method of the same Download PDF

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Publication number
KR20150022253A
KR20150022253A KR20130099858A KR20130099858A KR20150022253A KR 20150022253 A KR20150022253 A KR 20150022253A KR 20130099858 A KR20130099858 A KR 20130099858A KR 20130099858 A KR20130099858 A KR 20130099858A KR 20150022253 A KR20150022253 A KR 20150022253A
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KR
South Korea
Prior art keywords
sensor
wheel
pressure
target
yaw rate
Prior art date
Application number
KR20130099858A
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Korean (ko)
Inventor
황정엽
Original Assignee
주식회사 만도
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Application filed by 주식회사 만도 filed Critical 주식회사 만도
Priority to KR20130099858A priority Critical patent/KR20150022253A/en
Publication of KR20150022253A publication Critical patent/KR20150022253A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/03—Vehicle yaw rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/08—Coordination of integrated systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/30—Sensors
    • B60Y2400/303—Speed sensors
    • B60Y2400/3032—Wheel speed sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/30—Sensors
    • B60Y2400/306—Pressure sensors

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

The present invention relates to an integrated control system capable of accurately controlling a pressure value provided to a target wheel, using a pressure sensor in an AHB, and a control method thereof. According to an embodiment of the present invention, the integrated control system comprises a steering angle sensor which measures a steering angle by being installed in a vehicle: a vehicle speed sensor which measures the speed of the vehicle; a yaw rate sensor which measures the yaw rate of the vehicle; an AHB pressure sensor which measures the pressure applied to a brake pedal; and an electronic control unit which calculates a moment through the yaw rate calculated by using the vehicle speed and the steering angle measured by the steering angle sensor and the vehicle speed sensor and through the yaw rate measured by the yaw rate sensor, generates a target pressure value based on the calculated moment, the vehicle speed measured from the vehicle speed sensor, a road surface friction coefficient, and a slip amount, and determines a pressure value reflected to the target wheel through the pressure value measured from the generated target pressure value and the pressure value measured by the AHB pressure sensor.

Description

[0001] INTEGRATED CONTROL SYSTEM OF VEHICLE AND CONTROLLING METHOD OF THE SAME [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an integrated control system and a control method thereof, and more particularly, to an integrated control system that can precisely control a pressure value supplied to a target wheel using a pressure sensor in an AHB .

The AHB (Active Hydraulic Boost) system is designed to detect the desired motion of the driver and generate the target pressure, and the actual pressure to follow the target pressure using the pressure sensor in the circuit. The AHB system is in a state where a number of applications such as Korean Patent Laid-Open Publication No. 2012-0130389 are filed.

The ESC (Electronic Stability Control) system is a system that uses the yaw sensor to determine the unstable condition of the vehicle and to secure the stability of the vehicle by controlling the amount of brake on each wheel. The above-described ESC system has been filed in many cases, such as Korean Patent Laid-Open Publication No. 1998-060550. At this time, if the pressure of the wheel that is the target of the ESC control can be known accurately, it is possible to control with the accurate control amount.

The conventional AHB system including the patent makes a pressure higher than a certain level in the ESC state, and the ESC system including the patent makes the control amount enough to independently drive the wheel valve to attain the vehicle posture.

That is, in the related art, since the AHB system and the ESC system operate independently, frequent valve driving is required in order to follow the amount of brake supplied to the wheel, and valve noise is generated. Therefore, the estimation control is performed not the precise control.

Therefore, the AHB system and the ESC system are integrated by hardware and software to calculate the appropriate target pressure in the ESC system using the AHB pressure sensor, and the AHB system produces the control pressure value from the actual wheel, there is a need for an integrated control system capable of reducing noise and improving ESC control performance.

[Patent Document 1] Korean Patent Laid-Open Publication No. 2012-0130389 Vehicle active hydraulic boost system and control method thereof (Mando Co., Ltd.) 2012.12.03 [Patent Document 2] Korean Patent Laid-Open Publication No. 1998-060550 Vehicle Stability Control Method (Mando Machinery Co., Ltd. and others) 1998.10.07

It is an object of the present invention to integrate the AHB system and the ESC system in hardware and software to calculate an appropriate target pressure in the ESC system using the pressure sensor of the AHB, Thereby reducing valve noise caused by the ESC control and improving the ESC control performance, and a control method thereof.

According to an aspect of the present invention, there is provided a steering angle sensor for detecting a steering angle of a vehicle installed in a vehicle. A wheel speed sensor for measuring a wheel speed of the vehicle; A yaw rate sensor for measuring a yaw rate of the vehicle; A pressure sensor of an AHB installed in a hydraulic line provided in a brake actuator unit for generating a target braking force corresponding to a pressing force of the brake pedal and measuring a pressure flowing through the hydraulic line; And calculating a moment through a yaw rate calculated using the steering angle and the wheel speed measured from the steering angle sensor and the wheel speed sensor and a yaw rate measured from the yaw rate sensor and calculating a moment based on the calculated moment, An electronic control unit for generating a target pressure value based on the road surface friction coefficient and slip amount and determining a pressure value to be reflected on the target wheel through the generated target pressure value and the pressure value measured from the pressure sensor of the AHB And an integrated control system.

Preferably, the electronic control unit closes a valve of a wheel other than the target wheel and determines an input value to be reflected on the target wheel.

The electronic control unit may include compensating a pressure value to be reflected on the target wheel based on the modeling information previously set for the wheel speed, the road surface condition, and the slip amount of the wheel measured by the wheel speed sensor.

According to another embodiment of the present invention, there is also provided a method of controlling a vehicle comprising the steps of: receiving a steering angle, a wheel speed, a yaw rate and a pressure measured from a steering angle sensor, a wheel speed sensor, a yaw rate sensor and a pressure sensor of an AHB installed in a vehicle; Calculating a yaw rate using the steering angle and the wheel speed received by the receiving step, and calculating a moment through the calculated yaw rate and the yaw rate received by the receiving step; And a target pressure value is generated based on the calculated moment, the received wheel speed, the road surface friction coefficient, and the slip amount, and is reflected on the target wheel through the generated target pressure value and the pressure value measured from the pressure sensor of the AHB The method comprising the steps of: determining a pressure value; and determining a pressure value.

Preferably, the determining step closes a valve of a wheel other than the target wheel and determines an input value to be reflected on the target wheel.

Preferably, the determining step includes compensating a pressure value to be reflected on the target wheel based on the modeling information previously set for each of the wheel speed, the road surface condition, and the wheel slip amount measured by the wheel speed sensor.

According to the embodiment of the present invention, the AHB system and the ESC system are integrated by hardware and software to calculate an appropriate target pressure in the ESC system using the pressure sensor of the AHB, and the AHB system produces the control pressure value in the actual wheel, It is possible to reduce the valve noise due to the driving and improve the ESC control performance.

1 is a view for explaining an integrated control system according to an embodiment of the present invention;
Fig. 2 is a view for explaining the brake actuator unit shown in Fig. 1,
3 is an operational flowchart for explaining a control method of an integrated control system according to an embodiment of the present invention, and
FIG. 4 is a graph showing a pressure value transmitted to a target wheel by applying the integrated control system according to an embodiment of the present invention. FIG.

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

1 is a view for explaining an integrated control system according to an embodiment of the present invention.

1, the integrated control system according to the embodiment of the present invention includes wheels 5 (FL, FR, RL, RR), steering angle sensor 11, wheel speed sensor 12, A pressure sensor 14 in the AHB, an electronic control unit 15, a brake actuator unit 16 and a pressure source 18 for supplying pressure to the brake actuator unit 16, do.

The steering angle sensor 11 measures the steering input angle in accordance with the steering operation of the vehicle. The steering angle measured by the steering angle sensor 11 is transmitted to the electronic control unit 15. [

A wheel speed sensor 12 measures the vehicle's wheel speed. The measured vehicle speed is transmitted to the electronic control unit 15. [

The yaw rate sensor 13 measures the speed at which the rotational angle (yaw angle) changes around a vertical line passing through the center of the vehicle. The measured yaw rate is transmitted to the electronic control unit 15.

The pressure sensor 14 in the AHB measures the pressure flowing in the hydraulic line provided in the brake actuator unit 16 so that the target braking force corresponding to the pressure of the brake pedal is generated. The measured pressure value is transmitted to the electronic control unit 15.

Referring to FIG. 2, the brake actuator unit 16 is supplied with pressure from the pressure supply source 16 to generate a target braking force corresponding to the pressing force of the brake pedal 16a. The brake actuator unit 16 includes a hydraulic oil reservoir 162 coupled to the upper portion of the wheel cylinder for storing hydraulic fluid, a plurality of solenoid valves (not shown), a hydraulic line L Is installed.

The brake actuator unit 16 receives a pressure from the pressure supply source 18 and opens a solenoid valve (not shown) in the hydraulic line L connected to the target wheel to generate a target The solenoid valves connected to the target wheel are adjusted based on the pressure received from the pressure sensor 14 provided on the hydraulic line L to be adjusted to the control pressure value. Here, the control pressure value refers to the pressure value to be reflected on the actual target wheel through the target pressure value generated through the moment, the wheel speed, the road surface friction coefficient and the slip amount, and the pressure value measured from the pressure sensor 14. [

The brake actuator unit 16 is connected to the wheel cylinder and the wheel brake for outputting the braking force.

The electronic control unit 15 calculates the moment via the yaw rate calculated using the steering angle and the wheel speed measured from the steering angle sensor 11 and the wheel speed sensor 12 and the yaw rate measured from the yaw rate sensor 13, The target pressure value is generated through the calculated moment, the wheel speed, the road surface friction coefficient, and the slip amount, and the pressure value to be reflected on the target wheel is determined through the generated target pressure value and the pressure value measured from the pressure sensor 14 in the AHB .

Since the determined pressure value is a control pressure value applied to the target wheel, the electronic control unit 15 can not reflect all the environmental conditions by only the pressure value, and therefore, the electronic control unit 15 uses the wheel speed and the estimated road surface friction coefficient, Lt; / RTI >

Further, when the slip occurs in the target wheel, the electronic control unit 15 compensates the slip amount according to the amount of slip since the longitudinal force of the wheel changes according to the slip amount.

Here, the coefficient of road friction can be obtained by using the load applied to each wheel and the longitudinal force. When the vehicle is moving, the deceleration and the height from each wheel to the center of the vehicle are compensated for. Here, the load applied to each wheel is obtained by using the length between the front and rear wheels. The longitudinal force can be obtained by using the braking torque obtained by using the drive torque and the brake pressure obtained through a drive line such as an engine and the longitudinal force when the slip starts to occur. The drive torque is stored in the memory 155 as a result of experience for each gear ratio or engine RPM. Since the longitudinal force is calculated by multiplying the road surface friction coefficient by the wheel load, the road surface friction coefficient is also calculated since the longitudinal force and the wheel load are calculated. The calculated road surface friction coefficient can compensate the control pressure applied to the target according to the road surface friction coefficient when slip occurs before the target pressure reaches the target pressure based on the moment determined by the moment.

The amount of slip is calculated using moment and road friction coefficient. Whether slip has occurred can be determined by the speed of the target wheel relative to the vehicle speed calculated using the four-wheel speed. Also, the control pressure can be compensated according to the target pressure determined by the calculated moment and the current slip amount generated according to the target slip.

The electronic control unit 15 generates a control pressure value finally applied to the target wheel through such compensation and provides it to the brake actuator unit 16. Accordingly, the target wheel can be directly controlled by the supplied pressure value, and the wheel valve can be closed for the wheel that is excluded from the remaining target, thereby preventing the pressure from rising.

Here, assuming that the vehicle is steered to the left, the electronic control unit 15 determines that the target wheel is determined to be the right front wheel to turn the vehicle to the right in the oversteer condition, The rear wheel determines the target wheel. Further, when the limit of the control pressure value is exceeded, the electronic control unit 15 transmits the determined limit to the determined wheel, and the target wheel is determined so that the remaining surplus control pressure value is transmitted to the other wheel in the same direction. For example, assuming that the vehicle is in an oversteer condition and the limit of the control pressure value is 50, for example, if the control pressure value is 70, 50 bar is transmitted to the right front wheel and 20 bar is a valid value. The amount of pressure to be delivered to the target wheel and the target wheel, respectively, is determined.

More specifically, the electronic control unit 15 includes a receiving unit 151, a calculating unit 152, a generating unit 153, a determining unit 154, and a memory 155. [

The receiving unit 151 receives the steering angle, the wheel speed, the yaw rate, and the pressure value flowing through the hydraulic line L from the steering angle sensor 11, the wheel speed sensor 12, the yaw rate sensor 13 and the pressure sensor 14 in the AHB Lt; / RTI >

The calculation unit 152 calculates the yaw rate using the steering angle and the wheel speed received through the receiving unit 151. [

The calculation unit 152 also calculates the moment using the calculated yaw rate and the yaw rate measured from the yaw rate sensor 13. [

The generation unit 153 generates a target pressure value to be applied to the target wheel based on the moment calculated by the calculation unit 152, the wheel speed measured from the wheel speed sensor 12, the road surface friction coefficient, and the slip amount.

The determining unit 154 determines the actual control pressure value to be applied to the target wheel through the target pressure value generated by the generating unit 153 and the pressure value measured from the pressure sensor 14 of the AHB.

The thus determined control pressure value is provided to the brake actuator unit 16 to control the braking force on the wheel.

A control method of the integrated control system having such a configuration will now be described with reference to FIG.

The electronic control unit 15 receives the steering angle, vehicle speed, yaw rate and pressure values measured from the steering angle sensor 11, the wheel speed sensor 12, the yaw rate sensor 13 and the pressure sensor 14 in the AHB (S11 ).

The electronic control unit 15 calculates the yaw rate using the received steering angle and the wheel speed (S13).

The electronic control unit 15 calculates the moment using the calculated yaw rate and the yaw rate measured from the yaw rate sensor 13 (S15). The electronic control unit 15 compares the calculated moment with the oversteer reference value or the understeer reference value to determine whether the vehicle is in an oversteer condition or an understeer condition. If the oversteer or understeer condition is not satisfied, the electronic control unit 15 ends the process without going through step S17, which will be described later. If the oversteer or understeer condition is satisfied, .

The electronic control unit 15 generates a target pressure value responsive to the brake pedal based on the calculated moment, the wheel speed measured by the wheel speed sensor 12, the estimated road surface friction coefficient, and the slip amount (S17) .

The electronic control unit 15 determines a control pressure value to be reflected on the target wheel through the generated target pressure value and the pressure value measured from the pressure sensor 14 in the AHB (S19).

The thus determined control pressure value is provided to the brake actuator unit 16 so as to control the braking of the target wheel based on the precisely calculated control pressure value, thereby improving the stability of the vehicle.

FIG. 4A is a graph showing the target pressure value calculated through the above-described step S17, FIG. 4B is a graph showing pressure values measured from the pressure sensor 14 in the AHB, 4 (c) is a graph showing the actual pressure value of the controlled target wheel, FIG. 4 (d) is a graph showing the driving on / off of the ESC as a flag, FIG. 4F is a graph showing on / off of a normally open type solenoid valve as a flag. FIG. 4F is a graph showing on / off of a normally closed type solenoid valve as a flag.

As shown in FIGS. 4 (b) and 4 (c), it can be seen that the actual wheel pressure and the pressure measured from the pressure sensor 14 in the AHB are substantially equal. In addition, since there is no drive of the wheel NO (Normal Open) / NC (Normal Close) valve, the noise due to driving of the valve can be eliminated.

The invention being thus described, it will be obvious that the same way may be varied in many ways. Such modifications are intended to be within the spirit and scope of the invention as defined by the appended claims.

11: Steering angle sensor 12: Wheel speed sensor
13: Yaw rate sensor 14: Pressure sensor in AHB
15: electronic control unit 151:
152: calculation unit 153:
154: Decision Unit 155: Memory
16: brake actuator unit 18: pressure source

Claims (6)

A steering angle sensor installed on the vehicle for measuring a steering angle;
A wheel speed sensor for measuring a wheel speed of the vehicle;
A yaw rate sensor for measuring a yaw rate of the vehicle;
A pressure sensor of an AHB installed in a hydraulic line provided in a brake actuator unit for generating a target braking force corresponding to a pressing force of the brake pedal and measuring a pressure flowing through the hydraulic line; And
Calculating a moment based on the yaw rate calculated using the steering angle and the wheel speed measured from the steering angle sensor and the wheel speed sensor and the yaw rate measured from the yaw rate sensor and calculating a moment based on the calculated moment, And an electronic control unit for generating a target pressure value based on the friction coefficient and the slip amount and determining a pressure value to be reflected on the target wheel through the generated target pressure value and the pressure value measured from the pressure sensor of the AHB Features integrated control system. The method according to claim 1,
The electronic control unit
Closes a valve of a wheel other than the target wheel and determines an input value to be reflected on the target wheel. The method according to claim 1,
Wherein the electronic control unit comprises compensating a pressure value to be reflected on the target wheel based on modeling information previously set for each of the wheel speed, the road surface condition and the wheel slip amount measured by the wheel speed sensor, system. Receiving steering angle, wheel speed, yaw rate and pressure measured from a steering angle sensor, a wheel speed sensor, a yaw rate sensor and a pressure sensor of an AHB installed in the vehicle;
Calculating a yaw rate using the steering angle and the wheel speed received by the receiving step, and calculating a moment through the calculated yaw rate and the yaw rate received by the receiving step; And
A target pressure value is generated based on the calculated moment, the received wheel speed, the road surface friction coefficient, and the slip amount, and a pressure to be reflected on the target wheel through the generated target pressure value and the pressure value measured from the pressure sensor of the AHB And determining a value of the value of the parameter. The method of claim 4,
The step of determining
Closing a valve of a wheel other than the target wheel and determining an input value to be reflected on the target wheel. The method of claim 4,
The step of determining
And compensating the pressure values to be reflected on the target wheel based on modeling information previously set for the wheel speed, the road surface condition, and the wheel slip amount measured by the wheel speed sensor, respectively .
KR20130099858A 2013-08-22 2013-08-22 Integrated control system of vehicle and contolling method of the same KR20150022253A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110979303A (en) * 2019-12-24 2020-04-10 大连理工大学 Method for deciding additional yaw moment of running vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110979303A (en) * 2019-12-24 2020-04-10 大连理工大学 Method for deciding additional yaw moment of running vehicle

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