KR20170024231A - A control method of car brake system in ramp - Google Patents

A control method of car brake system in ramp Download PDF

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Publication number
KR20170024231A
KR20170024231A KR1020150119101A KR20150119101A KR20170024231A KR 20170024231 A KR20170024231 A KR 20170024231A KR 1020150119101 A KR1020150119101 A KR 1020150119101A KR 20150119101 A KR20150119101 A KR 20150119101A KR 20170024231 A KR20170024231 A KR 20170024231A
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KR
South Korea
Prior art keywords
vehicle
torque value
motor torque
brake
ramp
Prior art date
Application number
KR1020150119101A
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Korean (ko)
Inventor
황성호
박기한
김예리
박찬용
송은비
육충완
조영제
한현민
Original Assignee
성균관대학교산학협력단
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Priority to KR1020150119101A priority Critical patent/KR20170024231A/en
Publication of KR20170024231A publication Critical patent/KR20170024231A/en

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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W40/076—Slope angle 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
    • B60W40/105—Speed
    • 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
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/50—Magnetic or electromagnetic sensors
    • B60W2420/503—Hall effect or magnetoresistive, i.e. active wheel speed sensors
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/09—Other types of propulsion units, e.g. fluid motors, or type not specified
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles

Abstract

The present invention relates to a method for controlling a brake of a vehicle on a slope. According to the present invention, the method for controlling a brake of a vehicle on a slope includes: (a) a step of sensing the speed of a vehicle; (b) a step of sensing the inclination of the vehicle; (c) a step of calculating a predetermined motor torque value required to start the vehicle on the slope having the inclination of the vehicle; (d) a step of sensing the motor torque value of the vehicle; and (e) a step of releasing the brake of the vehicle when the motor torque value of the vehicle is equal to or greater than the predetermined motor torque value. Therefore, the method for controlling a brake of a vehicle on a slope can prevent the vehicle from rolling backward or rattling in case the vehicle located on the slope starts.

Description

Technical Field [0001] The present invention relates to a method of controlling a vehicle brake in a ramp,

The present invention relates to a method of controlling a vehicle brake in a ramp, and more particularly, to a method of controlling a vehicle brake in a ramp in which a hybrid vehicle and an electric vehicle are stopped at a slope, Vehicle brake control method.

When the brake is applied to the vehicle, the clutch between the engine and the transmission is opened so that power is not transmitted to the transmission. When the brake is released, the clutch is transmitted to the transmission to transmit the power. At this time, when the vehicle is stopped from the ramp and restarted, when the vehicle is not powered by sufficient power, the vehicle is pushed backward.

In order to solve this problem, it is controlled through input signal such as vehicle speed, brake pedal, gear position, etc., so that the braking pressure is maintained to prevent the vehicle from being thrown, and when the driver's departure will be detected Assisted Hillside Oscillation Assist Device (EHS) was developed.

In the case of a hybrid electric vehicle, an idle stop is frequently generated, and when the vehicle is stopped after the stop, the vehicle is driven only by the drive motor without the clutch engagement. There is an EV mode that oscillates, causing jerking in the event of an idle stop after an idle stop. Therefore, the problem can not be solved by judging the release timing only by the clutch engagement signal.

On the other hand, the hybrid electric vehicle is equipped with a CAS (Creeping Aided System) to prevent the jamming phenomenon, so that the brake hydraulic pressure is maintained for a certain period of time independently of the driver's brake signal by operating the CAS for a certain period of time Thereby preventing the vehicle from being pushed backward.

However, in the case of a hybrid electric vehicle, the operating time of the CAS depends on the degree of inclination obtained from the inclination sensor, and the CAS operation time in the idle stop state is determined by the CAS operation time in the non- Respectively. However, in the idle stop state, since the engine is not started, the time at which the engine is transmitted to the drive shaft when the vehicle starts is as long as the engine start completion time.

Therefore, if the operating time of the CAS does not change depending on whether the engine is started or not, the CAS is unnecessarily operated for a long period of time when the engine is operated. Therefore, the CAS operation time It is short and can cause the phenomenon to be pushed out of the hill.

In order to solve such a problem, the prior art Patent Application No. 10-2011-0072733 discloses an invention of the prior art. In this conventional technology, an existing EHS system is applied to a hybrid electric vehicle to determine the operation state of the EHS system, The present invention relates to a control method for preventing sloping of a hybrid electric vehicle in which a departure delay and a backward jumping phenomenon do not occur in a hill road under running conditions of a hybrid electric vehicle. That is, the present invention relates to a method for releasing a braking force after a predetermined time when a driver operates an accelerator pedal.

However, in the prior art, there is a problem of jumping, jolt, or departure delay at the start of the vehicle. As a result, the driver feels uncomfortable with the apparatus, thereby preventing the apparatus from being used.

(Patent Document 1) KR1020110072733 A

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a method for controlling a vehicle brake in a ramp that can prevent jolting or rattling even when the vehicle is stopped in the ramp and then oscillated again.

It is another object of the present invention to provide a method for controlling a vehicle brake in a ramp that can obtain a minimum motor torque value at which no jerking occurs in the case of oscillation in a slope.

This object is achieved according to the invention by a method comprising the steps of: (a) sensing a vehicle speed of a vehicle; (b) sensing a tilt of the vehicle; (c) calculating a predetermined motor torque value required for the vehicle to travel on a ramp having a slope of the vehicle; (d) sensing a motor torque value of the vehicle; And (e) releasing the braking of the vehicle when the motor torque value is equal to or greater than the predetermined torque value.

(B) is performed when the vehicle speed of the vehicle is 0 km / h in the step (a), and (b1) when the inclination of the vehicle is greater than 0 after the step (b) It is preferable that the brake further comprises a step of operating the brake.

Here, the motor torque value of the vehicle is preferably sensed by the current sensor 200.

Here, the motor torque value of the vehicle is preferably calculated by the following equation.

Figure pat00001

Where I is the current value and T th is the motor torque value

Here, the vehicle speed of the vehicle is sensed by the Hall sensor 300, the inclination of the vehicle is sensed by the acceleration sensor 400, the inclination value of the vehicle is transmitted to the MCU 100, The motor torque value is preferably calculated by the MCU 100.

Here, it is preferable that the vehicle is a hybrid car or an electric car.

According to the present invention, there is provided a vehicle brake control method in a ramp capable of preventing a ramp and a rattling shape at the time of oscillation after the vehicle is stopped at the ramp.

Also, a method of controlling a vehicle brake in a ramp is provided that suggests a method that can obtain a minimum motor torque value required when a ramp is oscillated.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view showing a control system according to a method of controlling a vehicle brake in a ramp according to the present invention.
2 is a table showing empirical values according to a relationship between a current value and a motor torque value of a vehicle in a vehicle brake control method in a ramp according to the present invention,
3 is a flowchart for explaining a vehicle brake control method in a ramp according to the present invention.

Prior to the description, constituent elements having the same configuration are denoted by the same reference numerals in different embodiments, and explanations of configurations other than the representative embodiments in other embodiments will be provided.

Hereinafter, a vehicle brake control method in a ramp according to the present invention will be described in detail with reference to the accompanying drawings.

1. Components

The components of the control apparatus in the vehicle brake control method in the ramp according to the present invention will be described with reference to Figs. 1 and 2. Fig.

The "predetermined motor torque value" in the present invention refers to a minimum motor torque value required for the vehicle stopped in the ramp to oscillate forward, and the "motor torque value of the vehicle" refers to a torque value generated in the motor of the vehicle.

The control device for operating the vehicle brake control method in the ramp according to the present invention includes an MCU (Micro Controller Unit) 100, a current sensor 200, a hall sensor 300, an acceleration sensor 400, and a brake system .

The MCU controls the sensors 200, 300, 400 described above in order for the present invention to operate smoothly. The MCU receives the tilt value of the sensed vehicle through the acceleration sensor 400, which will be described later, from the acceleration sensor 400. The MCU receives the tilt value of the sensed vehicle from the acceleration sensor 400, Calculate the torque value.

The predetermined motor torque value calculated by the MCU is a reference torque value for judging whether the motor torque value of the actual vehicle is sufficient for the vehicle in the ramp to oscillate.

The vehicle speed, which is the speed of the vehicle, is judged by the hall sensor 300. The method of determining the vehicle speed by the Hall sensor 300 is well known to those of ordinary skill in the art, and a detailed description thereof will be omitted.

The sensed vehicle speed value from the Hall sensor 300 is input to the MCU.

The motor torque value of the vehicle is sensed by the current sensor 200. That is, the motor torque value of the vehicle is obtained by using the current value, and the current value is sensed by the current sensor 200.

The relationship between the current value and the torque value will be described with reference to FIG.

In order to obtain the motor torque value of the actual vehicle with the measured current value, the following Equation 1 is applied.

Figure pat00002

Here, Tact is a motor torque value of an actual vehicle, C is a constant, and I is a current value.

The constant C is obtained by comparing Equation 2 with the theoretical vehicle motor torque value.

Figure pat00003

Where T th is the motor torque value of the vehicle coming from the specification of the motor, R t is the radius of the wheel and F load is the external force. At this time, assuming that the motor torque value of the theoretical vehicle is equal to the motor torque value of the actual vehicle, the constant C can be obtained.

FIG. 2 shows the values of the current values of the motor of the vehicle measured at angles of 3 °, 5 ° and 6 ° in order to obtain the constant C. Equation 3 according to the trend line between the current value using the value shown in FIG. 3 and the motor torque value of the vehicle is as follows.

Figure pat00004

Accordingly, the motor torque value of the vehicle can be obtained from the current value sensed by the current sensor 200. [ The method for controlling the vehicle brakes in the ramp according to the present invention is a control method in which the brake is released only when the motor torque value of the vehicle calculated in Equation (3) above is equal to or higher than a predetermined motor torque value required for oscillation of the vehicle in the slope of the vehicle .

On the other hand, the function of the trend line between the current value and the motor torque value of the vehicle may be derived using the Taylor series.

2. Method description

A method of controlling a vehicle brake in a ramp according to the present invention will be described with reference to Fig.

S100: Step of judging whether or not the vehicle is stopped

The hall sensor 300 senses the vehicle speed. If the vehicle speed is not 0 km / h, the next step in the method of controlling the vehicle brakes in the ramp according to the present invention, that is, the step of sensing the inclination of the vehicle in the acceleration sensor 400, Only the step of sensing the vehicle speed is performed.

When the vehicle speed sensed by the Hall sensor 300 is 0 km / h, the acceleration sensor 400 proceeds to the step of sensing the inclination of the vehicle.

S200: Step of judging whether or not the vehicle is located in the ramp

When the vehicle speed is 0 km / h, the inclination of the vehicle is sensed by the acceleration sensor 400. If the tilt value of the vehicle is zero, the process returns to the step of determining the vehicle speed again.

If the inclination of the vehicle is 0 or more, the inclination value of the vehicle sensed by the acceleration sensor 400 is transmitted to the MCU. The brakes are activated by the MCU via the brake system according to the tilt value of the transmitted vehicle. Accordingly, when the vehicle is stopped on the ramp, the brake is automatically operated to prevent the vehicle from being pushed back.

If the slope of the vehicle is equal to or greater than 0, the slope value of the vehicle sensed by the acceleration sensor 400 is transmitted to the MCU, and the MCU calculates a predetermined motor torque value required to oscillate in the slope having the slope of the transmitted vehicle. The predetermined motor torque value calculated here becomes a reference torque value for judging whether the motor torque value of the vehicle is a motor torque value of the vehicle sufficient for the vehicle to oscillate in the ramp.

S400: Step of judging whether or not the motor torque value of the vehicle is a predetermined motor torque value

When the vehicle is moved by the user after the brake operation, the vehicle is pushed because the vehicle is oscillated while the brake is released and the vehicle is stopped in the ramp. In order to prevent this, the time at which the brake release timing is not the timing at which the user steps on the pedal but the time when the motor torque value of the vehicle after the pedal is depressed is equal to or higher than the predetermined motor torque value calculated by the MCU. Thereby, the phenomenon of the vehicle being pushed or the rattling phenomenon is not generated.

Whether or not the motor torque value of such a vehicle is equal to or higher than a predetermined motor torque value is determined by the MCU using the above-described equations by sensing the current value of the motor by the current sensor 200. [

When the motor torque value of the vehicle sensed by the current sensor 200 is lower than the predetermined motor torque value, the brake is not released and is kept in the continuously operated state, so that when the vehicle is oscillating in the ramp, It is possible to minimize flickering.

When the motor torque value of the vehicle becomes equal to or higher than a predetermined motor torque value as the user presses the pedal, the MCU releases the brake by controlling the brake system 500. The vehicle then advances to the torque value equal to or higher than the predetermined motor torque value can do.

It is needless to say that the technical features of the present invention described above can be applied not only to a hybrid vehicle or an electric car, but also to an automobile using general liquid fuel.

The scope of the present invention is not limited to the above-described embodiments, but may be embodied in various forms of embodiments within the scope of the appended claims. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims.

100: MCU
200: Current sensor
300: Hall sensor
400: acceleration sensor
500: Brake system

Claims (7)

(a) sensing a vehicle speed of the vehicle;
(b) sensing a tilt of the vehicle;
(c) calculating a predetermined motor torque value required for the vehicle to oscillate in a ramp having a slope of the vehicle;
(d) sensing a motor torque value of the vehicle; And
(e) releasing the brake of the vehicle when the motor torque value of the vehicle is equal to or higher than the predetermined motor torque value.
In claim 1,
In the step (a), the step (b) is performed when the vehicle speed of the vehicle is 0 km / h, and
(b1) after the step (b), when the slope of the vehicle is greater than zero, the brake of the vehicle is operated.
In claim 2,
Wherein the motor torque value of the vehicle is sensed by the current sensor (200).
In claim 3,
Wherein the motor torque value of the vehicle is calculated by the following equation.
Figure pat00005

From here,
I is the current value, and
T th is the motor torque value of the vehicle
In claim 4,
The vehicle speed of the vehicle is sensed by the Hall sensor 300,
The slope of the vehicle is sensed by the acceleration sensor 400,
The inclination value of the vehicle is transmitted to the MCU 100, and
Wherein the predetermined motor torque value is calculated in the MCU (100).
In claim 5,
Wherein the vehicle is a hybrid vehicle or an electric vehicle.
In claim 3,
Wherein the motor torque value and the current value of the vehicle are calculated by the Taylor series.







KR1020150119101A 2015-08-24 2015-08-24 A control method of car brake system in ramp KR20170024231A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20200057846A (en) * 2018-11-15 2020-05-27 현대자동차주식회사 Control method and system for preventing a backward moving of vehicles in slope and the vehicle inclduing the system for preventing a backward moving
CN111409640A (en) * 2020-03-05 2020-07-14 吉利汽车研究院（宁波）有限公司 Method, device and equipment for controlling hill-slip prevention during hill starting and storage medium

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20200057846A (en) * 2018-11-15 2020-05-27 현대자동차주식회사 Control method and system for preventing a backward moving of vehicles in slope and the vehicle inclduing the system for preventing a backward moving
CN111409640A (en) * 2020-03-05 2020-07-14 吉利汽车研究院（宁波）有限公司 Method, device and equipment for controlling hill-slip prevention during hill starting and storage medium

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