KR20180069472A - Rear wheel brake control method for the driving stability of vehicle - Google Patents

Rear wheel brake control method for the driving stability of vehicle Download PDF

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KR20180069472A
KR20180069472A KR1020160171685A KR20160171685A KR20180069472A KR 20180069472 A KR20180069472 A KR 20180069472A KR 1020160171685 A KR1020160171685 A KR 1020160171685A KR 20160171685 A KR20160171685 A KR 20160171685A KR 20180069472 A KR20180069472 A KR 20180069472A
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wheel
speed
wheel speed
vehicle
esc
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KR1020160171685A
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Korean (ko)
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KR102416765B1 (en
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정종규
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현대자동차주식회사
기아자동차주식회사
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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
    • 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
    • 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
    • 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
    • B60W30/02—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
    • 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
    • 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
    • B60W40/114—Yaw movement
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B60W2550/14—
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/28—Wheel speed

Abstract

The present invention relates to a method for controlling rear wheel brakes to secure driving stability according to a road condition that active-controls ESC by road determining logic. The method includes the steps of: comparing speed of a front left wheel and speed of a front right wheel before proceeding to ESC control of a vehicle driving on a road; computing a wheel speed difference between a predetermined vehicle speed and the slower wheel speed among the speed of the front left wheel and the speed of the front right wheel, and comparing the wheel speed difference with a predetermined critical wheel speed; and if the wheel speed difference is above the critical wheel speed, comparing critical wheel acceleration/deceleration speed and acceleration/deceleration speed of the slower wheel speed among the speed of the front left wheel and the speed of the front right wheel. Therefore, if the vehicle enters into a road interrupting driving, fine control is possible by the wheel speed of the vehicle, regardless of ESC. It is possible to easily grasp the road by an existing device, without incurring additional expenses, and it is possible to grasp the road in advance and strengthen braking of the ESC, before the ESC is operated.

Description

주행 안정성 확보를 위한 후륜 제동 제어 방법{REAR WHEEL BRAKE CONTROL METHOD FOR THE DRIVING STABILITY OF VEHICLE}BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a rear wheel braking control method,

본 발명은 주행 안정성 확보를 위한 후륜 제동 제어 방법에 관한 것으로서, 특히 노면 판단 로직으로 ESC를 능동 제어하는 후륜 제동 제어 방법에 관한 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rear wheel braking control method for ensuring driving stability, and more particularly to a rear wheel braking control method for active control of an ESC using a road surface judgment logic.

일반적으로, 차량 자세 제어장치(ESC: Electronic Stability Control, 이하 ESC)는 차량의 주행자세를 최적으로 제어하기 위한 장치로, 제동 시에 차륜의 잠김을 막는 안티록 브레이크 시스템(ABS: Anti-Lock Brake System, 이하 ABS)의 차세대장치이다. ESC 장치는 차량이 미끄러지려고 할 때 안정성을 유지하기 위해 순간적으로 네 바퀴를 각각 독립적으로 제어하여 건조한 노면, 빗길, 자갈길, 눈길 등에서 주행안정성을 강화해 준다.BACKGROUND ART [0002] Generally, an electronic stability control (ESC) is an apparatus for optimally controlling a running posture of a vehicle. The ESC is an anti-lock brake system (ABS) System (ABS). The ESC unit independently controls each of the four wheels instantaneously to maintain stability when the vehicle is about to slip, enhancing driving stability on dry roads, combs, cobbles, and snowy roads.

이러한 ESC 장치는 휠 속도센서, 압력센서, 조향각센서, 횡가속도센서 등과 같은 차량의 센서로부터 추정된 운전자가 원하는 요레이트(Yaw rate)값과, 요레이트센서를 통해 감지된 차량의 실제 요레이트값을 비교하여 차량의 상태가 차량이 선회하는 방향의 내측으로 쏠리게 되는 오버스티어인지, 차량이 선회되는 방향의 바깥쪽으로 벗어나게 되는 언더스티어인지를 판단하여 오버스티어시에는 차량이 선회되는 방향의 외측 바퀴에 제동력을 가하고, 언더스티어시에는 선회 내측 바퀴에 제동력을 가하여 브레이크 액압을 가압하여 차량의 자세제어를 수행 함으로서 차량의 안정성을 확보한다. 즉, 오버스티어시에는 전륜 선회 외측 바퀴에 제동력을 가하여 차량의 바깥쪽으로 작용하는 보상 모멘트를 생성시킴으로써 차량의 조정성 상실을 방지하고, 언더스티어시에는 후륜 선회 내측 바퀴에 제동력을 가하여 차량의 안쪽으로 작용하는 보상 모멘트를 생성시킴으로써 차량이 원하는 궤적에서 바깥쪽으로 밀려나는 것을 방지한다.Such an ESC apparatus is provided with a yaw rate value estimated by a driver estimated from a vehicle sensor such as a wheel speed sensor, a pressure sensor, a steering angle sensor, a lateral acceleration sensor and the like, and an actual yaw rate value It is determined whether the vehicle state is an oversteering state in which the state of the vehicle is shifted inward in the direction in which the vehicle is turning or an understeering state in which the vehicle deviates outward in the direction in which the vehicle is turned. The braking force is applied to the inner wheel of the turning wheel and the braking force is applied to the inner wheel of the turning wheel to control the attitude of the vehicle so as to secure the stability of the vehicle. That is, when oversteering, the braking force is applied to the outer wheel turning wheel to generate a compensation moment acting on the outside of the vehicle, thereby preventing loss of adjustment of the vehicle. In understeering, braking force is applied to the rear wheel turning inner wheel, By creating a working compensating moment, the vehicle is prevented from being pushed outwardly in a desired trajectory.

이와 관련, 종래의 한국공개특허 제10-2015-0143618호(차량 제어 시스템)는 주행로에 따른 주행 상태를 조기에 달성할 수 있는 차량 제어 시스템을 제공하는 것을 과제로 하며, 자차량으로부터 진행 방향으로 뻗는 진행 방향 가상선과, 이 진행 방향 가상선과 주행로 규정선이 형성하는 각도에 따라서 요 모멘트 제어량을 부여하는 기술을 개시하고 있다.In this connection, Korean Patent Laid-Open Publication No. 10-2015-0143618 (Vehicle Control System) discloses a vehicle control system capable of early achieving a traveling state according to a driving route, And a yaw moment control amount is given according to an angle formed by the traveling direction virtual line and the traveling path defining line.

다만 종래의 제동의 경우, 비대칭 마찰력을 갖는 노면에서의 제동시 노면 마찰력에 따른 제동력이 달라서 차량이 노면 마찰력이 높은 쪽으로 쏠리게 되고, 이렇게 차량이 쏠리는 현상을 막기 위해, 델타 요(Delta yaw)만으로 제어를 하여 차량의 요 모션이 크게 나타나며, 좌우 요 모션도 크게 나타나는 문제점이 있다.However, in the case of the conventional braking, the braking force according to the road surface frictional force differs during the braking on the road surface having the asymmetric frictional force, so that the vehicle is moved to a higher road surface friction level. In order to prevent the vehicle from tilting, So that the yaw motion of the vehicle is largely displayed, and there is a problem in that the yaw motion is largely displayed.

또한, 운전자가 브레이크 압력을 어떻게 밟느냐에 따라서 제어량의 불균형이 생긴다. 특히 급제동시 차량의 순간적인 제동력이 크게 발생하여 델타 요 값이 크게 적용됨에 따라 차량의 스티어 제어량이 적절히 생성되어 차량의 직진 거동이 가능하지만, 브레이크를 살살 밟으면 상대적으로 델타 요 값이 작게 생성되어 스티어 제어량이 상대적으로 작게 생성됨에 따라 차량이 고마찰 노면으로 쏠리게 되는 문제점이 있다.In addition, an imbalance in the control amount occurs depending on how the driver depresses the brake pressure. In particular, when the braking force of the vehicle suddenly increases, the braking force of the vehicle is largely applied, and thus the delta yaw value is largely applied. Therefore, the steer control amount of the vehicle is appropriately generated and the forward movement of the vehicle is possible. However, There is a problem that the vehicle is driven to a high-friction road surface as the control amount is relatively small.

한국공개특허 제10-2015-0143618호Korean Patent Publication No. 10-2015-0143618

본 발명은 ESC 장치가 제어하기 전에 노면에 상태에 따라 차량의 좌우의 쏠림을 사전에 방지하는 후륜 제동 제어 방법을 제공하는 것을 목적으로 한다.SUMMARY OF THE INVENTION It is an object of the present invention to provide a rear wheel braking control method for preventing a left-right deflection of a vehicle in advance according to a state of a road surface before an ESC apparatus is controlled.

상기 목적을 달성하기 위하여 본 발명은, 노면의 상태에 따른 주행 안정성 확보를 위한 후륜 제동 제어 방법에 있어서, 노면을 주행하는 차량의 ESC 제어 진입 전에 전륜 좌측 휠 속도(

Figure pat00001
)와 전륜 우측 휠 속도(
Figure pat00002
)를 비교하는 단계; 전륜 좌측 휠 속도(
Figure pat00003
)와 상기 전륜 우측 휠 속도(
Figure pat00004
) 중 작은 값을 갖는 휠 속도와 기 설정된 기준 차속(
Figure pat00005
)의 차이 값인 휠 속도 차이(
Figure pat00006
,
Figure pat00007
)를 산출하여 기 설정된 임계 휠 속도(
Figure pat00008
)와 비교하는 단계; 및 휠 속도 차이(
Figure pat00009
,
Figure pat00010
)가 임계 휠 속도(
Figure pat00011
) 이상이라면 전륜 좌측 휠 속도(
Figure pat00012
)와 상기 전륜 우측 휠 속도(
Figure pat00013
) 중 작은 값을 갖는 휠의 가감속도(
Figure pat00014
,
Figure pat00015
)와 임계 휠 가감속도(
Figure pat00016
)를 비교하는 단계;를 포함하는 주행 안정성 확보를 위한 후륜 제동 제어 방법을 제공하는 것을 특징으로 한다.In order to achieve the above object, the present invention provides a rear wheel braking control method for securing stability of a running state in accordance with a state of a road surface, the method comprising the steps of:
Figure pat00001
) And the front wheel speed (
Figure pat00002
); Front wheel left wheel speed (
Figure pat00003
And the front right wheel speed (
Figure pat00004
) And the predetermined reference vehicle speed < RTI ID = 0.0 > (
Figure pat00005
) Of the wheel speed difference
Figure pat00006
,
Figure pat00007
) To calculate a predetermined threshold wheel speed (
Figure pat00008
); And wheel speed difference (
Figure pat00009
,
Figure pat00010
) Is the critical wheel speed (
Figure pat00011
), The front left wheel speed (
Figure pat00012
And the front right wheel speed (
Figure pat00013
) Of the wheel having the smallest value (
Figure pat00014
,
Figure pat00015
) And critical wheel acceleration / deceleration (
Figure pat00016
The present invention further provides a rear wheel braking control method for securing stability of a vehicle including the steps of:

바람직하게, 임계 휠 속도(

Figure pat00017
)와 비교하는 단계는, 전륜 좌측 휠 속도(
Figure pat00018
)가 전륜 우측 휠 속도(
Figure pat00019
)를 초과한다면 전륜 우측 휠 속도(
Figure pat00020
)와 기 설정된 기준 차속(
Figure pat00021
)과의 휠 속도 차이(
Figure pat00022
)를 산출하고, 전륜 좌측 휠 속도(
Figure pat00023
)가 전륜 우측 휠 속도(
Figure pat00024
) 이하라면 전륜 좌측 휠 속도(
Figure pat00025
)와 기 설정된 기준 차속(
Figure pat00026
)과의 휠 속도 차이(
Figure pat00027
)를 산출하여 임계 휠 속도(
Figure pat00028
)와 비교할 수 있다.Preferably, the critical wheel speed (
Figure pat00017
) Comprises comparing the front wheel left wheel speed (
Figure pat00018
) Is the front wheel speed
Figure pat00019
), The front wheel right wheel speed (
Figure pat00020
) And a predetermined reference vehicle speed (
Figure pat00021
) And the wheel speed difference (
Figure pat00022
), And calculates the front wheel left wheel speed (
Figure pat00023
) Is the front wheel speed
Figure pat00024
), The front wheel left wheel speed
Figure pat00025
) And a predetermined reference vehicle speed (
Figure pat00026
) And the wheel speed difference (
Figure pat00027
) To calculate the critical wheel speed (
Figure pat00028
). ≪ / RTI >

바람직하게, 휠의 가감속도(

Figure pat00029
,
Figure pat00030
)가 임계 휠 가감속도(
Figure pat00031
)를 초과한다면 초과하는 휠의 가감속도를 갖는 반대측의 후륜을 제동하는 단계;를 더 포함하고, 반대측 후륜을 제어하여 차량의 좌우측 모멘트를 상쇄시킬 수 있다.Preferably, the acceleration / deceleration speed of the wheel
Figure pat00029
,
Figure pat00030
) Is the critical wheel acceleration / deceleration rate
Figure pat00031
Braking the rear wheel on the opposite side having an acceleration / deceleration speed of the excess wheel, and controlling the opposite rear wheel to cancel the left and right moments of the vehicle.

바람직하게, 후륜(

Figure pat00032
,
Figure pat00033
)을 제동한 이후, 차량의 발생 요레이트와 목표 요레이트를 비교하여 발생 요레이트가 목표 요레이트를 초과한다면 ESC 제어를 진입하는 단계;를 더 포함할 수 있다.Preferably, the rear wheels
Figure pat00032
,
Figure pat00033
), Comparing the generated yaw rate of the vehicle with the target yaw rate, and entering the ESC control if the generated yaw rate exceeds the target yaw rate.

바람직하게, ESC 제어에 진입하여 발생 요레이트가 목표 요레이트 미만이 되도록 후륜을 제어하는 단계;를 더 포함할 수 있다.Preferably, the step of controlling the rear wheels to enter the ESC control so that the generated yaw rate is less than the target yaw rate.

전술한 바와 같은 구성을 갖는 본 발명에 따르면, 주행에 방해가 되는 노면에 진입하는 경우 ESC와 별개로 차량의 휠 속도를 통해 미소 제동이 가능한 이점이 있다.According to the present invention having the above-described configuration, there is an advantage that microbraking can be performed through the wheel speed of the vehicle independently of the ESC when the vehicle enters the road surface that interferes with the running.

또한 본 발명은, 추가적인 비용의 발생이 없이 기존 장치를 활용하여 노면을 더욱 수월하게 파악하고 ESC 구동 진입 전 사전에 노면을 파악하여 ESC의 제동을 더욱 강건화하는 이점이 있다.Further, the present invention has an advantage that the existing road surface can be more easily grasped without using any additional cost and the braking of the ESC can be strengthened by grasping the road surface before entering the ESC drive.

도 1은 물 고임 등의 노면을 주행하는 경우 종래의 제어 방법 및 그 문제점을 나타낸다.
도 2는 본 발명의 실시예에 따른 주행 안정성 확보를 위한 후륜 제동 제어 방법의 순서도를 나타낸다.
도 3은 본 발명의 실시예에 따른 후륜 미소 제동으로 차량 안정성을 확보하는 시뮬레이션 결과를 나타낸다.Fig. 1 shows a conventional control method and a problem thereof when traveling on a road surface such as a water gauge.
FIG. 2 is a flowchart of a rear wheel braking control method for securing stability in a running state according to an embodiment of the present invention.
Fig. 3 shows a simulation result for securing the stability of the vehicle with the rear wheel micro-braking according to the embodiment of the present invention.

이하, 첨부된 도면들에 기재된 내용들을 참조하여 본 발명을 상세히 설명한다. 다만, 본 발명이 예시적 실시 예들에 의해 제한되거나 한정되는 것은 아니다. 각 도면에 제시된 동일 참조부호는 실질적으로 동일한 기능을 수행하는 부재를 나타낸다.Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. However, the present invention is not limited to or limited by the exemplary embodiments. Like reference numerals in the drawings denote members performing substantially the same function.

본 발명의 목적 및 효과는 하기의 설명에 의해서 자연스럽게 이해되거나 보다 분명해 질 수 있으며, 하기의 기재만으로 본 발명의 목적 및 효과가 제한되는 것은 아니다. 또한, 본 발명을 설명함에 있어서 본 발명과 관련된 공지 기술에 대한 구체적인 설명이, 본 발명의 요지를 불필요하게 흐릴 수 있다고 판단되는 경우에는 그 상세한 설명을 생략하기로 한다.The objects and effects of the present invention can be understood or clarified naturally by the following description, and the purpose and effect of the present invention are not limited by the following description. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

도 1은 물 고임 등의 노면을 주행하는 경우 종래의 제어 방법 및 그 문제점을 나타낸다. 도 1을 참조하면, 물 고임 도로 통과 시 차륜의 수막 현상으로 해당 차륜의 저항력이 증가되어 우측 상단의 그림과 같이 저항력 증대에 따른 좌우 휠 속도 불균형으로 인한 차량 쏠림이 발생하는 모습을 확인할 수 있다. Fig. 1 shows a conventional control method and a problem thereof when traveling on a road surface such as a water gauge. Referring to FIG. 1, the resistance of the wheel is increased due to the hydraulic phenomenon of the wheel when passing through the water gauge, so that the vehicle deviates due to the imbalance of the left and right wheel speeds due to the increase in resistance as shown in the upper right figure.

종래의 기술은 물 고임 도로 주행 시 수막 현상이 발생되어도 ESC 개입을 통해 차륜을 능동적으로 제어하지 못한다. 물론 ESC가 개입하기는 하나 제어를 하는 조건은 일정 조건 이상이 되어야 한다. 예를 들면, 차종별로 상이하기는 하나 ESC 가 개입하기 위해서는 목표 요레이트와 발생 요레이트의 차이가 커지는 경우 ESC 제어 개입을 판단할 수 있다. 발생 요레이트가 8deg/s 이상이 되는 경우 목표 요레이트의 초과로 판단된다면 ESC 제어가 개입될 수 있다. 다만, ESC 개입을 하기 위해 목표 요레이트 설정값을 낮춘다면 ESC 제어 개입 시점은 앞당길 수 있으나 민감 및 과다 작동의 문제점이 발생할 수 있다. 따라서 ESC 의 개입 시점 전에 능동적으로 제어를 할 수 있는 강건화 기술이 필요하다.The conventional technology does not actively control the wheels through the ESC intervention even if a water film phenomenon occurs during driving at a high water level. Of course, the ESC intervenes, but the control condition must be more than a certain condition. For example, it is possible to judge the ESC control intervention when the difference between the target yaw rate and the generated yaw rate becomes large in order for the ESC to intervene although it differs depending on the vehicle type. ESC control can be intervened if it is judged that the target yaw rate is exceeded when the yaw rate is more than 8 deg / s. However, lowering the target yaw rate setting for ESC intervention can speed up the ESC control intervention point, but it can cause problems of sensitivity and excessive operation. Therefore, a robust technology that can actively control before the intervention of ESC is needed.

본 발명은, 젖은 노면 주행 시 물 고임 도로를 통과하며 좌우 불균형 마찰(수막 현상)에 의해 차량 거동의 불안함을 방지하는 것으로, 차량 자세 안정성 향상을 위해 미소 후륜 액압 제어로 ESC 제어 개입전의 능동 제어로 운전자의 안정감을 증대시킬 수 있다.The present invention is to prevent uneasiness of the vehicle behavior due to unbalanced friction (water film phenomenon) through the water high road when traveling on a wet road surface. In order to improve the stability of the vehicle posture, an active control The stability of the driver can be increased.

도 2는 본 발명의 실시예에 따른 주행 안정성 확보를 위한 후륜 제동 제어 방법의 순서도를 나타낸다. 도 2를 참조하면, 본 발명은 좌우 휠속도를 비교하는 단계, 휠속도 차이를 산출하여 임계 휠 속도와 비교하는 단계 및 휠의 가감속도와 임계 휠 가감속도와 비교하는 단계를 포함할 수 있다.FIG. 2 is a flowchart of a rear wheel braking control method for securing stability in a running state according to an embodiment of the present invention. Referring to FIG. 2, the present invention may include comparing left and right wheel speeds, calculating a wheel speed difference and comparing the wheel speed difference with a critical wheel speed, and comparing the acceleration / deceleration speed of the wheel with the critical wheel acceleration / deceleration speed.

아래의 [표 1]은 물 고임 노면 판단을 위한 차량 정보를 나타낸다.[Table 1] below shows vehicle information for judging road surface roughness.

DirectionDirection SignalSignal Description
(Purpose of use)Description
(Purpose of use) InputInput Vehicle speedVehicle speed 차량 속도(차륜별 속도 차이를 판단하기 위한 기준 값)Vehicle speed (reference value for determining speed difference by wheel) Throttle positionThrottle position 운전자의 주행 의지(주행 의지 판단으로 능동 제어 개입 여부 판단)The driver's will (whether or not the active control is intervened by judgment of the driving will) Yaw rateYaw rate 일반적인 요레이트Common Yorot DataData Wheel velocityWheel velocity 휠 속도(차륜별 휠 속도 차이) - 1차 판단Wheel speed (wheel speed difference by wheel) - 1st judgment Wheel accelerationWheel acceleration 휠 가감속도(휠 속도 급감소 차륜)- 2차 판단Wheel acceleration / deceleration (wheel speed reduction wheel) - 2nd judgment OutputOutput Rear brake pressure control modeRear brake pressure control mode 후륜 제동 압력 제어 모드(증압/유지/해제)
※모드 및 슬립율 제어 동시 컨셉Rear brake pressure control mode (boost / hold / release)
※ Simultaneous concept of mode and slip rate control

좌우 휠속도를 비교하는 단계(S10)는, 노면을 주행하는 차량의 ESC 제어 진입 전에 전륜 좌측 휠 속도(

Figure pat00034
)와 전륜 우측 휠 속도(
Figure pat00035
)를 비교하는 과정이다. 차량이 노면을 주행하는 경우 노면이 마찰이 증가하는 물 고임 등의 도로인지 판단하기 위해 차륜을 검출하는 과정이다. 차량이 특이 노면을 통과하는 경우 마찰력 증대로 인하여 해당 차륜의 휠 속도가 급격히 감소될 수 있다.The step S10 of comparing the left and right wheel speeds is performed before the ESC control entry of the vehicle traveling on the road surface
Figure pat00034
) And the front wheel speed (
Figure pat00035
). When the vehicle travels on the road surface, it is a process of detecting the wheels to judge whether the road surface is a road of increasing friction or the like. When the vehicle passes through a specific road surface, the wheel speed of the corresponding wheel can be drastically reduced due to an increase in frictional force.

휠속도 차이를 산출하여 임계 휠 속도와 비교하는 단계(S30)는, 전륜 좌측 휠 속도(

Figure pat00036
)와 전륜 우측 휠 속도(
Figure pat00037
) 중 작은 값을 갖는 휠 속도와 기 설정된 기준 차속(
Figure pat00038
)의 차이 값인 휠 속도 차이(
Figure pat00039
,
Figure pat00040
)를 산출하여 기 설정된 임계 휠 속도(
Figure pat00041
)와 비교하는 과정이다. 전륜 좌측 휠 속도(
Figure pat00042
)와 전륜 우측 휠 속도(
Figure pat00043
) 중 작은 값을 갖는 휠 속도와 기 설정된 기준 차속(
Figure pat00044
)의 차이 값인 휠 속도 차이(
Figure pat00045
,
Figure pat00046
)를 산출하는 것은 러프 로드 및 V 홈 등의 조건에서 발생되는 휠 속도 변화량을 구분하기 위함이다. The step (S30) of calculating the wheel speed difference and comparing the wheel speed difference with the threshold wheel speed includes calculating the front wheel left wheel speed
Figure pat00036
) And the front wheel speed (
Figure pat00037
) And the predetermined reference vehicle speed < RTI ID = 0.0 > (
Figure pat00038
) Of the wheel speed difference
Figure pat00039
,
Figure pat00040
) To calculate a predetermined threshold wheel speed (
Figure pat00041
). Front wheel left wheel speed (
Figure pat00042
) And the front wheel speed (
Figure pat00043
) And the predetermined reference vehicle speed < RTI ID = 0.0 > (
Figure pat00044
) Of the wheel speed difference
Figure pat00045
,
Figure pat00046
) Is calculated in order to distinguish the amount of change in the wheel speed generated under conditions such as rough road and V-groove.

기준 차속(

Figure pat00047
)은 기 설정된 값으로 차량에 따라 다르게 설정될 수 있고, 어느 특정 값에 한정되는 것은 아니다. 기준 차속(
Figure pat00048
)으로부터 좌우 휠 속도 차이(
Figure pat00049
,
Figure pat00050
)를 산출하게 되면, 차륜의 어느 측이 속도가 증가하고 감소하는지 파악할 수 있고, 이를 통해 어느 측이 물 고임 노면에 진입했는지 확인이 가능하고, 해당 노면의 마찰력의 증감을 확인할 수 있다. 또한 작은 값을 판단하는 이유는 해당 노면에서의 속도가 작다면 마찰력이 증가되었다는 것을 의미하므로 후술할 가감속도를 판단하여 해당 측의 후륜을 제어할 수 있다.Standard vehicle speed (
Figure pat00047
) May be set to a predetermined value depending on the vehicle, and is not limited to any specific value. Standard vehicle speed (
Figure pat00048
) From the left wheel speed difference (
Figure pat00049
,
Figure pat00050
), It is possible to determine which side of the wheel increases and decreases the speed, and it is possible to check which side has entered the road surface, and the increase or decrease of the friction force of the road surface can be confirmed. The reason for determining the small value is that if the speed on the road surface is small, the frictional force is increased, so that it is possible to determine the acceleration / deceleration to be described later and control the rear wheel on the side.

임계 휠 속도(

Figure pat00051
)와 비교하는 단계(S30)는, 전륜 좌측 휠 속도(
Figure pat00052
)가 전륜 우측 휠 속도(
Figure pat00053
)를 초과한다면 전륜 우측 휠 속도(
Figure pat00054
)와 기 설정된 기준 차속(
Figure pat00055
)과의 휠 속도 차이(
Figure pat00056
)를 산출하고, 전륜 좌측 휠 속도(
Figure pat00057
)가 전륜 우측 휠 속도(
Figure pat00058
) 이하라면 전륜 좌측 휠 속도(
Figure pat00059
)와 기 설정된 기준 차속(
Figure pat00060
)과의 휠 속도 차이(
Figure pat00061
)를 산출하여 임계 휠 속도(
Figure pat00062
)와 비교하는 과정이다.Critical wheel speed (
Figure pat00051
(S30) of comparing the front left wheel speed
Figure pat00052
) Is the front wheel speed
Figure pat00053
), The front wheel right wheel speed (
Figure pat00054
) And a predetermined reference vehicle speed (
Figure pat00055
) And the wheel speed difference (
Figure pat00056
), And calculates the front wheel left wheel speed (
Figure pat00057
) Is the front wheel speed
Figure pat00058
), The front wheel left wheel speed
Figure pat00059
) And a predetermined reference vehicle speed (
Figure pat00060
) And the wheel speed difference (
Figure pat00061
) To calculate the critical wheel speed (
Figure pat00062
).

임계 휠 속도(

Figure pat00063
)의 변화량에 대비하여 해당 차륜의 휠 속도 차이가 크거나 같을 경우 노면에 의한 제동력 발생 조건으로 판단이 가능하다. 임계 휠 속도(
Figure pat00064
) 변화량 대비 차륜 휠 속도 차이(
Figure pat00065
,
Figure pat00066
)가 작은 경우는 정상 주행으로 판단하게 되고, 이 경우 차량의 쏠림 현상은 작을 것이므로 ESC의 개입을 보류할 수 있다.Critical wheel speed (
Figure pat00063
, It is possible to judge the braking force generating condition by the road surface when the wheel speed difference of the wheel is equal to or greater than the change amount of the wheel. Critical wheel speed (
Figure pat00064
Difference in Wheel Wheel Speed vs. Variation (
Figure pat00065
,
Figure pat00066
) Is small, it is judged to be a normal driving. In this case, the deviation of the vehicle will be small, so that the intervention of the ESC can be suspended.

휠의 가감속도와 임계 휠 가감속도와 비교하는 단계(S50)는, 휠 속도 차이(

Figure pat00067
,
Figure pat00068
)가 임계 휠 속도(
Figure pat00069
) 이상이라면 전륜 좌측 휠 속도(
Figure pat00070
)와 전륜 우측 휠 속도(
Figure pat00071
) 중 작은 값을 갖는 휠의 가감속도(
Figure pat00072
,
Figure pat00073
)와 임계 휠 가감속도(
Figure pat00074
)를 비교하는 과정이다.The step S50 of comparing the acceleration / deceleration of the wheel with the acceleration / deceleration of the critical wheel determines whether the wheel speed difference
Figure pat00067
,
Figure pat00068
) Is the critical wheel speed (
Figure pat00069
), The front left wheel speed (
Figure pat00070
) And the front wheel speed (
Figure pat00071
) Of the wheel having the smallest value (
Figure pat00072
,
Figure pat00073
) And critical wheel acceleration / deceleration (
Figure pat00074
).

좌우 차륜의 휠의 가감속도(

Figure pat00075
,
Figure pat00076
)와 임계 휠 가감속도(
Figure pat00077
)를 비교하는 과정(S50)은 후륜 제동력을 제어하기 위한 마지막 판단 과정으로 휠 속도 만을 가지고 후륜 제어 여부를 판단하게 되면 노면 판단에 대해 강건해질 수 있으나 민감 및 과다 작동으로 운전자에게 이질감을 발생시킬 수 있으므로 휠의 가감속도(
Figure pat00078
,
Figure pat00079
)와 임계 휠 가감속도(
Figure pat00080
)의 비교를 통해 ESC 제어의 개입 여부를 최종적으로 판단할 수 있다.The acceleration / deceleration speed of the left and right wheels
Figure pat00075
,
Figure pat00076
) And critical wheel acceleration / deceleration (
Figure pat00077
(S50) is a final decision process for controlling the rear wheel braking force. If it is judged that the rear wheel is controlled only by the wheel speed, it may be robust against the determination of the road surface, but the driver may experience a sense of heterogeneity due to sensitivity and excessive operation So the acceleration / deceleration of the wheel (
Figure pat00078
,
Figure pat00079
) And critical wheel acceleration / deceleration (
Figure pat00080
It is possible to finally judge whether the ESC control is intervened or not.

휠의 가감속도(

Figure pat00081
,
Figure pat00082
)가 임계 휠 가감속도(
Figure pat00083
)를 초과한다면 초과하는 휠의 가감속도(
Figure pat00084
,
Figure pat00085
)를 갖는 반대측의 후륜을 제동하는 단계;를 더 포함하고, 반대측 후륜을 제어하여 차량의 좌우측 모멘트를 상쇄시킬 수 있다.The acceleration / deceleration of the wheel (
Figure pat00081
,
Figure pat00082
) Is the critical wheel acceleration / deceleration rate
Figure pat00083
), The acceleration / deceleration rate of the excess wheel
Figure pat00084
,
Figure pat00085
Braking the rear wheel on the opposite side having the rear wheel, and controlling the opposite rear wheel to cancel the left and right moments of the vehicle.

차량의 좌우측 모멘트를 상쇄시킬 수 있도록 반대편 후륜(

Figure pat00086
,
Figure pat00087
)을 제어하는 과정은 수막 현상으로 발생되는 불균형을 해소하는 과정으로, 휠 속도가 급감한 차륜의 반대편 후륜(
Figure pat00088
,
Figure pat00089
)을 액압으로 제어할 수 있다. 제어량은 실차 튜닝을 통해 최적화 할 수 있으나, 본 발명의 실시예에서는 대략 10~15 bar 수준으로 효과를 달성할 수 있다.In order to offset the left and right moments of the vehicle,
Figure pat00086
,
Figure pat00087
) Is a process of eliminating an imbalance caused by a water film phenomenon, and is a process of reducing the wheel speed of the rear wheel
Figure pat00088
,
Figure pat00089
) Can be controlled by the hydraulic pressure. The control amount can be optimized through actual vehicle tuning, but in the embodiment of the present invention, the effect can be achieved at about 10 to 15 bar level.

후륜(

Figure pat00090
,
Figure pat00091
)을 제동한 이후에는 차량의 발생 요레이트와 목표 요레이트를 비교하여 발생 요레이트가 목표 요레이트를 초과한다면 ESC 제어를 진입하는 단계(S70);를 더 포함할 수 있다. 후륜(
Figure pat00092
,
Figure pat00093
) 미소 제동 제어가 불가능한 경우를 대비하여 ESC 제어 개입 조건을 추가할 수 있다. Rear wheel
Figure pat00090
,
Figure pat00091
(Step S70) of comparing the generated yaw rate with the target yaw rate and entering the ESC control if the generated yaw rate exceeds the target yaw rate. Rear wheel
Figure pat00092
,
Figure pat00093
) It is possible to add ESC control intervention condition in case microbraking control is impossible.

ESC 제어에 진입하여 발생 요레이트가 목표 요레이트 미만이 되도록 후륜을 제어하는 단계(S90);를 더 포함할 수 있다. 발생 요레이트 과다 발생시 ESC 제어 개입을 통해 발생 요레이트를 낮춰서 차량 자세를 안정화할 수 있다.(S90) of entering the ESC control and controlling the rear wheel so that the generated yaw rate is less than the target yaw rate. It is possible to stabilize the vehicle posture by lowering the yaw rate through ESC control intervention when the occurrence yaw rate is excessive.

도 3은 본 발명의 실시예에 따른 후륜 미소 제동으로 차량 안정성을 확보하는 시뮬레이션 결과를 나타낸다. 도 3을 참조하면, 좌측 화면에 나타난 Vx는 기준차속, Vw[0]는 전륜 좌측 휠속도, Vw[1]은 전륜 우측 휠속도, yrF는 발생 요레이트를 나타낸다. 우측 화면에는 시뮬레이션 결과를 나타내는 것으로, 허용 휠 속도 임계값 대비 전륜 우측 휠속도가 감소한 경우, 특이 노면 판단을 위해 휠 가감속도를 계산하게 되고, 휠 가감속도 임계값을 통해 특이 노면 판단(△Wv / △t = Wa)이 가능하게 되어, 해당 구간에서 해당 후륜을 제어할 수 있다.Fig. 3 shows a simulation result for securing the stability of the vehicle with the rear wheel micro-braking according to the embodiment of the present invention. Referring to FIG. 3, Vx represents a reference vehicle speed, Vw [0] represents a front wheel left wheel speed, Vw [1] represents a front wheel right wheel speed, and yrF represents an actual yaw rate. When the wheel speed of the front right wheel is decreased with respect to the allowable wheel speed threshold value, the wheel acceleration / deceleration speed is calculated for the determination of the specific road surface, and the specific road surface judgment (? Wv / ? T = Wa), so that the rear wheel can be controlled in the corresponding section.

이상에서 대표적인 실시예를 통하여 본 발명을 상세하게 설명하였으나, 본 발명이 속하는 기술 분야에서 통상의 지식을 가진 자는 상술한 실시예에 대하여 본 발명의 범주에서 벗어나지 않는 한도 내에서 다양한 변형이 가능함을 이해할 것이다. 그러므로 본 발명의 권리 범위는 설명한 실시예에 국한되어 정해져서는 안 되며, 후술하는 특허청구범위뿐만 아니라 특허청구범위와 균등 개념으로부터 도출되는 모든 변경 또는 변형된 형태에 의하여 정해져야 한다.While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments. will be. Therefore, the scope of the present invention should not be limited to the above-described embodiments, but should be determined by all changes or modifications derived from the scope of the appended claims and equivalents of the claims.

Claims (5)

노면의 상태에 따른 주행 안정성 확보를 위한 후륜 제동 제어 방법에 있어서,
상기 노면을 주행하는 차량의 ESC 제어 진입 전에 전륜 좌측 휠 속도(
Figure pat00094
)와 전륜 우측 휠 속도(
Figure pat00095
)를 비교하는 단계;
상기 전륜 좌측 휠 속도(
Figure pat00096
)와 상기 전륜 우측 휠 속도(
Figure pat00097
) 중 작은 값을 갖는 휠 속도와 기 설정된 기준 차속(
Figure pat00098
)의 차이 값인 휠 속도 차이(
Figure pat00099
,
Figure pat00100
)를 산출하여 기 설정된 임계 휠 속도(
Figure pat00101
)와 비교하는 단계; 및
상기 휠 속도 차이(
Figure pat00102
,
Figure pat00103
)가 상기 임계 휠 속도(
Figure pat00104
) 이상이라면 상기 전륜 좌측 휠 속도(
Figure pat00105
)와 상기 전륜 우측 휠 속도(
Figure pat00106
) 중 작은 값을 갖는 휠의 가감속도(
Figure pat00107
,
Figure pat00108
)와 임계 휠 가감속도(
Figure pat00109
)를 비교하는 단계;를 포함하는 주행 안정성 확보를 위한 후륜 제동 제어 방법.
A rear wheel braking control method for securing stability of a running state according to a state of a road surface,
Before entering the ESC control of the vehicle traveling on the road surface, the front wheel left wheel speed
Figure pat00094
) And the front wheel speed (
Figure pat00095
);
The front wheel left wheel speed (
Figure pat00096
And the front right wheel speed (
Figure pat00097
) And the predetermined reference vehicle speed < RTI ID = 0.0 > (
Figure pat00098
) Of the wheel speed difference
Figure pat00099
,
Figure pat00100
) To calculate a predetermined threshold wheel speed (
Figure pat00101
); And
The wheel speed difference (
Figure pat00102
,
Figure pat00103
) Is greater than the critical wheel speed (
Figure pat00104
), The front wheel left wheel speed (
Figure pat00105
And the front right wheel speed (
Figure pat00106
) Of the wheel having the smallest value (
Figure pat00107
,
Figure pat00108
) And critical wheel acceleration / deceleration (
Figure pat00109
And a step of comparing the vehicle speed with the vehicle speed.
제 1 항에 있어서,
상기 임계 휠 속도(
Figure pat00110
)와 비교하는 단계는,
상기 전륜 좌측 휠 속도(
Figure pat00111
)가 상기 전륜 우측 휠 속도(
Figure pat00112
)를 초과한다면 상기 전륜 우측 휠 속도(
Figure pat00113
)와 기 설정된 기준 차속(
Figure pat00114
)과의 상기 휠 속도 차이(
Figure pat00115
)를 산출하고,
상기 전륜 좌측 휠 속도(
Figure pat00116
)가 상기 전륜 우측 휠 속도(
Figure pat00117
) 이하라면 상기 전륜 좌측 휠 속도(
Figure pat00118
)와 기 설정된 기준 차속(
Figure pat00119
)과의 상기 휠 속도 차이(
Figure pat00120
)를 산출하여 상기 임계 휠 속도(
Figure pat00121
)와 비교하는 것을 특징으로 하는 주행 안정성 확보를 위한 후륜 제동 제어 방법.
The method according to claim 1,
The critical wheel speed (
Figure pat00110
),
The front wheel left wheel speed (
Figure pat00111
) Is smaller than the front wheel speed
Figure pat00112
), The front right wheel speed (
Figure pat00113
) And a predetermined reference vehicle speed (
Figure pat00114
) And the wheel speed difference (
Figure pat00115
),
The front wheel left wheel speed (
Figure pat00116
) Is smaller than the front wheel speed
Figure pat00117
), The front wheel left wheel speed (
Figure pat00118
) And a predetermined reference vehicle speed (
Figure pat00119
) And the wheel speed difference (
Figure pat00120
) To calculate the critical wheel speed (
Figure pat00121
To the rear wheel braking force control means.
제 1 항에 있어서,
상기 휠의 가감속도(
Figure pat00122
,
Figure pat00123
)가 상기 임계 휠 가감속도(
Figure pat00124
)를 초과한다면 초과하는 휠의 가감속도를 갖는 반대측의 후륜을 제동하는 단계;를 더 포함하고,
상기 반대측 후륜을 제어하여 상기 차량의 좌우측 모멘트를 상쇄시킬 수 있도록 하는 것을 특징으로 하는 주행 안정성 확보를 위한 후륜 제동 제어 방법.
The method according to claim 1,
The acceleration / deceleration speed of the wheel
Figure pat00122
,
Figure pat00123
) Is the critical wheel acceleration / deceleration rate
Figure pat00124
Braking the rear wheel on the opposite side having an acceleration / deceleration speed of the excess wheel,
And the left and right moments of the vehicle can be canceled by controlling the rear wheel on the opposite side.
제 3 항에 있어서,
상기 후륜(
Figure pat00125
,
Figure pat00126
)을 제동한 이후,
상기 차량의 발생 요레이트와 목표 요레이트를 비교하여 상기 발생 요레이트가 목표 요레이트를 초과한다면 상기 ESC 제어를 진입하는 단계;를 더 포함하는 주행 안정성 확보를 위한 후륜 제동 제어 방법.
The method of claim 3,
The rear wheel
Figure pat00125
,
Figure pat00126
),
Comparing the generated yaw rate of the vehicle with a target yaw rate, and entering the ESC control if the generated yaw rate exceeds a target yaw rate.
제 4 항에 있어서
상기 ESC 제어에 진입하여 상기 발생 요레이트가 상기 목표 요레이트 미만이 되도록 상기 후륜을 제어하는 단계;를 더 포함하는 주행 안정성 확보를 위한 후륜 제동 제어 방법.The method of claim 4, wherein
And controlling the rear wheel so as to enter the ESC control so that the generated yaw rate is less than the target yaw rate.
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