KR20190111321A - Chassis Integration System Method for Preventing Secondary Collision and Vehicle thereof - Google Patents

Abstract

According to a chassis integrated control method for preventing a secondary collision applied to a vehicle of the present invention, a collision flag generation and a control mode generation are performed corresponding to a collision of a vehicle. Moreover, applied is the control mode, which is divided into the actuator state of an electronic stability control (ESC, 3) that performs an ESC braking control for stabilizing the posture of the vehicle and the actuator state of a motor driven power steering system (MDPS, 4) that performs an assist torque gain adjustment control for keeping a lane. Therefore, the posture of the vehicle is controlled and the lane is kept after a collision, thereby preventing a secondary collision, because the vehicle is controlled in the case that a driver controls the vehicle after the collision of the vehicle. In particular, a vehicle driving circumstance and an actuator operation state of the ESC/MDPS are applied for controlling the vehicle, thereby significantly improving the effect of stabilizing the posture of the vehicle and keeping the lane.

Description

Chassis Integration System Method for Preventing Secondary Collision and Vehicle

The present invention relates to chassis integrated control, and more particularly, to a vehicle in which a secondary collision prevention chassis integrated control method capable of preventing secondary collisions that may follow after a collision is implemented.

In general, side / rear collisions (primary collisions) during car-to-car collisions are vehicle accidents with a high risk of causing a personal injury to passengers (drivers and passengers) as a result of collisions, leading to secondary collisions with surrounding vehicles.

In particular, secondary collisions may cause more serious injuries to passengers. Secondary collisions may lead to side and rear collisions, causing the passenger's body to suddenly repeat in different directions and to protect the passengers from impacts. This is due to the inability of the seat belt to act as a protective device anymore.

Therefore, a collision protection system is applied to automobiles. For example, the collision protection system is composed of an impact sensor (eg, an internal shock sensor or an external shock sensor), an actuator and a controller connected to a braking and steering device, and the controller is connected to the braking and steering device when the shock sensor is detected. Operation control of the actuator to mitigate the impact amount.

In this way, the collision protection system reduces the amount of impact by controlling the braking and steering device to reduce the risk of injury of passengers due to side / rear collision.

European Patent EP 1 852 323 A1 (2007.07.11)

However, the collision protection system has a technical limitation that does not consider the vehicle driving situation and the actuator state in the side / rear collision by aiming to reduce the impact amount.

Therefore, currently applied crash protection system does not operate the system when the driver's vehicle after the side / rear collision, the system inoperation situation can not prevent the more serious injuries of passengers resulting from the secondary crash.

In view of the above, the present invention prevents secondary collision by controlling the vehicle even under the operation of the driver vehicle according to the vehicle collision, and in particular, stabilizes the vehicle posture by applying the vehicle driving situation and the actuator operating state of the ESC / MDPS to the vehicle control. It is an object of the present invention to provide a chassis integrated control method and a vehicle for secondary collision prevention, in which the effect of the vehicle and lane maintenance is greatly improved.

In the chassis integrated control method of the present invention for achieving the above object, when the vehicle collision is recognized by the ECU and the collision flag generation and the control mode are generated, the ESC and the MDPS control mode for the vehicle posture control and lane maintenance after the collision. It is characterized by being controlled by the application.

In a preferred embodiment, the vehicle collision is a rearward or side impact. The vehicle attitude control and the lane keeping take into account the actuator states of the ESC and the MDPS.

In a preferred embodiment, the collision flag is generated by vehicle collision control, and the vehicle collision recognition control is performed by the input signal processing with impact and acceleration, the collision detection determination is performed with the impact, and the acceleration direction is longitudinal. And an acceleration sudden increase judgment with respect to the lateral acceleration is performed, and the collision flag is generated according to the collision detection judgment and the acceleration sudden increase decision, respectively. The collision flag generation is divided into a collision flag (0) according to the acceleration sudden increase judgment, a collision flag (1), and a collision flag (2) according to the collision detection determination. The collision flag (0) is a state not determined to be a collision, the collision flag (1) is a state in which steering operation is possible after a collision, and the collision flag (2) is an airbag deployment state due to a collision.

In a preferred embodiment, the control mode generation is made of a vehicle collision determination control, the vehicle collision determination control is an input signal processing with an image and acceleration, the step of confirming the presence / absence of a forward obstacle to the image, A collision type determination is made with a collision flag according to the generation of a collision flag, a step of confirming a steering operation possibility for the MDPS, a step of judging a collision type with a collision flag classification for the collision flag, and the possibility of steering operation The control mode is generated by the collision flag classification.

As a preferred embodiment, the vehicle stopping braking is made when the obstacle is confirmed in the presence or absence of the front obstacle. The collision flag classification in the collision type determination includes not applying the control mode. The generation of the control mode is classified into a control mode (1) by not confirming the steering operation possibility, a control mode (2) and a control mode (3) by the collision flag classification. The control mode (1) is applied to the ESC, the control mode (2) is applied separately to the ESC and the MDPS, and the control mode (3) is applied in combination with the ESC and the MDPS. .

In a preferred embodiment, the control amount calculation is performed by the collision-integrated chassis integrated control, wherein the collision-compatible chassis integrated control is performed by the input signal processing with the image and the acceleration, the operation of the impact moment due to the collision at the acceleration, Generating a target trajectory in the lane recognized as the image, performing a control mode classification according to generating the control mode, and applying the control mode by applying the impact moment and the target trajectory to the control mode classification. Is performed.

In a preferred embodiment, the control mode application is divided into a control mode (1) application reflecting the impact moment, a control mode (2) application reflecting the impact moment and the target trajectory, and a control mode (3) application. In the control mode (1) application, the ESC control amount of the ESC reflecting the impact moment is calculated. In each of the control mode (2) application and the control mode (3) application, the ESC of the ESC reflecting the impact moment is applied. The control amount calculation and the MDPS control amount calculation of the MDPS reflecting the target trajectory are made. The control mode (1) application performs the ESC braking control of the ESC by the ESC control amount, and the control mode (2) application is performed by the ESC braking control and the MDPS control amount of the ESC by the ESC control amount. The guide steering torque intervention of the MDPS is performed separately, and the application of the control mode (3) is performed by linking the ESC braking control of the ESC by the ESC control amount and the guide steering torque intervention of the MDPS by the MDPS control amount. Perform integrated

And the vehicle of the present invention for achieving the above object is an ESC is performed ESC braking control for stabilizing the vehicle attitude; MDPS to which assist torque gain adjustment control for lane keeping is performed; An ECU configured to generate a collision flag and a control mode according to a vehicle collision, and to divide a control mode into an actuator state of the ESC and the MDPS, and to perform vehicle posture control and lane maintenance after the collision according to the control mode; Characterized in that it is included.

In a preferred embodiment, the ECU is linked to a sensor unit that detects a collision situation, an acceleration change, and a front obstacle in the recognition lane.

In a preferred embodiment, the ECU includes a recognizer, a determiner and a controller; The recognition unit divides the collision flag generation into collision flags (0), (1), and (2) based on the collision situation, and the determination unit changes the acceleration when the control mode generation is not confirmed. Based on the normal operation of the collision flags (0), (1), and (2) and the MDPS, control targets (1), (2), and (3) are divided into target trajectories by detecting the lanes. The controller 15 controls the ESC and the MDPS to any one of the control modes (1), (2), and (3) to perform the vehicle posture control and the lane keeping.

The vehicle of the present invention implements the following actions and effects by performing chassis integrated control for secondary collision prevention.

First, the vehicle can be stably stopped in the current lane through braking / steering control after a collision, thereby preventing secondary accidents with other vehicles. Second, it is possible to determine whether the vehicle is colliding through a sudden change in the acceleration value measured by an internal sensor (eg, an acceleration sensor) or a collision detection sensor together with a camera sensor mounted on the vehicle. Third, it is possible to determine whether the driver can operate depending on whether the airbag is deployed after the collision detection sensor. Fourth, the target lane can be determined after the collision with the camera sensor. Fifth, it is possible to determine whether the steering system (eg, MDPS) has failed through the vehicle internal sensor value. Sixth, the ESC / MDPS control amount is different depending on the type of collision, actuator operation, and driver control, so that the vehicle stance and lane maintenance are effectively performed.

1 is a flowchart of a chassis integrated control method for secondary collision prevention according to the present invention, Figure 2 is an example of a vehicle in which the chassis integrated control for secondary collision prevention according to the present invention is implemented, Figure 3 4 is a flowchart of vehicle collision recognition control according to the present invention, FIG. 4 is a flowchart of vehicle collision determination control according to the present invention, and FIG. 5 is a flowchart of collision response chassis integrated control according to the present invention. ), (C) is an example of the basis for calculating the control amount of the ESC and MDPS according to the present invention, Figure 7 is a vehicle control state after the collision by the control mode (1) according to the present invention, Figure 8 is a control according to the present invention Vehicle control after collision by Mode (2) or Control Mode (3).

DETAILED DESCRIPTION Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Since the exemplary embodiments of the present invention may be implemented in various different forms, one of ordinary skill in the art to which the present invention pertains may be described herein. Not limited to the embodiment.

Referring to FIG. 1, the chassis integrated control method for secondary collision prevention includes vehicle collision recognition control of S20 and S30 for controlling ESC / MDPS operation of S50-1 when controlling a vehicle after collision of S50 according to vehicle collision detection of S10. Vehicle collision determination control and collision response chassis integrated control of S40.

In particular, in the vehicle collision recognition control (S20), the collision strength based collision flag generation of S20-1 is made, and in the vehicle collision determination control (S30), the collision flag based control mode generation of the S30-1 is made, and the collision response is made. In the chassis integrated control (S40), generation of the control mode based ESC / MDPS control amount of S40-1 is performed.

As a result, the chassis integrated control method for preventing the secondary collision is to establish the ESC / MDPS chassis integrated control strategy considering driver's input and vehicle driving status in the case of side / rear collision and to prevent secondary accidents by stabilizing the vehicle posture and maintaining lanes. This is done. This secondary accident prevention is limited to the purpose of mitigating the impact without considering the vehicle driving situation and the actuator condition during a collision, and overcomes the limitations of the existing chassis integrated control that does not operate the system when the driver operates. It greatly increases the applicability to the field.

Referring to FIG. 2, the vehicle 1 includes an electronic stability control (ESC) 3, a motor driven power steering system (MDPS) 4, an autonomous emergency brake (AEB) 5, a sensor unit 7, and an ECU. (Electronic Control Unit) 10.

For example, the ESC 3 applies individual brakes to the front wheels 2-1 and the rear wheels 2-2 with Torque Vectering Control when the vehicle exhibits a tendency to understeer or oversteer due to vehicle instability. This ensures the stability of the vehicle. The MDPS (4) improves the lateral avoidance performance by improving the steering response by the assist torque gain adjustment. The AEB 5 performs emergency braking by the driver even when there is no driver's response during the sudden braking of the front vehicle detected by the sensor.

In one example, the sensor unit 7 is composed of a collision detection sensor 7-1, a vehicle interior sensor 7-2 and a camera sensor 7-3. The collision detection sensor 7-1 is an airbag collision detection sensor, and provides a divided collision intensity according to the collision flag generation step of the ECU 10. The in-vehicle sensor 7-2 is an acceleration sensor, and provides longitudinal / lateral acceleration for calculating the collision force and impact moment. The camera sensor 7-3 may be a stereo sensor that detects and provides a lane of a driving road as an image sensor.

For example, the ECU 10 processes each sensor signal of the collision detection sensor 7-1, the vehicle interior sensor 7-2, and the camera sensor 7-3 as input data, and based on these sensor signals. By creating a collision intensity based collision flag (S20-1), collision flag based control mode (S30-1) and control mode based ESC / MDPS control amount (S40-1) to the ESC / MDPS operation control (S50-1) Apply. To this end, the ECU 10 includes a recognizer 11, a determiner 13, and a controller 15. The recognition unit 11 recognizes the collision and strength of the vehicle by using the collision detection sensor 7-1 and the vehicle internal sensor 7-2 mounted inside the vehicle as input data to recognize the collision intensity based collision flag. Create in multiple steps. The determination unit 13 uses the sensor signals of the camera sensor 7-3 and the vehicle internal sensor 7-2 mounted on the vehicle as input data, and recognizes the front object with the recognition of the front object. By identifying the actuator status, the collision flag based control mode is divided into multiple stages. The control unit 15 calculates the braking amount of the ESC 3 and the steering torque amount of the MDPS 4 according to the target behavior calculation and control mode for lane keeping and posture stability, and the ESC 3 according to the calculated control amount. And the chassis integrated control under the control of the MDPS (4).

Hereinafter, the chassis integrated control method for preventing the secondary collision of FIG. 1 will be described in detail with reference to FIGS. 2 to 8. In this case, the control subject is the ECU 10, and the control subjects are the ESC 3 and the MDPS 4, which perform chassis integrated control with reference to the actuator state.

The ECU 10 recognizes the vehicle crash situation of S10. Referring to FIG. 2, the ECU 10 detects each sensor signal detected by the collision detection sensor 7-1, the vehicle internal sensor 7-2, and the camera sensor 7-3 when the vehicle 1 is driving. Is processed as input data, and the vehicle collision situation is recognized by the sensor signal of the collision detection sensor 7-1.

The ECU 10 then enters the vehicle collision recognition control of S20. Referring to FIG. 2, the ECU 10 processes each sensor signal of the collision detection sensor 7-1 and the vehicle internal sensor 7-2 through the recognition unit 11, and collides with the sensor signal. Create a Flag. For example, the collision flag is divided into a collision flag (0), a collision flag (1), and a collision flag (2).

In this case, the collision flag (0) (S24), the collision flag (1) (S25), and the collision flag (2) (S26) may be variously defined, but are classified by applying the following definition. Collision Flag (0) is a very light collision situation that does not require general driving conditions or control. Collision Flag (1) is a collision situation in which the acceleration value measured in the longitudinal / lateral direction through the vehicle interior sensor 7-2 is very large and rapidly increased in comparison with the general driving situation, so that control is required. The collision flag 2 is a collision situation in which a collision detection sensor 7-1 detects a collision and deploys an airbag so that a driver cannot operate it.

3 shows a detailed procedure of the vehicle collision recognition control (S20). As shown, the vehicle collision recognition control (S20) is the input signal processing step of S21, the collision detection determination step of S22, the sudden increase judgment step of S23, the collision flag of S24 for generating the collision flag of S20-1 (0) ), The collision flag (1) of S25, and the collision flag (2) of S26.

In detail, in the input signal processing step S21, each sensor signal of the collision detection sensor 7-1 and the vehicle interior sensor 7-2 is recognized. In the collision detection determination step (S22), the collision is recognized by the sensor signal of the collision detection sensor 7-1, and when the collision is recognized, the collision flag (2) is generated (S26), whereas when the collision is not recognized, the acceleration of S23 is detected. Switch to the rapid increase judgment phase. In the acceleration sudden increase determination step (S23), a sudden increase in longitudinal / lateral acceleration through the vehicle internal sensor 7-2 is recognized, and when the vertical / lateral acceleration sudden increase is not recognized, a collision flag (0) is generated (S24). On the other hand, in the case of recognition of rapid increase in longitudinal / lateral acceleration, a collision flag (1) is generated (S25).

From this, the ECU 10 receives the collision flag (0) (S24) or the collision flag (1) (S25) or the collision flag (2) (S26) through the vehicle collision recognition control (S20) by the recognition unit 11. Create

Then ECU 10 enters the vehicle collision determination control (S30). Referring to FIG. 2, the ECU 10 processes each sensor signal of the vehicle interior sensor 7-2 and the camera sensor 7-3 through the determination unit 13. In particular, the determination unit 13 recognizes the front object by the sensor signal of the camera sensor 7-3 and collides with the collision flag (0) or the collision flag (1) or the collision flag (2) of the recognition unit 11. The state is recognized and the actuator operating state is determined from the operation / control conditions of the ESC 3 / MDPS 4. As a result, the determination unit 13 generates a collision flag based control mode. For example, the control mode is divided into a control mode (1), a control mode (2), and a control mode (3).

In this case, the control mode (1) (S36), the control mode (2) (S37), the control mode (3) (S38) can be defined in various ways, but is divided by applying the following definition. The control mode (1) is a state in which the vehicle attitude stabilization is performed through the braking control of the ESC (3) when the lane keeping function cannot be performed due to the failure of the MDPS (4). The control mode (2) is a chassis individual control, which stabilizes the vehicle attitude through the braking control of the ESC (3) and provides the driver steering torque using the control of the MDPS (4) to help the driver maintain lanes. It is a state. The control mode (3) is a chassis integrated control, which maintains lanes and stabilizes the vehicle attitude through linkage control between the ESC (3) and the MDPS (4) when the driver cannot operate the vehicle due to the airbag being deployed due to a collision. This is the state where the execution takes place.

4 shows the detailed procedure of the vehicle collision determination control (S30). As shown, the vehicle collision determination control (S30) is the input signal processing step of S31, the presence / absence of the front obstacle of S32, the collision type determination step of S33, the steering system check step of S34, the collision type re-determination of S35 In step S30-1, the control mode (1) of S36, the control mode (2) of S37, and the control mode (3) of S38 for generating the control mode of S30-1.

Specifically, in the input signal processing step S31, each sensor signal of the vehicle interior sensor 7-2 and the camera sensor 7-3 is recognized. In the front obstacle presence / non-determination step (S32), a front obstacle (eg, a vehicle) is determined toward the front of the vehicle 1 through the sensor signal of the camera sensor 7-3. In the collision type determination step (S33), the collision state is determined based on the collision flag. Therefore, in the front obstacle presence / non-confirmation step (S32) and the collision type determination step (S33), vehicle stop braking (ie, full braking) of S32-1 and chassis integrated control of S33-1 are not entered according to the determination result. Do this.

For example, the vehicle stopping braking (ie, full braking) S32-1 is an operation according to the detection of a forward obstacle of the ECU 10, which is the vehicle stopping braking of the vehicle 1 through the AEB 5. , Full braking) to prevent secondary collisions with forward obstacles after a collision. The chassis integrated control non-entry (S33-1) is a case where the collision flag is the collision flag (0), which is a state in which the ECU 10 does not intervene in the chassis integration control. Therefore, vehicle stop braking of S32-1 and non-entry of chassis integrated control of S33-1 means initialization upon termination of chassis integrated control to prevent secondary collision.

Specifically, in the steering system check step (S34), if there is no front obstacle and the collision flag is the collision flag (1) or the collision flag (2), it is determined whether the MDPS (4) is operating normally. In this case, the normal operation of the MDPS 4 is confirmed by the MDPA controller output and the actuator operating state for the steering angle change. As a result, the ECU 10 generates the control mode (1) (S36) for the chassis integrated control when the normal operation of the steering system is not confirmed, but enters the collision type re-determination step of S35 when the normal operation is confirmed. .

Specifically, in the collision type re-determination step (S35), it is determined whether the provided collision flag is a collision flag (1) or a collision flag (2), and as a result, when the collision flag (1) is generated, the control mode (2) of S37 is generated. On the other hand, if the collision flag (2) generates a control mode (3) of S38.

The ECU 10 then enters the collision response chassis integrated control (S40). Referring to FIG. 2, the ECU 10 processes each sensor signal of the in-vehicle sensor 7-2 and the camera sensor 7-3 through the control unit 15. In particular, the controller 15 generates a target trajectory by calculating an impact moment due to a collision based on the vehicle interior sensor 7-2 and recognizing a current lane based on the camera sensor 7-3. As a result, the controller 15 calculates the individual control amount or the integrated control amount for the ESC 3 and the MDPS 4 for each of the control mode (1) application, the control mode (2) application, and the control mode (3) application. do.

5 shows a detailed procedure of the collision response chassis integrated control (S40). As shown, the collision response chassis integrated control (S40) is the input signal processing step of S41, the impact moment calculation step of S42, the target trajectory generation step of S43, the control mode application step of S44, the control mode of S45 ~ S47 Application-specific control amount calculation step.

6 shows an example of the impact moment calculation and the control basis calculation basis of the ESC and MDPS applied to the ECU 10. In this case, the relations and equations of the illustrated principles are conventional techniques in the automotive field, and thus detailed descriptions thereof will be omitted. Referring to the impact moment calculation by the collision of Figure 6 (a), it can be seen that the collision force and the moment calculation is made using the longitudinal / lateral acceleration. Referring to the calculation of the ESC control amount according to the impact moment of FIG. 6 (b), it can be seen that braking force is generated for each wheel of the front / rear wheels 2-1 and 2-2 in the direction for canceling the impact moment. Referring to the calculation of the MDPS control amount for lane keeping of FIG. 6 (c), MDPS steering torque values are generated according to the distance error between the current vehicle traveling direction and the center of the lane (for example, in the case of control mode 2, according to the path error direction). Guide torque generation).

Specifically, in the input signal processing step S41, each sensor signal of the vehicle interior sensor 7-2 and the camera sensor 7-3 is recognized. In the impact moment calculation step (S42), the impact moment calculation by the collision based on the vehicle interior sensor 7-2 is made. In the target trajectory generation step S43, the target trajectory generation is performed by recognizing the current lane based on the camera sensor 7-3. In the control mode application step (S44), the control mode generated by the determination unit 13 is controlled by the control mode (1) control (S45), control mode (2) control (S46), and control mode (3) control (S47). Separate by. In Mode (1) of S45, the ESC control amount for the ESC 3 is calculated using the impact moment calculated in the impact moment calculation step S42. In the control mode (2) of S46, the MDPS (using the target trajectory generated in the step of calculating the ESC control amount for the ESC 3 and the target trajectory generation step S43 using the impact moment calculated in the impact moment calculation step S42). The MDPS control amounts for 4) are each calculated separately. In the control mode (3) of S47, MDPS (using the target trajectory generated in the ESC control amount calculation and the target trajectory generation step S43 using the impact moment calculated in the impact moment calculation step S42 and the target trajectory generation step S43). The MDPS control amount for 4) is calculated in conjunction with each other.

Subsequently, the ECU 10 switches to the vehicle control S50 after the collision so as to match each of the control mode (1) control (S45), the control mode (2) control (S46), and the control mode (3) control (S47). Perform ESC / MDPS operation control of -1. As a result, the vehicle 1 has an ESC / MDPS chassis divided into control mode (1) control, control mode (2) control, and control mode (3) control. By eliminating the integrated control strategy, it is possible to prevent secondary accidents through posture stabilization and lane keeping even in side / back collision situations.

7 and 8 show a vehicle control state after a collision to prevent secondary accidents by the ESC / MDPS chassis integrated control by the control mode (1) control and control mode (2) control or control mode (3) control. In this case, the vehicle 1 is a self-driving vehicle traveling on the driving lane 100-1 of the driving road 100, and the collision vehicle 1-1 is a side surface of the vehicle 1 and the side of the vehicle 1 while traveling in a lane. The vehicle providing the cause of the collision or the rear collision, the adjacent vehicle (1-2) is a vehicle that normally drives the adjacent lane (100-2) of the driving lane (100-1) without a vehicle collision, the target trajectory is a vehicle after the collision ( 1) means the driving lane 100-1 to be maintained.

Referring to the chassis integrated control by the control mode (1) control of FIG. 7, the vehicle 1 recognizes a collision with the collision vehicle 1-1 and collides with the collision flag (1) or the collision flag (2) as the collision type. The control mode (1) control is switched to the driving state of the vehicle 1 with the generation of the ESC control input value of the ESC 3 according to the amount of impact. Therefore, the ECU 10 maintains the vehicle posture by controlling the ESC 3 with the ESC control input value, so that the vehicle 1 safely moves to the adjacent lane 100-2 outside the driving lane 100-1 without a second accident. Can be entered.

Referring to the chassis integrated control by the control mode (2) control or the control mode (3) control of FIG. 8, the vehicle 1 recognizes the collision with the collision vehicle 1-1 and the collision flag (1) as the collision type. ) Or the collision flag (2) is generated and the control mode (2) control or control mode (3) control is switched to the driving state of the vehicle 1, and the ESC control input value calculation and lane of the ESC (3) according to the impact amount Steering torque value calculation of the MDPS 4 for maintenance is performed. Therefore, the ECU 10 maintains the vehicle posture by controlling the ESC 3 with the ESC control input value, and controls the MDPS 4 with the steering torque value so that the vehicle 1 can drive the target trajectory 100-1. Can be safely returned without a second accident.

As described above, in the chassis integrated control method for preventing the secondary collision of the vehicle according to the present embodiment, an ESC in which a collision flag is generated and a control mode is generated according to a vehicle collision, and an ESC braking control is performed to stabilize the vehicle attitude. Control of vehicle posture and lane maintenance by applying control mode divided by actuator state of (Electronic Stability Control) (3) and Motor Driven Power Steering System (MDPS) (4) which assists gain gain control control for lane keeping. By controlling the driver's vehicle according to the vehicle collision, the secondary control is prevented by the vehicle control, and in particular, the vehicle posture stability and lane maintenance effect are greatly increased by applying the vehicle driving situation and the actuator operation state of the ESC / MDPS to the vehicle control. give.

1: vehicle 1-1: crash vehicle
1-2: adjacent vehicle 2-1,2-2: front, rear wheel
3: ESC (Electronic Stability Control)
4: Motor Driven Power Steering System (MDPS)
5: AEB (Autonomous Emergency Brake)
7: sensor unit 7-1: collision detection sensor
7-2: In-vehicle sensor 7-3: Camera sensor
10: ECU (Electronic Control Unit)
11: recognition unit 13: judgment unit
15: control unit
100: driving road 100-1: driving lane
100-2: adjacent lane

Claims (18)

When a vehicle collision is recognized by an ECU (Electronic Control Unit) and a collision flag is generated and a control mode is generated, the electronic stability control (ESC) and the motor driven power steering system (MDPS) are controlled for vehicle posture control and lane keeping after the collision. Controlled by Mode
Chassis integrated control method, characterized in that.
The chassis integrated control method according to claim 1, wherein the vehicle collision is a rear collision or a side collision.
The chassis integrated control method according to claim 1, wherein the vehicle attitude control and the lane keeping take into account an actuator state of the electronic stability control (ESC) and the motor driven power steering system (MDPS).
The method of claim 1, wherein the collision flag is generated by vehicle collision control, wherein the vehicle collision control is performed by the input signal processing with impact and acceleration, the collision detection determination is made by the impact, longitudinal direction at the acceleration And accelerating and accelerating the acceleration relative to the lateral acceleration, and generating the collision flag according to the collision detection determination and the acceleration sudden increase determination, respectively.
Chassis integrated control method, characterized in that performed as.
The chassis integrated control according to claim 4, wherein the collision flag generation is divided into a collision flag (0) and a collision flag (1) according to the acceleration sudden increase judgment, and a collision flag (2) according to the collision detection determination. Way.
The collision flag (0) of claim 5, wherein the collision flag (0) is not determined to be a collision, the collision flag (1) is a state capable of steering operation after the collision, and the collision flag (2) is an airbag deployment state by collision. Chassis integrated control method, characterized in that.
The method of claim 1, wherein the generation of the control mode is made of a vehicle collision determination control, the vehicle collision determination control is an input signal processing with an image and acceleration, the step of confirming the presence / absence of a forward obstacle to the image, The collision type determination is made by the collision flag according to the generation of the collision flag, the step of confirming the steering operation possibility for the motor driven power steering system (MDPS), and the collision type re-determination is performed by the collision flag classification for the collision flag. Step, generating the control mode by the steering operation possibility and the collision flag classification
Chassis integrated control method, characterized in that performed as.
8. The chassis integrated control method according to claim 7, wherein the vehicle stopping braking is performed when the obstacle is checked in the presence or absence of the front obstacle.
8. The chassis integrated control method according to claim 7, wherein the collision flag classification in the collision type determination includes not applying the control mode.
8. The chassis integrated system according to claim 7, wherein the control mode generation is classified into a control mode (1) based on the non-confirmation of the steering operation possibility, a control mode (2) based on the collision flag classification, and a control mode (3). Control method.
The method of claim 8, wherein the control mode (1) is applied to the electronic stability control (ESC), and the control mode (2) is individually to the electronic stability control (ESC) and the motor driven power steering system (MDPS). The control mode (3) is integrated in connection with the electronic stability control (ESC) and the motor driven power steering system (MDPS) characterized in that the chassis integrated control method characterized in that applied.
The method of claim 1, wherein the control amount calculation is performed by the collision-integrated chassis integrated control, wherein the collision-responsive chassis integrated control is performed by the input signal processing with the image and the acceleration, the step of calculating the impact moment by the collision at the acceleration, Generating a target trajectory in the lane recognized as the image, performing a control mode classification according to generating the control mode, and applying the control mode by applying the impact moment and the target trajectory to the control mode classification.
Chassis integrated control method, characterized in that performed as.
The method of claim 12, wherein the control mode application is divided into a control mode (1) application reflecting the impact moment, a control mode (2) application reflecting the impact moment and the target trajectory, and a control mode (3) application. Chassis integrated control method characterized in that.
The method according to claim 13, wherein in the application of the control mode (1), an ESC control amount of the electronic stability control (ESC) reflecting the impact moment is calculated, and each of the application of the control mode (2) and the application of the control mode (3) is performed. In the chassis integrated control method characterized in that the calculation of the ESC control amount of the ESC (Electronic Stability Control) reflecting the impact moment and the MDPS control amount of the motor driven power steering system (MDPS) reflecting the target trajectory.
15. The method according to claim 14, wherein the application of the control mode (1) performs the ESC braking control of the electronic stability control (ESC) by the control amount of the ESC, and the application of the control mode (2) comprises the operation of the ESC (by the ESC control amount). The electronic steering control (ESC) braking control of the Electronic Stability Control and the guide steering torque intervention of the Motor Driven Power Steering System (MDPS) based on the MDPS control amount are individually performed, and the application of the control mode (3) is performed by the ESC control amount. And integrated the steering control intervention of the ESC braking control of the Electronic Stability Control and the guide steering torque of the Motor Driven Power Steering System based on the MDPS control amount.
Electronic Stability Control (ESC) in which ESC braking control is performed to stabilize the vehicle attitude;
Motor Driven Power Steering System (MDPS) in which assist torque gain adjustment control for lane keeping is performed;
A collision flag is generated and a control mode is generated according to a vehicle collision. A control mode is divided into an actuator state of the electronic stability control (ESC) and the motor driven power steering system (MDPS). An ECU (Electronic Control Unit) for performing vehicle posture control and lane keeping;
Vehicle comprising a.
17. The vehicle according to claim 16, wherein the electronic control unit (ECU) is connected to a sensor unit for detecting a collision situation, an acceleration change, and a front obstacle in a recognition lane.
18. The system of claim 17, wherein the ECU includes an recognizer, a determiner, and a controller;
The recognition unit divides the collision flag generation into collision flags (0), (1), and (2) based on the collision situation, and the determination unit changes the acceleration when the control mode generation is not confirmed. And lanes divided into control modes (1), (2), and (3) based on the normal operation of the collision flags (0), (1), (2) and the motor driven power steering system (MDPS). Recognizing a target trajectory by the detection of the control unit, the control unit performs the electronic posture control and the lane keeping to the ESC (Electronic Stability Control) and the one of the control modes (1), (2), (3) Vehicle characterized in that each control the MDPS (Motor Driven Power Steering System).

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