KR20210027697A - Integrated control device for vehicle and control method - Google Patents

Abstract

Disclosed are an integrated control device for a vehicle and a control method using the same. According to an embodiment of the present invention, through an integrated control device for a vehicle and a control method using the same, it is possible to promote driving with improved performance and safety of the vehicle through stable torque distribution and improvement of driving performance according to various driving conditions of the vehicle.

Description

Integrated control device for vehicle and control method using the same

The present invention is an integrated control device for a vehicle capable of efficiently distributing torque to the wheels of the vehicle by integrating a configuration that serves as a controller for distributing the output torque of the engine to each driving wheel after grasping the current state of the vehicle, and a control method using the same It is about.

In general, a differential device provided in a vehicle makes a speed difference due to a difference in turning radius of the left/right wheel when turning, while guiding in a direction intended by the driver or maintaining the driving without deviating from the path.

When a vehicle turns while driving or in certain situations, yaw motion may occur, and in this case, it must be properly controlled for stable driving.If the vehicle is driven at a relatively high speed, the yaw stability control system loses control. It should be operated to protect the vehicle from.

Most vehicle stability control systems are brake-based control systems that stop or brake, and such a brake-based control system uses an ABS device to apply individual wheel stopping forces to control yaw motion generated in the vehicle. .

However, in the brake-based system, the vehicle speed performance deteriorates and the driver's motion and collision occur. In order to overcome the problem of the brake-based control system, a method for safely controlling the vehicle by actively distributing torque transmitted to the wheel. This became necessary.

For example, limited-slip differential (LSD) technology is already in use, and traction control using electronically controlled limited-slip differentials (ELSD) is more traction torque. It is possible to maintain stable movement in the longitudinal direction by transmitting the to the higher wheel.

Conventionally, a controller for controlling an all wheel drive (AWD) and an electronic limited slip differential (eLSD) is separately provided, so that each controller is configured to perform control according to the driving state of the vehicle.

However, when a separate controller is provided as described above, the AWD controller determines the control timing when the vehicle makes a sudden turn, and the Elsd controller determines the state of the vehicle.

For example, the AWD controller determines that the current vehicle is in an understeer state, and the eLsd controller determines that the vehicle is in an oversteer state differently from each other.

In this case, the AWD controller and the eLSD controller have different timing points for determining the state of the vehicle, resulting in a problem in that torque distribution between the main and secondary driving wheels is not performed efficiently.

Korean Patent Registration No. 10-1676660

Embodiments of the present invention are intended to provide an integrated control device for a vehicle capable of integrated control of AWD and eLSD in an integrated control method along with determining a vehicle state, and a control method using the same.

The integrated vehicle control device according to an embodiment of the present invention receives a sensor signal generated according to an operation of a driver in the vehicle and a corresponding vehicle behavior state, and determines the current state of the vehicle. ; A first torque controller 200 for controlling an output torque according to a driving mode selected by the driver; A second torque controller 300 for electronically controlling an output torque when slip occurs in the vehicle; And controlling the traction of the vehicle by receiving signals from the vehicle condition determination unit 100 and the first and second torque controllers 200 and 300, respectively, and handling according to the turning of the vehicle. And an integrated control determination unit 400 for integrated control of the first and second torque controllers 200 and 300 by simultaneously calculating a control timing for and a control torque amount.

The integrated control determination unit 400 receives a torque signal from the first and second torque controllers 200 and 300 that primarily calculate a control torque required when the vehicle is traveling under a traction or handling condition. It further includes a torque monitoring unit 500 that receives the input, and the torque monitoring unit 500 determines whether the torque signal transmitted from the first and second torque control units 200 and 300 is a torque signal required for current optimal driving. Feedback is made between the first and second torque controllers 200 and 300 and each other.

The torque monitoring unit 500 includes a torque distributed from the integrated control determination unit 400 to a main driving wheel or a sub driving wheel according to a current traction or handling state of the vehicle, and a final torque according to prevention of differential between the main driving wheel and the sub driving wheel. It is characterized in that the signal is transmitted to the first and second torque control unit (200, 300).

The first torque control unit 200 transmits after the limit value of the torque finally transmitted to the torque monitoring unit 500 is controlled within a range not exceeding the maximum performance limit value of an all wheel drive (AWD) provided in the vehicle. The AWD protection unit 210 is provided so that the second torque control unit 300 has the maximum performance of the electronic limited slip differential (eLSD) provided in the vehicle with a limit value of the torque finally transmitted to the torque monitoring unit 500 The eLSD protection unit 310 is provided to be transmitted after being controlled within a range not exceeding the limit value.

The vehicle state determination unit 100 includes a wheel slip determination unit 110 that receives a speed of a wheel provided in the vehicle and determines whether or not a slip has occurred; A turning radius determination unit 120 that calculates a turning radius of each wheel provided in the vehicle when it is assumed that the vehicle is turning normally; An estimated yaw determination unit 130 that determines an estimated yaw value according to a steering angle under the assumption that the vehicle is turning normally; A turning state determination unit 140 for determining whether the vehicle is in a turning state; A vehicle speed estimation unit 150 for estimating a current vehicle speed of the vehicle; A lateral swing angle determination unit 160 for determining a cross angle between a wheel direction and a traveling direction of the vehicle when the vehicle is turning; A climbing state determination unit 170 for determining a climbing state of the vehicle; And a driving mode determination unit 190 for determining a driving mode of a driver who has boarded the vehicle.

The wheel slip determination unit 110 determines a left-right slip of a main driving wheel provided in the vehicle, a left-right slip of a secondary driving wheel provided in the vehicle, and a front-rear slip generated at the front and rear of the vehicle.

The integrated control method for a vehicle according to an embodiment of the present invention includes a first step (ST100) of receiving a signal generated according to an operation of a driver in the vehicle and a state of the vehicle accordingly; A second step (ST200) of first receiving each torque according to the current state of the vehicle from an all wheel drive (AWD) and an electronic limited slip differential (eLSD) provided in the vehicle; And after determining whether the current vehicle is in a traction state or a handling state through a torque signal input from the all wheel drive (AWD) and the electronic limited slip differential (eLSD) together with a signal according to the vehicle state. And a third step (ST200) of controlling the vehicle by transmitting a control signal for integrated control of the torque output to the all wheel drive (AWD) and the electronic limited slip differential (eLSD).

The first step (ST100) may include a first determination step (ST110) of determining whether slip has occurred in a wheel provided in the vehicle; A second determination step (ST120) of determining a turning slip amount according to the turning radius of the current vehicle based on information about the center of gravity of the vehicle, the wheel base, and the wheel angle compared to the steering angle; The third determination step (ST130) of determining the turning state of the vehicle based on the estimated value of the vehicle turning slip amount and the actual value reflecting the actual vehicle behavior are all simultaneously determined.

In the second step ST200, the required torque required by the vehicle is output in stages with a torque lower than the maximum AWD torque output from the all wheel drive (AWD).

The second step ST200 is characterized in that the required torque required by the vehicle is output with a lower torque than the eLSD Max Torque output from the electronic limited slip differential (eLSD).

In the third step (ST200), when the vehicle is in a traction or handling state, each or simultaneously control is performed, and control torques distributed to the main and secondary driving wheels of the vehicle are distributed at different ratios. do.

Embodiments of the present invention can maintain optimum driving performance according to traction and handling of the vehicle by controlling the AWD and eLSD provided in the vehicle in an integrated manner.

Embodiments of the present invention can improve vehicle safety and turn performance through integrated control according to various driving modes of the vehicle, promote pleasant driving, and maximize vehicle performance.

Embodiments of the present invention can perform integrated control, thereby reducing controllers and reducing vehicle wires, thereby enabling efficient operation for entire vehicle packaging.

1 is a view showing the configuration of an integrated vehicle control device according to an embodiment of the present invention.
2 is a diagram illustrating a case in which slip occurs in a diagonal direction of a vehicle that is integratedly controlled by an integrated control device for a vehicle according to an embodiment of the present invention.
Figure 3 is a flow chart showing an integrated control method for a vehicle according to an embodiment of the present invention.

An integrated control device for a vehicle according to an embodiment of the present invention will be described with reference to the drawings. 1 is a diagram showing the configuration of an integrated vehicle control device according to an embodiment of the present invention, and FIG. 2 is a diagonal direction of a vehicle that is integrated and controlled by the vehicle integrated control device according to an embodiment of the present invention. It is a diagram showing a case in which slip occurs in.

1 to 2, the integrated control device for a vehicle according to the present embodiment includes an all wheel drive (AWD) provided in the vehicle according to the case in which the vehicle is towed or handled, and an eLSD ( Electronic limited slip differential) is intended to be controlled through a single integrated control determination unit 400 in order to perform a stable driving by integrally controlling the torque control.

To this end, the present embodiment uses the integrated control determination unit 400 without installing separate control units in the first torque control unit 200 and the second torque control unit 300 to be described later. ), the optimum torque distribution and torque control can be performed.

In the present embodiment, a vehicle state determination unit 100 that determines a current state of a vehicle by receiving a sensor signal generated according to an operation of a driver in a vehicle and a behavior state of the vehicle accordingly, and a driving mode selected by the driver. The first torque control unit 200 for controlling the output torque according to the control, the second torque control unit 300 for electronically controlling the output torque when slip occurs in the vehicle, and the vehicle state determination unit 100 and the Receives signals from the first and second torque controllers 200 and 300, respectively, to control the traction of the vehicle, and simultaneously calculate the control timing and the amount of control torque for handling according to the turning of the vehicle. Thus, it includes an integrated control determination unit 400 for integrated control of the first and second torque controllers 200 and 300.

The vehicle condition determination unit 100 receives a driver or sensor signal using a signal through CAN communication, which is one of the communication methods provided in the vehicle.

For example, the CAN communication may be a steering angle signal generated when the driver rotates the steering wheel in a specific direction or a signal according to a depth at which the accelerator pedal is bright.

The sensor signal may be a yaw rate signal or a lateral acceleration signal, and includes a signal or a sensor signal input by another driver, which is not described.

The vehicle condition determination unit 100 may be a wheel slip determination unit 110 that receives a speed of a wheel provided in the vehicle and determines whether or not a slip has occurred. The wheel slip determination unit 110 determines whether the current wheel of the vehicle slips. The wheel speed of the wheel is input through a CAN signal and determines the presence or absence of slip by using a difference in speed of each wheel.

The wheel slip determination unit 110 determines a left-right slip of a main driving wheel provided in the vehicle, a left-right slip of a secondary driving wheel provided in the vehicle, and a front-rear slip generated at the front and rear of the vehicle.

In addition, when it is assumed that the vehicle is turning normally, it may be a turning radius determination unit 120 that calculates a turning radius of each wheel provided in the vehicle, and the turning radius determination unit 120 includes a center of gravity of the vehicle, The turning radius of each wheel can be numerically calculated through a dynamic equation for the wheel base and the steering angle compared to the steering angle, and the turning slip amount of each wheel can be determined when turning is made.

In addition, it may include an estimated yaw determination unit 130 that determines an estimated yaw value according to a steering angle in a state assuming that the vehicle is turning normally, and the estimating determination unit 130 is Assuming that you are turning, estimate the expected behavior of the vehicle (estimated yaw rate) according to the steering angle.

In addition, it may include a turning state determination unit 140 that determines the presence or absence of the turning state of the vehicle, and the turning state determination unit 140 reflects the behavior of the vehicle (estimated yaw rate) and the actual vehicle behavior described above. It is determined whether the vehicle's turning state corresponds to the current understeer, oversteer, or neutral steer through the yawrate value.

In addition, a vehicle speed estimating unit 150 for estimating the current vehicle speed of the vehicle, a lateral glide angle determination unit 160 for determining a staggered angle between a wheel direction and a traveling direction of the vehicle when the vehicle is turning, And a driving mode determination unit 190 that determines a driving mode of a driver on board the vehicle and a climbing state determination unit 170 that determines a state.

The first torque control unit 200 may be an all wheel drive (AWD) provided in a vehicle, for example, and the second torque control unit 300 may be an electronic limited slip differential (eLSD) provided in a vehicle, for example. I can.

The second torque control unit 300 generates an output torque for electronically controlling the left and right rotation unevenness by rotating the left and right wheels of the front wheel or the rear when slip occurs in the driving wheel of the vehicle, so that stable driving when the vehicle is turning. can do.

The first torque control unit 200 transmits after the limit value of the torque finally transmitted to the torque monitoring unit 500 is controlled within a range not exceeding the maximum performance limit value of an all wheel drive (AWD) provided in the vehicle. The AWD protection unit 210 is provided so that the second torque control unit 300 has the maximum performance of the electronic limited slip differential (eLSD) provided in the vehicle with a limit value of the torque finally transmitted to the torque monitoring unit 500 The eLSD protection unit 310 is provided to be transmitted after being controlled within a range not exceeding the limit value.

The AWD protection unit 210 prevents damage or malfunction of the AWD even when the final torque output from the first torque control unit 200 to the torque monitoring unit 500 is required more than the maximum performance limit value of the AWD. The torque value within the maximum performance is output.

Through this, stable protection of the AWD is promoted, and the optimum torque is distributed to the main driving wheel and the sub-driving wheel through the integrated control determining unit 400.

The eLSD electronically controls the torque transmitted to the main and secondary driving wheels of the vehicle along with the aforementioned AWD, but the eLSD is damaged or malfunctions even when the eLSD protection unit 310 requires more than the maximum performance limit of the eLSD. To prevent this, a torque value within the maximum performance is output.

The integrated control determination unit 400 classifies and determines the current driving state of the vehicle into a traction state and a handling state. For example, the driver's intention (steering angle, steering angular velocity) and the vehicle state (lateral acceleration) , Yacht ray sensor, turning state) is input from the vehicle state determination unit 100 described above, and each control is performed according to the traction state or the handling state.

The integrated control determination unit 400 receives a torque signal from the first and second torque controllers 200 and 300 that primarily calculate a control torque required when the vehicle is traveling under a traction or handling condition. It further includes an input torque monitoring unit 500.

The torque monitoring unit 500 determines whether the torque signal transmitted from the first and second torque control units 200 and 300 is a torque signal required for the current optimal driving, and There is mutual feedback.

In particular, in the present embodiment, the first torque control unit 200 does not include a separate controller for controlling the output torque, but the integrated control determination unit 400 includes the first torque control unit 200 and the second torque control unit. Since all 300 can be integrated and controlled at the same time, the configuration for control can be reduced.

In addition, since the number of wires for control is significantly reduced, it is advantageous for the entire vehicle packaging, and the performance of the vehicle can be maximized by using the integrated control determination unit 400 configured as a single unit.

The torque monitoring unit 500 includes a torque distributed from the integrated control determination unit 400 to a main driving wheel or a sub driving wheel according to a current traction or handling state of the vehicle, and a final torque according to prevention of differential between the main driving wheel and the sub driving wheel. It is provided to transmit a signal to the first and second torque controllers 200 and 300.

For example, the integrated control determining unit 400 determines that the vehicle is in a traction state when the vehicle is started or stopped, or is selected from a low-speed turn or a slope, and controls output torques transmitted to wheels provided in the vehicle differently from each other.

That is, when the vehicle starts in a straight direction from a stopped state, the output torque is controlled so that power loss does not occur in any one of the left wheel and the right wheel.

The traction state is used to prevent a TCB (Tight Corner Braking) phenomenon due to AWD operation when the vehicle is turning at a low speed, and to prevent TCB and torque steering due to the operation of the eLSD. For reference, the TCB phenomenon refers to a phenomenon in which the vehicle's noise and noise occur during a low-speed full-turn turn driving on a paved road.

In addition, the traction state improves the road surface escape performance according to each slip state determination, thereby promoting stable vehicle driving.

In the handling, the driver can select a specific driving mode such as a normal mode or a sport mode, or control torque according to the turning state in various ways, and the torque is distributed to AWD and eLSD by determining the sudden turning state through the body slip angle. It can be controlled by dividing it.

Unlike the above-described embodiments, in the case of a handling state in which the AWD and eLSD are controlled so that a stable turn is made when the vehicle turns or a sudden turn is made, the first, 2 The final torque output to the AWD and eLSD is adjusted by receiving the output torque from the torque controllers 200 and 300.

For example, in the case of a front-wheel drive vehicle, in the case of stably controlling a vehicle that is turning rapidly, the output torque output from the first and second torque controllers 200 and 300 to the integrated control determination unit 400 is The output torque according to the turning is firstly output to the torque monitoring unit 500, and the torque monitoring unit 500 determines whether the input output torque corresponds to the final output torque for optimally controlling the current state of the vehicle. , When the amount of torque is insufficient, feedback is performed so that the recalculated output torque is inputted by the first and second torque controllers 200 and 300.

After feedback is made between the first and second torque control units 200 and 300 and the torque monitoring unit 500 during N-th order so that the vehicle can make an optimal turn, the final calculated output torque is the first and second torques. It is output to the controllers 200 and 300.

In this embodiment, as an example, when a rear-wheel drive vehicle is driving along a road and slip occurs in a diagonal direction, the total control determination unit 400 determines whether a slip occurs in the rear wheel in the vehicle state determination unit 100 or a wheel slip determination unit ( After checking through 110), when it is confirmed that slip has occurred, a torque signal is input from the first and second torque control units 200 and 300 to the torque monitoring unit 500. For reference, high mu state is maintained from left to right in the diagonal direction, and low mu state is maintained from right to lower left in the opposite diagonal direction.

The torque monitoring unit 500 analyzes the vehicle speed according to the current slip of the vehicle and the torque signal input to the torque monitoring unit 500 to determine whether or not slip occurs in the front and rear wheels of the vehicle, and no slip occurs. When it is determined that the second torque control unit 300 determines the output torque input to the torque monitoring unit 500 as the optimum torque of the vehicle in which the current slip has occurred, the final control signal is transmitted to the second torque control unit 300. do.

In the vehicle, when the eLSD is operated, the slip at the rear wheels is controlled, but since the operation of the eLSD may cause slip in the left and right wheels of the front wheel, the integrated control determination unit 400 allows some torque to be transmitted to the left and right wheels of the current. As a result, stable vehicle driving according to diagonal slip is achieved.

For reference, the arrow length of each wheel shown in FIG. 2 shows the magnitude of the amount of output torque that is simultaneously controlled at different ratios, and in order for the current vehicle to stably escape the diagonal slip, the right wheel of the rear wheel is considerably more than the left wheel. A large output torque is transmitted, and a relatively smaller output torque is transmitted to the left wheel of the secondary drive wheel (front wheel) than the right wheel of the rear wheel.

In addition, the same output torque is transmitted to the right wheel of the secondary driving wheel and the left wheel of the rear wheel corresponding to the diagonally opposite direction, so that the slip can be stably driven in the diagonal direction.

An integrated control method for a vehicle according to an embodiment of the present invention will be described with reference to the drawings.

Referring to FIG. 3, the integrated control method for a vehicle according to the present embodiment includes a first step (ST100) of receiving a signal generated according to an operation of a driver in a vehicle and a state of the vehicle accordingly, and A second step (ST200) receiving each torque according to the current state of the vehicle from the provided all wheel drive (AWD) and electronic limited slip differential (elSD), and the AWD (All wheel drive) and the torque signal input from the electronic limited slip differential (eLSD), after determining whether the current vehicle is in a traction state or a handling state, the AWD (All wheel drive), and the eLSD ( and a third step (ST200) of controlling the vehicle by transmitting a control signal for integrated control of the torque output as an electronic limited slip differential).

The first step (ST100) is based on a first determination step (ST110) of determining whether slip occurs in a wheel provided in the vehicle, and information on the center of gravity of the vehicle, the wheel base, and the wheel angle compared to the steering angle. A second determination step (ST120) of determining the amount of turning slip according to the current turning radius of the vehicle, the estimated value of estimating the amount of turning slip of the vehicle, and the actual value reflecting the behavior of the vehicle to determine the turning state of the vehicle All of the third determination steps ST130 are determined at the same time.

In the first determination step ST110, the presence or absence of slip is determined by using speed data of each wheel through a CAN signal of the vehicle.

In the second determination step (ST120), when it is assumed that the vehicle is turning normally, the amount of slip is determined by calculating the turning radius of each wheel, and the estimated yaw rate value according to the vehicle behavior and the actual vehicle behavior are reflected. The values are compared to determine which of the current vehicle is understeer, oversteer, and neutral steer.

In the second step (ST200), the required torque required by the vehicle is output in stages at a lower torque than the AWD Max Torque output from the all wheel drive (AWD), and the electronic limited slip (eLSD) differential) output at a lower torque than the eLSD Max Torque.

The reason why the AWD and eLSD outputs step by step from a low torque to a maximum torque is to determine the final output torque transmitted to the main and sub-drive wheels and the exact differential prevention time to ensure stable vehicle driving.

In the third step (ST200), when the vehicle is in a traction or handling state, each or simultaneously control is performed, and control torques distributed to the main and secondary driving wheels of the vehicle are distributed at different ratios. do.

The control torque is integrated so that the torque transmitted to the main driving wheel and the secondary driving wheel is maintained differently according to the driving state of the vehicle, and is controlled differently according to the current state of the vehicle to maintain optimum driving stability.

As described above, one embodiment of the present invention has been described, but those of ordinary skill in the relevant technical field add, change, delete or add components within the scope not departing from the spirit of the present invention described in the claims. It will be possible to variously modify and change the present invention by the like, and it will be said that this is also included within the scope of the present invention.

100: vehicle condition determination unit
200: first torque control unit
210: AWD protection unit
300: second torque control unit
310: eLSD protection part
400: integrated control judgment unit
500: torque monitoring unit

Claims (11)

A vehicle state determination unit 100 for determining a current state of the vehicle by receiving a sensor signal generated according to an operation of a driver in the vehicle and a corresponding state of the vehicle behavior;
A first torque controller 200 for controlling an output torque according to a driving mode selected by the driver;
A second torque controller 300 for electronically controlling an output torque when slip occurs in the vehicle; And
Control of the traction of the vehicle and handling according to the turning of the vehicle by receiving signals from the vehicle condition determination unit 100 and the first and second torque controllers 200 and 300, respectively. An integrated control device for a vehicle comprising an integrated control determination unit 400 for integrated control of the first and second torque controllers 200 and 300 by simultaneously calculating a control time point and an amount of control torque for the vehicle. The method of claim 1,
The integrated control determination unit 400 receives a torque signal from the first and second torque controllers 200 and 300 that primarily calculate a control torque required when the vehicle is traveling under a traction or handling condition. Further comprising an input torque monitoring unit 500,
The torque monitoring unit 500 determines whether the torque signal transmitted from the first and second torque control units 200 and 300 is a torque signal required for the current optimal driving, and Integrated control device for vehicles with mutual feedback. The method of claim 1,
The torque monitoring unit 500 includes a torque distributed from the integrated control determination unit 400 to a main driving wheel or a sub driving wheel according to a current traction or handling state of the vehicle, and a final torque according to prevention of differential between the main driving wheel and the sub driving wheel. Integrated control device for a vehicle that transmits a signal to the first and second torque control units (200, 300). The method of claim 2,
The first torque control unit 200 transmits after the limit value of the torque finally transmitted to the torque monitoring unit 500 is controlled within a range not exceeding the maximum performance limit value of an all wheel drive (AWD) provided in the vehicle. AWD protection unit 210 is provided so as to be,
After the second torque control unit 300 is controlled within a range that does not exceed the maximum performance limit value of the electronic limited slip differential (eLSD) provided in the vehicle, the limit value of the torque finally transmitted to the torque monitoring unit 500 Integrated control device for a vehicle equipped with an eLSD protection unit 310 to be transmitted. The method of claim 1,
The vehicle state determination unit 100 includes a wheel slip determination unit 110 that receives a speed of a wheel provided in the vehicle and determines whether or not a slip has occurred;
A turning radius determination unit 120 that calculates a turning radius of each wheel provided in the vehicle when it is assumed that the vehicle is turning normally;
An estimated yaw determination unit 130 that determines an estimated yaw value according to a steering angle under the assumption that the vehicle is turning normally;
A turning state determination unit 140 for determining whether the vehicle is in a turning state;
A vehicle speed estimation unit 150 for estimating a current vehicle speed of the vehicle;
A lateral swing angle determination unit 160 for determining a cross angle between a wheel direction and a traveling direction of the vehicle when the vehicle is turning;
A climbing state determination unit 170 for determining a climbing state of the vehicle;
An integrated vehicle control device comprising a driving mode determination unit 190 for determining a driving mode of a driver in the vehicle. The method of claim 5,
The wheel slip determination unit 110 includes a left-right slip of a main driving wheel provided in the vehicle,
A slip in the left and right directions of a sub-drive wheel provided in the vehicle,
An integrated vehicle control device that determines front and rear slips occurring in the front and rear of the vehicle. A first step (ST100) of receiving a signal generated according to an operation of a driver in the vehicle and a state of the vehicle accordingly;
A second step (ST200) of first receiving each torque according to the current state of the vehicle from an all wheel drive (AWD) and an electronic limited slip differential (eLSD) provided in the vehicle; And
After determining whether the current vehicle is in a traction state or a handling state through a torque signal input from the all wheel drive (AWD) and the electronic limited slip differential (eLSD) together with a signal according to the vehicle state, A vehicle integrated control method comprising a third step (ST200) of controlling the vehicle by transmitting a control signal for integrated control of the torque output to the all wheel drive (AWD) and the electronic limited slip differential (eLSD). The method of claim 7,
The first step (ST100) may include a first determination step (ST110) of determining whether slip has occurred in a wheel provided in the vehicle;
A second determination step (ST120) of determining a turning slip amount according to a turning radius of the current vehicle based on information about the center of gravity of the vehicle, the wheel base, and the wheel angle versus the steering angle;
The integrated control method for a vehicle in which the third determination step (ST130) of determining the turning state of the vehicle through an estimated value of estimating the amount of turning slip of the vehicle and an actual value reflecting the actual vehicle behavior are simultaneously determined. The method of claim 7,
The second step (ST200) is an integrated control method for a vehicle in which the required torque required by the vehicle is gradually output with a torque lower than the maximum AWD torque output from the all wheel drive (AWD). The method of claim 7,
The second step (ST200) is an integrated control method for a vehicle in which the required torque required by the vehicle is output at a lower torque than the eLSD Max Torque output from the electronic limited slip differential (eLSD). The method of claim 7,
In the third step (ST200), when the vehicle is in a traction or handling state, each or simultaneously control is performed, and control torques distributed to the main and secondary driving wheels of the vehicle are distributed at different ratios. Integrated control method for vehicles.

Images