KR20240045423A - Electronic Control Unit and Vehicle having the same - Google Patents

Abstract

The present invention relates to an electronic control unit that transmits wheel speed information detected by a wheel speed detection device to another control system, and a vehicle having the same.
The vehicle includes a plurality of wheel speed sensors; steering angle sensor; Driving speed is acquired based on wheel speed information detected by a plurality of wheel speed sensors, and based on the obtained driving speed, it is determined whether the vehicle is in a stationary state. If the vehicle is primarily determined to be stationary, the steering angle information detected by the steering angle sensor Based on this, it is determined whether the vehicle is in a stationary state, and when it is secondarily determined that the vehicle is in a stationary state, an electronic control unit transmits wheel speed information detected by a plurality of wheel speed sensors; and a communication device that performs communication between the plurality of wheel speed sensors, steering angle sensors, and electronic control units.

Description

Electronic Control Unit and Vehicle having the same {Electronic Control Unit and Vehicle having the same}

The present invention relates to an electronic control unit that transmits wheel speed information detected by a wheel speed detection device to another control system, and a vehicle having the same.

The vehicle is equipped with an electronic control system to improve vehicle safety.

This electronic control system is an anti-lock braking system (ABS: Anti-lock Brake System) that prevents the brakes from locking due to slip on slippery roads and allows the driver to steer while braking, and the vehicle starts on slippery roads. A traction control system (TCS: Traction Control System) to prevent the vehicle from slipping during sudden acceleration or sudden acceleration, and a vehicle stability control system (ESC: Electronic Stability Control System, also known as ESP) to stably control the vehicle's posture. there is.

It is very important for this electronic control system to detect the speed of each wheel in order to secure the vehicle's braking performance or acceleration performance.

Accordingly, a wheel speed detection device is installed inside each wheel of the vehicle to detect the speed of the wheel and transmit the detected wheel speed to an electronic control unit (ECU). This wheel speed sensing device consists of a magnet and a coil, and is mounted to maintain a very close gap to the toothed tone wheel.

The wheel speed detection device outputs a signal due to changes in the magnetic field between encoders when the vehicle is stopped or running. At this time, the vehicle determines the wheel speed based on the signal output from the wheel speed detection device.

Due to physical characteristics, the gap between the wheel speed detection device and the encoder increases, making it possible to reduce wheel speed errors while stopping, but due to the characteristics of the wheel speed detection device, it is impossible to completely eliminate speed errors.

Currently, a vehicle's wheel speed detection device intermittently outputs incorrect wheel speed information when shock or vibration is applied to the vehicle due to actions such as closing a door or opening and closing the hood while the vehicle is stopped. In other words, shock or vibration is transmitted to the wheel speed detection device and encoder, and incorrect wheel speed information from the wheel speed detection device is transmitted to various electronic control systems in the vehicle.

At this time, various electronic control systems in the vehicle that use wheel speed information may incorrectly recognize the wheel speed while the vehicle is stopped, causing problems in which predetermined control functions for each controller cannot be performed.

On one side, if it is primarily determined that it is in a stationary state, it secondarily determines whether it is in a stationary state based on the steering information and acceleration information, and if the secondary determination result is determined to be in a stationary state, at least one wheel speed information of the wheel speed detection device is controlled. Provided is an electronic control unit that transmits a signal from a wheel speed detection device to at least one control system if the signal is not transmitted to the system and the secondary determination results in a driving state, and a vehicle having the same.

An electronic control unit according to one aspect includes a communication unit that communicates with a plurality of wheel speed sensors and a steering angle sensor; and Obtain the driving speed based on the wheel speed information detected by the plurality of wheel speed sensors, determine whether the vehicle is in a stationary state based on the obtained driving speed, and if it is primarily determined that the vehicle is in a stationary state, the steering angle detected by the steering angle sensor It includes a processor that determines whether the vehicle is in a stationary state based on the information, and blocks transmission of wheel speed information detected by a plurality of wheel speed sensors when it is secondarily determined that the vehicle is in a stationary state.

The processor of the electronic control unit according to one aspect first determines that the vehicle is in a stationary state when it is determined that the driving speed is maintained at the reference driving speed for a preset time.

The processor of the electronic control unit according to one aspect checks the change angle at which the steering angle changes during a preset time based on the steering angle information, and if it is determined that the confirmed change angle is less than or equal to the reference angle, secondarily determines that the vehicle is in a stopped state, An electronic control unit that determines that the vehicle is in a driving state if it is determined that the confirmed change angle exceeds the reference angle.

A communication unit of an electronic control unit according to one aspect is connected to an acceleration sensor and receives acceleration information detected by the acceleration sensor. The processor of the electronic control unit according to one aspect secondarily determines that the vehicle is in a stationary state when it is determined that the confirmed change angle is less than the reference angle and the acceleration is less than the reference longitudinal acceleration, and if the confirmed change angle exceeds the reference angle or the acceleration is less than the reference longitudinal acceleration. If it is determined that the standard final acceleration is exceeded, the vehicle is determined to be in a driving state.

A communication unit of an electronic control unit according to one aspect performs communication with a plurality of control systems. The processor of the electronic control unit according to one aspect controls the communication unit to transmit wheel speed information detected by a plurality of wheel speed sensors to a plurality of control systems when it is determined that the vehicle is in a driving state.

A communication unit of an electronic control unit according to one aspect performs communication with a plurality of control systems. The processor of the electronic control unit according to one aspect controls the communication unit to transmit wheel speed information detected by a plurality of wheel speed sensors to a plurality of control systems when it is determined that the vehicle is in a driving state based on the driving speed.

The communication unit of the electronic control unit according to one aspect performs CAN communication.

An electronic control unit according to another aspect includes a communication unit that communicates with a plurality of wheel speed sensors and acceleration sensors; The driving speed is acquired based on the wheel speed information detected by a plurality of wheel speed sensors, and based on the obtained driving speed, it is determined whether the vehicle is stationary. If the vehicle is first determined to be stationary, the longitudinal acceleration detected by the acceleration sensor is determined. It includes a processor that determines whether the vehicle is in a stationary state based on the information, and blocks transmission of wheel speed information detected by a plurality of wheel speed sensors when it is secondarily determined that the vehicle is in a stationary state.

The processor of the electronic control unit according to another aspect primarily determines that the vehicle is in a stationary state if it is determined that the driving speed is maintained at the reference driving speed for a preset time.

According to another aspect, the processor of the electronic control unit secondarily determines that the vehicle is in a stationary state when it is determined that the terminal acceleration is less than the reference longitudinal acceleration, and determines that the vehicle is in a running state when it is determined that the terminal acceleration exceeds the reference terminal acceleration.

A communication unit of an electronic control unit according to another aspect performs communication with a plurality of control systems. According to another aspect, the processor of the electronic control unit controls the communication unit to transmit wheel speed information detected by the plurality of wheel speed sensors to the plurality of control systems when it is determined that the vehicle is in a driving state.

A communication unit of an electronic control unit according to another aspect performs communication with a plurality of control systems. According to another aspect, the processor of the electronic control unit controls the communication unit to transmit wheel speed information detected by the plurality of wheel speed sensors to the plurality of control systems when it is determined that the vehicle is in a driving state based on the driving speed.

A communication unit of an electronic control unit according to another aspect performs CAN communication.

According to another aspect a vehicle includes a plurality of wheel speed sensors; steering angle sensor; Driving speed is acquired based on wheel speed information detected by a plurality of wheel speed sensors, and based on the obtained driving speed, it is determined whether the vehicle is in a stationary state. If the vehicle is primarily determined to be stationary, the steering angle information detected by the steering angle sensor Based on this, it is determined whether the vehicle is in a stationary state, and when it is secondarily determined that the vehicle is in a stationary state, an electronic control unit transmits wheel speed information detected by a plurality of wheel speed sensors; and a communication device that performs communication between the plurality of wheel speed sensors, steering angle sensors, and electronic control units.

The electronic control unit of the vehicle according to another aspect primarily determines that the vehicle is in a stationary state if it is determined that the driving speed is maintained at the reference driving speed for a preset time.

According to another aspect, the electronic control unit of the vehicle checks the change angle at which the steering angle changes during a preset time based on the steering angle information, and if it is determined that the checked change angle is less than the reference angle, it secondarily determines that the vehicle is in a stopped state. , If it is determined that the confirmed change angle exceeds the reference angle, it is determined that the vehicle is in a driving state.

A communication device of a vehicle according to another aspect performs communication with an acceleration sensor. According to another aspect, the electronic control unit of the vehicle secondarily determines that the vehicle is in a stationary state if it is determined that the confirmed change angle is less than the reference angle and the acceleration is less than the reference longitudinal acceleration, and if the confirmed change angle exceeds the reference angle or the acceleration If it is determined that the standard final acceleration exceeds the standard final acceleration, the vehicle is determined to be in a driving state.

It further includes a plurality of control systems that each perform a predetermined function using wheel speed information detected by a plurality of wheel speed sensors. According to another aspect, the electronic control unit of a vehicle is configured to control a plurality of wheels when it is determined that the vehicle is in a driving state. Wheel speed information detected by the speed sensor is transmitted to multiple control systems.

A vehicle according to another aspect further includes a plurality of control systems that each perform a predetermined function using wheel speed information detected by a plurality of wheel speed sensors. According to another aspect, the electronic control unit of a vehicle transmits wheel speed information detected by a plurality of wheel speed sensors to a plurality of control systems when it is determined that the vehicle is in a driving state based on the driving speed.

A steering angle sensor of a vehicle according to another aspect is a sensor provided in a steering control system. An acceleration sensor of a vehicle according to another aspect is a sensor provided in an airbag control system. A vehicle electronic control unit according to another aspect is a unit provided in a vehicle attitude stability control system.

The present invention can prevent wheel speed from being detected and transmitted to another control system due to impact caused by opening and closing the door and tailgate when the vehicle is stopped.

Through this, the present invention can prevent at least one control system that must be activated when the vehicle is stopped from being deactivated.

For example, when the vehicle is stopped, the remote automatic parking control system is deactivated by wheel speed detection, the parking mode of the black box is deactivated, or the external impact monitoring control system is prevented from being deactivated when parking. You can prevent the warning sound from occurring.

The present invention can prevent communication failure due to wheel speed detection at the EOL (End of Line) stage when defects in the completed vehicle are inspected during vehicle manufacturing.

The present invention can prevent a warning sound from being generated due to a wheel speed error due to opening or closing of the door, tailgate, and hood when the vehicle is stopped.

The present invention can reduce customer or internal problem issues by reducing the above field issues. Through this, the present invention can strengthen the product quality reliability of vehicles.

Since the present invention uses CAN communication, an internal vehicle communication, side effects caused by wheel speed detection errors can be eliminated without additional hardware (HW) changes.

The present invention can improve the marketability of vehicles, further increase user satisfaction, improve user convenience and reliability, and secure product competitiveness.

1 is an exemplary diagram of the exterior of a vehicle according to an embodiment.
Figure 2 is an exemplary diagram of the interior of a vehicle according to an embodiment.
3 is an exemplary diagram of a vehicle steering device according to an embodiment.
Figure 4 is a control configuration diagram of a vehicle according to an embodiment.
FIG. 5 is a connection configuration diagram between the control systems shown in FIG. 4.
6 is a control flowchart of a vehicle according to an embodiment.

Like reference numerals refer to like elements throughout the specification. This specification does not describe all elements of the embodiments, and general content or overlapping content between the embodiments in the technical field to which the present invention pertains is omitted. The term 'unit or device' used in the specification may be implemented as software or hardware, and depending on the embodiments, a plurality of 'units and devices' may be implemented as one component, or one 'unit or device' may be implemented as a single component. It is also possible to include components of

Throughout the specification, when a part is said to be “connected” to another part, this includes not only direct connection but also indirect connection, and indirect connection includes connection through a wireless communication network. do.

Additionally, when a part "includes" a certain component, this means that it may further include other components rather than excluding other components, unless specifically stated to the contrary.

Terms such as first and second are used to distinguish one component from another component, and the components are not limited by the above-mentioned terms.

Singular expressions include plural expressions unless the context clearly makes an exception.

The identification code for each step is used for convenience of explanation. The identification code does not explain the order of each step, and each step may be performed differently from the specified order unless a specific order is clearly stated in the context. there is.

Hereinafter, the operating principle and embodiments of the present invention will be described with reference to the attached drawings.

1 is an exemplary diagram of the exterior of a vehicle according to an embodiment.

As shown in FIG. 1, the vehicle 1 includes a body 110 having an exterior and an interior, and a chassis on which mechanical devices necessary for driving are installed in the remaining parts excluding the vehicle body.

The exterior of the car body 110 includes a front panel 111, bonnet 112, roof panel 113, and rear panel 114, and a plurality of doors 115 that open and close the interior space where people can sit. and a tailgate 116 that includes a plurality of window glasses provided in each of the plurality of doors and opens and closes the trunk forming a space for storing luggage, and a side mirror that provides the driver with a view of the rear of the vehicle 1 ( 117).

The door 115 may include a driver's seat door 115a, a passenger seat door 115b (see FIG. 2), and rear left and right doors 115c and 115d (see FIG. 2).

Here, the plurality of window glasses includes a side window glass, a quarter window glass installed between pillars but cannot be opened and closed, a front window glass 118 installed on the front side, and a rear window glass 119 installed on the rear side. It can be included.

The vehicle 1 may further include an image acquisition unit 120 for acquiring surrounding images.

The image acquisition unit 120 is a camera and may include a CCD or CMOS image sensor, and may use a three-dimensional space recognition sensor such as KINECT (RGB-D sensor), TOF (Structured Light Sensor), or stereo camera. It may also be included. This image acquisition unit 130 may include at least one camera that can be rotated. The image acquisition unit 130 may include a camera of a surround view monitor (SVM, or AVM), a camera of a blind spot detection device (BSD), or a camera of a rear detection device. You can. Each camera of the image acquisition unit 120 may be a wide-angle camera.

The image acquisition unit 120 may include a plurality of cameras that acquire images in the front, rear, left, and right directions of the vehicle 1, that is, images in different directions. A plurality of cameras may have different viewing angles.

The image acquisition unit 120 may be provided on the front window glass of the vehicle, but may be provided on the front window glass inside the vehicle, and may be provided to face the outside of the vehicle, or may be provided on the rearview mirror inside the vehicle, but faces the outside of the vehicle. It may be arranged to face, or the license plate, grille, emblem, front panel, or roof panel of the front panel may be arranged to be exposed to the outside.

The image acquisition unit 120 may be provided on the rear window glass at the rear of the vehicle, but may be provided on the rear window glass inside the vehicle to face the outside of the vehicle, or may be provided on the tailgate, and may be located on the license plate and roof of the rear panel. It may be provided on a panel, rear panel, or emblem and may be exposed to the outside.

Here, the image acquisition unit 120 is a front camera and may include a camera provided in a black box, a camera of an autonomous driving control device for autonomous driving, or a camera for obstacle detection.

The image acquisition unit 120 is a rear camera and may be a parking assistance camera.

The vehicle may further include an impact detection unit 130 to detect whether an impact has been applied to the vehicle and the magnitude of the impact.

The impact detection unit 130 may be provided inside the front panel 111 or the dashboard, may be provided on the left and right doors of the vehicle, may be installed on the left and right pillars of the vehicle, and may be installed on the tailgate or the vehicle. It can be provided on each rear door (rear door).

The impact detection unit 130 may include an acceleration sensor to detect acceleration of the vehicle. The acceleration sensor can detect an impact applied to the front of the vehicle from the front of the vehicle.

The impact detection unit 130 may be a pressure sensor that detects pressure applied to the vehicle.

Figure 2 is an exemplary diagram of the interior of a vehicle according to an embodiment.

The interior of the vehicle body includes a seat 141 on which the occupants sit, a dashboard 142, a center fascia 143 where the air conditioner vent and control panel are located, and a center fascia 143.

There may be one or more sheets 141.

The two or more seats may include a driver's seat 141a where the driver sits, a passenger seat 141b where the passenger sits, and rear seats 141c and 141d provided on the left and right sides of the rear seat, respectively.

The vehicle 1 further includes a shift lever provided on the center fascia 143 and receiving an operation position, and a parking button (EPB button) located around the shift lever and receiving an operation command of an electronic parking brake device (not shown). Includes.

Vehicle 1 may include an airbag control system S1.

The airbag control system S1 includes an airbag device 150, an acceleration sensor 153 (see FIG. 4) for detecting an impact applied to the vehicle to determine whether to deploy the airbag, and an acceleration sensor 153. It may include an airbag control unit 154 (see FIG. 4) for controlling the deployment of the airbag device 150 based on the acceleration information.

There may be one or more airbag devices 150.

Two or more airbag devices 150 include a plurality of front airbag devices 151 provided on the dashboard 142 or in an area adjacent to the dashboard 142, and a plurality of front airbag devices 151 provided in an area adjacent to the door 115. Includes side airbag device 152.

The plurality of front airbag devices 151 include a first front airbag device 151a provided in an area of the dashboard 142 adjacent to the driver's seat 141a, and a first front airbag device 151a provided in an area of the dashboard 142 adjacent to the passenger seat 141a. It may include a second front airbag device (151b) provided in an area adjacent to (141b). Here, the first front airbag device 151a may be provided on the steering wheel 171.

The plurality of side airbag devices 152 include a first side airbag device 152a provided on the panel between the door 115a on the driver's seat 141a and the door 115c on the rear seat 141c behind the driver's seat, and the passenger seat ( It may further include a second side airbag device 152b provided on the panel between the door 115b on the 141b) side and the door 115d on the rear seat 141d of the passenger seat.

The first side airbag device 152a is provided in the side area of the headlining, in the area above the door 115a on the driver's seat 141a side among the side areas of the headlining, and between the rear seat behind the driver's seat 141a ( 141c) It may be provided to extend to the upper area of the side door.

The second side airbag device 152b is provided in the side area of the headlining, in the area above the door 115b on the side of the passenger seat 141b in the side area of the headlining, and in the rear seat behind the passenger seat 141b. (141d) may be provided to extend to the upper area of the side door (115d).

The first side airbag device 152a and the second side airbag device 152b may be curtain airbags.

At least one component may be added or deleted in response to the performance of the components of the airbag device shown in FIG. 2. Additionally, it will be easily understood by those skilled in the art that the mutual positions of the components may be changed in response to the performance or structure of the system.

The chassis of the vehicle is a frame that supports the vehicle body and may include a power generation device, a power transmission device, a braking device, and a steering device 170 for applying driving force, braking force, and steering force to the front, left, and right wheels 160, and a suspension device. It is also possible to include more.

The power generation device may include an engine, a fuel device, a cooling and refueling device, etc., and generates mechanical power by burning petroleum fuel such as gasoline or diesel oil and transmits the generated mechanical power to a power transmission device, etc.

If the vehicle is an internal combustion engine vehicle, the power generating device may include an engine, a fuel device, a cooling and refueling device, etc., and generates mechanical power by burning petroleum fuel such as gasoline or diesel fuel. It is transmitted to power transmission devices, etc.

Here, the power transmission device may include at least one of a transmission, a clutch, a final reduction device, and a differential gear device.

When the vehicle is an eco-friendly vehicle, the power generation device may include a drive motor provided in the vehicle and a battery that supplies power to the drive motor.

The vehicle 1 can be slowed down or stopped through friction with the wheels.

The braking device may further include an electronic braking control unit for controlling the braking device in response to the driver's intention to brake through the brake pedal and/or slip of the wheels. Here, the braking control unit and the braking device may form a braking control system.

For example, the electronic brake control unit may temporarily release the brakes on the wheels in response to wheel slip detected when braking the vehicle 1 (Anti-lock Braking Systems, ABS).

The electronic brake control unit can selectively release the brakes on the wheels in response to oversteering and/or understeering detected when steering the vehicle 1 (electronic stability control, ESC).

Additionally, the electronic brake control unit can temporarily brake the wheels in response to wheel slip detected when driving the vehicle 1 (Traction Control System, TCS).

The steering device 170 can change the driving direction of the vehicle 1.

The steering device 170 may operate in a power steering operation manner that uses a power source for steering assistance by assisting the steering motor of the vehicle 1. The steering device that operates using this power steering method is called MDPS (Motor Driven Power Steering).

The vehicle 1 includes a steering detection unit 180 that detects steering information of the steering wheel 171 operated by the user to control the operation of the steering device 170, and operation of the steering motor of the steering device based on the steering information. It may further include an electronic steering control unit 181 that controls.

The steering device 170, the steering detection unit 180, and the electronic steering control unit 181 may form a steering control system (S2).

The electronic steering control unit may assist the operation of the steering device so that the driver can easily operate the steering wheel in response to the driver's steering intention through the steering wheel 171. For example, the electronic steering control unit may assist the operation of the steering device to reduce steering force when driving at low speeds or parking and increase steering force when driving at high speeds.

A steering wheel 171 that is rotated by the user according to the user's steering intention may be provided inside the vehicle.

Such a steering device may be provided as a hydraulic type that generates steering force using hydraulic pressure or an electric type that generates steering force using the rotational force of a motor. Among these, the electric steering device can be driven by a column drive method that generates steering force by driving a motor provided in a column, and a rack drive method that generates steering force by driving a motor provided in a rack.

Referring to FIG. 3, a rack-driven electric steering device will be described.

The steering device 170 includes a steering wheel 171 that is rotated by the user's operation, a steering column 172 that is connected to the steering wheel 171 and rotates in conjunction with the steering wheel 171, and a steering column 172. A connected pinion gear 173, a rack bar 174 provided between the two wheels 160 and connected to the pinion gear 173, a ball nut 175 movably coupled to the rack bar 174, and a belt 176 It includes a pulley 177 connected to the ball nut 175 through ) and a steering motor 178 connected to the pulley 177.

The steering device 170 may further include a torsion bar 172a provided between the steering column 172 and the pinion gear 173.

The steering device 170 may further include a rack gear 174a provided on the rack bar 174 and connected to the pinion gear 173.

The steering device 170 may further include a tie rod 179a and a knuckle arm 179b provided at both ends of the rack bar 174 and connecting the rack bar and the wheel.

The pinion gear 173 is engaged and coupled with the rack gear 174a formed on the rack bar 175. In this way, the pinion gear 173 and the rack gear 174a meshed with each other are interlocked with each other by a predetermined gear ratio.

The steering motor 178 supplies auxiliary power for steering the vehicle and rotates based on steering information from the steering wheel 171.

The steering device 170 transmits auxiliary power generated from the steering motor 178 to the rack bar 174 through the pulley 177 and belt 176 according to the steering information of the steering wheel 171.

That is, the steering device 170 performs basic assist control of the motor so that the basic assist amount of the steering motor is adjusted according to the steering information.

At this time, the rack bar 174 moves in the axial direction of the rack bar by the rotational force corresponding to the basic assist amount of the steering motor 178, thereby moving the tie rod 174b.

The rack bar 174 performs linear motion by the moving force transmitted from the pinion gear 173 and the rack gear 174a and the moving force transmitted from the ball nut 175 so that the traveling direction of the wheel 160 changes. do.

At least one component may be added or deleted in response to the performance of the components of the steering device shown in FIG. 3. Additionally, it will be easily understood by those skilled in the art that the mutual positions of the components may be changed in response to the performance or structure of the system.

FIG. 4 is a control configuration diagram of a vehicle according to an embodiment, and FIG. 5 is an exemplary connection diagram of a plurality of control systems that transmit information from the electronic control unit shown in FIG. 4.

As shown in FIG. 4, the vehicle 1 includes an airbag control system (S1), a steering control system (S2), a vehicle stability control system (ESC, S3), and a plurality of other control systems and communication devices 200. may include.

The airbag control system (S1) includes a plurality of airbag devices 150 provided at different locations inside the vehicle, an acceleration sensor 183 that detects a collision between the vehicle and an obstacle, and an acceleration sensor 183 that detects a collision between the vehicle and an obstacle. Based on the acceleration information, it is determined whether a collision between the vehicle and an obstacle has occurred. If it is determined that a collision has occurred, the collision location and collision amount are confirmed. If the collision amount is greater than a standard amount, the airbag device 150 provided at the confirmed collision location is deployed and It includes an airbag control unit 184 that controls inflation.

The acceleration sensor 153 may be a longitudinal acceleration sensor.

The airbag control unit 184 may recognize whether a collision has occurred and the intensity of the collision (i.e., the amount of collision) of the vehicle based on the acceleration information detected by the acceleration sensor 153.

The acceleration sensor 153 may be provided on the front, rear, and both sides of the vehicle, respectively.

The acceleration sensor 153 is provided inside the bonnet 112 or the dashboard to detect an impact applied to the front of the vehicle, or can be installed on the left and right front doors, left and right non-pillars, tailgate or rear panel, and left and right rear doors. there is.

In addition to the acceleration sensor, the airbag control system (S1) includes sensors to detect collisions between vehicles and obstacles, including a micro switch, limit switch, pressure sensor, force sensor, touch sensor, vibration sensor, Arduino shock sensor, and proximity sensor. , may further include various sensors that convert physical information into electrical signals, such as a yaw rate sensor.

The airbag control unit 184 may transmit acceleration information detected by the acceleration sensor to the electronic control unit 195 in response to a control command from the electronic control unit 195.

That is, when the airbag control unit 184 first determines that the vehicle is in a stopped state, the airbag control unit 184 may transmit acceleration information detected by the acceleration sensor to the electronic control unit 195 in response to a control command from the electronic control unit 195.

The steering control system (S2) includes a steering device 170 that is connected to the wheel 160 and changes the driving direction of the vehicle 1, a steering wheel 171 that is rotated by the user according to the user's steering will, and a steering A steering angle sensor 180 that detects steering information of the wheel 171, and an electronic steering control unit 181 that controls the operation of the steering motor of the steering device 170 based on the steering angle information detected by the steering angle sensor 180. It may further include.

The steering angle sensor 180 detects steering angle information to control the operation of the steering motor.

Here, the steering angle information may include the steering angular velocity of the steering wheel 171.

The steering angle sensor 180 may be an angular velocity sensor that detects the angular velocity of the steering angle of the steering wheel 171.

The steering angle sensor 180 may be mounted on the steering column 172 or may be provided on the pinion shaft of the pinion gear 173. Additionally, the steering angle sensor 180 is provided on the steering motor and is also capable of detecting the angular speed of the rotation angle of the steering motor.

The steering device may further include a steering torque sensor that detects steering torque acting on the steering wheel 171. Here, the steering torque sensor may be provided on the pinion gear 173.

The steering device may further include a motor torque sensor that detects the steering motor torque of the steering motor 178.

The steering control unit 181 generates a control signal for the steering motor 178 based on the steering angle information of the steering wheel 171 and applies the generated control signal for the steering motor 178 to the motor 178. Here, the control signal of the steering motor 178 may include a signal corresponding to the target motor torque.

The signal corresponding to the target motor torque may be a current signal having a magnitude corresponding to the target motor torque.

More specifically, the steering control unit 181 estimates the rack force based on the angular velocity of the steering angle detected by the steering angle sensor 180, sets the target steering torque based on the estimated rack force and the speed of the vehicle, and The target motor torque may be calculated so that the sensed steering torque follows the set target steering torque, and the operation of the steering motor 148 may be controlled based on the calculated target motor torque.

The vehicle attitude stability control system (ESC, S3) stably controls the attitude of the vehicle by selectively releasing the brakes on the wheels in response to oversteering or understeering detected when steering the vehicle 1.

The vehicle stability control system S3 may include a wheel speed detection device 190 and an electronic control unit 195.

The wheel speed detection device 190 is provided at each of a plurality of wheels and detects the wheel speed of each of the plurality of wheels.

This wheel speed detection device 190 may include a plurality of wheel speed sensors.

A plurality of wheel speed sensors are provided on the left wheel (FL) of the front wheel, detect the wheel speed of the left wheel (FL) of the front wheel, and provide electronic first wheel speed information about the wheel speed of the detected left wheel (FL) of the front wheel. The first wheel speed sensor 191 outputs to the control unit 195, and is provided on the right wheel (FR) of the front wheel to detect the wheel speed of the right wheel (FR) of the front wheel and detects the wheel speed of the right wheel (FR) of the front wheel. It includes a second wheel speed sensor 192 that outputs second wheel speed information about the wheel speed to the electronic control unit 195.

A plurality of wheel speed sensors are provided on the left wheel (RL) of the rear wheel, detect the wheel speed of the left wheel (RL) of the rear wheel, and provide electronic third wheel speed information about the wheel speed of the detected left wheel (RL) of the rear wheel. The third wheel speed sensor 193 outputs to the control unit 195, and is provided on the right wheel (RR) of the rear wheel to detect the wheel speed of the right wheel (RR) of the rear wheel and detects the wheel speed of the right wheel (RR) of the rear wheel. It includes a fourth wheel speed sensor 194 that outputs fourth wheel speed information about wheel speed to the electronic control unit 195.

Here, the wheel speed of the left wheel (FL) of the front wheel is described as the first wheel speed, the wheel speed of the right wheel (FR) of the front wheel is described as the second wheel speed, and the wheel speed of the left wheel (RL) of the rear wheel is described as the second wheel speed. Write down the third wheel speed, and write the wheel speed of the right wheel (RR) as the fourth wheel speed.

As an example, each wheel speed sensor is provided adjacent to the tone wheel of the vehicle and includes a Hall sensor, a signal processing unit, and a magnet.

Here, the tone wheel is installed to be interlocked with a brake disc (not shown) and has a plurality of teeth protruding at regular intervals on the outer circumferential surface.

Each wheel speed sensor uses the magnetic flux of a magnet to detect the tooth portion of the tone wheel provided on each wheel. At this time, it is possible to obtain wheel speed information based on the number of detected teeth of the tone wheel 21.

More specifically, each wheel speed sensor uses the fact that the current changes when the magnetic flux changes. When the value of the tone wheel gets closer, the magnetic flux of the magnet increases, and when the value of the tone wheel moves away, the magnetic flux of the magnet decreases. When this state is repeated, the current induced in the coil (not shown) also increases and decreases repeatedly, outputting a sine wave through the Hall sensor.

The signal processing unit filters noise in the signal generated from the Hall sensor and converts the filtered signal (i.e. sine wave) into a square wave. That is, the signal processing unit outputs a square wave current signal.

As another example, each wheel speed sensor includes a hall sensor and a signal processing unit, and is installed adjacent to the tone wheel of the vehicle.

Here, the tone wheel is installed to be interlocked with a brake disc (not shown). This tone wheel includes a body made of a non-magnetic material, and a magnet in which a plurality of N- and S-pole magnetic materials are alternately formed on the outer peripheral surface of the body.

Each wheel speed sensor is provided spaced apart from the tone wheel and detects changes in magnetic flux of the magnet provided on the tone wheel. Each wheel speed sensor can acquire the speed of the wheel based on the change in magnetic flux of the magnet provided in the tone wheel.

The signal processing unit of each wheel speed sensor filters noise in the signal corresponding to magnetic flux change and converts the filtered signal (i.e., sine wave) into a square wave. That is, the signal processing unit outputs a square wave current signal.

The plurality of wheel speed sensors 191, 192, 193, and 194 may communicate with the electronic control unit 195 through a communication unit (not shown) such as CAN communication. The plurality of wheel speed sensors 191, 192, 193, and 194 may be some of the components of the vehicle stability control system (S).

It is also possible for the plurality of wheel speed sensors 191, 192, 193, and 194 to communicate directly with the vehicle stability control system (S).

The electronic control unit 195 may obtain speed information of each wheel based on the waveform current signal output from the signal processor of each wheel speed sensor.

The electronic control unit 195 is also capable of obtaining speed information of each wheel based on the number of teeth of the tone wheel of each wheel.

The electronic control unit 195 is also capable of acquiring speed information of each wheel based on magnetic flux changes output from each wheel speed sensor.

The electronic control unit 195 obtains the driving speed of the vehicle based on the first, second, third, and fourth wheel speed information received from the signal processing unit of each wheel speed sensor.

The electronic control unit 195 may also obtain the driving speed of the vehicle based on the vehicle acceleration information detected by the acceleration sensor 152 of the airbag control system S1.

The electronic control unit 195 obtains the driving speed of the vehicle in the first lane based on the first, second, third, and fourth wheel speed information, and corrects the driving speed obtained in the first lane based on the acceleration information to allow the vehicle to travel in the second lane. It is also possible to gain speed.

The electronic control unit 195 determines oversteering or understeering based on the steering angle information and the vehicle's driving speed, and selectively applies braking to the wheels if oversteering or understeering is determined. By disabling it, you can stably control the vehicle's attitude.

The electronic control unit 195 determines whether the vehicle is in a driving state or a stationary state based on the driving speed of the vehicle, and when it is determined that the vehicle is in a driving state, at least one control unit 195 uses wheel speed information of a plurality of wheels in the driving state. Wheel speed information of a plurality of wheels is transmitted to the system.

When the electronic control unit 195 firstly determines that the vehicle is in a stationary state, the electronic control unit 195 secondarily determines whether the vehicle is in a stationary state based on the acceleration information of the acceleration sensor and the steering angle information of the steering angle sensor. If it secondarily determines that the vehicle is in a stationary state, the electronic control unit 195 performs multiple functions. Wheel speed information of a plurality of wheels may be transmitted to at least one control system that uses wheel speed information of the wheels.

That is, when at least one of the first, second, third, and fourth wheel speed information is received, the electronic control unit 195 transmits the received at least one wheel speed information to some of the plurality of control systems and does not transmit it to the others. You can avoid it.

The electronic control unit 195 may be provided in the vehicle stability control system S3.

The electronic control unit 195 is provided inside the vehicle independently of the vehicle stability control system S3, and is also capable of communicating with the vehicle stability control system S3.

When it is secondarily determined that the vehicle is in a stationary state, the electronic control unit 195 may control activation of the acceleration sensor of the airbag control system and control activation of the steering angle sensor of the steering control system.

This electronic control unit 195 will be described later with reference to FIG. 5 .

A plurality of control systems may receive 1st, 2nd, 3rd, and 4th wheel speed information from the vehicle stability control system (ESC, S3) through the communication device 200, and the received 1st, 2nd, 3rd, and 4th wheel speed information may be received. It can be activated or deactivated based on wheel speed information.

Activation here means allowing each control system to perform a predetermined function.

Deactivation is to prevent the predetermined functions of each control system from being performed.

As shown in FIG. 5, the plurality of control systems includes an alarm control system (S4) that controls an alarm output by detecting the wheel speed of at least one wheel among the plurality of wheels when the vehicle is in a stopped state, and An image acquisition unit 120 that performs a black box function to acquire images of the surrounding environment when the vehicle is in a stationary state or in a stationary state, and an automatic parking control system (S5) that automatically moves to a parking space and parks when the vehicle is stationary. ) may include.

The alarm control system (S4) is equipped with an indicator light, a high beam indicator light, a warning light, a seat belt warning light, an odometer, an odometer, a shift lever indicator light, a door open warning light, an engine oil warning light, a low fuel warning light, and a wheel speed detection warning light. It may include a cluster 121.

The cluster 121 may further include a display unit that displays warning information by detecting the wheel speed of at least one wheel among a plurality of wheels when the cluster 121 is in a stopped state.

The display unit includes a cathode ray tube (CRT), digital light processing (DLP) panel, plasma display panel, liquid crystal display (LCD) panel, and electro luminescence (Electro Luminescence). EL) panel, Electrophoretic Display (EPD) panel, Electrochromic Display (ECD) panel, Light Emitting Diode (LED) panel, or Organic Light Emitting Diode (OLED) panel, etc. It may be provided, but is not limited to this.

The vehicle may further include a vehicle terminal (not shown) installed or mounted on the dashboard 142.

The terminal displays an image for at least one function selected by the user among an audio function, a video function, a navigation function, a broadcasting function (DMB function), a radio function, a content playback function, an Internet search function, and an autonomous driving information display function.

The terminal can display a rear image when parked and can display warning information by detecting the wheel speed of at least one wheel among a plurality of wheels when stopped.

The terminal may include a display panel and may further include a touch panel. That is, the terminal may be equipped with a touch screen.

The alarm control system S4 may further include a speaker 122 that outputs alarm information by detecting wheel speed as sound.

The speaker 122 converts the amplified low-frequency voice signal into the original sound wave, generates a small density wave in the air, copies the sound wave, and outputs the audio data as a sound that the user can hear.

The automatic parking control system (S5) can control the folding of the side mirror 117 during automatic parking control of the vehicle, controls the operation of the electronic parking brake device (not shown), and moves the shift lever to the parking range. It can be controlled to move.

The automatic parking control system (S5) activates the image acquisition unit 120 provided at the front and rear of the vehicle when controlling the automatic parking of the vehicle, and activates the obstacle sensor for detecting obstacles.

The plurality of control systems may further include a collision detection control system (S6) that detects an external collision when the vehicle is in a driving state, a parked state, and a stopped state, and outputs an alarm sound when it is determined that an external collision is detected.

The collision detection control system S6 may control the activation of the image acquisition unit 120 or output an alarm sound when it is determined that an external collision has been detected when the vehicle is in a parked or stopped state.

The collision detection control system S6 may include obstacle sensors provided on the front, left, and right sides of the exterior of the vehicle, respectively, to detect obstacles and detect the distance to the detected obstacles.

The collision detection control system (S6) is a sensor for detecting collisions between vehicles and obstacles, including acceleration sensor, micro switch, limit switch, pressure sensor, force sensor, touch sensor, vibration sensor, Arduino shock sensor, proximity sensor, It may include various sensors that convert physical information into electrical signals, such as a yaw rate sensor.

The obstacle sensor may further include a LiDAR (Light Detection And Ranging) sensor, an ultrasonic sensor, or a radar sensor.

The plurality of control systems include anti-lock braking systems (ABS), which temporarily release the brakes on the wheels in response to wheel slip detected when braking the vehicle 1 when the vehicle is in a driving state. S7) and a traction control system (TCS, S8) that temporarily brakes the wheels in response to wheel slip detected when the vehicle is in a driving state.

The communication device 200 may include one or more components that enable communication between external devices of the vehicle and various electronic devices provided inside the vehicle, such as a short-range communication module, a wired communication module, and a wireless communication module. It may include at least one of:

The short-range communication module transmits signals using a wireless communication network at a short distance, such as a Bluetooth module, infrared communication module, RFID (Radio Frequency Identification) communication module, WLAN (Wireless Local Access Network) communication module, NFC communication module, and Zigbee communication module. It may include various short-range communication modules that transmit and receive.

Wired communication modules include a variety of wired communication modules, such as Controller Area Network (CAN) communication modules, Local Area Network (LAN) modules, Wide Area Network (WAN) modules, or Value Added Network (VAN) modules. In addition to communication modules, various cable communications such as USB (Universal Serial Bus), HDMI (High Definition Multimedia Interface), DVI (Digital Visual Interface), RS-232 (recommended standard232), power line communication, or POTS (plain old telephone service) Can contain modules.

The wired communication module may further include a Local Interconnect Network (LIN).

In addition to Wi-Fi modules and WiBro (Wireless broadband) modules, wireless communication modules include GSM (global System for Mobile Communication), CDMA (Code Division Multiple Access), WCDMA (Wideband Code Division Multiple Access), and UMTS (universal mobile telecommunications system). ), TDMA (Time Division Multiple Access), and LTE (Long Term Evolution) may include a wireless communication module that supports various wireless communication methods.

As shown in FIG. 5, the electronic control unit 195 may include a communication unit 195a, a processor 195b, and a memory 195c.

The communication unit 195a may include one or more components that enable communication between various electronic devices provided inside the vehicle through the communication device 200, for example, a short-range communication module, a wired communication module, and a wireless communication module. It may contain at least one of the modules.

The communication unit 195a may be connected to a plurality of wheel speed sensors 191, 192, 193, and 194 and receive wheel speed information detected by the plurality of wheel speed sensors 191, 192, 193, and 194.

The communication unit 195a may communicate with a plurality of wheel speed sensors 191, 192, 193, and 194 through CAN communication.

The communication unit 195a may be connected to the acceleration sensor of the airbag control system and the steering angle sensor of the steering control system through the communication device 200.

The communication unit 195a may receive acceleration information detected by the acceleration sensor and steering angle information detected by the steering angle sensor.

The short-range communication module, wired communication module, and wireless communication module of the communication unit 195a are the same as the short-range communication module, wired communication module, and wireless communication module of the communication device 200, and thus description is omitted.

The processor 195b obtains the driving speed of the vehicle using at least one of a plurality of wheel speed information and acceleration information and determines whether the vehicle is in a driving state or a stationary state based on the obtained driving speed of the vehicle.

When it is determined that the vehicle is in a driving state, the processor 195b transmits wheel speed information of a plurality of wheels to at least one control system that uses wheel speed information of a plurality of wheels in the driving state.

If the processor 195b first determines that the vehicle is in a stationary state, the processor 195b secondarily determines whether the vehicle is in a stationary state based on the acceleration information of the acceleration sensor and the steering angle information of the steering angle sensor, and if it secondarily determines that the vehicle is in a stationary state, the processor 195b determines in the stationary state based on the acceleration information of the acceleration sensor and the steering angle information of the steering angle sensor. Wheel speed information of a plurality of wheels may be transmitted to at least one control system that uses the wheel speed information of the plurality of wheels.

More specifically, when the processor 195b first determines that the vehicle is in a stationary state, the processor 195b checks the steering angle information and longitudinal acceleration information and detects the first, second, third, and fourth wheel speed sensors. , 4 Check wheel speed information.

The processor 195b checks the change angle at which the steering angle changes during a preset time based on the steering angle information, and determines whether the checked change angle exceeds the reference angle.

If the processor 195b determines that the change angle exceeds the reference angle, it determines the vehicle to be in a driving state. At this time, the processor 195b checks the steering angle information and longitudinal acceleration information, and continuously checks the wheel speed information of the first, second, third, and fourth wheels.

If it is determined that the change angle is less than or equal to the reference angle, the processor 195b determines whether the vertical acceleration exceeds the reference vertical acceleration based on the vertical acceleration information.

The processor 195b may determine that the vehicle is in a driving state when it is determined that the terminal acceleration exceeds the reference terminal acceleration. At this time, the steering angle information and longitudinal acceleration information are checked, and the wheel speed information of the first, second, third, and fourth wheels are continuously checked.

If the processor 195b determines that the terminal acceleration is less than the reference terminal acceleration, it secondarily determines that the vehicle is in a stopped state.

That is, the processor 195b first determines that the vehicle is in a stationary state, and secondarily determines that the vehicle is in a stationary state when the change angle of the steering angle is less than the reference angle and the longitudinal acceleration is less than the standard longitudinal acceleration.

The processor 195b determines that the vehicle is in a stationary state, and if the change angle exceeds the reference angle or the longitudinal acceleration exceeds the standard longitudinal acceleration, the processor 195b determines that the vehicle is in a driving state.

If the processor 195b secondarily determines that the vehicle is in a stopped state, it may determine that the vehicle is actually in a stopped state.

In a state where the processor 195b first determines that the vehicle is in a stationary state, it is also possible to secondarily determine whether the vehicle is in a stationary state based on the change angle of the steering angle and the reference angle.

In a state where the processor 195b first determines that the vehicle is in a stationary state, it is also possible to secondarily determine whether the vehicle is in a stationary state based on the longitudinal acceleration and the reference longitudinal acceleration.

When it is first determined that the vehicle is in a stationary state, the processor 195b determines whether the first wheel speed exceeds the reference wheel speed based on the first wheel speed information detected by the first wheel speed sensor 191, and determines whether the first wheel speed exceeds the reference wheel speed. If it is determined that the wheel speed exceeds the reference wheel speed, the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6) are prohibited from using the first wheel speed information. The first wheel speed information detected by the first wheel speed sensor 191 is not transmitted to the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6). .

If the processor 195b determines that the first wheel speed is less than or equal to the reference wheel speed, the processor 195b may transmit the first wheel speed information to the antilock braking system S7 and the traction control system S8.

If the processor 195b determines that the first wheel speed is less than the reference wheel speed, the processor 195b checks the second wheel speed information detected by the second wheel speed sensor 192.

The processor 195b determines whether the second wheel speed exceeds the reference wheel speed based on the second wheel speed information detected by the second wheel speed sensor 192, and determines that the second wheel speed exceeds the reference wheel speed. If it is determined, the second wheel speed sensor 192 is used so that the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6) do not use the second wheel speed information. The detected second wheel speed information is not transmitted to the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6).

If the processor 195b determines that the second wheel speed is less than the reference wheel speed, the processor 195b may transmit the second wheel speed information to the antilock braking system S7 and the traction control system S8.

If it is determined that the second wheel speed is less than the reference wheel speed, the processor 195b determines whether the third wheel speed exceeds the reference wheel speed based on the third wheel speed information detected by the third wheel speed sensor 193. , If it is determined that the third wheel speed exceeds the reference wheel speed, the third wheel speed information is received from the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6). The third wheel speed information detected by the third wheel speed sensor 193 is sent to the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6) so that it is not used. Do not transmit.

If the processor 195b determines that the third wheel speed is less than the reference wheel speed, the processor 195b may transmit the third wheel speed information to the antilock braking system S7 and the traction control system S8.

If it is determined that the third wheel speed is less than the reference wheel speed, the processor 195b determines whether the third wheel speed exceeds the reference wheel speed based on the fourth wheel speed information detected by the fourth wheel speed sensor 194. , If it is determined that the fourth wheel speed exceeds the reference wheel speed, the third wheel speed information is received from the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6). The third wheel speed information detected by the fourth wheel speed sensor 194 is sent to the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6) so that it is not used. Do not transmit.

If the processor 195b determines that the fourth wheel speed is less than the reference wheel speed, the processor 195b may transmit fourth wheel speed information to the antilock braking system S7 and the traction control system S8.

If the processor 195b determines that the first wheel speed, second wheel speed, third wheel speed, and fourth wheel speed are all less than the reference wheel speed, the processor 195b checks the steering angle information and longitudinal acceleration information, and determines the first, second, third, and fourth wheel speeds. Continuously check the wheel speed information of the 4th wheel.

The steering angle information may be steering angle information detected by the steering angle sensor of the steering control system.

The vertical acceleration information may be vertical acceleration information detected by an acceleration sensor of the airbag control system, or may be vertical acceleration information detected by an acceleration sensor provided in the vehicle regardless of the airbag control system.

If it is determined that the vehicle is actually stopped, the processor 195b may ignore the received wheel speed information if the wheel speed information is received by at least one of the first, second, third, and fourth wheel speed sensors.

If the processor 195b determines that the vehicle is actually stopped and wheel speed information is received by at least one of the first, second, third, and fourth wheel speed sensors, the processor 195b may not transmit the received wheel speed information to another system.

The processor 195b stops the vehicle through the alarm control system S4 by blocking transmission of wheel speed information detected by at least one of the first, second, third, and fourth wheel speed sensors when it is determined that the vehicle is actually stopped. It is possible to prevent the output of alarm information due to detection of middle wheel speed.

The processor 195b blocks transmission of wheel speed information detected by at least one of the first, second, third, and fourth wheel speed sensors when it is determined that the vehicle is actually stopped, thereby automatically controlling parking by detecting wheel speed while stopped. It is possible to prevent the automatic parking control of the system (S5) from stopping.

When it is determined that the vehicle is actually stopped, the processor 195b blocks transmission of wheel speed information detected by at least one of the first, second, third, and fourth wheel speed sensors, thereby detecting the wheel speed while the vehicle is stopped. It is possible to prevent the parking mode of (120) from being deactivated.

The processor 195b may prevent the anti-lock braking system S7 and the traction control system S8 from being deactivated when it is determined that the vehicle is not actually stopped.

The processor 195b uses a memory 195c to store data about an algorithm for controlling the operation of components in the vehicle attitude stability control system S3 or a program that reproduces the algorithm, and the data stored in the memory 195c. Thus, it can be implemented as a processor that performs the above-described operations. At this time, the memory 195c and the processor 195b may each be implemented as separate chips. Alternatively, the memory 195c and the processor 195b may be implemented as a single chip.

The memory 195c stores reference information about reference time, reference traveling speed, reference angle, and reference wheel speed.

Here, the reference time may be approximately 1 second.

The reference travel speed may be approximately 0 kph, the reference angle may be approximately 0 degrees, and the reference wheel speed may be approximately 0 kph.

The memory 195c is also capable of storing information about a preset time.

The memory 195c is a non-volatile memory element such as cache, read only memory (ROM), programmable ROM (PROM), erasable programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), and flash memory, or RAM ( It may be implemented as at least one of a volatile memory device such as Random Access Memory (Random Access Memory) or a storage medium such as a hard disk drive (HDD) or CD-ROM, but is not limited thereto.

At least one component may be added or deleted in response to the performance of the components of the vehicle shown in FIGS. 4 and 5. Additionally, it will be easily understood by those skilled in the art that the mutual positions of the components may be changed in response to the performance or structure of the system.

Each component shown in FIGS. 4 and 5 refers to software and/or hardware components such as Field Programmable Gate Array (FPGA) and Application Specific Integrated Circuit (ASIC).

Figure 6 is a control configuration diagram of a vehicle according to an embodiment.

The vehicle acquires the driving speed of the vehicle based on the first, second, third, and fourth wheel speed information detected by the plurality of wheel speed sensors 191, 192, 193, and 194 (301).

It is also possible for the vehicle to obtain the vehicle's driving speed based on the vehicle's acceleration information detected by the acceleration sensor 152 of the airbag control system (S1).

The vehicle first acquires the driving speed of the vehicle based on the first, second, third, and fourth wheel speed information, and also obtains the driving speed of the vehicle in the second lane by correcting the driving speed obtained first based on the acceleration information. possible.

The vehicle determines whether the vehicle is in a driving state or a stationary state based on the acquired driving speed (302).

The vehicle can determine whether the vehicle is in a driving state or a stationary state based on the acquired driving speed and a preset time.

The vehicle may determine that the vehicle is in a driving state when it is determined that the acquired driving speed exceeds the reference driving speed or the acquired driving speed is not maintained for a preset time as the standard driving speed.

The vehicle determines whether the acquired driving speed is maintained for a preset time as the reference driving speed, and if it is determined that the acquired driving speed is maintained for a preset time as the reference driving speed, it may initially determine that the vehicle is in a stationary state.

When the vehicle first determines that the vehicle is in a stationary state, the steering angle information and longitudinal acceleration information are checked, and the wheel speed information of the first, second, third, and fourth wheels is checked (303).

The vehicle can transmit and receive steering angle information, longitudinal acceleration information, and first, second, third, and fourth wheel speed information through CAN communication.

The vehicle can check the longitudinal acceleration information detected by the acceleration sensor provided in the airbag control system. The vehicle can check the steering angle information detected by the steering angle sensor provided in the steering control system.

It is also possible to determine whether the vehicle intends to stop by checking the location information received by the location receiver (not shown) and determining whether the current location is a parking lot based on the confirmed current location information and pre-stored map information.

It is also possible for the vehicle to determine whether the vehicle intends to stop by determining whether the current location is a parking lot based on the current location information and pre-entered destination information.

The will of the vehicle to stop is the will of the user.

If it is determined that the vehicle intends to stop, it is possible to check steering angle information and longitudinal acceleration information, and also check wheel speed information of the first, second, third, and fourth wheels.

Based on the steering angle information, the vehicle checks the change angle at which the steering angle has changed during a preset time and determines whether the checked change angle exceeds the reference angle (304).

When the vehicle determines that the change angle exceeds the reference angle, the vehicle is determined to be in a driving state. At this time, the vehicle checks the steering angle information and longitudinal acceleration information, and continuously checks the wheel speed information of the first, second, third, and fourth wheels.

If the vehicle determines that the change angle is less than or equal to the reference angle, the vehicle determines whether the final acceleration exceeds the reference terminal acceleration based on the longitudinal acceleration information (305)

If it is determined that the final acceleration of the vehicle exceeds the standard final acceleration, the vehicle may be determined to be in a driving state. At this time, the vehicle checks the steering angle information and longitudinal acceleration information, and continuously checks the first, second, third, and fourth wheel speed information.

If the vehicle determines that the final acceleration is less than the standard final acceleration, it secondarily determines that the vehicle is in a stopped state.

In other words, the vehicle first determines that the vehicle is in a stationary state, and if the change angle is less than the reference angle and the final acceleration is less than the standard longitudinal acceleration, the vehicle secondarily determines that the vehicle is in the stationary state.

When the vehicle first determines that the vehicle is in a stationary state, if the change angle exceeds the reference angle or the terminal acceleration exceeds the reference terminal acceleration, the vehicle is determined to be in a driving state.

If the vehicle secondarily determines that the vehicle is in a stopped state, it can determine that the vehicle is actually in a stopped state.

When it is secondarily determined that the vehicle is in a stationary state, the vehicle determines whether the first wheel speed exceeds the reference wheel speed based on the first wheel speed information detected by the first wheel speed sensor 191 (306), and If it is determined that the wheel speed exceeds the reference wheel speed, the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6) are prohibited from using the first wheel speed information. The first wheel speed information detected by the first wheel speed sensor 191 is not transmitted to the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6). (307).

If the vehicle determines that the first wheel speed is less than or equal to the reference wheel speed, the vehicle may transmit first wheel speed information to the antilock braking system (S7) and the traction control system (S8).

When the vehicle determines that the first wheel speed is below the reference wheel speed, the vehicle checks the second wheel speed information detected by the second wheel speed sensor 192.

The vehicle determines whether the second wheel speed exceeds the reference wheel speed based on the second wheel speed information detected by the second wheel speed sensor 192 (308) and determines that the second wheel speed exceeds the reference wheel speed. If it is determined, the second wheel speed sensor 192 is used so that the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6) do not use the second wheel speed information. The detected second wheel speed information is not transmitted to the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6) (309).

If the vehicle determines that the second wheel speed is below the reference wheel speed, the vehicle may transmit the second wheel speed information to the antilock braking system (S7) and the traction control system (S8).

If it is determined that the second wheel speed is less than the reference wheel speed, the vehicle determines whether the third wheel speed exceeds the reference wheel speed based on the third wheel speed information detected by the third wheel speed sensor 193 (310). , If it is determined that the third wheel speed exceeds the reference wheel speed, the third wheel speed information is received from the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6). The third wheel speed information detected by the third wheel speed sensor 193 is sent to the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6) so that it is not used. Do not transmit (311).

If the vehicle determines that the third wheel speed is below the reference wheel speed, the vehicle may transmit third wheel speed information to the antilock braking system (S7) and the traction control system (S8).

If it is determined that the third wheel speed is less than the reference wheel speed, the vehicle determines whether the third wheel speed exceeds the reference wheel speed based on the fourth wheel speed information detected by the fourth wheel speed sensor 194 (312). , If it is determined that the fourth wheel speed exceeds the reference wheel speed, the third wheel speed information is received from the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6). The third wheel speed information detected by the fourth wheel speed sensor 194 is sent to the alarm control system (S4), automatic parking control system (S5), image acquisition unit 120, and impact detection control system (S6) so that it is not used. Do not transmit (314).

If the vehicle determines that the fourth wheel speed is below the reference wheel speed, the vehicle may transmit fourth wheel speed information to the antilock braking system (S7) and the traction control system (S8).

The vehicle can simultaneously perform comparison of the first wheel speed, second wheel speed, third wheel speed, and fourth wheel speed with the reference wheel speed.

The vehicle may sequentially compare the first wheel speed, second wheel speed, third wheel speed, and fourth wheel speed with the reference wheel speed in a predetermined order.

If the vehicle determines that the first wheel speed, second wheel speed, third wheel speed, and fourth wheel speed are all below the standard wheel speed, the vehicle checks the steering angle information and longitudinal acceleration information, and adjusts the steering angle information of the first, second, third, and fourth wheels. Continuously check wheel speed information.

Meanwhile, the disclosed embodiments may be implemented in the form of a recording medium that stores instructions executable by a computer. Instructions may be stored in the form of program code, and when executed by a processor, may create program modules to perform operations of the disclosed embodiments. The recording medium may be implemented as a computer-readable recording medium.

Computer-readable recording media include all types of recording media storing instructions that can be decoded by a computer. For example, there may be Read Only Memory (ROM), Random Access Memory (RAM), magnetic tape, magnetic disk, flash memory, optical data storage device, etc.

As described above, the disclosed embodiments have been described with reference to the accompanying drawings. Those skilled in the art will understand that the present invention may be formed in a form different from the disclosed embodiments without changing the technical idea or essential features of the present invention. It will be understood that the present invention can be practiced. The disclosed embodiments are illustrative and should not be construed as limiting.

1: vehicle
160: wheel
190: Wheel speed detection device
S1: Airbag control system
S2: Steering control system
S3: Vehicle Stability Control System
S3: Alarm control system
200: communication device

Claims (20)

a communication unit that communicates with a plurality of wheel speed sensors and steering angle sensors; and
Obtains a driving speed based on the wheel speed information detected by the plurality of wheel speed sensors, determines whether the vehicle is in a stationary state based on the obtained driving speed, and when it is first determined that the vehicle is in a stationary state, the steering angle sensor An electronic control unit including a processor that determines whether the vehicle is in a stationary state based on the steering angle information detected in the vehicle, and blocks transmission of the wheel speed information detected by the plurality of wheel speed sensors when it is secondarily determined that the vehicle is in a stationary state. . The method of claim 1, wherein the processor:
An electronic control unit that primarily determines that the vehicle is in a stationary state when it is determined that the driving speed is maintained for a preset time as a reference driving speed. The method of claim 1, wherein the processor:
Based on the steering angle information, the change angle at which the steering angle changes during a preset time is confirmed, and if the confirmed change angle is determined to be less than the reference angle, it is secondarily determined that the vehicle is in a stationary state, and the confirmed change angle is the reference angle. An electronic control unit that determines that the vehicle is in a driving state when it is determined that the excess is exceeded. According to claim 3,
The communication unit is connected to an acceleration sensor and receives acceleration information detected by the acceleration sensor,
The processor secondarily determines that the vehicle is in a stopped state when it is determined that the confirmed change angle is less than the reference angle and the acceleration is less than the reference longitudinal acceleration,
An electronic control unit that determines that the vehicle is in a driving state when it is determined that the confirmed change angle exceeds a reference angle or the acceleration exceeds a reference longitudinal acceleration. According to claim 4,
The communication unit communicates with a plurality of control systems,
The processor is an electronic control unit that controls the communication unit to transmit wheel speed information detected by the plurality of wheel speed sensors to a plurality of control systems when it is determined that the vehicle is in a driving state. According to claim 1,
The communication unit communicates with a plurality of control systems,
The processor controls the communication unit to transmit wheel speed information detected by the plurality of wheel speed sensors to a plurality of control systems when it is determined that the vehicle is in a driving state based on the driving speed. The method of claim 1, wherein the communication unit,
Electronic control unit that performs can communications. a communication unit that communicates with a plurality of wheel speed sensors and acceleration sensors;
Obtains a driving speed based on the wheel speed information detected by the plurality of wheel speed sensors, determines whether the vehicle is in a stationary state based on the obtained driving speed, and when it is first determined that the vehicle is in a stationary state, the acceleration sensor An electronic control that includes a processor that determines whether the vehicle is in a stationary state based on the longitudinal acceleration information detected in the vehicle, and blocks transmission of the wheel speed information detected by the plurality of wheel speed sensors when it is secondarily determined that the vehicle is in a stationary state. unit. The method of claim 8, wherein the processor:
An electronic control unit that primarily determines that the vehicle is in a stationary state when it is determined that the driving speed is maintained for a preset time as a reference driving speed. The method of claim 8, wherein the processor:
An electronic control unit that secondarily determines that the vehicle is in a stationary state when it is determined that the terminal acceleration is less than the standard longitudinal acceleration, and determines that the vehicle is in a driving state when it is determined that the terminal acceleration exceeds the standard longitudinal acceleration. According to claim 8,
The communication unit communicates with a plurality of control systems,
The processor is an electronic control unit that controls the communication unit to transmit wheel speed information detected by the plurality of wheel speed sensors to a plurality of control systems when it is determined that the vehicle is in a driving state. According to claim 8,
The communication unit communicates with a plurality of control systems,
The processor controls the communication unit to transmit wheel speed information detected by the plurality of wheel speed sensors to a plurality of control systems when it is determined that the vehicle is in a driving state based on the driving speed. The method of claim 8, wherein the communication unit,
Electronic control unit that performs can communications. a plurality of wheel speed sensors;
steering angle sensor;
Obtains a driving speed based on the wheel speed information detected by the plurality of wheel speed sensors, determines whether the vehicle is in a stationary state based on the obtained driving speed, and when it is first determined that the vehicle is in a stationary state, the steering angle sensor an electronic control unit that determines whether the vehicle is in a stationary state based on the steering angle information detected in the vehicle, and transmits the wheel speed information detected by the plurality of wheel speed sensors when it is secondarily determined that the vehicle is in a stationary state; and
A vehicle comprising a communication device that performs communication between the plurality of wheel speed sensors, the steering angle sensor, and the electronic control unit. 15. The method of claim 14, wherein the electronic control unit:
A vehicle that primarily determines that the vehicle is in a stationary state when it is determined that the driving speed is maintained for a preset time as a reference driving speed. 15. The method of claim 14, wherein the electronic control unit:
Based on the steering angle information, the change angle at which the steering angle changes during a preset time is confirmed, and if the confirmed change angle is determined to be less than the reference angle, it is secondarily determined that the vehicle is in a stationary state, and the confirmed change angle is the reference angle. If it is determined that it exceeds the limit, the vehicle is judged to be in driving condition. According to claim 14,
The communication device performs communication with an acceleration sensor,
The electronic control unit secondarily determines that the vehicle is in a stationary state if it is determined that the confirmed change angle is less than the reference angle and the acceleration is less than the reference longitudinal acceleration, and if the confirmed change angle exceeds the reference angle or the acceleration is A vehicle that determines that the vehicle is in a driving state if it is determined that the standard final acceleration is exceeded. According to claim 17,
It further includes a plurality of control systems that each perform a determined function using wheel speed information detected by the plurality of wheel speed sensors,
The electronic control unit transmits wheel speed information detected by the plurality of wheel speed sensors to the plurality of control systems when it is determined that the vehicle is in a driving state. According to claim 14,
It further includes a plurality of control systems that each perform a determined function using wheel speed information detected by the plurality of wheel speed sensors,
The electronic control unit transmits wheel speed information detected by the plurality of wheel speed sensors to the plurality of control systems when it is determined that the vehicle is in a driving state based on the driving speed. According to claim 1,
The steering angle sensor is a sensor provided in the steering control system,
The acceleration sensor is a sensor provided in the airbag control system,
The electronic control unit is a unit provided in a vehicle attitude stability control system,

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