Integrated chassis control system

Abstract

An integrated chassis control system includes a first sensor configured to sense a first vehicle traveling in a lane adjacent to a lane in which a host vehicle is traveling and to sense behavior information of the first vehicle, a second sensor configured to sense a behavior change of the host vehicle, a first determiner configured to determine a predicted degree of influence of a crosswind generated by the first vehicle based on the behavior information of the first vehicle, a second determiner configured to determine an abnormal behavior change of the host vehicle based on information sensed by the second sensor, a first controller configured to execute a semi-active chassis system control, and a second controller configured to execute an active chassis system control.

Description

Technical Field

[0001] This disclosure relates to an integrated chassis control system for controlling the vehicle by taking into account the effects of crosswinds caused by surrounding vehicles. Background Technology

[0002] Crosswinds are generated by natural crosswinds or the high speed of large vehicles. When crosswinds are strong, the direction of a vehicle may change regardless of the driver's intention, and due to the change in the vehicle's direction of travel, the vehicle may leave its lane, potentially causing a traffic accident.

[0003] Typically, electric power steering (MDPS) systems and active and semi-active suspension systems (electronically controlled suspension (ECS) systems) are used as methods to compensate for changes in vehicle behavior caused by crosswinds. However, when the influence of crosswinds is significant enough to change the vehicle's direction of travel, the problem arises that controlling only the MDPS system and active and semi-active suspension systems is insufficient to stabilize the vehicle's behavior.

[0004] The information disclosed in the background section above is intended to help understand the background of this disclosure and should not be considered as constituting any part of the prior art. Summary of the Invention

[0005] This disclosure was made to address the aforementioned problems related to the prior art.

[0006] In one aspect, this disclosure provides an integrated chassis control system for stabilizing the behavior of the vehicle by taking into account the effects of crosswinds.

[0007] On the other hand, this disclosure provides an integrated chassis control system for controlling the vehicle's driving mode, steering, and braking in order to stabilize the vehicle's behavior based on the degree of crosswind influence and the occurrence of abnormal vehicle behavior.

[0008] In a preferred embodiment, an integrated chassis control system includes: a first sensor configured to sense a first vehicle traveling in a lane adjacent to the lane in which the vehicle is traveling, and to sense behavioral information of the first vehicle; a second sensor configured to sense changes in the vehicle's behavior; a first determiner configured to determine, based on the behavioral information of the first vehicle, the predicted degree of crosswind influence caused by the first vehicle; a second determiner configured to determine, based on information sensed by the second sensor, abnormal behavioral changes of the vehicle; a first controller configured to perform semi-active chassis system control when the degree of crosswind influence predicted by the first determiner is greater than or equal to a predetermined set value; and a second controller configured to perform active chassis system control by calculating control values ​​for stabilizing the vehicle's behavior based on the abnormal behavioral changes of the vehicle determined by the second determiner.

[0009] According to one example, the first sensor may include at least one of the following: a front camera, a front / rear radio detection and ranging (radar), a rear lateral radar, and a light detection and ranging (LiDAR).

[0010] According to one example, the first determiner can determine the size of the first vehicle, the distance between the vehicle and the first vehicle, and the relative speed between the first vehicle and the vehicle through the first sensor.

[0011] According to one example, the first determiner can quantify the degree of crosswind influence based on the size of the first vehicle, the distance between the current vehicle and the first vehicle, and the relative speed between the first vehicle and the current vehicle, and the degree of crosswind influence is calculated as follows:

[0012] According to one example, the second sensor may include at least one of the following: a front camera, a yaw rate sensor, a lateral acceleration sensor, a steering angle sensor, and a wheel speed sensor.

[0013] According to one example, the second determiner can predict a target yaw rate value for the vehicle based on information sensed by the steering angle sensor and wheel speed sensor, and can compare the actual yaw rate value measured by the yaw rate sensor with the target yaw rate value to determine abnormal behavior changes of the vehicle.

[0014] According to one example, the second determiner can determine the driver's steering intention based on information sensed by the steering angle sensor, can determine changes in the vehicle's behavior in the lateral direction based on information sensed by at least one of the front camera, yaw rate sensor, and lateral acceleration sensor, and can determine abnormal changes in the vehicle's behavior.

[0015] According to one example, when the steering angular velocity value sensed by the steering angle sensor is less than or equal to a reference value, the second determiner can determine that there is no steering intention from the driver; and when the steering angular velocity value is less than or equal to the reference value and there is a change in the vehicle's behavior in the lateral direction, the second determiner can determine that the vehicle's behavior is abnormal.

[0016] According to one example, semi-active chassis system control may include control of at least one of the vehicle's electric power steering (MDPS) system and electronically controlled suspension (ECS) system in a semi-active suspension system.

[0017] According to one example, the MDPS system can adjust the steering wheel of the vehicle to be heavier than normal, and the ECS system can adjust the damping force of the suspension to be greater than normal.

[0018] According to one example, active chassis system control may include control of at least one of the vehicle’s rear-wheel steering (RWS) system and electronic stability control (ESC) system.

[0019] According to one example, when the second controller performs control to stabilize the behavior of the vehicle, the second controller may first perform control according to the RWS system, and when it is additionally necessary to generate lateral force to stabilize the behavior of the vehicle, the second controller may additionally control the ESC system.

[0020] According to one example, in order to achieve the control value, the second determiner can calculate the extreme limit power of each wheel of the vehicle and the range of lateral forces that can be generated. When the control value can be achieved by generating lateral forces through the RWS system, the second controller can control only the RWS system, and when the control value cannot be achieved by generating lateral forces through the RWS system, the second controller can control both the RWS system and the ESC system.

[0021] According to one example, the first determiner uses the distance between the vehicle and the first vehicle, as well as the relative speed between the first vehicle and the vehicle, to predict the time when the crosswind will occur.

[0022] According to one example, the first controller may perform semi-active chassis system control over active chassis system control, and the second controller may perform active chassis system control based on the predicted crosswind generation time.

[0023] Other aspects and preferred embodiments of this disclosure are discussed below.

[0024] It should be understood that the term "vehicle" or "of a vehicle" or other similar terms as used herein generally includes motor vehicles, such as sport utility vehicles (SUVs), buses, trucks, passenger cars such as various commercial vehicles, boats, including various small boats and vessels, aircraft, etc., and includes hybrid vehicles, electric vehicles, plug-in hybrid vehicles, hydrogen-powered vehicles, and other vehicles powered by alternative fuels (e.g., fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle with two or more power sources, such as a gasoline-powered and electric-powered vehicle.

[0025] The above and other features of this disclosure are discussed below. Attached Figure Description

[0026] The above and other features of the invention will now be described in detail with reference to certain exemplary embodiments of the invention, illustrated in the accompanying drawings, which are given hereinafter by way of example only and are not intended to limit the invention, and wherein:

[0027] Figure 1 This is a diagram used to illustrate crosswinds caused by surrounding vehicles according to an exemplary embodiment of this disclosure;

[0028] Figure 2 This is a block diagram illustrating an integrated chassis control system according to an exemplary embodiment of the present disclosure;

[0029] Figure 3 This is a block diagram illustrating a sensor section according to an exemplary embodiment of the present disclosure;

[0030] Figure 4 This is a diagram illustrating the control strategy of the vehicle according to the degree of influence of crosswinds according to an exemplary embodiment of the present disclosure;

[0031] Figure 5 It is a diagram used to describe a step-by-step control strategy for another vehicle according to an exemplary embodiment of this disclosure; and

[0032] Figure 6 This is a flowchart illustrating a method for preventing lane departure due to crosswinds according to an exemplary embodiment of the present disclosure.

[0033] It should be understood that the accompanying drawings are not necessarily drawn to scale and present a simplified representation to some extent of the various preferred features illustrating the basic principles of this disclosure. Specific design features of this disclosure, including, for example, specific dimensions, orientations, positions, and shapes, will be determined in part by the specific intended application and environment of use.

[0034] In the accompanying drawings, reference numerals throughout the drawings refer to the same or equivalent parts of this disclosure. Detailed Implementation

[0035] The advantages and features of this disclosure, as well as the ways in which they are implemented, will become apparent from the following detailed description of embodiments and the accompanying drawings. However, this disclosure may be implemented in many different forms and should not be construed as limited to the embodiments set forth herein. Embodiments are provided to make this disclosure thorough and complete, and will fully convey the scope of this disclosure to those skilled in the art. This disclosure is defined only by the scope of the appended claims. Throughout this disclosure, the same reference numerals refer to the same components.

[0036] The terms “~part,” “~unit,” “~module,” etc., used in this article refer to a unit used to process at least one function or operation, and the unit can be implemented by hardware, software, or a combination of hardware and software.

[0037] Furthermore, in this disclosure, the terms “first,” “second,” etc., are assigned to components in order to distinguish them, since the components have the same name, but these terms are not necessarily limited to the order in the following description.

[0038] The following detailed description illustrates this disclosure. Furthermore, the foregoing is intended to illustrate and describe exemplary embodiments of this disclosure, and this disclosure can be used in various other combinations, modifications, and environments. That is, substitutions or modifications can be made without departing from the scope of this disclosure, equivalent forms, and / or the technical or knowledge scope of the art to which this disclosure pertains. The described embodiments are intended to illustrate the best mode for carrying out the technical spirit of this disclosure, and various modifications can be made for specific applications and uses of this disclosure. Therefore, the detailed description is not intended to limit this disclosure as it is presented in the disclosed embodiments. Furthermore, it should be understood that the appended claims are intended to include another embodiment.

[0039] Figure 1 This is a diagram used to illustrate crosswinds caused by surrounding vehicles according to an exemplary embodiment of this disclosure.

[0040] Reference Figure 1 Crosswinds can be generated by surrounding vehicles 30 and 50 traveling in lanes adjacent to the lane in which vehicle 10 is traveling. Surrounding vehicles 30 and 50 may include a first vehicle 30 (traveling in the same direction as vehicle 10) and a second vehicle 50 (traveling in the opposite direction to vehicle 10). In this case, either the first vehicle 30 or the second vehicle 50 is capable of overtaking vehicle 10 at a speed greater than that of vehicle 10.

[0041] A sensor unit 100 may be disposed in the vehicle 10 to detect the vehicle 10 and surrounding vehicles 30 and 50. The sensor unit 100 may detect the behavioral state of the vehicle 10 and detect the approach of surrounding vehicles 30 and 50. The sensor unit 100 may detect a first vehicle 30 approaching the rear of the vehicle 10 and a second vehicle 50 approaching the front of the vehicle 10. The integrated chassis control system according to an exemplary embodiment of the present disclosure may control the vehicle 10 based on the information detected by the sensor unit 100 to achieve stable behavior of the vehicle 10.

[0042] Figure 2 This is a block diagram illustrating an integrated chassis control system according to an exemplary embodiment of the present disclosure, and Figure 3 This is a block diagram illustrating a sensor unit 100 according to an exemplary embodiment of the present disclosure.

[0043] Reference Figures 1 to 3 The integrated chassis control system 1 may include a sensor unit 100, a first determiner 210, a second determiner 230, a first controller 310, a second controller 330, and multiple vehicle control systems 410, 430, 450, and 470. In this case, the first determiner 210 and the second determiner 230 may be a configuration of either the first controller 310 or the second controller 330. The first determiner 210, the second determiner 230, the first controller 310, and the second controller 330 may be configured based on the functions used to implement the integrated chassis control system 1.

[0044] Each of the first determiner 210 and second determiner 230, and the first controller 310 and second controller 330 in the integrated chassis control system 1 according to an exemplary embodiment of the present disclosure may be a processor (e.g., a computer, microprocessor, CPU, ASIC, circuit, logic circuit, etc.). Each of the first determiner 210 and second determiner 230, and the first controller 310 and second controller 330 may be implemented by a non-transitory memory storing, for example, programs, software instruction reproduction algorithms, etc. (which, when executed, control the operation of various components of the vehicle) and a processor (configured to execute programs, software instruction reproduction algorithms, etc.). In this document, the memory and processor may be implemented as separate semiconductor circuits. Alternatively, the memory and processor may be implemented as a single integrated semiconductor circuit. The processor may embody one or more processors. According to another aspect of the present disclosure, the first determiner 210 and second determiner 230, and the first controller 310 and second controller 330 may be implemented as a single processor with associated non-transitory memory.

[0045] The sensor unit 100 may include: a first sensor for sensing surrounding vehicles 30 and 50 traveling in lanes adjacent to the vehicle 10, and a second sensor for sensing changes in the behavior of the vehicle 10. The sensor unit 100 may include a front camera 110, a light detection and ranging (LiDAR) 120, a front / rear radio detection and ranging (radar) 130, a rear lateral radar 140, a yaw rate sensor 150, a lateral acceleration sensor 160, a steering angle sensor 170, and a wheel speed sensor 180. For example, the first sensor may include at least one of the front camera 110, LiDAR 120, front / rear radar 130, and rear lateral radar 140, and the second sensor may include at least one of the front camera 110, yaw rate sensor 150, lateral acceleration sensor 160, steering angle sensor 170, and wheel speed sensor 180.

[0046] The front camera 110 can sense the lane in which the vehicle 10 is traveling. The front camera 110 can sense whether the vehicle 10 has left the lane and whether its lateral behavior within the lane has changed. Furthermore, the front camera 110 can sense a second vehicle 50 approaching the vehicle 10. The front camera 110 can sense the size of the second vehicle 50, the distance between the vehicle 10 and the second vehicle 50, and the relative speed between the two vehicles.

[0047] The lidar 120 can be a device that draws a map of its surroundings by emitting lasers and receives light reflected and returned from surrounding objects to measure the distance to those objects. The lidar 120 can sense the size of the second vehicle 50, the distance between the primary vehicle 10 and the second vehicle 50, and the relative speed between the second vehicle 50 and the primary vehicle 10.

[0048] The front / rear radar 130 and the rear lateral radar 140 can sense surrounding vehicles 30 and 50 approaching the vehicle 10. The front / rear radar 130 and the rear lateral radar 140 can sense the size of the surrounding vehicles 30 and 50, the distance between the vehicle 10 and the surrounding vehicles 30 and 50, and the relative speed between the surrounding vehicles 30 and 50 and the vehicle 10.

[0049] The dimensions of surrounding vehicles 30 and 50, the distance between the vehicle 10 and surrounding vehicles 30 and 50, and the relative speed between the vehicle 10 and surrounding vehicles 30 and 50 are calculated based on information detected by each of the front camera 110, LiDAR 120, front / rear radar 130, and rear lateral radar 140. That is, each of the front camera 110, LiDAR 120, front / rear radar 130, and rear lateral radar 140 can sense the first vehicle 30 and / or the second vehicle 50. However, to increase the reliability of the information, information about surrounding vehicles 30 and 50 can be calculated by combining the information measured by the front camera 110, LiDAR 120, front / rear radar 130, and rear lateral radar 140.

[0050] The yaw rate sensor 150 can sense the speed of the rotation angle (yaw angle) changing around a vertical line passing through the center of the vehicle 10. For example, the yaw rate sensor 150 can sense the change in the lateral behavior of the vehicle 10 due to crosswinds.

[0051] The lateral acceleration sensor 160 can sense the acceleration of the vehicle 10 as it changes in the lateral direction. For example, the lateral acceleration sensor 160 can sense changes in the lateral behavior of the vehicle 10 caused by crosswinds.

[0052] The steering angle sensor 170 can sense changes in the steering of the vehicle 10. Specifically, the steering angle sensor 170 can sense the steering angular velocity value of the vehicle 10. The steering angle sensor 170 sensing changes in the steering of the vehicle 10 can indicate that the driver has a steering intention for the vehicle 10. That is, the steering angle sensor 170 can detect the driver's steering intention for the vehicle 10.

[0053] Wheel speed sensor 180 can detect changes in the vehicle speed of vehicle 10 in the longitudinal direction. The detection of a change in vehicle speed in the longitudinal direction by wheel speed sensor 180 can indicate that the driver of vehicle 10 intends to accelerate or decelerate. That is, wheel speed sensor 180 can detect the driver's intention to accelerate or decelerate.

[0054] The first determiner 210 can determine the degree of influence of crosswinds on the vehicle 10 based on information sensed by the sensor unit 100. Specifically, the first determiner 210 can determine the degree of influence of crosswinds generated by surrounding vehicles 30 and 50 on the vehicle 10 based on information sensed by the first sensor. When the first determiner 210 determines that the vehicle 10 is affected by crosswinds based on information sensed by the first sensor, the second determiner 230 can determine whether the behavior of the vehicle 10 has changed due to crosswinds based on information sensed by the second sensor. That is, the first determiner 210 determines the degree of influence of crosswinds, thereby preventing unnecessary control even when the vehicle 10 is not affected by crosswinds.

[0055] For example, the first determiner 210 can determine the size of the surrounding vehicles 30 and 50, the distance between the vehicle 10 and the surrounding vehicles 30 and 50, and the relative speed between the vehicle 10 and the surrounding vehicles 30 and 50, thereby determining the degree of influence of crosswinds that may be caused by the surrounding vehicles 30 and 50. For example, as the size of the surrounding vehicles 30 and 50 increases, the influence of crosswinds on the vehicle 10 may increase. For example, as the distance between the vehicle 10 and the surrounding vehicles 30 and 50 decreases, the influence of crosswinds on the vehicle 10 may increase. For example, as the relative speed between the surrounding vehicles 30 and 50 and the vehicle 10 increases, the influence of crosswinds on the vehicle 10 may increase. However, even when the size of the surrounding vehicles 30 and 50 is large, if the relative speed between the surrounding vehicles 30 and 50 and the vehicle 10 is very small, the influence of crosswinds on the vehicle 10 can be ignored. Therefore, when the dimensions of surrounding vehicles 30 and 50 are greater than or equal to a predetermined size threshold, the distance between the vehicle 10 and surrounding vehicles 30 and 50 is less than a predetermined distance threshold, and the absolute value of the relative speeds of surrounding vehicles 30 and 50 to the vehicle 10 is greater than or equal to a predetermined vehicle speed threshold, the first determiner 210 can determine that the vehicle 10 is affected by crosswinds. To determine the degree of influence caused by the crosswinds, the first determiner 210 distinguishes the degree of influence based on the difference between the information sensed by the first sensor and the predetermined size threshold, predetermined distance threshold, and predetermined vehicle speed threshold. Alternatively, to determine the degree of influence caused by the crosswinds, each of the predetermined size threshold, predetermined distance threshold, and predetermined vehicle speed threshold can be set to multiple numbers to have multiple ranges, and the first determiner 210 can determine the degree of influence caused by the crosswinds based on which range the information sensed by the first sensor belongs to.

[0056] Furthermore, the first determiner 210 can quantify the degree of crosswind influence. The first determiner 210 can quantify the degree of crosswind influence based on the dimensions of surrounding vehicles 30 and 50, the distance between the vehicle 10 and the surrounding vehicles 30 and 50, and the relative speed between the vehicle 10 and the surrounding vehicles 30 and 50. The equation used to calculate the degree of crosswind influence is as follows:

[0057]

[0058] The term "other vehicles" in the above equation refers to the surrounding vehicles 30 or 50 of vehicle 10.

[0059] The second determiner 230 can determine the change in lateral behavior of the vehicle 10 based on information sensed by the sensor unit 100. Specifically, the second determiner 230 can determine whether the behavior of the vehicle 10 has changed due to crosswinds based on information sensed by the second sensor.

[0060] For example, the second determiner 230 can determine the driver's steering intention towards the vehicle 10 and whether the vehicle 10's behavior occurs in the lateral direction based on information sensed by the second sensor. The front camera 110 can determine the extent of the vehicle 10's lateral behavior by checking the position of the vehicle 10 based on the lane it is traveling in, and detect whether the vehicle 10 has left the lane. To accurately determine the driver's steering intention and the extent of the vehicle 10's lateral behavior, the second determiner 230 can analyze the information sensed by the second sensor.

[0061] Furthermore, the first determiner 210 can predict the time of crosswind generation based on the distance between the vehicle 10 and surrounding vehicles 30 and 50, and the relative speed between the surrounding vehicles 30 and 50 and the vehicle 10, sensed by the sensor unit 100. Specifically, the first determiner 210 can predict in advance the time when the vehicle 10 will be affected by the crosswind caused by the surrounding vehicles 30 and 50.

[0062] When the front camera 110 detects a change in the lateral behavior of the vehicle 10 and the steering angle velocity value sensed by the steering angle sensor 170 is less than or equal to a predetermined reference value, the second determiner 230 can determine the driver's steering intention. In this case, the second determiner 230 can determine whether the value measured by at least one of the yaw rate sensor 150 and the lateral acceleration sensor 160 exceeds a predetermined set value. The predetermined set value can represent a set value for the yaw rate value or the lateral acceleration value. Specifically, the yaw rate set value and the lateral acceleration set value can refer to values ​​that indicate a degree of sudden change in steering. However, the predetermined set value can be a value that can be changed by the designer. When the change in the lateral behavior of the vehicle 10 is checked and the steering angle sensor 170 determines that the driver has no steering intention, the second determiner 230 can determine that abnormal behavior has occurred in the vehicle 10. Furthermore, when the value measured by at least one of the yaw rate sensor 150 and the lateral acceleration sensor 160 exceeds the predetermined set value, the second determiner 230 can determine that the lateral behavior of the vehicle 10 has changed, even though the driver has no intention to steer. When the front camera 110 does not detect the vehicle 10 leaving the lane or being noticeably pulled to one side of the lane, the vehicle 10 can be determined to have not engaged in lateral behavior due to crosswinds. A steering angular velocity value sensed by the steering angle sensor 170 that is less than or equal to a predetermined reference value can be interpreted as the driver not changing steering, and may mean the driver has no steering intention. In this case, although the driver has no steering intention, the predetermined reference value can generally represent the degree of steering wheel movement due to road surface or other environmental factors. Furthermore, values ​​not exceeding predetermined set values ​​(measured by the yaw rate sensor 150 or the lateral acceleration sensor 160) can be interpreted as lateral behavior not being excessive. Therefore, the second determiner 230 can determine the driver's steering intention and changes in the lateral behavior of the vehicle 10 based on information sensed by the front camera 110, the yaw rate sensor 150, the lateral acceleration sensor 160, and the steering angle sensor 170.

[0063] The first controller 310 and the second controller 330 can control the vehicle control systems 410, 430, 450, and 470 based on the degree of influence of crosswinds on the vehicle 10 and the changes in the lateral behavior of the vehicle 10. The first controller 310 can perform semi-active chassis system control (which controls the driving mode of the vehicle 10 based on the degree of influence of crosswinds) and active chassis system control (which controls the steering and / or braking of the vehicle 10 based on the changes in the lateral behavior of the vehicle 10). The first controller 310 and the second controller 330 can perform active chassis system control after semi-active chassis system control, or they can perform semi-active chassis system control and active chassis system control simultaneously. Preferably, the first controller 310 and the second controller 330 can not perform semi-active chassis system control when active chassis system control is not being performed.

[0064] Semi-active chassis system control can mean that the first controller 310 performs control over at least one of the semi-active suspension system (electronically controlled suspension (ECS) system) 410 and the electric power steering (MDPS) system 430. Active chassis system control can mean that the second controller 330 performs control over at least one of the rear-wheel steering (RWS) system 450 and the electronic stability control (ESC) system 470. When the first determiner 210 determines that the vehicle 10 is affected by crosswinds, the first controller 310 may prioritize the semi-active chassis system control, and when the second determiner 230 determines that the lateral behavior of the vehicle 10 exceeds a predetermined amount, the second controller 330 may additionally perform active chassis system control. When the lateral behavior of the vehicle 10 exceeds the predetermined amount, the second controller 330 may prioritize the steering control of the vehicle 10 via the RWS system 450. The second controller 330 may additionally perform partial braking of the vehicle 10 via the ESC system 470 based on the degree of behavior of the vehicle 10. The second controller 330 can perform active chassis system control based on the time of crosswind occurrence predicted by the first determiner 210. That is, the second controller 330 can perform active chassis system control based on the time during which the vehicle 10 is affected by crosswinds. Therefore, unnecessary control of the vehicle 10 can be prevented when the vehicle 10 is not affected by crosswinds.

[0065] For example, when the first determiner 210 determines that the vehicle 10 is affected by crosswinds, the first controller 310 can change the driving mode of the vehicle 10 by controlling at least one of the semi-active suspension system 410 and the MDPS system 430. For example, when the first determiner 210 determines that the vehicle 10 will be affected by crosswinds, the first controller 310 can control the semi-active suspension system 410 to change the damping force of the vehicle 10's suspension to a value greater than normal (e.g., before activating the semi-active suspension system 410), and control the MDPS system 430 to change the steering mode to sport mode. That is, the MDPS system 430 can adjust the steering wheel operation of the vehicle 10 to be heavier than normal (e.g., before changing the steering mode to sport mode). When the suspension strength of the vehicle 10 is changed to a value greater than normal or the steering mode is changed to sport mode, the vehicle 10 becomes more stable while driving. Therefore, the first controller 310 can control the semi-active suspension system 410 and the MDPS system 430 to prevent the vehicle 10 from being affected by crosswinds.

[0066] For example, the second controller 330 can control the steering and / or braking of the vehicle 10 based on changes in its lateral behavior. Steering and braking can be controlled by the RWS system 450 and the ESC system 470. To determine the degree of control by the RWS system 450 and the ESC system 470, the second determiner 230 can calculate the changes in the lateral behavior of the vehicle 10. The second determiner 230 can predict a target yaw rate value for the vehicle 10 based on information sensed by the lateral acceleration sensor 160, the steering angle sensor 170, and the wheel speed sensor 180. Specifically, the second determiner 230 can use the rear wheel steering angle to calculate the steering angle, wheel speed signal, and rear wheel screw travel sensor value, and calculate the target yaw rate using the steering angle, wheel speed signal, and rear wheel screw travel sensor value. The maximum value of the calculated target yaw rate can be limited by an estimate reflecting the road surface friction coefficient. The second determiner 230 can calculate a final target yaw rate that can actually be generated on the corresponding road surface on which the vehicle 10 is traveling. The yaw rate sensor 150 can sense the actual yaw rate value of the vehicle 10, and the second determiner 230 can calculate a control value for stabilizing the behavior of the vehicle 10 by comparing the final target yaw rate value with the actual yaw rate value. In this case, when the control value is large, the degree of behavior of the vehicle 10 in the lateral direction can be determined to be large, and the behavior stability of the vehicle 10 can be determined to be low.

[0067] Furthermore, to achieve the control value, the second determiner 230 can calculate the extreme limit force of each wheel and the range of lateral forces that the vehicle 10 can generate. That is, to ensure the stability of the vehicle 10's behavior, the second determiner 230 can calculate the control value used to correct the difference between the target yaw rate value and the actual yaw rate value. To compensate for the control value, the second determiner 230 can calculate how much braking force and / or steering change of the vehicle 10 is required. When the control value is determined to be achievable by the lateral force generated by the vehicle 10's RWS system 450, the second controller 330 can control only the RWS system 450. However, when the control value cannot be achieved by the lateral force generated by the vehicle 10's RWS system 450 alone, the second controller 330 can control both the RWS system 450 and the ESC system 470. In this case, the RWS system 450 can change the steering direction of the vehicle 10, and the ESC system 470 can perform partial braking. That is, in order to move the vehicle 10, which is traveling in one direction due to the influence of crosswinds, in the opposite direction, the second controller 330 can control the RWS system 450 and the ESC system 470. The second controller 330 can use the RWS system 450 to change the steering of the vehicle 10 in the opposite direction, and perform partial braking through the ESC system 470 to change the direction of travel of the vehicle 10 to the opposite direction.

[0068] According to an exemplary embodiment of this disclosure, the integrated chassis control system 1 can perform control to move the vehicle 10 in the direction opposite to the direction the vehicle 10 is traveling due to the crosswind by checking the degree of influence of the crosswind on the vehicle 10 and the degree of behavior of the vehicle 10 in the lateral direction due to the crosswind. Even if the driving mode of the vehicle 10 is changed, when the vehicle 10 is affected by the crosswind, the integrated chassis control system 1 can prevent vehicle deviation and vehicle accidents by directly changing the steering and braking of the vehicle 10.

[0069] According to embodiments of this disclosure, the integrated chassis control system 1 can deduce the degree of lateral behavior of the vehicle 10 due to crosswinds from the yaw rate value, thereby preventing unnecessary control of the vehicle 10. Furthermore, force control (steering change and braking) can be performed on the vehicle 10 as needed.

[0070] Figure 4 This is a diagram illustrating the control strategy of the vehicle according to the degree of crosswind influence based on an exemplary embodiment of the present disclosure, and Figure 5 This is a diagram used to illustrate a step-by-step control strategy for another vehicle according to an exemplary embodiment of this disclosure. Figure 5In the above, the first vehicle 30 is a vehicle based on the vehicle 10 traveling in the right lane, and the second vehicle 50 is a vehicle based on the vehicle 10 traveling in the left lane.

[0071] Reference Figures 2 to 5 The vehicle 10 may be affected by crosswinds generated by a second vehicle 50 traveling in the adjacent lane. If the crosswinds collide with the first vehicle 30, the behavior of the vehicle 10 may change in one direction. Therefore, the control units 310 and 330 may perform semi-active chassis system control (priority control) to change the driving mode of the vehicle 10, so that the behavior of the vehicle 10 does not change in one direction, and / or perform active chassis system control (steering, braking, and feedback control) to forcibly control the vehicle 10.

[0072] First, the first determiner 210 can determine whether the stability of the vehicle 10's behavior can be ensured solely by using a semi-active chassis system control by determining the degree of crosswind influence. A first sensor can sense the second vehicle 50 (the vehicle causing the crosswind), and the sensed information can be analyzed by the first determiner 210. The first determiner 210 can classify the degree of crosswind influence into three levels based on the information sensed by the first sensor. For example, the three levels can be classified as "low," "medium," and "high." The first determiner 210 can quantify the degree of crosswind influence. The first determiner 210 can quantify the degree of crosswind influence based on the dimensions of surrounding vehicles 30 and 50, the distance between the vehicle 10 and surrounding vehicles 30 and 50, and the relative speed between the surrounding vehicles 30 and 50 and the vehicle 10, and the equation used to calculate the degree of crosswind influence is as follows:

[0073]

[0074] When the size of other vehicles 50 exceeds a predetermined size threshold, the distance between vehicle 10 and other vehicles 50 exceeds a predetermined distance threshold, and the absolute value of the relative speed between vehicle 10 and other vehicles 50 exceeds a predetermined vehicle speed threshold, the first determiner 210 can determine that the influence of the crosswind exceeds "low". In this case, when the influence of the crosswind exceeds "low", the first controller 310 can perform semi-active chassis system control. That is, the first controller 310 can control the ECS system 410 and the MDPS system 430 to change the suspension strength and driving mode of vehicle 10. For example, the first controller 310 can control the ECS system 410 to change the driving mode of vehicle 10 to "sport" mode, and control the MDPS system 430 to change the suspension strength of vehicle 10 to "stiff". When the influence of the crosswind is "low", there may be no change in the lateral behavior of vehicle 10. Therefore, when the influence of the crosswind is "low", the second controller 330 may not perform active chassis system control.

[0075] When the influence of crosswinds is "moderate" or "high," the second controller 330 can additionally execute active chassis system control. That is, when the second determiner 230 determines that the lateral behavior of the vehicle 10 exceeds a predetermined behavior amount, the second controller 330 can additionally execute active chassis system control. The predetermined behavior amount can be a value predetermined by the designer and can represent a value greater than the natural lateral behavior that may occur due to road surface or other environmental factors. When the influence of crosswinds is "moderate" or "high," changes in the lateral behavior of the vehicle 10 may occur. The second determiner 230 can compare the actual yaw rate value obtained by the yaw rate sensor 150 with the target yaw rate value predicted based on information sensed by the lateral acceleration sensor 160, the steering angle sensor 170, and the wheel speed sensor 180 to calculate control values ​​for stabilizing the behavior of the vehicle 10.

[0076] When the control value is determined to be compensable due to the lateral force generated by the RWS system 450, the second controller 330 may control only the RWS system 450. However, when the lateral force of the RWS system 450 cannot compensate for the control value, the second controller 330 may control both the RWS system 450 and the ESC system 470.

[0077] When the lateral behavior of the vehicle 10 exceeds a predetermined amount, the second controller 330 may prioritize steering control of the vehicle 10 through the RWS system 450. When the degree of lateral behavior is severe, the second controller 330 may additionally control the ESC system 470.

[0078] For example, when the first determiner 210 determines the crosswind's influence level to be "moderate," the first controller 330 can control the RWS system 450 to change the steering of the vehicle 10. Due to the crosswind generated by the second vehicle 50, the vehicle 10 may be pulled to the right. Because the vehicle 10 is pulled to the right, it may collide with the first vehicle 30. Therefore, the second controller 330 can control the RWS system 450 to change the steering of the vehicle 10 to the left. Specifically, the second controller 330 can control the second wheel 15b and the fourth wheel 15d to change the driving direction of the vehicle 10.

[0079] For example, when the first determiner 210 determines that the influence of the crosswind is "high," the second controller 330 can control the ESC system 470 to perform partial braking on the vehicle 10. Partial braking can mean performing wheel braking control in the direction opposite to the direction where there is a risk of collision. That is, since the vehicle 10 is at risk of colliding with the first vehicle 30, the second controller 330 can perform braking on the first wheel 15a and the second wheel 15b of the vehicle 10, and due to the braking of the first wheel 15a and the second wheel 15b, the driving direction of the vehicle 10 can be changed to the left.

[0080] Figure 6 This is a flowchart illustrating a method for preventing lane departure due to crosswinds according to an exemplary embodiment of the present disclosure.

[0081] Reference Figure 6 The sensor unit can sense the vehicle itself and surrounding vehicles. In this case, surrounding vehicles can refer to vehicles that generate crosswinds that affect the vehicle itself. The sensor unit may include a first sensor and a second sensor. The first sensor can sense the size of the surrounding vehicles, the distance between the vehicle and the surrounding vehicles, and the relative speed between the surrounding vehicles and the vehicle itself, and the second sensor can sense the vehicle's steering angle, its yaw rate value, its lateral acceleration value, and the lane in front of the vehicle (S100).

[0082] The first determiner can determine whether surrounding vehicles cause crosswinds and whether the vehicle will be affected by the crosswinds caused by surrounding vehicles. The first determiner can determine whether the expected degree of crosswind influence caused by surrounding vehicles is greater than or equal to a reference level. In this case, the reference level may mean that the degree of crosswind influence exceeds "low". The first determiner can determine the degree of crosswind influence based on information sensed by the first sensor. The first determiner can determine the degree of crosswind influence based on whether each of the size of surrounding vehicles, the distance between the vehicle and surrounding vehicles, and the relative speed between the vehicle and surrounding vehicles exceeds a predetermined set value. In addition, the first determiner can quantify the degree of crosswind influence based on the size of surrounding vehicles, the distance between the vehicle and surrounding vehicles, and the relative speed between the vehicle and surrounding vehicles. When it is determined that the vehicle is not affected by crosswinds caused by surrounding vehicles, the first controller and the second controller may not perform separate control. Regardless of whether the first controller and the second controller control the vehicle, the sensor unit can sense the vehicle and surrounding vehicles in real time (S200).

[0083] When it is determined that the vehicle is affected by crosswinds caused by surrounding vehicles, the second determiner can determine whether the vehicle's behavior in the lateral direction has changed due to the crosswinds. This change in lateral behavior can be determined using a front camera. Furthermore, when the value measured by at least one of the yaw rate sensor and the lateral acceleration sensor exceeds a predetermined set value, the second determiner can determine a change in the vehicle's behavior in the lateral direction. In this case, when a change in the vehicle's behavior in the lateral direction is detected and the steering angle velocity value sensed by the steering angle sensor is less than or equal to a predetermined reference value, the second determiner can determine that there is no driver steering intention, but rather that abnormal behavior in the vehicle is due to crosswinds (S300).

[0084] When the second determiner determines that the vehicle's behavior in the lateral direction has not changed, the first controller can execute semi-active chassis system control to control the MDPS system and ECS system. The controller can change the vehicle's driving mode through semi-active chassis system control to minimize the effects caused by crosswinds (S350).

[0085] When the second determiner determines a change in the vehicle's behavior in the lateral direction, it can calculate how much the vehicle's behavior has changed. Unlike the example above, the difference in the vehicle's behavior in the lateral direction can be calculated in the second controller. Specifically, the second determiner can calculate the vehicle's target yaw rate and actual yaw rate to derive a control value, and the second controller can execute active chassis system control based on the derived control value. In this case, semi-active chassis system control (S400) can be essentially executed.

[0086] When the control value is one that can be compensated for solely by the control of the RWS system, the second controller can control the RWS system alone to forcibly change the vehicle's steering. That is, in addition to the semi-active chassis system control traditionally performed by the first controller, the second controller can perform steering control of the vehicle to change the vehicle's steering in the opposite direction to the direction of the collision sensed by the vehicle (S500 and S550).

[0087] When the control value is one that cannot be compensated for by the RWS system alone, the second controller can control both the RWS and ESC systems to change the vehicle's steering and apply partial braking. That is, in addition to the semi-active chassis system control normally performed by the first controller, the second controller can also control the RWS and ESC systems to change the vehicle's steering in the direction opposite to the direction of collision sensing and apply partial braking. Partial braking can be applied to the vehicle's wheels, which are positioned in the direction opposite to the direction of the collision sensed by the vehicle, allowing the vehicle's steering to be changed in the direction opposite to the direction of collision sensing (S500 and S600).

[0088] According to embodiments of this disclosure, the integrated chassis control system can control the movement of the vehicle in the opposite direction of travel due to crosswinds by examining the degree of influence of crosswinds on the vehicle and the degree of the vehicle's behavior in the lateral direction due to crosswinds. Even if the driving mode of the vehicle is changed, when the vehicle is affected by crosswinds, the integrated chassis control system can prevent vehicle deviation and vehicle accidents by directly changing the vehicle's steering and braking.

[0089] According to embodiments of this disclosure, the integrated chassis control system can deduce the degree of lateral behavior of the vehicle due to crosswinds from the yaw rate value, thereby preventing unnecessary control of the vehicle. Furthermore, force control (steering changes and braking) can be performed on the vehicle as needed.

[0090] Although embodiments of the present disclosure have been described in detail, the scope of the disclosure is not limited to these embodiments, and various modifications and improvements made by those skilled in the art using the basic concepts of the disclosure as defined by the appended claims also fall within the scope of the disclosure. Therefore, it should be understood that the above embodiments are illustrative in all respects rather than restrictive.

Claims

1. An integrated chassis control system comprising: a first sensor configured to sense a first vehicle traveling in a lane adjacent to a lane in which a subject vehicle is traveling, and to sense behavior information of the first vehicle; a second sensor configured to sense a behavior change of the subject vehicle; a first determiner configured to determine a predicted degree of influence of crosswind generated by the first vehicle based on the behavior information of the first vehicle; a second determiner configured to determine an abnormal behavior change of the subject vehicle based on information sensed by the second sensor; a first controller configured to execute a semi-active chassis system control when the degree of influence of crosswind predicted by the first determiner is greater than or equal to a predetermined set value, and a second controller configured to execute an active chassis system control by calculating a control value for stabilizing a behavior of the subject vehicle in accordance with the abnormal behavior change of the subject vehicle determined by the second determiner, wherein the semi-active chassis system control includes control of at least one of an electric power steering system and an electronic control suspension system of the subject vehicle, the active chassis system control includes control of at least one of a rear wheel steering system and an electronic stability control system of the subject vehicle, when the second controller executes control for stabilizing the behavior of the subject vehicle, the second controller first executes steering control of the subject vehicle by the rear wheel steering system to generate a lateral force, and when generation of additional lateral force is required to further stabilize the behavior of the subject vehicle, the second controller additionally executes partial braking by the electronic stability control system. The first sensor includes at least one of a front camera, a front radar and a rear radar, a rear lateral radar, and a laser radar.

2. The integrated chassis control system of claim 1, wherein, The first determiner determines a size of the first vehicle, a distance between the subject vehicle and the first vehicle, and a relative speed of the first vehicle and the subject vehicle by the first sensor.

3. The integrated chassis control system of claim 2, wherein, 4. The integrated chassis control system according to claim 3, wherein: the first determiner quantifies the degree of influence of crosswind based on the size of the first vehicle, the distance between the subject vehicle and the first vehicle, and the relative speed of the first vehicle and the subject vehicle, and the degree of influence of crosswind is calculated as follows: The second sensor includes at least one of a front camera, a yaw rate sensor, a lateral acceleration sensor, a steering angle sensor, and a wheel speed sensor.

5. The integrated chassis control system of claim 1, wherein, The second determiner:

6. The integrated chassis control system of claim 1, wherein, predicts a target yaw rate value of the subject vehicle based on information sensed by the steering angle sensor and the wheel speed sensor, and compares an actual yaw rate value measured by the yaw rate sensor with the target yaw rate value to determine the abnormal behavior change of the subject vehicle. The second determiner:

7. The integrated chassis control system of claim 1, wherein, determines a steering intention of a driver based on information sensed by the steering angle sensor, determines a behavior change of the subject vehicle in a lateral direction based on information sensed by at least one of the front camera, the yaw rate sensor, and the lateral acceleration sensor, and ​ determining an abnormal behavior change of the host vehicle.

8. The integrated chassis control system according to claim 7, wherein: when a steering angle velocity value sensed by the steering angle sensor is less than or equal to a reference value, the second determiner determines that there is no steering intention of the driver; and when the steering angle velocity value is less than or equal to the reference value and the second determiner determines that the behavior change of the host vehicle in the lateral direction exists, the second determiner determines that the behavior of the host vehicle is abnormal.

9. The integrated chassis control system of claim 1, wherein, the electric power steering system adjusts a steering wheel of the host vehicle to be heavier than normal, and the electronically controlled suspension system adjusts a damping force of a suspension to be greater than normal.

10. The integrated chassis control system according to claim 1, wherein: to achieve the control value, the second determiner calculates a range of a limit power and a lateral force that can be generated for each wheel of the host vehicle, when the generation of the lateral force by the rear wheel steering system can achieve the control value, the second controller controls only the rear wheel steering system, and when the generation of the lateral force by the rear wheel steering system cannot achieve the control value, the second controller controls both the rear wheel steering system and the electronic stability control system.

11. The integrated chassis control system of claim 1, wherein, the first determiner predicts a generation time of the crosswind based on a distance between the host vehicle and the first vehicle and a relative speed of the first vehicle to the host vehicle.

12. The integrated chassis control system of claim 11, wherein, the first controller preferentially executes the semi-active chassis system control over the active chassis system control, and the second controller executes the active chassis system control based on the predicted generation time of the crosswind.

Images