Integrated control device and method for vehicle and system having the same

Abstract

The present invention relates to an integrated control device and an integrated control method for a vehicle, and a system having the device. An exemplary embodiment of the present invention provides an integrated control device for a vehicle, which includes: a processor and a storage device; the processor is configured to perform braking control and control the damping force of an electronically controlled suspension in an early stage of a driver's steering control, and release the braking control and increase the damping force of the electronically controlled suspension in a later stage of the driver's steering control; the storage device is configured to store data obtained by the processor and an algorithm for driving the processor.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of priority from Korean Patent Application No. 10-2020-0063811 filed on May 27, 2020, in the Korean Intellectual Property Office, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] The present invention relates to an integrated control device and an integrated control method for a vehicle, and a system including the device, and more particularly, to a technology capable of improving a consistent steering feel and the linearity of vehicle behavior. Background Art

[0004] In the case of conventional brake control for yaw rate control, yaw gain control is performed to increase the magnitude of the yaw rate. In contrast, in the case of electronically controlled suspension control, control is performed to reduce the degree of roll.

[0005] In the conventional technology, when controlling the yaw rate and the roll, the delay time between the yaw rate and the roll is increased by performing control to increase the yaw rate and control to reduce the roll.

[0006] When the delay time between the yaw rate and the roll increases, there is a problem in that the control operates in a direction that reduces the sense of consistency in the vehicle behavior.

[0007] The above information disclosed in this Background section is for assistance in understanding the background of the invention and should not be regarded as an admission that this information constitutes any part of the prior art. Summary of the Invention

[0008] An exemplary embodiment of the present invention is directed to providing an integrated control device, an integrated control method, and a system including the device for a vehicle, which can improve the responsiveness of yaw rate and roll by dividing the time for controlling the steering of the vehicle into an initial steering phase and a later steering phase and performing integrated control of braking control and electronically controlled suspension control.

[0009] The technical objectives of the present invention are not limited to the above-mentioned objectives, and those skilled in the art can clearly understand other technical objectives not mentioned from the description of the claims.

[0010] According to an exemplary embodiment of the present invention, an integrated control device for a vehicle may include: a processor and a storage device; the processor is configured to perform braking control and control the damping force of an electronically controlled suspension in an early stage of a driver's steering control, and to release braking control and increase the damping force of the electronically controlled suspension in a later stage of the driver's steering control; the storage device is configured to store data obtained by the processor and an algorithm for driving the processor.

[0011] According to an exemplary embodiment, the processor may control a phase difference between a yaw rate and a roll angle when controlling the brake control and the electronically controlled suspension.

[0012] According to an exemplary embodiment, the processor may estimate the roll angle of the vehicle based on the lateral acceleration of the vehicle and the mass of the vehicle.

[0013] According to an exemplary embodiment, the processor may calculate the target yaw rate and the target roll angle based on a three-degree-of-freedom vehicle model.

[0014] According to an exemplary embodiment, the processor may calculate a yaw rate error based on a target yaw rate and a sensed yaw rate.

[0015] According to an exemplary embodiment, the processor may calculate a roll angle error based on the target roll angle and the estimated roll angle.

[0016] According to an exemplary embodiment, the processor may calculate the target yaw moment based on the yaw rate error, and may calculate the target roll moment based on the roll angle error.

[0017] According to an exemplary embodiment, the processor may convert the target yaw moment into a target brake pressure, and may convert the target roll moment into a target damping amount.

[0018] According to an exemplary embodiment, the processor may output the target brake pressure to the brake control device, and may output the target damping amount to the electronically controlled suspension system.

[0019] According to an exemplary embodiment, the processor may convert the target yaw moment into a tire force, and may convert the tire force into a target brake pressure.

[0020] According to an exemplary embodiment, the processor may calculate the target damping force applied to each wheel of the vehicle by using at least one of a front wheel distribution ratio, a rear wheel distribution ratio, or a left-right distribution ratio.

[0021] According to an exemplary embodiment, the processor may perform the braking control during a period in which a yaw rate is generated and increased in an early stage of the steering control of the vehicle, and may control to terminate the braking control in a late stage of the steering control.

[0022] According to an exemplary embodiment, the processor may control the damping force output in a first stage before the roll angle occurs in an initial stage of steering control of the vehicle, may control the damping force output in a second stage greater than the first stage at a time point when the amount of change in the roll angle decreases after the roll angle increases, and may release the damping control when the roll rate disappears.

[0023] According to an exemplary embodiment, the processor can control the yaw rate by performing bias braking on the inner rear wheel in the early stage of the vehicle's steering control, and can control the damping force for damping control, and can release the bias braking and increase the damping force in the later stage of the vehicle's steering control.

[0024] According to an exemplary embodiment, the processor may determine the driver's willingness to accelerate based on vehicle speed and driver's accelerator pedal level (APS), and may determine the driver's willingness to steer based on steering angle and steering angular velocity.

[0025] An exemplary embodiment of the present invention provides a vehicle system including: a brake control device configured to control braking of a vehicle; an electronically controlled suspension system configured to control the posture of a vehicle body; and an integrated control device configured to perform integrated control of the brake control device and the electronically controlled suspension system, wherein the integrated control device performs brake control and controls the damping force of the electronically controlled suspension in an early stage of a driver's steering control, and releases the brake control and increases the damping force of the electronically controlled suspension in a late stage of the driver's steering control.

[0026] According to an exemplary embodiment, the brake control device may include an electronic stability control (ESC) device.

[0027] An exemplary embodiment of the present invention provides an integrated control method for a vehicle, comprising: performing braking control and controlling the damping force of an electronically controlled suspension in an early stage of a driver's steering control; releasing the braking control and increasing the damping force of the electronically controlled suspension in a late stage of the driver's steering control.

[0028] According to an exemplary embodiment, the method may further include: estimating a roll angle of the vehicle based on a lateral acceleration of the vehicle and a mass of the vehicle; calculating a target yaw rate and a target roll angle based on a three-degree-of-freedom vehicle model; calculating a yaw rate error based on the target yaw rate and the sensed yaw rate; and calculating a roll angle error based on the target roll angle and the estimated roll angle.

[0029] According to an exemplary embodiment, the method may further include: calculating a target yaw moment based on a yaw rate error; calculating a target roll moment based on a roll angle error; converting the target yaw moment into a target brake pressure; and converting the target roll moment into a target damping amount.

[0030] According to an exemplary embodiment, the method may further include: outputting the target brake pressure to a brake control device; and outputting the target damping amount to an electronically controlled suspension system.

[0031] According to this technology, by dividing the time for controlling the vehicle's steering into an initial steering phase and a later steering phase and performing integrated control of braking control and electronically controlled suspension control, the responsiveness of yaw rate and roll can be improved, thereby enhancing the consistency and linearity of vehicle behavior.

[0032] In addition, various effects that can be directly or indirectly recognized through the file can be provided. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 A block diagram showing a configuration of a vehicle system including an integrated control apparatus of a vehicle according to an exemplary embodiment of the present invention is shown.

[0034] Figure 2 Shown are movement directions during vehicle integrated control according to an exemplary embodiment of the present invention.

[0035] Figure 3A and Figure 3B A vehicle model for setting target values ​​for controlling roll and yaw of an integrated control apparatus for a vehicle according to an exemplary embodiment of the present invention is shown, wherein Figure 3A It is a top view. Figure 3B It is a front view.

[0036] Figure 4 A schematic diagram for describing a control amount calculation method of an integrated control device of a vehicle according to an exemplary embodiment of the present invention is shown.

[0037] Figure 5 A schematic diagram for describing a method for calculating a control amount of a brake control device according to an exemplary embodiment of the present invention is shown.

[0038] Figure 6 A schematic diagram for describing a method for calculating a control amount of an electronically controlled suspension system according to an exemplary embodiment of the present invention is shown.

[0039] Figure 7 and Figure 8 A flowchart representing an integrated control method of a vehicle according to an exemplary embodiment of the present invention is shown.

[0040] Figure 9 A graph for describing an integrated control method of a vehicle according to an exemplary embodiment of the present invention is shown.

[0041] Figure 10 Schematic diagrams for describing damping amount control in an early steering stage and a late steering stage according to an exemplary embodiment of the present invention are shown.

[0042] Figure 11A and Figure 11BGraphs showing improvements in yaw responsiveness and roll responsiveness according to an exemplary embodiment of the present invention are shown.

[0043] Figure 12 A computing system according to an exemplary embodiment of the present invention is shown. DETAILED DESCRIPTION

[0044] Hereinafter, some exemplary embodiments of the present invention will be described in detail with reference to the exemplary drawings. It should be noted that when reference numerals are added to the constituent elements of each drawing, even if the same constituent elements are indicated in different drawings, they have the same reference numerals. In addition, when describing the exemplary embodiments of the present invention, if it is determined that the detailed description of the relevant well-known configuration or function hinders the understanding of the exemplary embodiments of the present invention, its detailed description will be omitted.

[0045] When describing the constituent elements according to the exemplary embodiments of the present invention, terms such as first, second, A, B, (a) and (b) can be used. These terms are only used to distinguish constituent elements from other constituent elements, and the nature, order or sequence of the constituent elements are not limited by these terms. In addition, all terms including technical and scientific terms used in this article have the same meaning as the meaning generally understood by those skilled in the art (those skilled in the art) of the technical field to which the present invention belongs, unless they are defined differently. The terms defined in the general dictionary should be interpreted as having the meaning that matches the terms in the relevant technical context, and unless clearly defined in this specification, should not be interpreted as having idealized or overly formal meanings.

[0046] In the following, reference will be made to Figures 1 to 12 Exemplary embodiments of the present invention are described in detail.

[0047] Figure 1 A block diagram showing a configuration of a vehicle system including an integrated control apparatus of a vehicle according to an exemplary embodiment of the present invention is shown.

[0048] refer to Figure 1 According to an exemplary embodiment of the present invention, the integrated control device 100 of the vehicle can be implemented inside the vehicle. In this case, the integrated control device 100 can be formed integrally with the internal control unit of the vehicle, or can be implemented as a separate device to be connected to the control unit of the vehicle through a separate connection device.

[0049] refer to Figure 1 The vehicle system may include an integrated control device 100 , a sensing device 200 , an electronically controlled suspension system, and a brake control device 400 .

[0050] The integrated control device 100 determines the steering intention based on the sensing signals received from the sensing device 200 (for example, the driver's steering angle, accelerator pedal signal, etc.), estimates the vehicle state (for example, vehicle speed and roll angle), calculates the target values ​​of the vehicle's yaw behavior and roll behavior, and calculates and outputs control values ​​for controlling the electronically controlled suspension system 300 and the braking control device 400.

[0051] The integrated control device 100 may include a communication device 110 , a storage device 120 , and a processor 130 .

[0052] The communication device 110 is a hardware device that is implemented using various circuits to send and receive signals through wireless or wired connections. In the present invention, the communication device 110 can perform V2I communication with servers, infrastructure, and other vehicles outside the vehicle by utilizing vehicle network communication technology or wireless Internet access or short-range communication technology. Herein, vehicle-mounted communication can be performed through controller area network (CAN) communication, local interconnect network (LIN) communication, or flex-ray communication as vehicle-mounted network communication technology. In addition, wireless communication technologies may include wireless LAN (WLAN), wireless broadband (WiBro), Wi-Fi, world interoperability for microwave access (WiMAX), etc. In addition, short-range communication technologies may include Bluetooth, ZigBee, ultra-wideband (UWB), radio frequency identification (RFID), infrared data association (IrDA), etc.

[0053] As an example, the communication device 110 may receive a sensing result of the sensing device 200 and may receive vehicle information (eg, vehicle speed, steering angle, steering angular velocity, etc.) from an on-vehicle device.

[0054] The storage device 120 can store the sensing results of the sensing device 200, vehicle information (for example, lateral slip, etc.) received by the communication device 110 from devices in the vehicle, data obtained by the processor 130, data and / or algorithms required for the vehicle's integrated control device 100 to operate, etc.

[0055] As an example, the storage device 120 may store a target yaw rate, a target roll angle, a target yaw moment, a target roll moment, etc. calculated by the processor 130, as well as data required for the processor 130 to calculate the target yaw rate, target roll angle, target yaw moment, target roll moment, etc. The storage device 120 may include at least one type of storage medium among various types of memories such as a flash memory, a hard disk, a micro, a card type (e.g., a secure digital (SD) card or an extreme digital (XD) card), a random access memory (RAM), a static RAM (SRAM), a read-only memory (ROM), a programmable ROM (PROM), an electrically erasable PROM (EEPROM), a magnetic RAM (MRAM), a magnetic disk, or an optical disk.

[0056] The processor 130 may be electrically connected to the communication device 110, the storage device 120, etc., may electrically control each component, and may be a circuit that executes software instructions to perform various data processing and calculations described below. For example, the processor 130 may be an electronic control unit (ECU), a microcontroller unit (MCU), or other sub-controller installed in the vehicle.

[0057] For example, the processor 130 according to an exemplary embodiment of the present invention may be a computer, a microprocessor, a CPU, an ASIC, a circuit, a logic circuit, or the like.

[0058] The processor 130 may perform braking control in the early stages of the driver's steering control, may control the damping force of the electronically controlled suspension relatively weakly, and may release braking control in the late stages of the driver's steering control, and may control the damping force of the electronically controlled suspension relatively strongly. For example, the damping force controlled in the late stages of the steering control (i.e., the damping force controlled relatively strongly) may be greater than the damping force controlled in the early stages of the steering control (i.e., the damping force controlled relatively weakly). In other words, the damping force may increase in the late stages of the steering control from the amount of the damping force in the early stages of the steering control.

[0059] The processor 130 performs signal processing on various signals received from the sensing device 200 and devices in the vehicle. In this case, the various signals may include steering angle, yaw rate, vehicle speed, lateral acceleration, APS (accelerator pedal depression), steering angle velocity, etc., and the signal processing may include noise removal.

[0060] Processor 130 determines the driver's intention based on vehicle speed, APS, steering angle, and steering angle speed. In this case, the driver's intention may include a willingness to steer and a willingness to accelerate.

[0061] When the vehicle speed exceeds a specific speed and the APS (driver's accelerator pedal depression level) exceeds a specific value, the processor 130 can determine that the driver is willing to accelerate, and when the steering angle exceeds a specific value and the steering angular velocity exceeds a specific value, the processor 130 can determine that the driver is willing to steer.

[0062] As shown in Equation 1 below, the processor 130 may estimate the roll angle.

[0063] (Equation 1)

[0064]

[0065] In Equation 1, m s represents the sprung mass, h s represents the vertical distance from the road surface to the center of the sprung mass, K j represents the vehicle's roll stiffness coefficient, and a y These values ​​can be obtained by receiving them from the sensing device 200 or from an onboard device via the communication device 110 .

[0066] The processor 130 may calculate a target yaw rate and a target roll angle as control targets using a three-degree-of-freedom model equation. Figure 2 shows the direction of movement during the vehicle integrated control according to the exemplary embodiment of the present invention, Figure 3A and Figure 3B A vehicle model for setting target values ​​for controlling roll and yaw of an integrated control apparatus for a vehicle according to an exemplary embodiment of the present invention is shown. Figure 3A shows a top view of the vehicle, Figure 3B Shown is its front view.

[0067] refer to Figure 2 , the integrated control device 100 can control the roll of the vehicle by controlling an electronically controlled suspension system (ECS) 300 , and can control the yaw of the vehicle by controlling a brake control device (eg, ESC) 400 .

[0068] As shown in Equation 2 below, the processor 130 may express the vehicle model as a three-degree-of-freedom vehicle model.

[0069] (Equation 2)

[0070] 1) Horizontal direction:

[0071] 2) Yaw direction:

[0072] 3) Roll direction:

[0073] refer to Figure 3A and Figure 3B , Fy,ij represents the lateral force applied to each tire FL, FR, RL and RR, m ur represents the unsprung mass of the rear wheel, m uf represents the unsprung mass of the front wheel, m s represents the sprung mass, g represents the acceleration due to gravity, h s represents the vertical distance from the road surface to the center of the sprung mass, l r Indicates the distance from the center of the rear axle to the CG (center of gravity) point of the vehicle, l f Indicates the distance from the center of the front axle to the CG (center of gravity) point of the vehicle. xz represents the yaw moment of inertia caused by the roll motion, represents the vehicle's roll angle, r represents the vehicle's yaw rate, V x Indicates the longitudinal speed of the vehicle, M z represents the yaw moment based on the Z axis, β represents the slip angle of the vehicle, represents the vehicle's roll stiffness coefficient, Indicates the vehicle's roll damping coefficient.

[0074] As shown in Equation 3 below, the processor 130 may calculate a target yaw rate and a target roll angle by using the steady-state variable Xss.

[0075] (Equation 3)

[0076]

[0077] x ss =[β r φ] T

[0078] u=[δ f δ r ] T

[0079] δ f represents the front wheel steering angle (tire angle) of the vehicle, δ r A matrix representing the rear wheel steering angle (tire angle) of the vehicle, and u representing the front steering angle and rear steering angle of the vehicle. The steady-state variable Xss is calculated by using the A matrix, B matrix, and u matrix of the following equation 4, r represents the target yaw rate, Denotes the target roll angle. Equations 5 and 6 define each matrix value in Equation 4.

[0080] (Equation 4)

[0081]

[0082] (Equation 5)

[0083]

[0084]

[0085]

[0086]

[0087]

[0088]

[0089]

[0090]

[0091]

[0092] (Equation 6)

[0093]

[0094]

[0095]

[0096]

[0097]

[0098] C f represents the front wheel turning stiffness coefficient, and C r Represents the rear wheel cornering stiffness coefficient.

[0099] The processor 130 may store the calculated target yaw rate and the calculated target roll angle in the storage device 120 .

[0100] In the present invention, the steering control can be divided into an initial stage and a later stage, and the first half and the second half of the control can be divided and controlled differently. Therefore, the processor 130 can determine whether it is in the initial steering stage (the initial stage of the steering control). That is, the processor 130 can determine whether it is in the initial steering stage based on the vehicle speed, the road friction coefficient, the APS, the steering angular velocity, etc., and can set the gain of the PD controller used to calculate the target yaw moment and the target roll moment to be suitable for the initial steering stage or the later steering stage. Reference will be made later Figure 4 Describe the configuration of the PD controller in detail.

[0101] As shown in Equations 7 and 8 below, processor 130 may calculate a yaw rate error and a roll angle error based on a target yaw rate and a target roll angle. Specifically, as shown in Equation 7, processor 130 may calculate a yaw rate error by subtracting the sensor yaw rate from the target yaw rate. In this case, the target yaw rate may be the value obtained by Equation 2, and the sensor yaw rate may be the value received from sensing device 200.

[0102] (Equation 7)

[0103] Yaw rate error (e r ) = target yaw rate (r) - sensor yaw rate

[0104] The processor 130 calculates the roll angle error by subtracting the estimated roll angle from the target roll angle as in Equation 8. In this case, the target roll angle may be a value obtained by Equation 2, and the estimated roll angle may be a value obtained from Equation 1.

[0105] (Equation 8)

[0106] Roll angle error (e Φ ) = target roll angle (Φ) - estimated roll angle (Φ e )

[0107] The processor 130 may calculate the target yaw moment Mz and the target roll moment Mx by using the yaw rate error and the roll angle error obtained in Equation 7 and Equation 8.

[0108] Figure 4 The configurations of the PD controller 131 , the gain setter 132 , and the actuator distributor 133 for calculating the target yaw moment Mz and the target roll moment Mx are shown as part of the specific configuration of the processor 130 .

[0109] When receiving the yaw rate error e r and roll angle error When the PD controller 131 calculates the target yaw moment Mz and the target roll moment Mx according to the preset gain, the PD controller 131 is a proportional differential controller and uses the yaw rate error e r and roll angle error The configuration for calculating the target yaw moment Mz and the target roll moment Mx may be used by conventional techniques.

[0110] The gain setter 132 sets the gain of the PD controller 131 in consideration of the vehicle speed, the road friction coefficient, the driver's accelerator pedal depression level (APS), and the steering angular velocity.

[0111] The actuator distributor 133 converts and distributes the target yaw moment Mz and the target roll moment Mx calculated by the PD controller 131 .

[0112] As shown in Equation 10, the actuator distributor 133 converts the target yaw moment Mz into a tire force value F b,rear , and, as shown in Equation 11, convert the tire force into the target braking pressure P br .

[0113] (Equation 10)

[0114]

[0115] In this case, T r Indicates the tire rolling radius.

[0116] (Equation 11)

[0117]

[0118] In this case, r eff Indicates the effective brake diameter, K br Indicates the coefficient used to convert brake hydraulic pressure into wheel torque using the braking coefficient.

[0119] Figure 5 A schematic diagram for describing a method for calculating a control amount of a brake control device according to an exemplary embodiment of the present invention is shown. Figure 5 , it can be seen that the target yaw moment Mz is converted into tire force value F b,rear .

[0120] Therefore, the processor 130 outputs the target braking pressure P br As a braking command to the brake control device (ESC) 400, the brake of the steering inner wheel is applied.

[0121] In addition, the actuator distributor 133 can convert the target roll moment M calculated as in Equation 12 into x is converted into damping force. Figure 6 As shown, the actuator distributor 133 can convert the target rolling moment into a damping force, which is the vertical force (compression force or tension force) F required for each wheel. FL 、F FR 、F RL and F RR . Figure 6 A schematic diagram for describing a method for calculating a control amount of an electronically controlled suspension system according to an exemplary embodiment of the present invention is shown.

[0122] (Equation 12)

[0123]

[0124]

[0125]

[0126]

[0127] In this case, Tread represents the distance between the centers of the wheels and represents the distance between the left and right wheels. In this case, the front wheel distribution ratio and the left and right distribution ratio can be set in consideration of the limitations of the actuator.

[0128] When controlling the braking control and the electronically controlled suspension, the processor 130 may control the phase difference between the yaw rate and the roll angle. Furthermore, the processor 130 may execute the braking control during the period when the yaw rate is generated and increasing in the early stages of the vehicle's steering control, and may control the braking control to terminate in the later stages of the steering control.

[0129] The processor 130 can control the damping force of the first stage to be output before the roll angle appears in the initial stage of the vehicle's steering control, can control the damping force of the second stage that is greater than the first stage to be output at a time point when the change in the roll angle decreases after the roll angle increases, and can release the damping control when the roll rate disappears.

[0130] The processor 130 can control the yaw rate by performing bias braking on the inner rear wheel in the early stage of the vehicle's steering control, can softly control the damping force used for damping control, and can release the bias braking in the later stage of the vehicle's steering control to hard control the damping force.

[0131] The sensing device 200 may include multiple sensors for sensing wheel slip, vehicle speed, yaw rate, roll angle, steering angle, steering angular velocity, etc., and to this end, the sensing device 200 may include an acceleration sensor, a yaw rate sensor, a torque measurement sensor and / or a wheel speed sensor, a steering angle sensor, etc.

[0132] The electronically controlled suspension system (ECS) 300 is used to ensure driving safety and ride comfort by changing the vehicle body height according to road conditions and driving situations. The electronically controlled suspension system 300 can be controlled according to the damping control amount received from the integrated control device 100.

[0133] The brake control device 400 may be configured to control the braking of the vehicle and may include a controller to control its brakes. The brake control device 400 may brake according to the brake control amount received from the integrated control device 100. The brake control device 400 may include an electronic stability control (ESC) device.

[0134] As described above, the present invention improves yaw rate responsiveness by applying partial braking to the outer rear wheel during the initial stages of the driver's steering control, while maintaining a soft position on the electronically controlled suspension. This allows roll responsiveness to be controlled in conjunction with yaw rate responsiveness. Furthermore, the present invention prevents yaw rate overshoot during the latter half of steering control when partial braking is terminated. Simultaneously, the electronically controlled suspension remains firm, eliminating roll overshoot and stabilizing vehicle behavior. This control reduces the time delay between the vehicle's yaw and roll behavior compared to the driver's steering control, thereby improving steering consistency and the linearity of vehicle behavior.

[0135] In the following, reference will be made to Figure 7 and Figure 8 The integrated control method of a vehicle according to an exemplary embodiment of the present invention is described in detail. Figure 1 The integrated control device 100 performs Figure 7 and Figure 8 In addition, Figure 7 and Figure 8 In the description, the operations described as being performed by the device can be understood as being controlled by the processor 130 of the vehicle's integrated control device 100.

[0136] refer to Figure 7 The integrated control device 100 receives a sensing signal from the sensing device 200 via CAN communication and performs signal processing (S100). In this case, the sensing signal may include steering angle, yaw rate, vehicle speed, lateral acceleration, APS, steering angular velocity, etc. In addition, the integrated control device 100 may perform signal processing to extract the maximum and minimum values ​​of the sensing signal and remove noise through an LPF (first low-pass filter).

[0137] The integrated control device 100 may determine the driver's intention to steer ( S200 ).

[0138] That is, the integrated control device 100 can determine the driver's willingness to accelerate based on the vehicle speed and APS (accelerator pedal depression level) ( S210 ), and can determine the driver's willingness to steer based on the steering angle and steering angular velocity ( S220 ).

[0139] The integrated control device 100 can determine whether the vehicle speed is greater than a predetermined speed threshold, and when the vehicle speed is greater than the predetermined speed threshold (S211), it can determine that the driver intends to accelerate. Furthermore, the integrated control device 100 can determine whether the APS is greater than a predetermined APS threshold, and when the APS is greater than the predetermined APS threshold (S212), it can determine that the driver intends to accelerate. When the vehicle speed is equal to or less than the predetermined speed threshold, or when the APS is equal to or less than the predetermined APS threshold, the integrated control device 100 determines that the driver does not intend to accelerate and waits for control (S105).

[0140] In this case, when both the vehicle speed and APS meet certain conditions, the integrated control device 100 can determine whether the driver maintains the vehicle speed or accelerates, and as described above, by setting the vehicle speed condition, the braking difference feeling caused by low-speed braking control can be avoided.

[0141] The integrated control device 100 can determine whether the steering angle is greater than a predetermined steering angle threshold, and when the steering angle is greater than the predetermined steering angle threshold (S221), it can determine that the driver intends to steer. Furthermore, the integrated control device 100 can determine whether the steering angular velocity is greater than a predetermined steering angular velocity threshold, and when the steering angular velocity is greater than the predetermined steering angular velocity threshold (S222), it can determine that the driver intends to steer. When the steering angle is equal to or less than the predetermined steering angle threshold, or when the steering angular velocity is equal to or less than the predetermined steering angular velocity threshold, the integrated control device 100 determines that the driver does not intend to steer and waits for control (S105).

[0142] When both the steering angle and the steering angular velocity satisfy predetermined conditions, the integrated control device 100 may determine that the driver intends to steer.

[0143] refer to Figure 8 In step S200 , when it is determined that the driver intends to steer, the integrated control device 100 performs roll angle estimation based on the lateral acceleration sensing signal ( S300 ).

[0144] The integrated control device 100 may set a control target ( S400 ).

[0145] The integrated control device 100 calculates the three-degree-of-freedom model equation according to the above equation 1 (S411), derives equation 2 from equation 1 to calculate the target yaw rate value in the stable state (S412), and calculates the target roll angle in the stable state (S413).

[0146] Subsequently, the integrated control device 100 of the vehicle determines whether it is in the initial turning stage (S500). That is, the integrated control device 100 sets the gain of the PD controller based on the vehicle speed, road friction coefficient, APS, steering angular velocity, etc. (S510).

[0147] The integrated control device 100 may set a control amount ( S600 ).

[0148] That is, the integrated control device 100 calculates a target yaw moment based on a yaw rate error using the sensor yaw rate and the target yaw rate (S610), and calculates a target roll moment based on the roll angle error using the estimated roll angle and the target roll angle (S620). In this case, the target yaw moment and the target roll moment can be calculated by the PD controller.

[0149] The integrated control device 100 may convert the control amount ( S700 ).

[0150] The integrated control device 100 converts the calculated target yaw moment into a target brake pressure (S710) and converts the calculated target roll moment into a target damping amount (S720), and outputs a final control amount and a final damping control amount (S800). Specifically, the integrated control device 100 outputs the converted target brake pressure as the final brake control amount and the target damping amount as the final damping control amount (S810 and S820).

[0151] Thus, the present invention divides steering control into an initial stage and a later stage. In the initial stage, the yaw rate is controlled by applying biased braking to the inner rear wheel, and the ECS damping force is controlled to the first stage (soft range). Meanwhile, in the later stage, the present invention releases braking control and controls the ECS damping force to the second stage (hard range).

[0152] As described above, since the braking control and the suspension control are integrated by dividing the steering control into an initial stage and a later stage to improve the responsiveness of the roll and yaw rate to the driver's steering control input, the consistency of the driver's vehicle behavior can be improved by reducing the time delay of the yaw behavior and the roll behavior compared to the driver's steering control, and the agility of the vehicle behavior can be improved by increasing the linearity between the yaw rate and the roll.

[0153] Figure 9 shows a graph for describing an integrated control method of a vehicle according to an exemplary embodiment of the present invention, Figure 10 Schematic diagrams for describing damping amount control in an early steering stage and a late steering stage according to an exemplary embodiment of the present invention are shown.

[0154] refer to Figure 9 , when a yaw rate 902 and a roll behavior 903 according to a driver's steering angle 901 occur, a braking control amount 904 and a damping control amount 905 controlled by an electronically controlled suspension system (ECS) 300 and a brake control device (ESC) 400 are displayed independently of corresponding physical quantities.

[0155] When a driver steering angle 901 is input, vehicle behavior occurs, generating a yaw rate 902 and then a roll behavior 903 .

[0156] In this case, as for the form and control point of the final control amount to be calculated, it can be seen that the braking control 904 is performed during the period of establishing the yaw rate, and is terminated by reducing the braking pressure during the late turning phase.

[0157] In the case of damping control, such as Figure 10 As shown in the schematic diagram 1001 in FIG, it can be seen that before the roll angle appears (the moment when the steering angle appears), the damping force is set to the first stage control amount (soft shock absorption), as shown in FIG. Figure 10 As shown in schematic diagram 1002, when the roll angle is established and the amount of change in the roll angle begins to decrease, control is performed with the second stage control amount (hard damping). Thereafter, when the roll angle stabilizes and the roll rate disappears, damping control is released. The respective control amounts in the first and second stages can be determined through adjustment.

[0158] Figure 11A and Figure 11B Graphs showing improvements in yaw responsiveness and roll responsiveness according to an exemplary embodiment of the present invention are shown. Figure 11A An example in which yaw responsiveness is improved is shown, and Figure 11B An example in which roll responsiveness is improved is shown.

[0159] According to the present invention, by utilizing an ESC and an electronically controlled suspension system (ECS) and by improving yaw rate responsiveness and roll responsiveness according to the driver's steering input, a consistent feel of steering, yaw rate, and roll can be enhanced in terms of overall vehicle behavior.

[0160] As described above, improving the responsiveness of yaw rate and roll to the driver's steering input may provide the driver with an improved sense of consistency in vehicle behavior by increasing the linearity between yaw rate and roll, thereby improving the linearity of vehicle behavior.

[0161] Figure 12 A computing system according to an exemplary embodiment of the present invention is shown.

[0162] refer to Figure 12, the computing system 1000 includes at least one processor 1100 , a memory 1300 , a user interface input device 1400 , a user interface output device 1500 , a storage device 1600 , and a network interface 1700 connected via a bus 1200 .

[0163] The processor 1100 may be a central processing unit (CPU) or a semiconductor device that processes instructions stored in the memory 1300 and / or the storage device 1600. The memory 1300 and the storage device 1600 may include various types of volatile or non-volatile storage media. For example, the memory 1300 may include a read-only memory (ROM) and a random access memory (RAM).

[0164] Therefore, the steps of the methods or algorithms described in conjunction with the exemplary embodiments disclosed herein may be implemented directly in hardware, in software modules executed by the processor 1100, or in a combination of both. The software modules may reside in a storage medium (i.e., the memory 1300 and / or the storage device 1600), such as RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, a hard disk, a removable disk, and a CD-ROM.

[0165] An exemplary storage medium is coupled to the processor 1100, and the processor 1100 can read information from or write information to the storage medium. Alternatively, the storage medium can be integrated with the processor 1100. The processor and storage medium can reside in an application-specific integrated circuit (ASIC). The ASIC can reside in a user terminal. Alternatively, the processor and storage medium can reside in a user terminal as separate components.

[0166] The above description is merely an example of the technical idea of ​​the present invention, and those skilled in the art to which the present invention pertains can make various modifications and changes without departing from the essential characteristics of the present invention.

[0167] Therefore, the exemplary embodiments disclosed in the present invention are not intended to limit the technical concepts of the present invention, but to explain them, and the scope of the technical concepts of the present invention is not limited by these exemplary embodiments. The scope of protection of the present invention should be interpreted by the appended claims, and all technical concepts within the equivalent scope should be interpreted as included within the scope of the present invention.

Claims

1. A comprehensive control device for a vehicle, comprising: a processor configured to: execute brake control in an early stage of a driver's steering control to control a damping force of an electronically controlled suspension; releasing the brake control and increasing the damping force of the electronically controlled suspension at a later stage of the driver's steering control; as well as a storage device configured to store data obtained by the processor and an algorithm for driving the processor, Wherein, the processor is further configured to: Controlling the damping force output in the first stage before a roll angle appears in the initial stage of steering control of the vehicle; At a time point when the amount of change in the roll angle decreases after the roll angle increases, controlling the damping force output to be greater than the first stage in the second stage; When the roll rate disappears, the damping control is released.

2. The integrated vehicle control device according to claim 1, wherein: The processor is further configured to: When controlling the brakes and the electronically controlled suspension, the phase difference between the yaw rate and the roll angle is controlled.

3. The integrated vehicle control device according to claim 1, wherein: The processor is further configured to: The roll angle of the vehicle is estimated based on the lateral acceleration of the vehicle and the mass of the vehicle.

4. The integrated control device for a vehicle according to claim 1, wherein: The processor is further configured to: The target yaw rate and target roll angle are calculated based on the three-degree-of-freedom vehicle model.

5. The integrated vehicle control device according to claim 4, wherein: The processor is further configured to: A yaw rate error is calculated based on the target yaw rate and the sensed yaw rate.

6. The integrated control device for a vehicle according to claim 5, wherein: The processor is further configured to: A roll angle error is calculated based on the target roll angle and the estimated roll angle.

7. The integrated vehicle control device according to claim 6, wherein: The processor is further configured to: Calculating a target yaw moment based on the yaw rate error; The target roll moment is calculated based on the roll angle error.

8. The integrated vehicle control device according to claim 7, wherein: The processor is further configured to: Converting the target yaw moment into a target brake pressure; Convert the target rolling moment into a target damping amount.

9. The integrated vehicle control device according to claim 8, wherein: The processor is further configured to: outputting a target brake pressure to a brake control device; Outputs the target damping amount to the electronically controlled suspension system.

10. The integrated control device for a vehicle according to claim 8, wherein: The processor is further configured to: The target yaw moment is converted to tire force, and the tire force is converted to target brake pressure.

11. The integrated control device for a vehicle according to claim 8, wherein: The processor is further configured to: A target damping force applied to each wheel of the vehicle is calculated by using at least one of a front wheel distribution ratio, a rear wheel distribution ratio, or a left-right distribution ratio.

12. The integrated control device for a vehicle according to claim 1, wherein: The processor is further configured to: The braking control is executed during a period in which the yaw rate is generated and increased in an early stage of the steering control of the vehicle, and the braking control is terminated in a later stage of the steering control.

13. The integrated control device for a vehicle according to claim 1, wherein: The processor is further configured to: In the initial stage of vehicle steering control, the yaw rate is controlled by applying bias braking to the inner rear wheel, and the damping force for damping control is controlled. In the later stage of the steering control of the vehicle, the bias braking is released and the damping force is increased.

14. The integrated control device for a vehicle according to claim 1, wherein: The processor is further configured to: determining the driver's willingness to accelerate based on vehicle speed and the degree to which the driver's accelerator pedal is depressed; The driver's intention to steer is determined based on the steering angle and the steering angle speed.

15. A vehicle system comprising: a brake control device configured to control braking of the vehicle; an electronically controlled suspension system configured to control the attitude of the vehicle body; an integrated control device configured to perform integrated control of the brake control device and the electronically controlled suspension system, Wherein, the integrated control device: In the early stage of the driver's steering control, the braking control is executed to control the damping force of the electronically controlled suspension; in the later stage of the driver's steering control, the braking control is released and the damping force of the electronically controlled suspension is increased. Wherein, the integrated control device is further configured as follows: Controlling the damping force output in the first stage before a roll angle appears in the initial stage of steering control of the vehicle; At a time point when the amount of change in the roll angle decreases after the roll angle increases, controlling the damping force output to be greater than the first stage in the second stage; When the roll rate disappears, the damping control is released.

16. A comprehensive vehicle control method, comprising: Performing braking control in the early stages of the driver's steering control and controlling the damping force of the electronically controlled suspension; At the later stage of the driver's steering control, the brake control is released and the damping force of the electronically controlled suspension is increased. Among them, the damping force controlling the electronically controlled suspension includes: Controlling the damping force output in the first stage before a roll angle appears in the initial stage of steering control of the vehicle; At a time point when the amount of change in the roll angle decreases after the roll angle increases, controlling the damping force output to be greater than the first stage in the second stage; When the roll rate disappears, the damping control is released.

17. The integrated control method according to claim 16, further comprising: estimating a roll angle of the vehicle based on the lateral acceleration of the vehicle and the mass of the vehicle; Calculate target yaw rate and target roll angle based on a three-degree-of-freedom vehicle model; calculating a yaw rate error based on a target yaw rate and a sensed yaw rate; A roll angle error is calculated based on the target roll angle and the estimated roll angle.

18. The integrated control method according to claim 17, further comprising: Calculate the target yaw moment based on the roll angle error; Calculating a target roll moment based on the roll angle error; Converting the target yaw moment into a target brake pressure; Convert the target rolling moment into the target damping amount.

19. The integrated control method according to claim 18, further comprising: outputting a target brake pressure to a brake control device; Outputs the target damping amount to the electronically controlled suspension system.

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