Device and method for controlling articulation of an articulated vehicle

Abstract

The present invention relates to an apparatus and method for controlling the articulation of an articulated vehicle, which can prevent the articulated vehicle from buckling when traveling in reverse. The apparatus includes: a hitch angle calculator, an error calculator, a torque generator, and an articulation controller. The hitch angle calculator is configured to calculate a desired hitch angle based on a steering angle and vehicle speed of the articulated vehicle; the error calculator is configured to calculate an error between the desired hitch angle and an actual hitch angle of the articulated vehicle; the torque generator is configured to generate a torque for controlling the articulation of the articulated vehicle based on the error; and the articulation controller is configured to control the articulation of the articulated vehicle based on the torque.

Description

Technical Field

[0001] The present invention relates to a device for controlling articulation of an articulated vehicle, and more particularly to a device and method for preventing an articulated vehicle from buckling during a turn while in reverse driving. Background Art

[0002] Generally, an articulated vehicle is a transport vehicle manufactured with two or more vehicle parts connected by an articulated joint so as to bend easily even on a curvy road, such as an articulated bus, a tractor-trailer vehicle, and a train.

[0003] In recent years, a push-type articulated vehicle has been developed which is rear-axle driven and adopts a wheel motor shaft used for an electric bus.

[0004] Such a push-type articulated vehicle requires an articulation system for preventing unstable behavior of the vehicle, such as buckling.

[0005] Knuckle-down refers to the situation where a rear body connected to a front body of an articulated vehicle folds toward the front body due to inertial force, similar to the sharp angle of a jackknife, when the articulated vehicle brakes suddenly on a curved road.

[0006] Therefore, the articulation system performs safety control to increase or decrease the resistance of the hydraulic equipment and the cut-off control of the vehicle power according to the traction angle between the front and rear bodies, thereby preventing the articulated vehicle from buckling.

[0007] However, in an articulated vehicle, the tow angle when turning during reverse travel increases compared to the tow angle when turning during forward travel, and therefore, the articulated vehicle is prone to buckling when turning during reverse travel.

[0008] Specifically, when an articulated vehicle turns during reverse driving, if the steering angle set by the driver and the tow angle of the articulated vehicle do not coincide with the turning curve, the tow angle increases rapidly, and thus the articulated vehicle may be excessively folded.

[0009] Thus, if an articulated vehicle is driven in reverse and parked in a garage with a tight space, an unskilled driver may suffer the inconvenience of having to move back and forth, and may be more likely to collide with other vehicles.

[0010] Furthermore, when an articulated electric vehicle is driven in reverse and parked at a charging station for charging, the driver generally must be skilled, and furthermore, an excessive amount of time may be required to park the articulated electric vehicle, and the risk of an accident may increase.

[0011] Therefore, there is a need to develop a device for controlling articulation of an articulated vehicle, which can prevent the articulated vehicle from buckling when turning during reverse driving, thereby improving driver convenience and safety. Summary of the Invention

[0012] The object of the present invention is to provide a device and method for controlling the articulation of an articulated vehicle, which can prevent the articulated vehicle from bending when turning during reverse driving by controlling the articulation of the articulated vehicle based on the steering angle and vehicle speed, thereby improving the convenience and safety of the driver.

[0013] Other advantages, objectives, and features of the present invention will be presented in part in the following description, and in part will become apparent to those skilled in the art after reading the following or may be learned from practice of the present invention. The objectives and other advantages of the present invention may be realized and achieved through the structures specifically pointed out in the written description and claims and the accompanying drawings.

[0014] To achieve these objects and other advantages and in accordance with the purposes of the present invention, as embodied and broadly described herein, an apparatus for controlling articulation of an articulated vehicle comprises: a hitch angle calculator configured to calculate a desired hitch angle based on a steering angle and a vehicle speed of the articulated vehicle; an error calculator configured to calculate an error between a desired hitch angle and an actual hitch angle of the articulated vehicle; a torque generator configured to generate a torque for controlling the articulation of the articulated vehicle based on the error; and an articulation controller configured to control the articulation of the articulated vehicle based on the torque.

[0015] In another aspect of the present invention, a method for controlling the articulation of an articulated vehicle in a device for controlling the articulation of an articulated vehicle, the device including a processor for controlling the articulation, the method comprising: confirming by the processor whether the steering angle and vehicle speed of the articulated vehicle are input; calculating by the processor a required traction angle based on the steering angle and vehicle speed of the articulated vehicle when the steering angle and vehicle speed of the articulated vehicle are input; calculating by the processor an error between the required traction angle and the actual traction angle of the articulated vehicle; generating by the processor a torque for controlling the articulation of the articulated vehicle based on the error; and controlling the articulation of the articulated vehicle based on the torque by the processor.

[0016] In yet another aspect of the present invention, a computer-readable recording medium having recorded thereon a program for executing a method for controlling articulation of an articulated vehicle in an apparatus for controlling articulation of an articulated vehicle executes processing provided by the method for controlling articulation of an articulated vehicle.

[0017] In another aspect of the present invention, an articulated vehicle includes: a sensing device and a device, wherein the sensing device is configured to sense the steering angle and vehicle speed of the articulated vehicle; the device is used to control the articulation of the articulated vehicle based on the sensed steering angle and vehicle speed of the articulated vehicle; wherein the device calculates a required traction angle based on the steering angle and vehicle speed of the articulated vehicle, calculates an error between the required traction angle and the actual traction angle of the articulated vehicle, generates a torque for controlling the articulation of the articulated vehicle based on the error, and controls the articulation of the articulated vehicle based on the torque.

[0018] It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory only and are intended to provide further explanation of the invention as claimed. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings are included to provide a further understanding of the present invention and are incorporated in and constitute a part of this application. These drawings illustrate embodiments of the present invention and together with the description explain the principles of the present invention. In the drawings:

[0020] Figure 1 is a schematic diagram showing an articulated vehicle in which an apparatus for controlling articulation of an articulated vehicle according to one embodiment of the present invention is installed;

[0021] Figure 2 is a block diagram illustrating an apparatus according to one embodiment of the present invention;

[0022] Figure 3 is a circuit diagram illustrating a process of generating an articulation control torque in an apparatus according to one embodiment of the present invention;

[0023] Figure 4 and Figure 5 is a schematic diagram showing a process of calculating a traction angle in the device;

[0024] Figure 6 is a circuit diagram showing an articulation controller of the device;

[0025] Figure 7 is a schematic diagram showing articulation control of an articulated vehicle traveling in reverse;

[0026] Figures 8A to 8C is a schematic diagram showing simulation results of articulation control of an articulated vehicle traveling in reverse;

[0027] Figure 9 is a schematic diagram comparatively showing the trajectory of an articulated vehicle traveling in reverse, depending on whether articulation control is performed;

[0028] 10A to 10Dis a graph comparatively showing simulation results of an articulated vehicle traveling in reverse, depending on whether articulation control is performed;

[0029] Figure 11 is a flow chart illustrating a method for controlling articulation of an articulated vehicle in an apparatus according to an embodiment of the present invention. DETAILED DESCRIPTION

[0030] It should be understood that the term "vehicle" or "vehicular" or other similar terms used herein generally include motor vehicles, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft including various boats, ships, aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from non-petroleum energy sources). As referred to herein, a hybrid vehicle is a vehicle that has two or more power sources, such as both gasoline-powered and electric-powered vehicles.

[0031] The terms used herein are only for the purpose of describing specific embodiments and are not intended to limit the present invention. As used herein, the singular forms "one", "an" and "said" are intended to also include plural forms, unless the context clearly indicates otherwise. It will also be understood that when the terms "including" and / or "comprising" are used in this specification, it is indicated that the features, numerical values, steps, operations, elements and / or components are present, but the presence or addition of one or more other features, numerical values, steps, operations, elements, components and / or their groups are not excluded. As used herein, the terms "and / or" include any and all combinations of one or more related enumeration items. Throughout the specification, unless explicitly described to the contrary, the terms "including" and variations such as "including" or "comprising" should be understood to imply the inclusion of the elements but do not exclude any other elements. In addition, the terms "unit", "device", "component" and "module" described in the specification are meant to be units for performing at least one function and operation, and can be implemented by hardware components or software components and their combinations.

[0032] Furthermore, the control logic of the present invention can be implemented as a non-transitory computer-readable medium on a computer-readable medium containing executable program instructions executed by a processor, controller, or the like. Examples of computer-readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer-readable medium can also be distributed across a network of computer systems, such that the computer-readable medium is stored and executed in a distributed manner, for example, via a telematics server or a controller area network (CAN).

[0033] Reference will now be made in detail to preferred embodiments of the present invention, examples of which are illustrated in the accompanying drawings. However, the disclosure of the present invention is not limited to the embodiments set forth herein, and various modifications may be made. In the accompanying drawings, for the purpose of clearly describing the present invention, the description of elements not relevant to the present invention will be omitted, and even if the same or similar elements are shown in different drawings, they are represented by the same reference numerals.

[0034] In the following, reference Figures 1 to 11 , an apparatus and method for controlling articulation of an articulated vehicle applicable to an embodiment of the present invention will be described in detail.

[0035] Figure 1 is a schematic diagram showing an articulated vehicle on which an apparatus for controlling articulation of an articulated vehicle according to one embodiment of the present invention is installed.

[0036] like Figure 1 As shown, the articulated vehicle 10 according to the present invention may include a front body 11 as a tractor, a rear body 13 as a trailer, and an articulated joint 15 configured to connect the front body 11 and the rear body 13 in an articulated state, but is not limited thereto.

[0037] That is, the articulated vehicle 10 according to the present invention may be applied to various vehicles in which two or more vehicle parts are connected, such as an articulated bus, a tractor-trailer vehicle, and a train.

[0038] The articulated vehicle 10 according to the present invention may include a sensing device 100 configured to sense the steering angle and vehicle speed of the articulated vehicle 10 and a device 200 for controlling the articulation of the articulated vehicle 10 based on the sensed steering angle and vehicle speed.

[0039] Here, the device 200 can calculate the required traction angle based on the steering angle and vehicle speed of the articulated vehicle 10, calculate the error between the required traction angle and the actual traction angle of the articulated vehicle 10, generate a torque for controlling the articulation of the articulated vehicle 10 based on the error, and control the articulation of the articulated vehicle 10 based on the torque.

[0040] That is, the device 200 may be a safety assist control device that may independently control the left and right wheel motors of the articulated vehicle 10 so as to stably control the articulation of the articulated vehicle 10 traveling in reverse.

[0041] In calculating the required hitch angle, the apparatus 200 may calculate the required hitch angle taking into account the steady state of the articulated vehicle 10 .

[0042] Furthermore, in calculating the required hitch angle, when the articulated vehicle 10 is traveling in reverse, the apparatus 200 may receive the steering angle and vehicle speed of the articulated vehicle 10 corresponding to the reverse travel and calculate the required hitch angle based on the received steering angle and vehicle speed.

[0043] Additionally, in calculating the required traction angle, if the articulated vehicle 10 includes a front body 11 and at least one rear body 13 connected to the front body 11 , the apparatus 200 may receive a wheel steering angle of the front body 11 and then calculate the required traction angle.

[0044] Furthermore, in calculating the error, when the actual hitch angle of the articulated vehicle 10 corresponding to reverse driving of the articulated vehicle 10 is input from the sensing device 100, the device 200 may calculate the error between the input actual hitch angle and the required hitch angle.

[0045] Furthermore, in generating the torque, the device 200 may generate the torque for controlling the articulation of the articulated vehicle 10 by performing proportional-integral control based on the error between the actual traction angle and the desired traction angle.

[0046] In addition, in controlling the articulation of the articulated vehicle 10, the device 200 can distribute the generated torque to each of the left wheel motor and the right wheel motor of the rear body 13 of the articulated vehicle 10, thereby controlling the wheel motor torque of the rear body 13 of the articulated vehicle 10, thereby stably controlling the articulation of the articulated vehicle 10 traveling in reverse.

[0047] Thus, in the present invention, the articulation of the articulated vehicle 10 can be controlled based on the steering angle and vehicle speed, thereby preventing the articulated vehicle 10 from buckling when turning during reverse driving, thereby improving driver convenience and safety.

[0048] Furthermore, in the present invention, when the articulated vehicle 10 changes lanes during reverse driving, articulation control is performed to maintain a desired traction angle of the articulated vehicle 10 , thereby allowing the articulated vehicle 10 to stably change lanes, thereby preventing the articulated vehicle 10 from buckling.

[0049] Therefore, in the present invention, the steering direction and the reverse driving direction of the articulated vehicle 10 are consistent with each other, thereby preventing the driver's erroneous operation and improving the marketability of the articulated vehicle 10 due to improved driving stability and safety.

[0050] Figure 2 is a block diagram illustrating an apparatus according to one embodiment of the present invention.

[0051] like Figure 2As shown, the device 200 according to the present invention is a device for preventing a reverse-traveling articulated vehicle from bending using torque vectoring of wheel motors, and the device 200 may include: a traction angle calculator 210 , an error calculator 220 , a torque generator 230 and an articulation controller 240 .

[0052] Here, the hitch angle calculator 210 may calculate the required hitch angle based on the steering angle and vehicle speed of the articulated vehicle.

[0053] If the articulated vehicle travels in reverse, when the steering angle and vehicle speed of the articulated vehicle corresponding to the reverse travel are input, the hitch angle calculator 210 may calculate a required hitch angle based on the input steering angle and vehicle speed.

[0054] For example, the hitch angle calculator 210 may calculate the required hitch angle based on a dynamic tractor-trailer vehicle model taking into account the steady state of the articulated vehicle.

[0055] That is, the hitch angle calculator 210 may calculate the required hitch angle using the following equation.

[0056]

[0057] Here, θ ref can be the desired traction angle, δ cmd It can be the steering angle according to the driver's steering command, V x may be the speed of the articulated vehicle, M1 may be the weight of the tractor of the articulated vehicle, M2 may be the weight of the trailer of the articulated vehicle, a1 may be the distance from the center of gravity of the tractor to its front axle, b1 may be the distance from the center of gravity of the tractor to its rear axle, c1 may be the distance from the center of gravity of the tractor to the towing point, a2 may be the distance from the center of gravity of the trailer to the towing point, b2 may be the distance from the center of gravity of the trailer to the trailer axle, and C af It can be the cornering stiffness of the front tire of the tractor, C ar It can be the cornering stiffness of the tractor's rear tires, C at It can be the cornering stiffness of the trailer's tire, l1 can be a1+b1, and l2 can be a2+b2.

[0058] In addition, if the articulated vehicle includes a front body and at least one rear body connected to the front body, the hitch angle calculator 210 may receive a wheel steering angle of the front body and then calculate a required hitch angle.

[0059] Next, the error calculator 220 may calculate the error between the desired hitch angle and the actual hitch angle of the articulated vehicle.

[0060] If the articulated vehicle travels in reverse, when an actual hitch angle of the articulated vehicle corresponding to the reverse travel is input, the error calculator 220 may calculate an error between a required hitch angle of the articulated vehicle and the input actual hitch angle.

[0061] For example, the error calculator 220 may include a subtractor that calculates an error between a required traction angle and an actual traction angle of the articulated vehicle and outputs the calculated error to the torque generator 230 , but is not limited thereto.

[0062] Then, the torque generator 230 may generate a torque for controlling the articulation of the articulated vehicle based on the error calculated by the error calculator 220 .

[0063] For example, the torque generator 230 may include a proportional-integral (PI) controller that generates a torque for controlling the articulation of the articulated vehicle by performing proportional-integral control based on an error when an error between a desired traction angle and an actual traction angle of the articulated vehicle is input, but is not limited thereto.

[0064] Additionally, the articulation controller 240 may control the articulation of the articulated vehicle based on the generated torque.

[0065] Here, when the torque is input, the articulation controller 240 may distribute the input torque to the left and right wheel motors of the rear body of the articulated vehicle, thereby controlling the wheel motor torques of the rear body of the articulated vehicle.

[0066] Figure 3 is a circuit diagram illustrating a process of generating an articulation control torque in an apparatus according to an embodiment of the present invention.

[0067] like Figure 3 As shown, when the articulated vehicle 10 travels in reverse according to a command from the driver 1 , the traction angle calculator 210 of the device may receive the sensed vehicle speed V from the articulated vehicle 10 and receive the steering angle δ according to a steering command from the driver 1 .

[0068] Thereafter, the hitch angle calculator 210 may calculate the required hitch angle θ based on the received steering angle δ and vehicle speed V of the articulated vehicle 10. f .

[0069] For example, the hitch angle calculator 210 may calculate the required hitch angle θ based on a dynamic tractor-trailer vehicle model taking into account the steady state of the articulated vehicle 10. f .

[0070] Next, the error calculator 220 may receive the sensed actual hitch angle θ from the articulated vehicle 10 and the desired hitch angle θ from the hitch angle calculator 210. f .

[0071] Here, the error calculator 220 can calculate the required traction angle θ of the articulated vehicle 10 f The error θ between the actual traction angle θ e .

[0072] For example, the error calculator 220 may include a subtractor that calculates the required traction angle θ of the articulated vehicle 10 f The error θ between the actual traction angle θ e , and the calculated error θ e The output is sent to the torque generator 230 , but is not limited thereto.

[0073] Then, when the error θ is input e When the torque generator 230 can be based on the error θ e The torque M is generated for controlling the articulation of the articulated vehicle 10 z .

[0074] For example, the torque generator 230 may include a proportional integral (PI) controller that generates a proportional integral (PI) controller based on the error θ e The torque for controlling the articulation of the articulated vehicle 10 is generated by performing proportional-integral control, but the present invention is not limited thereto.

[0075] Figure 4 and Figure 5 is a schematic diagram showing a process of calculating the traction angle in the device.

[0076] like Figure 4 and Figure 5 As shown, the device according to the invention can calculate the required hitch angle based on a dynamic tractor-trailer vehicle model taking into account the steady state of the articulated vehicle.

[0077] Here, the required traction angle θ can be calculated using the following equation: ref .

[0078]

[0079] Here, θ ref can be the desired traction angle, δ cmd It can be the steering angle according to the driver's steering command, V xmay be the speed of the articulated vehicle, M1 may be the weight of the tractor of the articulated vehicle, M2 may be the weight of the trailer of the articulated vehicle, a1 may be the distance from the center of gravity of the tractor to its front axle, b1 may be the distance from the center of gravity of the tractor to its rear axle, c1 may be the distance from the center of gravity of the tractor to the towing point, a2 may be the distance from the center of gravity of the trailer to the towing point, b2 may be the distance from the center of gravity of the trailer to the trailer axle, and C af It can be the cornering stiffness of the front tire of the tractor, C ar It can be the cornering stiffness of the tractor's rear tires, C at It can be the cornering stiffness of the trailer's tire, l1 can be a1+b1, and l2 can be a2+b2.

[0080] Figure 6 is a circuit diagram showing the hinge controller of the device.

[0081] like Figure 6 As shown, when the torque M is input z When the articulated controller can input the torque M z Assigned to each of the left wheel motor and the right wheel motor of the rear body of the articulated vehicle, thereby controlling the wheel motor torque of the rear body of the articulated vehicle.

[0082] That is, the torque required for tracking the towing angle can be distributed to the left and right wheels of the trailer of the articulated vehicle in opposite directions.

[0083] For example, the articulation controller may include a first amplifier 2410 , a second amplifier 2420 , an adder 2430 , a subtractor 2440 , a first wheel motor torque controller 2450 , and a second wheel motor torque controller 2460 .

[0084] Here, the first amplifier 2410 can amplify the signal corresponding to the input required torque, and the second amplifier 2420 can amplify the signal corresponding to the torque M. z The corresponding signal.

[0085] In addition, the adder 2430 may add the output values ​​from the first amplifier 2410 and the second amplifier 2420 , and the subtractor 2440 may subtract the output values ​​from the first amplifier 2410 and the second amplifier 2420 .

[0086] Afterwards, the first wheel motor torque controller 2450 can calculate the first torque control value based on the output value from the adder 2430 and the torque limit value of the left wheel motor, thereby controlling the torque of the left wheel motor, and the second wheel motor torque controller 2460 can calculate the second torque control value based on the output value from the subtractor 2440 and the torque limit value of the right wheel motor, thereby controlling the torque of the right wheel motor.

[0087] For example, when a requested torque calculated based on an accelerator pedal sensor and a vehicle speed is input, the first amplifier 2410 may amplify the input requested torque.

[0088] In addition, the first wheel motor torque controller 2450 may include a first calculator 2452 and a second calculator 2454. When the output value from the adder 2430 and the maximum allowable driving torque (+) corresponding to the left wheel motor are input, the first calculator 2452 calculates and outputs a torque value less than the maximum allowable driving torque (+); when the torque value of the first calculator 2452 and the maximum allowable power generation torque (-) corresponding to the left wheel motor are input, the second calculator 2454 calculates and outputs a torque value less than the maximum allowable power generation torque (-).

[0089] In addition, the second wheel motor torque controller 2460 may include a third calculator 2462 and a fourth calculator 2464. When the output value from the subtractor 2440 and the maximum allowable driving torque (+) corresponding to the right wheel motor are input, the third calculator 2462 calculates and outputs a torque value less than the maximum allowable driving torque (+); when the torque value of the third calculator 2462 and the maximum allowable power generation torque (-) corresponding to the right wheel motor are input, the fourth calculator 2464 calculates and outputs a torque value less than the maximum allowable power generation torque (-).

[0090] Figure 7 Schematic diagram showing articulation control of an articulated vehicle traveling in reverse.

[0091] like Figure 7 As described above, when the articulated vehicle turns during reverse driving, the articulated vehicle 10 equipped with the device according to the present invention maintains torque control of the left and right wheel motors of the trailer (i.e., the rear vehicle body 13), thereby maintaining the traction angle according to the steering angle of the tractor (i.e., the front vehicle body 11), thereby stably performing articulation control.

[0092] That is, in the present invention, a moment is generated to make the traveling direction and the steering direction of the articulated vehicle 10 consistent with each other, thereby preventing the driver from being confused about the reverse traveling direction of the articulated vehicle 10 .

[0093] Thus, in the present invention, the torque control of the wheel motors can be used to assist the reverse travel of the articulated vehicle.

[0094] Therefore, in the present invention, the required hitch angle is tracked by feedback control to continuously maintain the required hitch angle based on the steering angle and vehicle speed, thereby reducing driver errors.

[0095] In some cases, in the present invention, when an articulated vehicle is traveling in reverse, even if a large traction angle is not required (for example, if the steering handle is operated within about 45 degrees), the traveling direction and the steering direction of the articulated vehicle can be consistent with each other, so that the present invention can be applied to precise parking.

[0096] Figures 8A to 8C 1 is a schematic diagram showing simulation results of articulation control of an articulated vehicle traveling in reverse.

[0097] Figure 8A is a schematic diagram showing the wheel steering angle of an articulated vehicle traveling in reverse. Figure 8B is a diagram showing the tow angle of an articulated vehicle traveling in reverse. Figure 8C Schematic diagram showing the wheel torque of an articulated vehicle traveling in reverse.

[0098] like Figures 8A to 8C As shown, when the steering angle of the articulated vehicle traveling in reverse is about 2 degrees and its vehicle speed is about -8 kph, the articulation of the articulated vehicle according to the present invention is stably controlled based on the steering angle and the vehicle speed, thereby preventing the articulated vehicle traveling in reverse from bending.

[0099] Figure 9 This is a schematic diagram comparatively showing the trajectory of an articulated vehicle traveling in reverse, depending on whether articulation control is being performed.

[0100] like Figure 9 As shown, if an articulated vehicle changes lanes during reverse driving, when articulation control is not performed, the tow angle of the articulated vehicle increases rapidly, so that the articulated vehicle may buckle.

[0101] On the other hand, when articulation control is performed according to the present invention so as to maintain the tow angle of the articulated vehicle, the articulated vehicle can stably change lanes while traveling in reverse.

[0102] Therefore, in the present invention, the steering angle and the reverse driving direction of the articulated vehicle are consistent with each other, thereby being able to prevent driver's erroneous operation and improve the marketability of the articulated vehicle due to improved driver assistance and safety functions.

[0103] 10A to 10D This is a graph comparatively showing simulation results of an articulated vehicle traveling in reverse, depending on whether or not articulation control is performed.

[0104] Figure 10A A graph showing changes in the longitudinal speed Vx of an articulated vehicle traveling in reverse according to whether articulation control is performed is shown. Figure 10B A graph showing changes in the lateral velocity Vy of an articulated vehicle traveling in reverse according to whether articulation control is performed is shown. Figure 10C A graph showing changes in the yaw rate w1 of the articulated vehicle during reverse travel depending on whether articulation control is performed is shown. Figure 10D A graph showing changes in the traction angle θ of the articulated vehicle during reverse travel depending on whether articulation control is performed is shown.

[0105] like 10A to 10D As shown, in an articulated vehicle to which the articulation control according to the present invention is not performed, the traction angle of the articulated vehicle diverges during reverse travel of the articulated vehicle, so that the articulated vehicle may bend.

[0106] On the other hand, in an articulated vehicle that has undergone articulation control according to the present invention, the yaw rate and traction angle of the articulated vehicle both change according to changes in its steering angle, thereby preventing the articulated vehicle from bending during reverse driving and improving the convenience and safety of the driver.

[0107] Figure 11 is a flow chart illustrating a method for controlling articulation of an articulated vehicle in an apparatus according to an embodiment of the present invention.

[0108] like Figure 11 As shown, the apparatus according to the invention may comprise a processor configured to control the articulation of an articulated vehicle.

[0109] Here, the processor may include Figure 2 Elements shown, but not limited to.

[0110] First, the processor may confirm whether the steering angle and vehicle speed of the articulated vehicle are input (step S10 ).

[0111] Here, when the articulated vehicle is traveling in reverse, the processor may obtain a steering angle and a vehicle speed from the articulated vehicle traveling in reverse.

[0112] Thereafter, when the steering angle and the vehicle speed of the articulated vehicle are input, the processor may calculate a required traction angle based on the steering angle and the vehicle speed of the articulated vehicle (step S20).

[0113] Here, the processor may calculate the required hitch angle based on a dynamic tractor-trailer vehicle model taking into account the steady state of the articulated vehicle.

[0114] Thereafter, the processor may calculate an error between a desired hitch angle and an actual hitch angle of the articulated vehicle (step S30 ).

[0115] Here, when the actual tow angle of the articulated vehicle traveling in reverse is input, the processor may calculate an error between the required tow angle and the actual tow angle of the articulated vehicle.

[0116] Thereafter, the processor may generate a torque for controlling articulation of the articulated vehicle based on the error (step S40 ).

[0117] Here, the processor may generate a torque for controlling the articulation of the articulated vehicle by performing proportional-integral (PI) control based on the error.

[0118] Thereafter, the processor may control the articulation of the articulated vehicle based on the torque (step S50).

[0119] Here, when the torque is input, the processor may distribute the input torque to each of the left and right wheel motors of the rear body of the articulated vehicle, thereby controlling the wheel motor torques of the rear body of the articulated vehicle.

[0120] For example, in the control of the articulation of an articulated vehicle, the processor can respectively amplify and output a first signal corresponding to the torque and a second signal corresponding to the input required torque, add and subtract the output values ​​of the amplified first signal and the second signal, calculate a first torque control value based on the output value obtained by adding the amplified first signal and the second signal and the torque limit value of the left wheel motor, and then control the torque of the left wheel motor based on the calculated first torque control value, calculate a second torque control value based on the output value obtained by subtracting the amplified first signal and the second signal and the torque limit value of the right wheel motor, and then control the torque of the right wheel motor based on the calculated second torque control value.

[0121] Here, in the torque control of the left wheel motor, when the output value obtained by adding the amplified first signal and the second signal and the maximum allowable driving torque (+) corresponding to the left wheel motor are input, the processor calculates and outputs a torque value less than the maximum allowable driving torque (+), and when the torque value less than the maximum allowable driving torque (+) and the maximum allowable power generation torque (-) corresponding to the left wheel motor are input, the processor calculates and outputs a torque value less than the maximum allowable power generation torque (-).

[0122] In addition, in the torque control of the right wheel motor, when the output value obtained by subtracting the amplified first signal from the second signal and the maximum allowable driving torque (+) corresponding to the right wheel motor are input, the processor calculates and outputs a torque value less than the maximum allowable driving torque (+), and when the torque value less than the maximum allowable driving torque (+) and the maximum allowable power generation torque (-) corresponding to the right wheel motor are input, the processor calculates and outputs a torque value less than the maximum allowable power generation torque (-).

[0123] Thereafter, the processor may confirm whether to terminate the articulation control (step S60), and when it is confirmed that the articulation control is terminated, terminate the above-mentioned process for controlling the articulation of the articulated vehicle.

[0124] Thus, in the present invention, the articulation of the articulated vehicle is controlled based on the steering angle and vehicle speed of the articulated vehicle, thereby preventing the articulated vehicle from buckling when turning during reverse driving, thereby improving driver convenience and safety.

[0125] Furthermore, in the present invention, when the articulated vehicle changes lanes during reverse driving, articulation control is performed to maintain a desired traction angle of the articulated vehicle, thereby allowing the articulated vehicle to stably change lanes, thereby preventing the articulated vehicle from buckling.

[0126] Therefore, in the present invention, the steering direction and the reverse driving direction of the articulated vehicle coincide with each other, thereby being able to prevent erroneous operations by the driver due to improved driver assistance and safety functions, thereby improving the marketability of the articulated vehicle.

[0127] In addition, in the present invention, a computer-readable recording medium, in which a program for executing a method for controlling the articulation of an articulated vehicle in an apparatus for controlling the articulation of an articulated vehicle according to an embodiment of the present invention is recorded, can execute a process provided by the method for controlling the articulation of an articulated vehicle.

[0128] The present invention can be implemented as computer-readable code in a computer-readable recording medium having a program recorded therein. Such computer-readable recording media may include all types of recording media in which computer system-readable data is stored. For example, computer-readable recording media may include hard disk drives (HDDs), solid-state drives (SSDs), silicon disk drives (SDDs), ROMs, RAMs, CD-ROMs, magnetic tapes, floppy disks, and optical data storage devices.

[0129] It is apparent from the above description that in the apparatus and method for controlling the articulation of an articulated vehicle according to at least one embodiment of the present invention, the articulation of the articulated vehicle is controlled based on the steering angle and vehicle speed of the articulated vehicle, thereby preventing the articulated vehicle from bending when turning during reverse driving, thereby improving the convenience and safety of the driver.

[0130] Furthermore, in the present invention, when the articulated vehicle changes lanes during reverse driving, articulation control is performed to maintain a desired traction angle of the articulated vehicle, thereby allowing the articulated vehicle to stably change lanes, thereby preventing the articulated vehicle from buckling.

[0131] Therefore, in the present invention, the steering direction and the reverse driving direction of the articulated vehicle coincide with each other, thereby being able to prevent erroneous operations by the driver due to improved driver assistance and safety functions, thereby improving the marketability of the articulated vehicle.

[0132] It will be apparent to those skilled in the art that various modifications and changes may be made to the present invention without departing from the spirit or scope of the present invention. Therefore, the present invention is intended to cover modifications and variations of the present invention provided, which are within the scope of the appended claims and their equivalents.

Claims

1. A device for controlling the articulation of an articulated vehicle, comprising: a hitch angle calculator configured to calculate a required hitch angle based on a steering angle and a vehicle speed of the articulated vehicle; an error calculator configured to calculate an error between the desired hitch angle and an actual hitch angle of the articulated vehicle; a torque generator configured to generate a torque for controlling articulation of the articulated vehicle based on the error; as well as an articulation controller configured to control articulation of the articulated vehicle based on the torque; Wherein, the articulated controller comprises: a first amplifier configured to amplify a signal corresponding to a demand torque; a second amplifier configured to amplify a signal corresponding to the torque; an adder configured to add output values ​​from the first amplifier and the second amplifier; a subtractor configured to subtract output values ​​from the first amplifier and the second amplifier; a first wheel motor torque controller configured to calculate a first torque control value based on the output value from the adder and the torque limit value of the left wheel motor, and to control the torque of the left wheel motor based on the first torque control value; and The second wheel motor torque controller is configured to calculate a second torque control value based on the output value from the subtractor and the torque limit value of the right wheel motor, and control the torque of the right wheel motor based on the second torque control value.

2. The device for controlling the articulation of an articulated vehicle according to claim 1, wherein: When a steering angle and a vehicle speed of the articulated vehicle corresponding to reverse travel of the articulated vehicle are input, the hitch angle calculator calculates a required hitch angle based on the steering angle and the vehicle speed of the articulated vehicle.

3. The device for controlling articulation of an articulated vehicle according to claim 1, wherein: In calculating the required hitch angle, the hitch angle calculator calculates the required hitch angle based on calculation factors including a steering angle according to a driver's steering command, a vehicle speed of the articulated vehicle, a weight of a tractor of the articulated vehicle, a weight of a trailer of the articulated vehicle, a distance from a center of gravity of the tractor to a front axle of the tractor, a distance from a center of gravity of the tractor to a rear axle of the tractor, a distance from a center of gravity of the tractor to a tow point, a distance from a center of gravity of the trailer to a tow point, a distance from a center of gravity of the trailer to a trailer axle, a cornering stiffness of a front tire of the tractor, a cornering stiffness of a rear tire of the tractor, and a cornering stiffness of a tire of the trailer.

4. The device for controlling articulation of an articulated vehicle according to claim 1, wherein: When an actual hitch angle of the articulated vehicle corresponding to reverse travel of the articulated vehicle is input, the error calculator calculates an error between a required hitch angle and the actual hitch angle.

5. The device for controlling articulation of an articulated vehicle according to claim 1, wherein The error calculator includes a subtractor configured to calculate an error between a desired hitch angle and an actual hitch angle of the articulated vehicle and output the calculated error to the torque generator.

6. The device for controlling articulation of an articulated vehicle according to claim 1, wherein: The torque generator includes a proportional-integral controller configured to generate torque for controlling articulation of the articulated vehicle by performing proportional-integral control based on an error between a desired traction angle and an actual traction angle of the articulated vehicle when the error is input.

7. The device for controlling articulation of an articulated vehicle according to claim 1, wherein: When the torque is input, the articulation controller distributes the torque to the left and right wheel motors of the rear vehicle body of the articulated vehicle, thereby controlling the wheel motor torques of the rear vehicle body.

8. The device for controlling articulation of an articulated vehicle according to claim 1, wherein: The first wheel motor torque controller includes: a first calculator configured to calculate and output a torque value smaller than the maximum allowable driving torque when the output value from the adder and the maximum allowable driving torque corresponding to the left wheel motor are input; and The second calculator is configured to calculate and output a torque value smaller than the maximum allowable power generation torque when the torque value of the first calculator and the maximum allowable power generation torque corresponding to the left wheel motor are input.

9. The device for controlling articulation of an articulated vehicle according to claim 1, wherein: The second wheel motor torque controller includes: a third calculator configured to calculate and output a torque value smaller than the maximum allowable driving torque when the output value from the subtractor and the maximum allowable driving torque corresponding to the right wheel motor are input; and The fourth calculator is configured to calculate and output a torque value smaller than the maximum allowable power generation torque when the torque value of the third calculator and the maximum allowable power generation torque corresponding to the right wheel motor are input.

10. A method for controlling articulation of an articulated vehicle in an apparatus for controlling articulation of an articulated vehicle, the apparatus comprising a processor for controlling articulation, the method comprising: The processor confirms whether the steering angle and vehicle speed of the articulated vehicle are input; When the steering angle and vehicle speed of the articulated vehicle are input, the processor calculates a required traction angle based on the steering angle and vehicle speed of the articulated vehicle; calculating, by a processor, an error between a desired hitch angle and an actual hitch angle of the articulated vehicle; generating, by a processor, a torque for controlling articulation of the articulated vehicle based on the error; controlling, by a processor, articulation of the articulated vehicle based on the torque; Among them, controlling the articulation of an articulated vehicle includes: amplifying and outputting a first signal corresponding to the torque and a second signal corresponding to the required torque; adding and subtracting output values ​​of the amplified first signal and the amplified second signal; calculating a first torque control value based on an output value obtained by adding the amplified first signal and the amplified second signal and a torque limit value of the left wheel motor, and controlling the torque of the left wheel motor based on the first torque control value; A second torque control value is calculated based on an output value obtained by subtracting the amplified first signal from the amplified second signal and a torque limit value of the right wheel motor, and the torque of the right wheel motor is controlled based on the second torque control value.

11. The method according to claim 10, wherein: In calculating the required hitch angle, when the steering angle and vehicle speed of the articulated vehicle corresponding to reverse travel of the articulated vehicle are input, the required hitch angle is calculated based on the steering angle and vehicle speed of the articulated vehicle.

12. The method according to claim 10, wherein: In calculating the required hitch angle, the required hitch angle is calculated based on calculation factors including: a steering angle according to a driver's steering command, a vehicle speed of the articulated vehicle, a weight of the tractor of the articulated vehicle, a weight of the trailer of the articulated vehicle, a distance from the center of gravity of the tractor to the front axle of the tractor, a distance from the center of gravity of the tractor to the rear axle of the tractor, a distance from the center of gravity of the tractor to the tow point, a distance from the center of gravity of the trailer to the tow point, a distance from the center of gravity of the trailer to the trailer axle, a cornering stiffness of the tractor's front tires, a cornering stiffness of the tractor's rear tires, and a cornering stiffness of the trailer's tires.

13. The method according to claim 10, wherein: In calculating the error, when an actual hitch angle of the articulated vehicle corresponding to reverse travel of the articulated vehicle is input, an error between the required hitch angle and the actual hitch angle is calculated.

14. The method according to claim 10, wherein: In generating the torque, when an error between a required traction angle and an actual traction angle of the articulated vehicle is input, a torque for controlling articulation of the articulated vehicle is generated by performing proportional-integral control based on the error.

15. The method according to claim 10, wherein When controlling articulation of the articulated vehicle, when torque is input, the torque is distributed to the left and right wheel motors of the rear vehicle body of the articulated vehicle, thereby controlling the wheel motor torques of the rear vehicle body.

16. The method according to claim 10, wherein Controlling the torque of the left wheel motor includes: when an output value obtained by adding the amplified first signal and the amplified second signal and a maximum allowable driving torque corresponding to the left wheel motor are input, calculating and outputting a torque value smaller than the maximum allowable driving torque; When a torque value smaller than the maximum allowable driving torque and the maximum allowable power generation torque corresponding to the left wheel motor are input, a torque value smaller than the maximum allowable power generation torque is calculated and output.

17. The method according to claim 10, wherein Controlling the torque of the right wheel motor includes: when an output value obtained by subtracting the amplified first signal from the amplified second signal and a maximum allowable driving torque corresponding to the right wheel motor are input, calculating and outputting a torque value smaller than the maximum allowable driving torque; When a torque value smaller than the maximum allowable driving torque and the maximum allowable power generation torque corresponding to the right wheel motor are input, a torque value smaller than the maximum allowable power generation torque is calculated and output.

18. An articulated vehicle comprising: a sensing device configured to sense a steering angle and a vehicle speed of the articulated vehicle; as well as The device for controlling articulation of an articulated vehicle according to claim 1, which is used to control the articulation of the articulated vehicle based on the sensed steering angle and vehicle speed of the articulated vehicle; The device for controlling the articulation of an articulated vehicle calculates a required traction angle based on the steering angle and vehicle speed of the articulated vehicle, calculates an error between the required traction angle and the actual traction angle of the articulated vehicle, generates a torque for controlling the articulation of the articulated vehicle based on the error, and controls the articulation of the articulated vehicle based on the torque.

Images