Vehicle controller and method for collision avoidance

Abstract

A vehicle controller for avoiding collision and a method thereof are provided. The vehicle controller includes a drive motor configured to supply electric power for behavior of a vehicle, a sensor obtaining external information of the vehicle and internal information of the vehicle, and a controller estimating a front wheel slip angle and a rear wheel slip angle when detecting that a driver makes an evasive steering in a collision situation based on the external information of the vehicle and the internal information of the vehicle, and controlling the drive motor based on the estimated front wheel slip angle and the estimated rear wheel slip angle.

Description

[0001] Cross-citation of related applications

[0002] This application claims priority to Korean Patent Application No. 10-2020-0097469, filed on August 4, 2020, with the Korean Intellectual Property Office, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to a vehicle controller and method thereof for avoiding vehicle collisions. Background Technology

[0004] When a driver performs an evasive steering maneuver in a collision situation, electrified vehicles such as hybrid electric vehicles (HEVs) or electric vehicles (EVs) control the drive motor based on the gear position and the driver's brake or accelerator opening degree, regardless of the collision situation.

[0005] The information included in this background section is intended only to enhance the understanding of the overall context of this disclosure and should not be construed as an admission that the information constitutes prior art known to those skilled in the art or any form of suggestion therein. Summary of the Invention

[0006] This disclosure aims to solve the aforementioned problems in the prior art while maintaining the advantages achieved by the prior art.

[0007] One aspect of this disclosure provides a vehicle controller for controlling a drive motor to support collision avoidance when the driver is detected steering the vehicle to avoid a collision in a situation where there is a risk of collision.

[0008] The technical problems to be solved by this disclosure are not limited to those mentioned above, and any other technical problems not mentioned herein will be clearly understood by those skilled in the art to which this disclosure pertains based on the following description.

[0009] According to one aspect of this disclosure, a vehicle controller may include: a drive motor configured to supply power for the behavior of the vehicle; a sensor for acquiring external information and internal information of the vehicle; and a controller that, when detecting, based on the external information and internal information of the vehicle, that the driver is making an evasive steering maneuver in a collision situation, estimates a front wheel slip angle and a rear wheel slip angle, and controls the drive motor based on the estimated front wheel slip angle and the estimated rear wheel slip angle.

[0010] Sensors can use at least one of radio detection and ranging (radar (RADAR)) and cameras to obtain external information about a vehicle.

[0011] The sensor can use at least one of wheel speed sensors, lateral acceleration sensors, yaw rate sensors, steering angle sensors, and driver steering torque sensors to obtain internal information about the vehicle.

[0012] The controller can calculate the required acceleration or deceleration based on the front wheel slip angle, rear wheel slip angle, and vehicle speed.

[0013] The controller can adjust the required acceleration or deceleration based on external vehicle information and whether there is still a risk of collision.

[0014] The controller can variably set the motor braking control gain and motor drive control gain based on vehicle speed and whether there is still a risk of collision.

[0015] The controller can use the rear wheel slip angle and motor drive control gain to calculate the required drive amount.

[0016] The controller can use the front wheel slip angle and the motor brake control gain to calculate the required braking amount.

[0017] When the slip angle of the front wheel is greater than that of the rear wheel, the controller can use the drive motor to control braking.

[0018] When the rear wheel slip angle is greater than the front wheel slip angle, the controller can use the drive motor to control the drive.

[0019] According to one aspect of this disclosure, a vehicle control method may include: using sensors installed in the vehicle to obtain external information and internal information of the vehicle; detecting evasive steering performed by the driver in a collision situation based on the external information and internal information of the vehicle; estimating the front wheel slip angle and the rear wheel slip angle based on the external information and internal information of the vehicle; and controlling a drive motor based on the front wheel slip angle and the rear wheel slip angle.

[0020] Obtaining external and internal information of a vehicle may include: obtaining external information of the vehicle using at least one of radio detection and ranging and a camera; and obtaining internal information of the vehicle using at least one of a wheel speed sensor, a lateral acceleration sensor, a yaw rate sensor, a steering angle sensor, and a driver steering torque sensor.

[0021] Estimating the front and rear wheel slip angles can include calculating the required acceleration and deceleration based on the front and rear wheel slip angles and the vehicle speed.

[0022] Estimating the front and rear wheel slip angles may also include adjusting the required acceleration and deceleration based on external vehicle information to determine whether there is still a risk of collision.

[0023] Estimating the front wheel slip angle and rear wheel slip angle may also include: setting the motor braking control gain and motor drive control gain in a variable manner based on vehicle speed and whether there is still a risk of collision.

[0024] Estimating the front and rear wheel slip angles may also include calculating the required drive amount using the rear wheel slip angle and the motor drive control gain.

[0025] Estimating the front and rear wheel slip angles may also include calculating the required braking amount using the front wheel slip angle and the motor brake control gain.

[0026] Controlling the drive motor may include: using the drive motor to control braking when the slip angle of the current wheel is greater than that of the rear wheel.

[0027] Controlling the drive motor may include: using the drive motor to control the drive when the rear wheel slip angle is greater than the front wheel slip angle.

[0028] Controlling the drive motor may also include: controlling the use of a brake to apply braking when no evasive steering is detected in the event of a collision. Attached Figure Description

[0029] The above and other objects, features and advantages of this disclosure will become clearer from the following detailed description taken in conjunction with the accompanying drawings:

[0030] Figure 1 This is a block diagram illustrating a vehicle controller according to an embodiment of the present disclosure;

[0031] Figure 2 This is a diagram illustrating the control of determining the drive motor based on the side slip angles of the front and rear wheels according to an embodiment of the present disclosure;

[0032] Figure 3A It is a graph showing the vertical tire force applied to the front and rear wheels according to the braking control and drive control of the drive motor according to an embodiment of the present disclosure.

[0033] Figure 3B This is a diagram illustrating the variation of vehicle behavior according to vertical tire force according to an embodiment of the present disclosure;

[0034] Figure 4 This is a flowchart illustrating a vertical control method according to an embodiment of the present disclosure;

[0035] Figure 5A It is a graph showing the variation of yaw rate and sideslip angle according to the drive motor control of an embodiment of the present disclosure;

[0036] Figure 5B It is a graph showing the variation of lateral distance controlled by a drive motor according to an embodiment of the present disclosure; and

[0037] Figure 6 This is a block diagram illustrating a computing system for performing a vehicle control method according to an embodiment of the present disclosure. Detailed Implementation

[0038] In the following, some embodiments of the present disclosure will be described in detail with reference to exemplary figures. When adding reference numerals to components in each figure, it should be noted that the same or equivalent components are designated with the same numerals even when shown in other figures. Furthermore, in describing embodiments of the present disclosure, detailed descriptions of well-known features or functions will be excluded so as not to unnecessarily obscure the spirit of the disclosure.

[0039] In describing components according to embodiments of this disclosure, terms such as first, second, "A", "B", (a), (b), etc., may be used. These terms are merely intended to distinguish one component from another, and do not limit the nature, sequence, or order of the constituent elements. Unless otherwise defined, all terms used herein (including technical or scientific terms) have the same meaning as commonly understood by one of those skilled in the art to which this disclosure pertains. Terms such as those defined in a general dictionary will be interpreted as having the same meaning as in the context of the relevant technical field, and will not be construed as having an ideal or overly formal meaning unless so explicitly defined in this application.

[0040] Figure 1 This is a block diagram illustrating a vehicle controller according to an embodiment of the present disclosure. Figure 2 This is a diagram illustrating the control of the drive motor based on the side slip angles of the front and rear wheels according to an embodiment of the present disclosure. Figure 3A It is a graph showing the vertical tire force applied to the front and rear wheels according to the braking control and drive control of the drive motor according to an embodiment of the present disclosure. Figure 3B This is a diagram illustrating the variation of vehicle behavior according to vertical tire force based on an embodiment of the present disclosure.

[0041] The vehicle controller 100 can be installed in an electrified vehicle. When the driver steers the electrified vehicle to avoid a collision with surrounding objects (e.g., surrounding vehicles, obstacles, pedestrians, etc.), the vehicle controller 100 can control the drive motor 130 to adapt to a collision situation (a situation where there is a risk of collision) to avoid a collision. When the vehicle starts, the vehicle controller 100 can also initiate its operation. Figure 1As shown, such a vehicle controller 100 may include a first sensor 110, a second sensor 120, a drive motor 130, and a controller 140 connected via a vehicle network. The vehicle network may be implemented as a Controller Area Network (CAN), a Media-Oriented System Transport (MOST) network, a Local Interconnect Network (LIN), Ethernet, X-by-Wire (Flexray), etc.

[0042] The first sensor 110 can acquire external information about the vehicle. The first sensor 110 may include a radio detection and ranging (RADAR) 111, a camera 112, etc. The RADAR 111 and / or camera 112 may be mounted on the front, rear, and / or side surfaces of the vehicle body. The RADAR 111 can generate electromagnetic waves in the surrounding environment and can receive electromagnetic waves reflected by surrounding objects to identify the distance to surrounding objects, the direction of surrounding objects, the height of surrounding objects, etc. The camera 112 can acquire images of the vehicle's surroundings and may be implemented as at least one of an image sensor such as a charge-coupled device (CCD) image sensor, a complementary metal-oxide-semiconductor (CMOS) image sensor, a charge-initiated device (CPD) image sensor, and a charge-injected device (CID) image sensor. The camera 112 may include an image processor for performing image processing such as noise reduction, color reproduction, file compression, image quality adjustment, and saturation adjustment on the images acquired by means of the image sensor. The first sensor 110 may also include a sensor for sensing collision risk. When a collision risk is detected, the first sensor 110 can send an emergency signal (e.g., an emergency sign).

[0043] The second sensor 120 can acquire internal vehicle information. The second sensor 120 may include a steering angle sensor 121, a wheel speed sensor 122, a yaw rate sensor 123, a lateral acceleration sensor 124, a driver steering torque sensor 125, etc. The second sensor 120 can use sensors 121 to 125 installed in the vehicle to acquire internal vehicle information such as vehicle speed, front wheel steering angle, rear wheel steering angle, yaw rate, lateral acceleration, and / or driver steering torque. In this specification, the first sensor 110 and the second sensor 120 may be collectively referred to as sensors.

[0044] The drive motor 130 serves to generate the electrical power necessary for driving (operation) of the vehicle. The drive motor 130 can receive power from a battery (not shown) installed in the vehicle and can generate power to supply the vehicle's wheels. The battery (not shown) serves to supply the electrical power necessary for driving the vehicle; this battery can be implemented as a high-voltage battery. The drive motor 130 can change its rotation direction and / or revolutions per minute (RPM) under the command of the controller 140. The output torque (motor torque or motor power) of the drive motor 130 can be adjusted under the control of the controller 140.

[0045] The drive motor 130 can be used as a generator to generate back electromotive force and charge a battery (not shown) when the state of charge (SOC) is insufficient or during regenerative braking. Furthermore, the drive motor 130 can function as a starter motor (not shown) in electrified vehicles such as hybrid electric vehicles (HEVs) or plug-in hybrid electric vehicles (PHEVs).

[0046] Controller 140 may be an electronic control unit (ECU) that controls the operation of drive motor 130 according to the vehicle's driving conditions. Controller 140 may include processor 141 and memory 142. Processor 141 controls the overall operation of controller 140. Processor 141 may be implemented as at least one of application-specific integrated circuit (ASIC), digital signal processor (DSP), programmable logic device (PLD), field-programmable gate array (FPGA), central processing unit (CPU), microcontroller, and microprocessor. Memory 142 may be a non-transitory storage medium that stores instructions executed by processor 141. Memory 142 may store logic (algorithms) and configuration information for performing predetermined functions. Memory 142 may be implemented as at least one of storage media (recording media) such as flash memory, hard disk, secure digital card (SD), random access memory (RAM), static RAM (SRAM), read-only memory (ROM), programmable ROM (PROM), electrically erasable programmable ROM (EEPROM), erasable and programmable ROM (EPROM), and / or registers.

[0047] Controller 140 can estimate the vehicle state using sensor information (i.e., external and internal information of the vehicle) received from first sensor 110 and second sensor 120. Controller 140 can process sensor signals output from first sensor 110 and second sensor 120 to obtain information necessary for estimating the vehicle state. Controller 140 can analyze the external and internal information of the vehicle to identify surrounding objects and obtain information about these objects, such as the type of the identified surrounding object, the distance between the object and the vehicle, and the relative speed between them. Furthermore, controller 140 can obtain vehicle driving information such as vehicle speed and / or driving type (e.g., straight driving, turning, reversing, etc.) from the external and internal information. Controller 140 can calculate the time-to-collision (TTC) between the surrounding object and the vehicle based on the surrounding object information and the vehicle driving information. Controller 140 can determine whether there is a collision risk based on the calculated TTC. When a collision risk exists, controller 140 can determine that the current situation is a collision situation. When there is no collision risk, controller 140 can determine that the current situation is not a collision situation.

[0048] When a current situation is confirmed (identified) as a collision risk, the controller 140 can determine whether the vehicle's motion meets the conditions for initiating steering stability control, and can determine the initiation of steering stability control based on the determination result. When the vehicle is traveling in a straight line, when the vehicle speed v... x Within the threshold vehicle speed range (v min <v x <v max When, and when TTC is within the threshold time range (T min <TTC<T max When the vehicle is not traveling in a straight line, and when the vehicle speed v is v, the controller 140 can determine to initiate steering stability control. x When the vehicle speed is outside the threshold range, and when the TTC is outside the threshold time range, the controller 140 can determine not to activate steering stability control. Here, the threshold vehicle speed range and the threshold time range can be predefined (preset) by the developer and stored in memory 142.

[0049] When it is determined that steering stability control should be initiated, controller 140 can determine whether the driver has steered the vehicle based on the driver's steering torque, which is measured by driver steering torque sensor 125. When driver steering is detected, controller 140 can detect the steering as an avoidance steering maneuver by the driver.

[0050] When driver steering is detected, controller 140 can use sensor information to calculate the front wheel slip angle (side slip angle) and the rear wheel slip angle (side slip angle). Controller 140 can estimate the front wheel slip angle and the rear wheel slip angle (i.e., front and rear wheel slip angles) using the following formulas 1 and 2.

[0051] Front wheel slip angle α f and rear wheel slip angle α r It can be expressed as Formula 1 and Formula 2 below, respectively.

[0052] [Formula 1]

[0053]

[0054] [Formula 2]

[0055]

[0056] In this article, δ f The front wheel steering angle, δ, is represented by the steering angle sensor 121. r This represents the rear wheel steering angle measured by steering angle sensor 121, l f The distance l represents the distance from the vehicle's center of gravity to the front wheels. R v represents the distance from the vehicle's center of gravity to the rear wheel. x γ represents the vehicle speed (wheel speed sensor calibration value), γ represents the yaw rate measured by the yaw rate sensor 123, and β represents the estimated vehicle body slip angle.

[0057] The vehicle body slip angle β can be defined by the following formula 3.

[0058] [Formula 3]

[0059]

[0060] In this article, A y This represents the lateral acceleration estimated by the lateral acceleration sensor 124.

[0061] The controller 140 can determine whether drive motor control is on or off based on whether driver evasive steering is detected and the calculated front and rear wheel slip angles. When no driver evasive steering is detected, or when the current wheel slip angle and the rear wheel slip angle are the same within an acceptable error range, the controller 140 can determine that drive motor control is off. When driver evasive steering is detected, or when the current wheel slip angle is greater than or less than the rear wheel slip angle, the controller 140 can determine that drive motor control is on. In this document, the front wheel slip angle and the rear wheel slip angle can be used as absolute values ​​(magnitude). Reference Figure 2When the slip angle of the front wheel is greater than the slip angle of the rear wheel, the controller 140 can determine that the drive motor braking control is activated, and when the slip angle of the rear wheel is greater than the slip angle of the front wheel, the controller 140 can determine that the drive motor driving control is activated.

[0062] When it is determined that drive motor control is activated, controller 140 can calculate the required acceleration or deceleration of drive motor 130 based on the front and rear wheel slip angles. Controller 140 can calculate the required driving force (requested driving force) or required braking force (requested braking force) to follow the calculated required acceleration and deceleration. Controller 140 can determine the drive motor control amount based on the calculated required acceleration or deceleration. Controller 140 can transmit a control value (e.g., motor torque) to drive motor 130 based on the determined drive motor control amount.

[0063] The method of applying motor torque to drive motor 130 in controller 140 will be described in detail below.

[0064] Reference Figure 3A When braking is controlled using the drive motor 130, the vertical front wheel tire force can increase and the vertical rear wheel tire force can decrease. Furthermore, when driving is controlled using the drive motor 130, the vertical front wheel tire force can decrease and the vertical rear wheel tire force can increase. This is because the higher the vertical tire force, the greater the increase in lateral force. Figure 3B As shown, the lateral force on the front wheels can increase after braking control using the drive motor 130, and the lateral force on the rear wheels can increase after drive control using the drive motor 130. Therefore, the controller 140 can estimate the front and rear wheel slip angles and determine the control mode of the drive motor 130 (e.g., braking control or drive control) based on the estimated front and rear wheel slip angles. In other words, the controller 140 can adjust the motor torque based on the front and rear wheel slip angles.

[0065] For example, controller 140 can calculate motor torque Tq based on a control torque application algorithm.

[0066] Control torque application algorithm

[0067] if

[0068] |α f |>|α r |&&|α f |≥ε f

[0069] Then Tq=-k1|α f |,k1>0

[0070] if

[0071] |αr |>|α f |&&|α r |≥ε r

[0072] Then Tq=k2|α r |,k2>0

[0073] Otherwise Tq = 0

[0074] In this article, ε f ε represents the front wheel threshold slip angle. r The rear wheel threshold slip angle is represented by k1, the motor braking control gain is represented by k2, the motor drive control gain is represented by k2, and the motor torque is represented by Tq (- indicates braking and + indicates drive).

[0075] When the current wheel slip angle is greater than the rear wheel slip angle, and when the current wheel slip angle is greater than or equal to the front wheel threshold slip angle, the controller 140 can use the motor braking control gain k1 and the front wheel slip angle to calculate the motor torque Tq. When the rear wheel slip angle is greater than the front wheel slip angle, and when the rear wheel slip angle is greater than or equal to the rear wheel threshold slip angle, the controller 140 can use the motor drive control gain k2 and the rear wheel slip angle to calculate the motor torque Tq. In this paper, k1 and k2 can vary with vehicle speed and whether there is a collision risk (whether there is still a collision risk).

[0076] Figure 4 This is a flowchart illustrating a vehicle control method according to an embodiment of the present disclosure.

[0077] Reference Figure 4 In S100, Figure 1 The controller 140 can acquire internal and external information of the vehicle using sensors installed in the vehicle while the vehicle is in motion. Figure 1 The first sensor 110 obtains external information about the vehicle and can be used... Figure 1 The second sensor 120 acquires information about the vehicle's interior. In this document, the first sensor 110 may include radar 111, camera 112, etc., and the second sensor 120 may include a steering angle sensor 121, wheel speed sensor 122, yaw rate sensor 123, lateral acceleration sensor 124, driver steering torque sensor 125, etc. The controller 140 can identify objects around the vehicle based on external and internal information. For example, the controller 140 can use front radar, front side radar, rear side radar, and a forward-facing camera to determine the type of objects (surrounding objects) located around the vehicle, the distance between the vehicle and the objects, and the relative speed between the objects and the vehicle.

[0078] In S105, controller 140 can determine whether the vehicle is in a risky situation (collision situation) that could collide with surrounding objects based on internal and external information of the vehicle. Controller 140 can use the internal and external information of the vehicle to determine the time to collision (TTC) between the vehicle and surrounding objects. Controller 140 can determine whether the current situation is a collision situation based on the calculated TTC.

[0079] When it is determined that the current situation is a collision situation, in S110, the controller 140 can determine whether to activate steering stability control based on the vehicle's movement. The controller 140 can confirm whether the vehicle's movement meets the conditions for activating steering stability control, and can determine to activate steering stability control based on the confirmed result. When the vehicle is traveling in a straight line, when the vehicle speed v x Within the threshold vehicle speed range (v min <v x <v max When, and when TTC is within the threshold time range (T min <TTC<T max When the vehicle is not traveling in a straight line, when the vehicle speed vx is not within the threshold vehicle speed range, and when the TTC is not within the threshold time range, the controller 140 can determine not to activate steering stability control.

[0080] When it is determined that steering stability control should be initiated, in S115, the controller 140 can determine whether driver steering has been detected. When driver steering is detected, the controller 140 can identify the steering as an avoidance steering by the driver.

[0081] When a driver's steering is detected, in S120, the controller 140 can calculate the front wheel slip angle and the rear wheel slip angle. After the driver's evasive steering, the controller 140 can combine the front wheel slip angle, the rear wheel slip angle, and the vehicle speed to calculate the required acceleration or deceleration.

[0082] In step S125, controller 140 can compare the front wheel slip angle with the rear wheel slip angle to determine whether the front wheel slip angle is greater than the rear wheel slip angle. Controller 140 can also compare the front wheel slip angle with the rear wheel slip angle to determine whether drive motor control is on or off based on the comparison result. When the front wheel slip angle is greater than the rear wheel slip angle, controller 140 can determine that drive motor braking control is on; conversely, when the rear wheel slip angle is greater than the front wheel slip angle, controller 140 can determine that drive motor drive control is on. Furthermore, when the front wheel slip angle and the rear wheel slip angle are the same within an allowable error range, controller 140 can determine that drive motor control is off.

[0083] When the current wheel slip angle is greater than the rear wheel slip angle, in S130, the controller 140 can determine whether there is still a collision risk based on external vehicle information. When the current wheel slip angle is greater than the rear wheel slip angle, the controller 140 can activate drive motor braking control. The controller 140 can adjust the previously calculated required deceleration amount based on whether there is still a collision risk. The controller 140 can variably set the motor braking control gain k1 based on whether there is still a collision risk and the vehicle speed. When there is still a collision risk, the controller 140 can set the first braking control gain to the motor braking control gain, and when there is no longer a collision risk, the controller 140 can set the second braking control gain to the motor braking control gain.

[0084] When a collision risk still exists, in S135, controller 140 can perform drive motor braking control based on a first braking control gain. Controller 140 can calculate the required braking amount based on the adjusted required deceleration amount. Controller 140 can calculate the motor torque using the first braking control gain and the front wheel slip angle. Controller 140 can control drive motor 130 based on the calculated motor torque (the calculated required braking amount).

[0085] When there is no longer a risk of collision, in S140, controller 140 can perform drive motor braking control based on the second braking control gain. Controller 140 can calculate the required braking amount based on the previously calculated required deceleration amount. Controller 140 can use the second braking control gain and the front wheel slip angle to calculate the motor torque, and can control drive motor 130 based on the calculated motor torque (the calculated required braking amount).

[0086] In S150, the controller 140 can determine whether the vehicle's state is at the moment when steering stability control ends. When the collision risk disappears and when the vehicle is stable, the controller 140 can determine that the vehicle's state is at the moment when steering stability control ends, and thus terminate steering stability control.

[0087] If steering stability control is not activated in S110 or if driver steering is not detected in S115, controller 140 may initiate braking in S160 using the brakes. Controller 140 may, depending on the collision scenario, execute forward collision avoidance assist (FCA) control and / or adaptive emergency braking (AEB) control.

[0088] When the front wheel slip angle is less than the rear wheel slip angle in S125, the controller 140 can determine whether there is still a collision risk in S170. When the rear wheel slip angle is greater than the front wheel slip angle, the controller 140 can enable drive motor control. Furthermore, the controller 140 can determine whether there is still a collision risk based on external vehicle information. When there is still a collision risk, the controller 140 can adjust the previously calculated required acceleration. The controller 140 can variably set the motor drive control gain k2 based on whether there is still a collision risk and the vehicle speed. When there is still a collision risk, the controller 140 can set the first drive control gain to the motor drive control gain, and when there is no longer a collision risk, the controller 140 can set the second drive control gain to the motor drive control gain.

[0089] When there is still a risk of collision, in S175, controller 140 can perform drive motor control based on a first drive control gain. Controller 140 can calculate the required drive amount based on the calculated required acceleration. Controller 140 can use the first drive control gain and the rear wheel slip angle to calculate the motor torque. Controller 140 can control the operation of drive motor 130 based on the calculated motor torque (the calculated required drive amount).

[0090] When there is no longer a collision risk in S170, in S180, controller 140 can perform drive motor drive control based on the second drive control gain. Controller 140 can calculate the required drive amount based on the previously calculated required acceleration. Controller 140 can calculate the motor torque using the second drive control gain and the rear wheel slip angle. Controller 140 can control the operation of drive motor 130 based on the calculated motor torque (the calculated required drive amount).

[0091] Figure 5A It is a graph showing the variation of yaw rate and sideslip angle according to the drive motor control of an embodiment of the present disclosure. Figure 5B It is a graph showing the change of lateral distance controlled by a drive motor according to an embodiment of the present disclosure.

[0092] It can be verified that, compared to collision avoidance without drive motor control, collision avoidance performance and vehicle stability are further improved when the driver performs an evasive steering maneuver in a collision situation and then controls the collision avoidance via the drive motor. (Refer to...) Figure 5A Compared to when the drive motor control is off, the yaw rate can increase at the start of a turn, while the sideslip angle can decrease at the start of a turn, and the yaw rate can decrease at the end of a turn, while the sideslip angle can decrease at the end of a turn.

[0093] refer to Figure 5BAs shown in Table 1, because the yaw rate increases and the sideslip angle decreases at the start of a turn, it can be verified that the avoidance distance increases after the driver performs an evasive steering maneuver, meaning that collision avoidance performance is improved. Furthermore, because the yaw rate and sideslip angle decrease at the end of a turn, it can be verified that vehicle stability is improved after collision avoidance.

[0094]

[0095] [Table 1]

[0096] Figure 6 This is a block diagram illustrating a computing system for performing a vehicle control method according to an embodiment of the present disclosure.

[0097] Reference Figure 6 The computing system 1000 may include at least one of the following: a 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, which are connected to each other via a bus 1200.

[0098] Processor 1100 may be a central processing unit (CPU) or semiconductor device that processes instructions stored in memory 1300 and / or storage 1600. Memory 1300 and storage 1600 may include various types of volatile / non-volatile storage media. For example, memory 1300 may include read-only memory (ROM) 1310 and random access memory (RAM) 1320.

[0099] Therefore, the operation of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly in a hardware module, or in a software module executed by processor 1100, or a combination thereof. The software module can reside on a storage medium (i.e., memory / repository) such as RAM, flash memory, ROM, EPROM, EEPROM, registers, hard disk, removable disk, and CD-ROM. An exemplary storage medium can be coupled to processor 1100, and the processor can read information from and record information in the storage medium. Alternatively, the storage medium can be integrated with processor 1100. Processor 1100 and storage medium can reside in an application-specific integrated circuit (ASIC). The ASIC can reside in a user terminal. In another case, processor 1100 and storage medium can reside as separate components in the user terminal.

[0100] According to embodiments of this disclosure, when a driver steers the vehicle to avoid a collision when a collision risk is detected, the collision avoidance performance can be improved (by increasing the avoidance distance) and the collision can be avoided to enhance vehicle stability because the vehicle controller controls the drive motor to support collision avoidance.

[0101] While this disclosure has been described above with reference to exemplary embodiments and accompanying drawings, it is not limited thereto. Various modifications and changes can be made by those skilled in the art to which this disclosure pertains without departing from the spirit and scope of the disclosure as claimed in the appended claims. Therefore, exemplary embodiments of this disclosure are provided to explain its spirit and scope, not to limit it, so that the spirit and scope of the disclosure are not limited by the embodiments. The scope of this disclosure should be understood based on the appended claims, and all technical ideas within the equivalent scope of the claims should be included within the scope of this disclosure.

Claims

1. A vehicle controller, comprising: A drive motor is configured to supply electricity for the vehicle's behavior; Sensors are configured to acquire external information and internal information of the vehicle; as well as The controller is configured as follows: When, based on the vehicle's external information and internal information, it is determined that the current situation is a collision situation, it is determined that steering stability control will be activated under the collision situation, and when the driver is detected to be making an evasive steering maneuver, the front wheel slip angle and the rear wheel slip angle are estimated, and The drive motor is controlled based on the estimated front wheel slip angle and the estimated rear wheel slip angle; The controller is further configured as follows: When the front wheel slip angle is greater than or less than the rear wheel slip angle, the drive motor drive control is activated. When the front wheel slip angle and the rear wheel slip angle are the same as each other within the allowable error range, the drive motor control is turned off. When it is determined that the drive motor control is activated, the motor braking control gain and the motor drive control gain are set in a variable manner based on the vehicle speed and whether the collision risk still exists. The required braking amount is calculated using the front wheel slip angle and the motor braking control gain. The required driving amount is calculated using the rear wheel slip angle and the motor drive control gain. When the front wheel slip angle is greater than the rear wheel slip angle, the drive motor is used for braking control based on the required braking amount; When the rear wheel slip angle is greater than the front wheel slip angle, the drive motor is used for drive control based on the required drive amount.

2. The vehicle controller according to claim 1, wherein, The sensor uses at least one of radio detection and ranging, and a camera, to obtain the external information of the vehicle.

3. The vehicle controller according to claim 1, wherein, The sensor uses at least one of a wheel speed sensor, a lateral acceleration sensor, a yaw rate sensor, a steering angle sensor, and a driver steering torque sensor to obtain the internal information of the vehicle.

4. The vehicle controller according to claim 1, wherein, The controller calculates the required acceleration or deceleration based on the front wheel slip angle, the rear wheel slip angle, and the vehicle speed.

5. The vehicle controller according to claim 4, wherein, The controller adjusts the required acceleration or deceleration based on the vehicle's external information and whether there is still a risk of collision.

6. A vehicle control method, comprising: Using sensors installed in the vehicle, external information and internal information of the vehicle are obtained; Based on the vehicle's external information and internal information, it is determined that the current situation is a collision situation, it is determined that steering stability control will be activated under the collision situation, and it is determined that the driver has made an evasive steering maneuver. The front wheel slip angle and the rear wheel slip angle are estimated based on the external information and the internal information of the vehicle. and The drive motor is controlled based on the front wheel slip angle and the rear wheel slip angle; The control of the drive motor includes: When the front wheel slip angle is greater than or less than the rear wheel slip angle, the drive motor drive control is activated. When the front wheel slip angle and the rear wheel slip angle are the same as each other within the allowable error range, the drive motor control is turned off. Specifically, determining that the drive motor drive control is activated includes: When it is determined that the drive motor control is activated, the motor braking control gain and the motor drive control gain are set in a variable manner based on the vehicle speed and whether the collision risk still exists. The required braking amount is calculated using the front wheel slip angle and the motor braking control gain. The required driving amount is calculated using the rear wheel slip angle and the motor drive control gain. When the front wheel slip angle is greater than the rear wheel slip angle, the drive motor is used for braking control based on the required braking amount; When the rear wheel slip angle is greater than the front wheel slip angle, the drive motor is used for drive control based on the required drive amount.

7. The vehicle control method according to claim 6, wherein, Obtaining the external information and the internal information of the vehicle includes: External information about the vehicle is obtained using at least one of radio detection and ranging, and a camera; and The internal information of the vehicle is obtained using at least one of a wheel speed sensor, a lateral acceleration sensor, a yaw rate sensor, a steering angle sensor, and a driver steering torque sensor.

8. The vehicle control method according to claim 6, wherein, Estimating the front wheel slip angle and the rear wheel slip angle includes: calculating the required acceleration and the required deceleration based on the front wheel slip angle, the rear wheel slip angle, and the vehicle speed.

9. The vehicle control method according to claim 8, wherein, Estimating the front wheel slip angle and the rear wheel slip angle also includes: adjusting the required acceleration and the required deceleration based on the vehicle's external information and whether there is still a risk of collision.

10. The vehicle control method according to claim 6, further comprising: If the driver does not perform the evasive steering in the collision scenario, the brakes are controlled to reduce the vehicle speed or bring the vehicle to a stop.

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