Vehicle stop control system and vehicle stop control method for vehicle

Abstract

A vehicle stop control system and a vehicle stop control method of a vehicle can be operated to warn a driver and to bring the vehicle into an emergency braking state when it is detected that the vehicle is traveling in a reverse direction from the current gear direction of the vehicle, thereby reducing the risk of an accident and improving the stability of the braking system. The vehicle stop control method performed by a controller of the vehicle includes the steps of converting vehicle driving environment information into data used as system input information, checking whether the controllers related to each of the driving and braking systems of the vehicle are operating normally, determining whether the vehicle is traveling in a reverse direction, and performing vehicle emergency stop control when the vehicle is traveling in the reverse direction.

Description

TECHNICAL FIELD

[0001] The present application relates to a system and method for vehicle stop control, and more particularly, to a system and method for vehicle stop control, in which, when it is detected that the vehicle is traveling in a direction opposite to the direction of the current gear of the vehicle due to the misjudgment or error of the driver, the driver is warned, and the vehicle enters an emergency braking state to reduce the risk of an accident and improve the stability of the braking system. BACKGROUND

[0002] In modern vehicles, various mechanical elements conventionally installed inside the vehicle are converted into electronic elements operated by electrical signal transmission (wiring), and the control method is also gradually changing from a physical control method through cables, levers, and hydraulic pressure to an electronic control method through sensors, electronic control units (ECUs), and actuators.

[0003] Recently, x-by-wire technology, which greatly improves the stability and convenience of vehicles, is replacing many components of vehicles, such as steering systems, suspension systems, braking systems, and shift levers. Accordingly, the x-by-wire technology goes beyond the existing technical limitations and can provide a driver assistance function, and for example, can determine whether there is a failure balance of the vehicle in a situation where the driver cannot intervene and thus active control can be performed.

[0004] Meanwhile, unlike a manual transmission, an automatic transmission of a vehicle determines the optimal gear in a vehicle travel state and performs a gear shift by itself without the need for the driver to manipulate the gear using a shift lever, and performs appropriate engine coordination control and lock-up clutch control, thereby improving the feeling of gear shift and fuel efficiency.

[0005] Specifically, in existing vehicles having an automatic transmission, gear shift control of P / R / N / D can be achieved only by joystick manipulation of the driver without intervention of the driver, and can be performed by an automatic transmission to which wire shift is applied, and thus a full automatic parking system further advanced from an existing incomplete automatic parking system requiring joystick manipulation of the driver can be implemented.

[0006] In addition, unlike manual control of an existing parking brake, an electronic parking brake system (EPB) is automatically engaged and released according to the state of the vehicle without the need for separate manipulation of the driver, and a more convenient vehicle operation can be achieved.

[0007] In addition, a vehicle to which such an EPB and wire shift are applied can automatically control the parking brake without the need for joystick manipulation of the driver, and can perform a safety function according to a failure and emergency response logic.

[0008] However, vehicles controlled by such electronic controllers are affected by external environments, and possible production deviations and scrapping of vehicle components (e.g., batteries) that are prone to frequent malfunctions and problems. In particular, since vehicles are designed for passengers to ride, the vehicles need reliable safety measures to effectively respond to malfunctions of a brake system that performs braking and stopping functions. SUMMARY

[0009] Accordingly, the present application proposes a system and method for vehicle stop control, in which, when a vehicle is driving on a sloped road, when driving in a direction opposite to a current gear direction of the vehicle is detected due to a misjudgment or error of a driver, the driver is warned of the situation, and a control signal requesting P-gear control and engagement of an electronic parking brake system (EPB) is transmitted to a transmission, so that the vehicle enters an emergency braking state, thereby reducing the risk of an accident and improving stability of a brake system.

[0010] To achieve the above object, a vehicle stop control method of a vehicle according to the present application includes the steps of: converting, by a controller, vehicle driving environment information detected by a plurality of sensors installed on the vehicle into data used as system input information; checking, by the controller, whether controllers related to each of driving and braking systems of the vehicle are normally operated; determining, by the controller, whether the vehicle is driving in a reverse direction based on the detected vehicle driving environment information; and performing, by the controller, vehicle emergency stop control when it is determined that the vehicle is driving in the reverse direction.

[0011] Here, the vehicle driving environment information can include a current gear of the vehicle, a position of a shift-by-wire, a vehicle speed, a road slope, and whether there are obstacles in front and rear of the vehicle.

[0012] Further, the driving and braking systems of the vehicle can include an engine management system (EMS), a transmission control unit (TCU), an electronic parking brake system (EPB), an electronic stability control (ESC), and a shift-by-wire (SBW).

[0013] Further, the method can further include a step (c-1) of determining whether the vehicle emergency stop control is being performed when it is checked in step (c) that the vehicle is driving in a direction opposite to a current gear direction of the vehicle.

[0014] In this case, the method can further include a step (c-2) of determining whether each of an acceleration and a speed of the vehicle is a predetermined value or more when it is checked in step (c-1) that the vehicle emergency stop control is not being performed.

[0015] Further, when it is checked in step (c-2) that each of the acceleration and the speed of the vehicle is a predetermined value or more, a warning sound or a warning message can be output to notify the driver that the vehicle emergency stop control is performed when the vehicle emergency stop control is performed, but when each of the acceleration and the speed of the vehicle is less than a predetermined value, the current state of the vehicle can be maintained.

[0016] Further, the method can further include step (c-3) of determining whether the current gear direction of the vehicle and the traveling direction of the vehicle match each other when it is checked in step (c-1) that the vehicle emergency stop control is being performed.

[0017] In this case, the method can further include step (c-4) of determining whether the vehicle is completely stopped when it is checked in step (c-3) that the current gear direction of the vehicle and the traveling direction of the vehicle match each other.

[0018] Further, when it is checked that the vehicle is completely stopped in step (c-4), the vehicle emergency stop control can be released.

[0019] Meanwhile, in the vehicle emergency stop control of step (d), the electronic parking brake system (EPB) of the vehicle can be requested to be engaged, and at the same time, the transmission of the vehicle can be controlled to perform P-range engagement.

[0020] In this case, although the EPB engagement and the P-range engagement are performed, when the vehicle is not completely stopped for a predetermined period of time, the emergency brake of the vehicle can be performed by the gear interlock through the control of the transmission control unit (TCU).

[0021] Further, when the vehicle emergency stop control is released, the P, R, or D shift manipulation of the driver can be accepted so that the gear of the vehicle is shifted to the associated gear.

[0022] Meanwhile, the vehicle stop control system according to the present disclosure includes a controller to which vehicle driving environment information detected by sensors mounted on a vehicle is transmitted, the controller being configured to identify the current traveling state of the vehicle through the driving environment information and to transmit a control signal to each of an electronic parking brake system (EPB) and a transmission control unit (TCU) so as to perform vehicle emergency stop control when it is determined that the vehicle is traveling in a reverse direction.

[0023] Here, the sensors include a gear detection sensor, a shift-by-wire detection sensor, a vehicle speed detection sensor, and a road slope detection sensor.

[0024] Further, when the vehicle is traveling in a direction opposite to the current gear direction of the vehicle, the controller can determine that the vehicle is traveling in a reverse direction.

[0025] The system and method for vehicle stop control according to the present disclosure, when the vehicle is running on a sloping road, when it is detected that running in the opposite direction of the current gear direction of the vehicle due to the misjudgment or error of the driver, the driver is warned of the situation, and the control signal of the P-gear control and the EPB engagement request is transmitted to the transmission, so that the vehicle enters the emergency braking state, in order to reduce the risk of accidents and improve the stability of the braking system.

[0026] In addition, the vehicle stop control system of the present disclosure can flexibly cope with the failure of the existing vehicle due to production deviation and aging of vehicle parts, which is the limitation of the electronic control system on the braking system in some existing vehicles, or the external environmental factors of the vehicle, thereby reducing the risk of accidents and providing the stability of the braking system, thereby improving the reliability of the stop control system. BRIEF DESCRIPTION OF DRAWINGS

[0027] The above and other objects, features and other advantages of the present disclosure will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0028] Figure 1 is a block diagram showing the main part of the vehicle stop control system according to the present disclosure, and

[0029] Figure 2 is a flowchart sequentially describing the stop control processing of the vehicle according to the present disclosure. DETAILED DESCRIPTION

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

[0031] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present disclosure. As used herein, the singular forms "a," "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. Throughout the specification, the word "comprise," or variations such as "comprises" or "comprising," will be understood to imply the inclusion of a stated element, but not the exclusion of any other element. In addition, the terms "unit," "part," "device," and "module" described in the specification mean units for processing at least one function and operation, and can be implemented by hardware components or software components and combinations thereof.

[0032] Further, the control logic of the present disclosure can be embodied 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 the computer readable medium include, but are not limited to, ROM, RAM, compact disc (CD)-ROM, magnetic tapes, floppy disks, flash memories, smart cards, and optical data storage devices. The computer readable medium can also be distributed over network-coupled computer systems so that the computer readable medium is stored and executed in a distributed fashion, e.g., by a remote processing server or a controller area network (CAN).

[0033] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings so that those skilled in the art to which the present disclosure pertains can easily practice the present disclosure.

[0034] However, the present disclosure can be embodied in several different forms and is not limited to the embodiments described herein. In addition, it should be noted that components denoted by the same reference numerals represent the same components throughout the detailed description.

[0035] Hereinafter, a system and method for vehicle stop control according to embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.

[0036] Figure 1 is a block diagram illustrating main parts of a vehicle stop control system according to the present disclosure.

[0037] Referring to Figure 1The vehicle stop control system according to this disclosure includes multiple sensors 101-105 that detect the external driving environment of the vehicle, and a controller 110 that inputs the vehicle driving environment information detected by the sensors 101-105 to the controller 110. The vehicle stop control system also includes an engine management system (EMS) 121, a transmission control unit (TCU) 122, an electronic parking brake system (EPB) 123, an electronic stability control (ESC) 124, and a shift-by-wire (SBW) 125, which are control systems relating to the vehicle's drive and braking systems and are controlled by the controller 110.

[0038] Here, the sensors for detecting the external driving environment of the vehicle may include a gear detection sensor 101 for detecting the current gear of the vehicle, a drive-by-wire shift detection sensor 102 for detecting the position of the SBW, a vehicle speed detection sensor 103 for detecting the vehicle speed, a road slope detection sensor 104 for detecting the road slope of the road the vehicle is traveling on, and an obstacle detection sensor 105 for detecting whether there are obstacles in front of or behind the vehicle.

[0039] In addition, the controller 110 receives various information about the vehicle's external driving environment, such as the vehicle's current gear, SBW position, vehicle speed, road slope, and the presence of obstacles in front of and behind the vehicle, detected by the gear position detection sensor 101, the shift-by-wire detection sensor 102, the vehicle speed, the road slope, and the obstacle detection sensor 105, respectively, to identify the vehicle's current driving state and, based on a series of pre-set control logic (see...). Figure 2 It controls the vehicle's drive and braking systems to perform or release the vehicle's emergency stop (emergency braking).

[0040] That is, the controller 110 receives vehicle driving environment information from sensors 101 to 105 and identifies the current driving state of the vehicle. For example, when the controller 110 determines that the vehicle is traveling in the opposite direction to the current gear position, the controller 110 can send control signals to the EPB 123 and TCU 122 to perform emergency stop control of the vehicle.

[0041] Figure 2 It is through the use of Figure 1 The flowchart shown here describes the vehicle stop control logic of the present disclosure in sequence.

[0042] refer to Figure 1 and Figure 2According to the vehicle stop control method of the present application, first, in S201, the outside driving environment information of the vehicle (for example, the current gear of the vehicle, the SBW position, the speed, the road slope, and whether there are obstacles in front of and behind the vehicle) is detected by the gear detection sensor 101, the SBW detection sensor 102, the vehicle speed detection sensor 103, the road slope detection sensor 104, and the obstacle detection sensor 105 installed on the vehicle, and the outside driving environment information is transmitted to the controller 110, and the controller 110 performs the work of converting the detected various outside driving environment information into data used as system input information for vehicle stop control.

[0043] Next, at S202, the controller 110 identifies whether the road on which the vehicle is currently traveling is an inclined road and whether there are obstacles in front of and behind the vehicle, and determines whether the controllers (for example, the EMS 121, the TCU 122, the EPB 123, the ESC 124, and the SBW 125) related to each of the drive and brake systems of the vehicle are operating normally.

[0044] Further, when it is checked at S202 that the controllers related to the drive and brake systems of the vehicle are operating normally, it is determined at S203 whether the vehicle is traveling in the direction opposite to the direction of the current gear of the vehicle based on the various driving environment information of the vehicle detected at S201.

[0045] For example, when the gear of the SBW of the vehicle is in the R range (reverse range) due to the misjudgment or mistake of the driver in the vehicle located on a downhill road, although the gear of the vehicle is set to the R range as the reverse range, the vehicle can advance in the direction opposite to the direction of the current gear of the vehicle due to the slope of the downhill road. In this case, when the vehicle travels at a speed of 3 km / s or more, its engine can be turned off. At S203, it can be determined whether the vehicle is traveling in the direction opposite to the direction of the current gear of the vehicle as described above.

[0046] Therefore, when it is detected that the vehicle is traveling in the direction opposite to the direction of the current gear (for example, the R range) of the vehicle (the advancing direction of the vehicle), the engine of the vehicle can be turned off, resulting in a dangerous situation in which the vehicle is not braked. Therefore, at S210, the controller 110 can transmit a control signal to the notification portion 126 located on the instrument panel of the vehicle so that the driver can be warned that the vehicle is traveling in the direction opposite to the direction of the current gear of the vehicle, and can transmit a control signal to the EPB 123 so that the EPB engagement is requested to perform the vehicle emergency stop control in which the transmission performs the P range engagement.

[0047] Here, when it is determined at S203 that the vehicle is not traveling in the direction opposite to the current gear direction, the vehicle can be controlled at S208 to maintain its current traveling state so that the vehicle travels normally in the current driving environment.

[0048] Meanwhile, when it is determined at S203 that the vehicle is traveling in the direction opposite to the current gear direction, the vehicle proceeds to S204, and it is determined at S204 whether the vehicle is currently under emergency stop control (emergency stop flag is on).

[0049] Here, when it is checked that the vehicle emergency stop control is not performed, the vehicle proceeds to S209, and it is determined whether each of the acceleration and speed of the vehicle is above a preset value. Here, when each of the acceleration and speed of the vehicle reaches above a predetermined value so that the vehicle continuously travels in the opposite direction due to the failure of the driver to stop the vehicle or the vehicle braking system, the vehicle proceeds to S210, at which the driver is warned that the vehicle is currently in an emergency braking state, and a control signal is transmitted to the EPB 123 to request the EPB to urgently engage and perform the vehicle emergency stop control in which the transmission performs the P-gear engagement.

[0050] Here, in S209, the "preset value" compared with each of the acceleration and speed of the vehicle is a value determined to be dangerous for the speed of the vehicle traveling in the direction opposite to the current gear direction of the vehicle as the vehicle speed increases, i.e., a value preset as a threshold for shutting down the engine of the vehicle, and such a preset value can be quantitatively differently preset according to the weight and engine output of the vehicle.

[0051] Further, when the vehicle proceeds to the emergency braking state at S210, the controller 110 outputs a signal to the notification part 126 located on the vehicle dashboard to notify the driver that the vehicle is under the emergency stop control in the form of a warning sound or a warning message. In this case, when the acceleration and speed of the vehicle do not reach the preset value at S209, the vehicle is controlled at S208 to maintain its current traveling state.

[0052] Meanwhile, when it is checked at S204 that the vehicle is currently under the emergency stop control, the vehicle proceeds to S205 to check whether the vehicle emergency stop control needs to be released, and it is determined at S205 whether the current gear direction of the vehicle and the traveling direction of the vehicle match each other.

[0053] Here, when the current gear direction of the vehicle and the traveling direction of the vehicle do not match each other, the state of the emergency stop control currently in progress is maintained at S208. In contrast, when the current gear direction of the vehicle and the traveling direction of the vehicle match each other, the vehicle proceeds to S206 to check whether the vehicle emergency stop control can currently be released, and it is determined at S206 whether the vehicle is completely stopped.

[0054] In this case, at S206, it is identified whether the vehicle that is performing the stop control is completely stopped, and whether there are obstacles in front and behind the vehicle, to check whether it is appropriate to release the vehicle stop control. Here, when it is checked that the vehicle is not completely stopped, the current situation of the vehicle under the emergency stop control is maintained at S208. In contrast, when it is checked that the vehicle is completely stopped, the vehicle emergency stop control is released at S207 (emergency stop flag is off).

[0055] In this case, in S208 and S210 where the vehicle emergency stop control is performed, when it is checked that the EPB or SBW of the vehicle is faulty, or the vehicle is not completely stopped within a predetermined period of time despite the EPB engagement and the P range engagement of the transmission are performed, the controller 110 sends an additional control signal to the TCU 122 so as to allow the TCU 122 to apply the range interlock, so that the emergency braking of the vehicle can be performed for the second time.

[0056] In addition, when the vehicle emergency stop control is released at S207, the gear shifting system of the vehicle accepts the P, R or D shift manipulation of the driver as a normal manipulation, so as to shift the range of the vehicle to the relevant range manipulated by the driver, to maintain the normal driving state of the vehicle.

[0057] Further, although not shown in the flowchart of Figure 2 The vehicle stop control method can include, in the case where the vehicle enters S210 where the vehicle stop control is performed, whether the control of the TCU 122 to the range interlock 130 is required before S210 where the vehicle stop control is performed, because the acceleration and speed of the vehicle reach the preset value or higher at S209.

[0058] In this case, before entering S210 from S209, the controller 110 can determine whether the control of the TCU 122 to the range interlock 130 is required to perform the vehicle stop control by the general braking system (EPB engagement and P range engagement), or the control of the TCU 122 to the range interlock 130 can be applied to perform the vehicle emergency stop control.

[0059] In this case, the faults and problems of the drive and braking systems that are noticed during the vehicle emergency stop control by the above-mentioned range interlock can cause the vehicle to be unable to be stopped in the D range / R range due to the physical failure of the brake pedal, unable to perform the parking brake engagement due to the failure / wiring problem of the EPB controller, unable to fix the N range or manipulate the D range / R range due to the physical failure of the SBW, unable to perform the P range engagement due to the failure of the parking solenoid controlled by the TCU, and the vehicle to slip due to the unintentional switching to the N range.

[0060] The above control processing is preferably not ended as one-off processing, but returns to the initial step after the vehicle stop control or after the completion of the release of the stop control, thereby repeatedly executing the control processing in the same manner. In addition, when the vehicle stop control is executed by the vehicle stop control logic in S201 to S204, S209, S210, only the stop control release condition is checked in S205, S206 to release the vehicle stop control. Furthermore, when the vehicle stop control is released by the processing of S205 and S206, only the conditions of S201 to S204 and S209 and S210 are checked again to execute the vehicle stop control. Therefore, the performance and release of the vehicle stop control can be complementarily controlled.

[0061] According to the system and method of the vehicle stop control of the present invention described above, when the vehicle is running on a sloping road, when it is detected that it is running in the opposite direction to the current gear direction of the vehicle due to the misjudgment or mistake of the driver, the driver is warned of the situation, and the control signal of the P-gear control and the EPB engagement request is transmitted to the transmission, so that the vehicle enters the emergency braking state, in order to reduce the risk of accidents and improve the stability of the braking system.

[0062] In the above, the exemplary embodiments of the present disclosure have been described, but the scope of the present disclosure is not limited to such specific embodiments, and those skilled in the related art will be able to appropriately change the embodiments within the scope of the claims of the present disclosure.

Claims

1. A vehicle stopping control method, the vehicle stopping control method comprising the following steps: Step (a) converts vehicle driving environment information detected by multiple sensors installed on the vehicle into data that can be used as system input information via a controller; Step (b) checks, via the controller, whether the additional controllers associated with each of the vehicle's drive and braking systems are functioning properly; Step (c) The controller determines whether the vehicle is traveling in the opposite direction based on the detected vehicle driving environment information; as well as Step (d) When it is determined that the vehicle is traveling in the opposite direction, the controller performs emergency stop control of the vehicle, wherein in the emergency stop control of the vehicle in step (d), the electronic parking brake system of the vehicle is requested to engage, and the transmission of the vehicle is simultaneously controlled to engage P gear, and wherein, despite the engagement of the electronic parking brake system and the engagement of P gear, if the vehicle does not come to a complete stop within a predetermined time period, emergency braking of the vehicle is performed by gear interlocking under the control of the transmission control unit.

2. The method according to claim 1, wherein, The vehicle driving environment information includes the vehicle's current gear, the position of the shift lever, the vehicle speed, the road gradient, and whether there are obstacles in front of or behind the vehicle.

3. The method according to claim 1, wherein, The vehicle's drive and braking system includes an engine management system, a transmission control unit, an electronic parking brake system, electronic stability control, and shift-by-wire.

4. The method according to claim 1, further comprising: Step (c-1): After step (c), when it is detected that the vehicle is traveling in the opposite direction to the current gear direction, it is determined whether the vehicle emergency stop control is being executed.

5. The method according to claim 4, further comprising: Step (c-2): When it is found in step (c-1) that the vehicle emergency stop control has not been performed, determine whether each of the vehicle's acceleration and speed is above a preset value.

6. The method according to claim 5, wherein, When the acceleration and speed of the vehicle are both above a preset value in step (c-2), a warning sound or warning message is output to notify the driver that the emergency stop control of the vehicle has been executed. However, when the acceleration and speed of the vehicle are both below the preset value, the current state of the vehicle is maintained.

7. The method according to claim 4, further comprising: Step (c-3): When it is detected in step (c-1) that the vehicle emergency stop control is being executed, determine whether the current gear direction of the vehicle matches the vehicle's driving direction.

8. The method according to claim 7, further comprising: Step (c-4): When it is found in step (c-3) that the current gear position of the vehicle matches the driving direction of the vehicle, determine whether the vehicle has come to a complete stop.

9. The method according to claim 8, wherein, When the vehicle is found to be completely stopped in step (c-4), the emergency stop control of the vehicle is released.

10. The method according to claim 9, wherein, When the emergency stop control of the vehicle is released, the vehicle accepts the driver's P, R, or D gear shift operation, causing the vehicle's gear to switch to the corresponding gear operated by the driver.

11. A vehicle stop control system, comprising: The controller receives vehicle driving environment information detected by multiple sensors mounted on the vehicle. The controller is configured to identify the vehicle's current driving state using this information and send control signals to each of the electronic parking brake system and the transmission control unit to perform emergency stop control when the vehicle is determined to be traveling in the opposite direction. In this emergency stop control, the electronic parking brake system (EPB) is requested to engage, and the transmission is simultaneously controlled to engage the park (P) gear. Furthermore, despite the engagement of the EPB and the P gear engagement, if the vehicle does not come to a complete stop within a predetermined time period, emergency braking is performed via gear interlocking under the control of the transmission control unit.

12. The system according to claim 11, wherein, The sensors include a gear position detection sensor, a drive-by-wire shift detection sensor, a vehicle speed detection sensor, and a road slope detection sensor.

13. The system according to claim 11, wherein, When the vehicle is traveling in a direction opposite to the direction of the vehicle's current gear, the controller determines that the vehicle is traveling in that opposite direction.

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