Driving force adjusting device and adjusting method

Abstract

A driving force adjusting apparatus includes: an input unit configured to: receive an input of a selection distribution ratio, which is a ratio of driving forces generated by front wheels and rear wheels selected by a user; a receiving unit configured to: receive driving information of the vehicle; a driving force determination unit configured to: determine a driving force distribution ratio, which is a ratio in which driving forces of the front and rear wheels are generated, and determine the driving forces of the front and rear wheels using the driving force distribution ratio; and a drive control unit configured to control a drive unit that generates the vehicle driving force based on the driving force determined by the driving force determination unit.

Description

Technical Field

[0001] The invention relates to a driving force adjustment device and an adjustment method. Background Art

[0002] In the prior art all-wheel drive system, the driving power from one power source (such as an internal combustion engine) is distributed to the front and rear wheels through clutch control. In the prior art all-wheel drive system, the driving power can be distributed up to 50:50 between the front and rear wheels by fully engaging the clutch, but more than 50% of the driving power cannot be applied to the driving wheels that are not directly connected to the power source.

[0003] In contrast, recent all-wheel drive systems use two or more electric motors or a hybrid engine to freely distribute drive power between the front and rear wheels, from 100 percent to the front wheels to 100 percent to the rear wheels.

[0004] Accordingly, users can adjust the front-wheel and rear-wheel drive force distribution ratio according to the front-wheel drive and rear-wheel drive of the same vehicle to experience and select ride comfort.

[0005] However, while maintaining the driving force distribution ratio selected by the user, when the vehicle turns or the like, oversteering, understeering, or excessive wheel slip may occur, thereby impairing driving stability.

[0006] On the other hand, when the driving forces of the front and rear wheels are adjusted for driving stability, there is a problem that the user cannot feel the riding comfort selected by the user.

[0007] The information included in the background of the invention is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information is prior art already known to a person skilled in the art. Summary of the invention

[0008] Various aspects of the present invention are directed to providing a driving force adjustment device and an adjustment method, wherein the driving stability of a vehicle can be ensured while maintaining maximum riding comfort according to a driving force distribution ratio selected by a user.

[0009] According to one aspect of the present invention, a driving force adjustment device includes: an input unit configured to receive an input of a selection distribution ratio, the selection distribution ratio being a ratio of driving forces generated by front wheels and rear wheels selected by a user; more specifically, receiving driving information of a vehicle; a driving force determination unit configured to determine the driving force distribution ratio, and determine the driving forces of the front wheels and rear wheels using the driving force distribution ratio, the driving force distribution ratio being a ratio of driving forces generated by the front wheels and rear wheels; and a driving control unit configured to control a driving unit generating a driving force of the vehicle based on the driving force determined by the driving force determination unit. The driving force determination unit is configured to adjust the driving force distribution ratio based on the driving information and the selection distribution ratio.

[0010] The driving force distribution ratio may include a first driving force distribution ratio, and the driving force determination unit may be configured to determine the first driving force distribution ratio in which the selection distribution ratio is reset within a preset initial setting range as the driving force distribution ratio.

[0011] The initial setting range may also include a range in which the front wheels are configured to be driven within a preset margin range even when the selected allocation ratio is input to drive only the front wheels, or a range in which the rear wheels are configured to be driven within a preset margin range even when the selected allocation ratio is input to drive only the rear wheels.

[0012] The drive unit may include a first drive unit configured to generate a driving force to at least one of the front wheels and the rear wheels of the vehicle, and a second drive unit configured to generate a driving force to the other of the front wheels and the rear wheels of the vehicle.

[0013] The driving force distribution ratio may include a second driving force distribution ratio, and the driving force determination unit may be configured to determine a first additional distribution ratio in consideration of a friction coefficient of a vehicle driving road surface and the selected distribution ratio, and may additionally apply the first additional distribution ratio to the driving force distribution ratio.

[0014] The driving force distribution ratio may further include a third driving force distribution ratio, which may be determined by additionally applying the second additional distribution ratio to the driving force distribution ratio according to the occurrence of understeering or oversteering of the vehicle.

[0015] When the vehicle understeers, the second additional allocation ratio may be determined within a preset marginal additional allocation ratio according to an understeer index (US index) indicating the degree of occurrence of understeer.

[0016] When the vehicle oversteers, the second additional distribution ratio may be determined by a weight determined considering at least one of an oversteer index (OS index) indicating a degree of oversteer, a friction coefficient of a road surface on which the vehicle travels, and a selected distribution ratio.

[0017] The drive unit may include a first drive unit and a second drive unit, the first drive unit being configured to generate a driving force for at least one of the front wheels and the rear wheels of the vehicle, the second drive unit being configured to generate a driving force for the other of the front wheels and the rear wheels of the vehicle, and the driving force determination unit may also include a driving force redistribution unit, which adjusts the distributed driving force of the first drive unit and the driving force of the second drive unit based on a driving force distribution ratio.

[0018] When wheel slip exceeding the allowable wheel slip occurs in one of the first drive unit and the second drive unit, the driving force redistribution unit may reduce the driving force distributed to the one of the first drive unit or the second drive unit where the wheel slip exceeding the allowable wheel slip occurs, and may redistribute the reduced driving force to the other of the first drive unit and the second drive unit.

[0019] Whether wheel slip exceeding allowable wheel slip occurs may be determined by whether the wheel slip error determined by the received degree of wheel slip exceeding target wheel slip exceeds a preset degree of wheel slip, and the target wheel slip may be wheel slip required for the vehicle to travel on a target path.

[0020] The target wheel slip may be set for the front wheels and the rear wheels separately. When the selection allocation ratio of the front wheels is set larger, the target wheel slip of the front wheels may be set larger than the target wheel slip of the rear wheels. When the selection allocation ratio of the rear wheels is set larger, the target wheel slip of the rear wheels may be set larger than the target wheel slip of the front wheels.

[0021] When the driving force of the first drive unit or the driving force of the second drive unit distributed based on the driving force distribution ratio exceeds the limit driving force of the first drive unit or the second drive unit, the driving force redistribution unit can redistribute the excess driving force of the first drive unit or the second drive unit that exceeds the limit driving force to the first drive unit or the second drive unit that does not exceed the limit driving force, and the limit driving force can be the maximum driving force generated by the first drive unit or the second drive unit.

[0022] The driving force redistribution unit may be configured to determine a reduction ratio of the excess driving force based on the turning index, and may redistribute the driving force reducing the excess driving force using the reduction ratio to the first driving unit or the second driving unit not exceeding the limit driving force.

[0023] According to one aspect of the present invention, a method for adjusting driving force includes: receiving an input of a selection distribution ratio, the selection distribution ratio being a ratio of driving force generated by the front wheels and the rear wheels selected by a user; receiving driving information of a vehicle; determining a driving force distribution ratio, the driving force distribution ratio being a ratio of driving force generated by the front wheels and the rear wheels, and using the driving force distribution ratio to determine the driving force of the front wheels and the rear wheels; and generating driving force for the front wheels and the rear wheels based on the determined driving force. When determining the driving force, the driving force distribution ratio is adjusted based on the driving information and the selection distribution ratio.

[0024] The driving information may include driver required torque, wheel slip information, vehicle driving speed information, steering angle, driving road friction coefficient, yaw angular velocity and yaw acceleration.

[0025] When determining the driving force, a first driving force distribution ratio in which the distribution ratio is reset within a preset initial setting range may be determined as the driving force distribution ratio, and the initial setting range may be a range set in consideration of a preset margin distribution ratio of the front wheels or the rear wheels.

[0026] When determining the driving force, the first additional distribution ratio may be determined in consideration of the friction coefficient of the road surface on which the vehicle is traveling and the selection distribution ratio, and the first additional distribution ratio may be additionally added to the driving force distribution ratio.

[0027] The determining of the driving force is performed by additionally applying a second additional distribution ratio that is differently determined according to the occurrence of understeering or oversteering of the vehicle.

[0028] The method for adjusting driving force may also include: when a driving force exceeding the degree of wheel slip of the vehicle or the limit driving force of the front wheels or rear wheels is required, the driving force is redistributed to the front wheels and the rear wheels by adjusting the front wheel driving force and the rear wheel driving force allocated based on the driving force distribution ratio.

[0029] The method and apparatus of the present invention have other features and advantages which will be apparent or more fully described in the accompanying drawings and the following detailed description incorporated herein, which together serve to explain certain principles of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 is a block diagram of a driving force adjustment apparatus according to an exemplary embodiment of the present invention.

[0031] Figure 2 is a detailed block diagram of a driving force determination unit according to an exemplary embodiment of the present invention.

[0032] Figure 3 is a block diagram of a method of adjusting driving force according to an exemplary embodiment of the present invention.

[0033] Figure 4 2 is a schematic diagram of a selection distribution ratio and a first driving force distribution ratio according to an exemplary embodiment of the present invention.

[0034] Figure 5A is a schematic diagram of driving force control of a vehicle in an understeering state according to an exemplary embodiment of the present invention.

[0035] Figure 5B is a schematic diagram of driving force control of a vehicle in an oversteering state according to an exemplary embodiment of the present invention.

[0036] Figure 6 is a graph of a first additional distribution ratio according to an exemplary embodiment of the present invention.

[0037] Figure 7 is a graph illustrating, by way of example, a second additional distribution ratio according to an exemplary embodiment when understeering occurs.

[0038] Figure 8 is a graph illustrating, by way of example, a second additional distribution ratio according to an exemplary embodiment when oversteering occurs.

[0039] Fig. 9 is a graph illustrating, by way of example, a second additional distribution ratio according to an exemplary embodiment when oversteering occurs.

[0040] Fig.10 is a graph illustrating, by way of example, a second additional distribution ratio according to an exemplary embodiment when oversteering occurs.

[0041] Fig.11 is a graph showing a driving limit of a driving unit according to an exemplary embodiment of the present invention.

[0042] It is to be understood that the accompanying drawings are not necessarily drawn to scale, and that they are somewhat simplified representations of various features illustrating the basic principles of the invention. The predetermined design features of the invention included herein, including, for example, specific size, orientation, position and shape, will be determined in part by specific intended applications and use environments.

[0043] In the drawings, reference numerals refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0044] Reference will now be made in detail to various embodiments of the present invention, examples of which are shown in the accompanying drawings and described below. Although the present invention will be described in conjunction with exemplary embodiments of the present invention, it should be understood that this description is not intended to limit the present invention to those exemplary embodiments of the present invention. On the other hand, the present invention is intended to cover not only the exemplary embodiments of the present invention, but also various alternatives, modifications, equivalents and other embodiments, which may be included in the spirit and scope of the present invention as defined by the appended claims.

[0045] Since the present invention may have various changes and may have various exemplary embodiments of the present invention, specific embodiments are shown in the drawings and described in detail. However, this is not intended to limit the present invention to specific embodiments, but should be understood to include all modifications, equivalents and alternatives included in the spirit and scope of the present invention.

[0046] The terms first, second, etc. may be used to describe various elements, but these elements should not be limited by these terms. The above terms are only used to distinguish one component from other components. For example, without departing from the scope of the present invention, a first component may be referred to as a second component, and similarly, a second component may also be referred to as a first component. The term "and / or" includes a combination of multiple related listed items or any one of multiple related listed items.

[0047] The terms used in this application are only used to describe specific embodiments and are not intended to limit the present invention. Unless the context clearly stipulates otherwise, singular expressions include plural expressions. In this application, terms such as "including" or "having" are intended to specify the presence of features, quantities, steps, operations, components, parts or combinations thereof described in the specification, but it should be understood that it does not exclude the presence or addition of one or more other features, quantities, steps, operations, components, parts or combinations thereof.

[0048] Unless otherwise defined, all terms used herein, including technical or scientific terms, include the same meanings as those generally understood by those skilled in the art to which the exemplary embodiments of the present invention belong. Terms, such as those defined in commonly used dictionaries, should be interpreted as including meanings consistent with those in the context of the relevant technology, and should not be interpreted in an ideal or overly formal manner unless explicitly defined in this application.

[0049] Hereinafter, exemplary embodiments will be described in more detail with reference to the accompanying drawings.

[0050] Figure 1 is a block diagram of a driving force adjustment apparatus according to an exemplary embodiment of the present invention, Figure 2is a detailed block diagram of the driving force determination unit 300 according to an exemplary embodiment of the present invention.

[0051] The driving force adjustment apparatus according to the exemplary embodiment adjusts the driving force of the front and rear wheels of the vehicle so that the user can maximize the feeling of front-wheel drive and rear-wheel drive based on a drive ratio selected by the user while ensuring the driving stability of the vehicle.

[0052] Specifically, in the event of understeer, oversteer or wheel slippage during steering, the driving force adjustment device according to various exemplary embodiments of the present invention can be configured to control the vehicle's posture while maintaining the driving feel of the front-wheel drive and rear-wheel drive as much as possible based on the drive ratio selected by the user.

[0053] refer to Figure 1 , a driving force adjustment apparatus according to various exemplary embodiments of the present invention may include an input unit 100 , a receiving unit 200 , a driving force determination unit 300 , a driving control unit 400 , and a driving unit 500 .

[0054] The input unit 100 may input a ratio of driving force generated by the front and rear wheels requested by the user. The input unit 100 may be a display (e.g., audio, video, navigation (AVN)) included in a center console of the vehicle capable of touch recognition, and the user may receive the ratio of driving force generated by the front and rear wheels desired by the user through touch.

[0055] In addition, the input unit 100 may receive input using voice. The input unit 100 includes an audio and a microphone in the vehicle, and may recognize the user's voice and receive input of a ratio of driving force generated by the front wheels and the rear wheels.

[0056] The input unit 100 may not be limited to the above-mentioned display, audio, and microphone as long as it is a device that receives a user's request for the ratio of driving forces generated by the front wheels and the rear wheels.

[0057] The user may input a desired ratio of driving force generated by the front wheels and the rear wheels through the input unit 100. For example, the user may input the ratio of driving force generated by the front wheels and the rear wheels as a value between 0:100 and 100:0 through the input unit 100.

[0058] Alternatively, the user may manipulate the input unit 100 to adjust the magnitude between 0:100 and 100:0 by a preset magnitude. For example, the user may input a desired ratio of driving force generated by the front and rear wheels by adding or subtracting a preset magnitude (e.g., 5 or 10, etc.) using plus and minus input buttons displayed on the input unit 100.

[0059] The receiving unit 200 may receive information related to the driving state of the vehicle. For example, the receiving unit 200 may receive information related to the driving state including the driver's required torque, wheel slip information, vehicle driving speed information, steering angle, friction coefficient of the road surface during driving, yaw angular velocity, yaw acceleration, and the like.

[0060] However, the present invention is not limited thereto, and the receiving unit 200 may also receive driving information that may estimate the driver's required torque, wheel slip information, vehicle driving speed information, steering angle, friction coefficient of the driving road surface, yaw angular velocity, and yaw acceleration.

[0061] For example, the receiving unit 200 may also include driving information, such as the stroke size information of the vehicle accelerator pedal, the wheel speed of each wheel, the vehicle driving speed information, etc. In this case, the driver's required torque can be estimated by the information about the stroke size of the accelerator pedal, and the wheel slip can also be estimated by the speed difference between the wheel speed of each wheel and the driving speed of the vehicle.

[0062] The receiving unit 200 can be operably connected to a sensor provided on the vehicle using a network provided in the vehicle and receive information related to the driving state of the vehicle. For example, the receiving unit 200 can receive brake pedal travel information from an accelerator pedal sensor using a controller area network (CAN) of the vehicle.

[0063] The driving force determination unit 300 may be configured to determine the driving force distribution ratio according to the user's setting and the driving state of the vehicle. The driving force determination unit 300 may be configured to determine the driving force of the front and rear wheels by applying the determined driving force distribution ratio to the required driving force transmitted by the user's operation of the accelerator pedal.

[0064] The driving control unit 400 may be configured to control the driving unit 500 to generate a driving force for the vehicle according to the driving force determined by the driving force determination unit 300 .

[0065] In this case, the driving unit 500 may be a device configured to generate a driving force for driving the vehicle. There may be at least two driving units 500, and the driving force of the front wheels and the driving force of the rear wheels may be generated differently.

[0066] The driving unit 500 may include a first driving unit 510 generating a driving force for the front wheels and a second driving unit 520 generating a driving force for the rear wheels. However, the present invention is not limited thereto, and the first driving unit 510 may be configured to generate a driving force for the rear wheels, and the second driving unit 520 may be configured to generate a driving force for the front wheels.

[0067] The first driving unit 510 and the second driving unit 520 may include at least one electric motor or an engine, and generate driving force for the front wheels and the rear wheels, respectively.

[0068] In addition, the first drive unit 510 and the second drive unit 520 can be combined in various ways to generate driving force for the vehicle. For example, the first drive unit 510 and the second drive unit 520 can both include motors, or can both include engines. Alternatively, one of the first drive unit 510 and the second drive unit 520 can include a motor, and the other drive unit 500 can include an engine.

[0069] In addition, the first drive unit 510 and the second drive unit 520 may be in-wheel motors installed on respective wheels and generating driving force, but are not limited thereto, and the drive unit 500 may be implemented with various devices configured to generate vehicle driving force.

[0070] The components of the driving force adjustment device can be connected wired and wirelessly to exchange information, for example, using communication methods such as Ethernet, media oriented systems transport (MOST), Flexray, controller area network (CAN), local interconnect network (LIN), Internet, LTE, 5G, Wi-Fi, Bluetooth, near field communication (NFC), Zigbee, radio frequency (RF), etc. to exchange data.

[0071] refer to Figure 2 The driving force determining unit 300 may include a first driving force distribution ratio determining unit 310 , a driving state determining unit 320 , a second driving force distribution ratio determining unit 330 , a third driving force distribution ratio determining unit 340 and a driving force redistribution unit 350 .

[0072] The first driving force distribution ratio determination unit 310 may be configured to determine the first driving force distribution ratio based on the driving force distribution ratio input by the user. In this case, the driving force distribution ratio input by the user through the input unit 100 may be referred to as a selected distribution ratio.

[0073] According to an exemplary embodiment of the present invention, each of the driving force determination unit 300 and the drive control unit 400 may be implemented by a processor (e.g., a computer, a microprocessor, a CPU, an ASIC, a circuit, a logic circuit, etc.). Alternatively, the driving force determination unit 300 and the drive control unit 400 may be integrated into a single processor. According to an exemplary embodiment of the present invention, the driving force determination unit 300 and the drive control unit 400 may be implemented by software.

[0074] Figure 4 is a diagram showing, by way of example, a selection distribution ratio and a first driving force distribution ratio according to an exemplary embodiment of the present invention, Figure 5A is a diagram illustrating, by way of example, driving force control of a vehicle in an understeering state according to an exemplary embodiment of the present invention, Figure 5B is a diagram illustrating driving force control of a vehicle in an oversteering state according to an exemplary embodiment of the present invention.

[0075] First, refer to Figure 5A and Figure 5B , describing understeer during cornering (see Figure 5A ) or oversteer (see Figure 5B ) is the process of controlling the vehicle's posture by adjusting the vehicle's driving force.

[0076] like Figure 5A As shown, understeering may be a state in which the vehicle deviates from a target path according to the vehicle's travel speed and steering angle, and the actual path may be a state in which the vehicle travels with a greater curvature than the target path.

[0077] In this case, since the friction force acting on the front wheels is saturated outside the friction source, it may be necessary to transfer part of the driving force from the front wheels to the rear wheels to get out of the understeer state.

[0078] For example, in order to overcome understeering, the driving force distribution ratio may need to be adjusted to distribute a relatively larger driving force to the rear wheels than the driving force distribution ratio when understeering occurs. In this case, the driving force distributed to the rear wheels that is larger than the driving force distribution ratio when understeering occurs can be referred to as the driving force to the rear wheels.

[0079] In addition, if Figure 5B As shown, oversteering may be a state in which the vehicle deviates from a target path according to the vehicle's travel speed and steering angle, and the actual path may be a state in which the vehicle travels with a smaller curvature than the target path.

[0080] In this case, since the friction force acting on the rear wheels is saturated outside the friction source, it may be necessary to transfer part of the driving force from the rear wheels to the front wheels to get out of the oversteer state.

[0081] For example, in order to overcome oversteering, the driving force distribution ratio may need to be adjusted to distribute a relatively larger driving force to the front wheels than the driving force distribution ratio when oversteering occurs. In this case, the driving force distributed to the front wheels that is larger than the driving force distribution ratio when oversteering occurs can be referred to as the driving force to the front wheels.

[0082] Reference again Figure 4 , the user can select the allocation ratio by inputting the input unit 100. Figure 4The input unit 100 schematically shown in FIG. 1 includes 11 boxes that change the ratio of the rear wheel driving force to the front wheel driving force from 100:0 to 0:100 at a rate of 10%. In addition, the user can select one of the 11 boxes displayed on the input unit 100 and input the selected allocation ratio.

[0083] On the other hand, the degree of adjustment of the selection distribution ratio is not limited to 10%, and the ratio of the rear wheel driving force to the front wheel driving force may be changed from 100:0 to 0:100 in increments of 5% or 1% or continuously.

[0084] Furthermore, the way in which the user inputs the selected allocation ratio is not limited to selection on the display, but various input methods may be applied, such as manipulation of a dial button or input through voice.

[0085] On the other hand, if the driving force distribution ratio of the vehicle is determined by directly applying the distribution ratio selected by the user, a problem may occur in the driving stability of the vehicle.

[0086] The user can set the selection distribution ratio by selecting a higher ratio for the front wheels or rear wheels. For example, the user can select a selection distribution ratio of 100:0 or 0:100 for the rear wheel drive force to the front wheel drive force. In this case, if the vehicle understeers or oversteers, it may be difficult to overcome the understeer or oversteer situation because the rear wheel or front wheel drive force cannot be changed.

[0087] Accordingly, the first driving force distribution ratio determination unit 310 may be configured to determine the first driving force distribution ratio by adjusting the selected distribution ratio to an initial setting range.

[0088] In this case, the initial setting range may be a range in which the selected distribution ratio is limited to ensure sufficient driving force for the front and rear wheels.

[0089] For example, refer to Figure 4 The initial setting range of the rear-wheel drive force to the front-wheel drive force can be set to 70:30 to 30:70, and such a drive force distribution ratio can ensure at least 30% margin in the front or rear wheel direction, regardless of the selected distribution ratio.

[0090] On the other hand, the initial setting range may be set in various ways according to the vehicle type.

[0091] The driving state determination unit 320 may be configured to determine the driving state of the vehicle. In this case, the driving state of the vehicle may include whether the vehicle is turning, understeering, oversteering, wheel slippage, etc.

[0092] The driving state determination unit 320 may be configured to determine whether the vehicle is turning. The driving state determination unit 320 may estimate a turning index showing the degree of curvature of a path on which the vehicle is turning.

[0093] In this case, the turning index can be estimated using the steering angle, yaw rate, and yaw acceleration of the vehicle. In addition, the larger the turning index, the greater the curvature of the turning path, and the smaller the turning index, the closer the turning path may be to a straight line.

[0094] In addition, the driving state determination unit 320 may be configured to determine whether understeering or oversteering occurs in the turning vehicle.

[0095] In this case, the oversteering state may be a state in which the turning radius becomes smaller than the angle at which the steering wheel is turned when the vehicle turns. In addition, the understeering state may be a state in which the turning radius becomes larger than the angle at which the steering wheel is turned when the vehicle turns.

[0096] The vehicle's driving state determination unit 320 may estimate an understeering index (US index) or an oversteering index (OS index) depending on whether understeering or oversteering occurs. In this case, the understeering index (US index) may be an index showing the degree of understeering that has occurred in the vehicle. The oversteering index (OS index) may be an index showing information related to oversteering that has occurred in the vehicle.

[0097] The driving state determination unit 320 may be configured to determine a target yaw rate using a driving speed and a steering angle of the vehicle, and to determine a yaw rate error amount, which is a difference between a target yaw rate and a current yaw rate. The driving state determination unit 320 may be configured to determine an understeer index (US index) or an oversteer index (OS index) by combining an estimated lateral slip angle of the vehicle and the yaw rate error amount.

[0098] The second driving force distribution ratio determination unit 330 may be configured to determine the second driving force distribution ratio that takes into account the first additional distribution ratio determined based on a friction coefficient of a road surface on which the vehicle is traveling.

[0099] When the vehicle is traveling in a straight line, the user may hardly feel the driving force distribution ratio of the vehicle. The section where the user feels a significant difference in the driving force distribution ratio of the vehicle may be a section during turning driving, especially an extreme driving section where understeering or oversteering occurs.

[0100] In a driving force adjustment device according to an exemplary embodiment of the present invention, when entering a turning drive, a first additional distribution ratio is applied, and when driving at an extreme turn, a second additional distribution ratio is additionally applied to ensure the driving stability of the vehicle and maximize ride comfort according to the distribution ratio selected by the user.

[0101] When the vehicle turns and travels, the second driving force distribution ratio determination unit 330 may be configured to determine the first additional distribution ratio based on a friction coefficient of a road surface.

[0102] Figure 6 is a graph of the first additional distribution ratio according to an exemplary embodiment of the present invention. In this case, line a is a graph of a high friction road surface (where the friction coefficient of the road surface on which the vehicle travels is greater than a preset friction coefficient), and line c is a graph of a low friction road surface (where the friction coefficient of the road surface on which the vehicle travels is less than a preset friction coefficient). In addition, line b may be a graph of any road surface between the high friction road surface and the low friction road surface.

[0103] refer to Figure 6 , the first additional allocation ratio may be determined according to the user's selected allocation ratio. The first additional allocation ratio may be determined in proportion to the drive ratio allocated to the front wheels. The first additional allocation ratio may increase or decrease in the same trend as the increase or decrease of the drive ratio allocated to the front wheels.

[0104] In this case, according to Figure 6 In an exemplary embodiment, the first additional allocation ratio increases linearly in proportion to the user's selected allocation ratio, but the present invention is not limited thereto, and the first additional allocation ratio may increase or decrease nonlinearly in response to an increase or decrease in the user's selected allocation ratio.

[0105] Furthermore, in the case where the same selective distribution ratio is set, the first additional distribution ratio when traveling on a high-friction road surface may be greater than the first additional distribution ratio when traveling on a low-friction road surface.

[0106] In this case, the high friction road surface may be a road surface on which the vehicle travels with a friction coefficient greater than a preset friction coefficient, and in the case of the high friction road surface, the same first additional distribution ratio may be applied regardless of the friction coefficient.

[0107] Furthermore, the low-friction road surface may be a road surface on which the vehicle travels with a friction coefficient less than a preset friction coefficient, and in the case of the low-friction road surface, the same first additional distribution ratio may be applied regardless of the friction coefficient.

[0108] In addition, when the friction coefficient of the vehicle driving road surface is between that of a high friction road surface and that of a low friction road surface, the first additional distribution ratio can be estimated and applied based on the first additional distribution ratio of the high friction road surface and the first additional distribution ratio of the low friction road surface using an interpolation method or the like.

[0109] The second driving force distribution ratio determination unit 330 may be configured to determine the second driving force distribution ratio by considering the first additional distribution ratio in the first driving force distribution ratio.

[0110] In the event of understeer or oversteer when turning, additional adjustment of the vehicle's drive force distribution ratio may be required to ensure driving stability.

[0111] The third driving force distribution ratio determination unit 340 may be configured to determine the third driving force distribution ratio within the second driving force distribution ratio, taking into account the second additional distribution ratio determined based on whether understeering or oversteering occurs. In this case, the third driving force distribution ratio determination unit 340 may receive the driving state of the vehicle (e.g., understeering or oversteering occurs, etc.) from the driving state determination unit 320.

[0112] The third driving force distribution ratio determination unit 340 may set the second additional distribution ratio differently when understeering occurs and when oversteering occurs.

[0113] Figure 7 is a graph showing, by way of example, a second additional distribution ratio according to an exemplary embodiment in the case where understeering occurs, Figure 8 is a graph showing, by way of example, a second additional distribution ratio according to an exemplary embodiment in the case where oversteering occurs. Fig. 9 is a graph showing, by way of example, a second additional distribution ratio according to an exemplary embodiment in the event of oversteering, Fig.10 is a graph illustrating, by way of example, a second additional distribution ratio according to an exemplary embodiment in the case where oversteering occurs.

[0114] refer to Figure 7 , when understeering occurs in the vehicle, the third driving force distribution ratio determination unit 340 according to various exemplary embodiments of the present invention may adjust the driving force distribution ratio.

[0115] In this case, the US index may be the understeer index (US index), x may be the marginal additional allocation ratio, and y may represent a second additional allocation ratio in any US index.

[0116] In the case where understeering occurs in the vehicle, the third driving force distribution ratio determination unit 340 may reduce the driving force distribution ratio of the front wheels based on the degree of understeering, and may increase the driving force distribution ratio of the rear wheels.

[0117] In this case, the third driving force distribution ratio determination unit 340 may estimate the degree to which understeering occurs based on an understeering index (US index).

[0118] In the event of understeer, the friction of the front wheels exceeds the coefficient of friction, and understeer can be resolved by transferring the drive force from the front wheels to the rear wheels.

[0119] On the other hand, in Figure 7 In the related art where the driving force distribution ratio of the vehicle is unlimitedly distributed to the rear wheels to overcome understeer of the vehicle, it is difficult to feel the ride comfort according to the selected distribution ratio selected by the user, and if the understeer is severe, the user may feel a ride feeling opposite to the selected distribution ratio selected by the user.

[0120] For example, when the user selects front-wheel drive (e.g., the driving force distribution ratio of the rear wheels to the front wheels, 100:0) as the selected distribution ratio, understeer is severe, and thus, when the second additional distribution ratio is set to 100%, the driving force distribution ratio of the vehicle can be changed to a driving force distribution ratio opposite to the selected distribution ratio selected by the user (e.g., the driving force distribution ratio of the rear wheels to the front wheels, 0:100).

[0121] In order to solve the above problem, when understeering occurs, the third driving force distribution ratio may be restricted to change the second additional distribution ratio within the marginal additional distribution ratio.

[0122] refer to Figure 7 , the size (y) of the second additional allocation ratio may increase as the understeer index (US index) increases. The size (y) of the second additional allocation ratio may change based on the understeer index (US index) regardless of the size of the driving force allocation ratio. However, the size (y) of the second additional allocation ratio cannot be greater than the marginal additional allocation ratio (x).

[0123] In the event of understeering, the third driving force distribution ratio determination unit 340 may transfer the driving force to the rear wheels at a magnitude (y) of the second additional distribution ratio.

[0124] For example, the marginal additional allocation ratio (x) may be preset to 10%. In the event of understeering, the third driving force allocation ratio may transfer the driving force to the rear wheels by the amount (y) of the second additional allocation ratio. In this case, the second additional allocation ratio may vary according to the understeering index (US index), but may not exceed 10% of the marginal additional allocation ratio (x).

[0125] refer to Figure 8 , Fig. 9 and Fig.10 , when the vehicle oversteers, the third driving force distribution ratio determination unit 340 according to various exemplary embodiments of the present invention may adjust the driving force distribution ratio.

[0126] In this case, the OS index may be an oversteer index (OS index), and the oversteer index may be an index indicating the degree to which oversteer occurs in the vehicle.

[0127] When the vehicle oversteers, the third driving force distribution ratio determination unit 340 decreases the driving force distribution ratio of the rear wheels based on the degree of oversteer, and may increase the driving force distribution ratio of the front wheels.

[0128] Specifically, the third driving force distribution ratio determination unit 340 may promote the driving force to the front wheels to eliminate oversteering of the vehicle.

[0129] The third driving force distribution ratio determination unit 340 may estimate the second additional distribution ratio based on the understeering index (US index). The third driving force distribution ratio determination unit 340 may be configured to determine at least one additional distribution ratio based on the understeering index (US index), and determine the sum of the at least one additional distribution ratio as the second additional distribution ratio.

[0130] refer to Figure 8 , in the event of oversteering, the third driving force distribution ratio determination unit 340 may be configured to determine the second additional distribution ratio based on the oversteering index (OS index). In this case, the second additional distribution ratio may increase linearly in proportion to the oversteering index (OS index). However, the present invention is not limited thereto, and the second additional distribution ratio may increase or decrease nonlinearly based on the oversteering index (OS index), or increase or decrease based on various functions.

[0131] In addition, reference Fig. 9 In the event of oversteering, the third driving force distribution ratio determination unit 340 may be configured to determine the second additional distribution ratio based on a friction coefficient of a road surface on which the vehicle is traveling.

[0132] In this case, the second additional distribution ratio may decrease linearly with increasing friction coefficient. However, the present invention is not limited thereto, and the second additional distribution ratio may increase or decrease nonlinearly in a trend opposite to the friction coefficient, or may increase or decrease based on various functions.

[0133] In addition, reference Fig.10 , when oversteering occurs, the third driving force distribution ratio determination unit 340 may be configured to determine the second additional distribution ratio based on the selected distribution ratio selected by the driver.

[0134] In this case, the second additional distribution ratio may increase linearly in proportion to the driving force ratio of the front wheels. More specifically, the second additional distribution ratio may decrease as the driving force ratio of the rear wheels increases, and may increase as the driving force ratio of the front wheels increases.

[0135] However, the present invention is not limited thereto, and the second additional distribution ratio may be increased or decreased nonlinearly based on the driving force ratio of the front wheels or the driving force ratio of the rear wheels, or may be increased or decreased based on various functions.

[0136] Furthermore, in the event of oversteering, the third driving force distribution ratio determination unit 340 may be configured to determine the second additional distribution ratio based on an oversteering index (OS index), a friction coefficient of a vehicle driving road surface, or a selection distribution ratio.

[0137] For example, in the event of oversteering, the third driving force distribution ratio determination unit 340 may determine at least one of the distribution ratios determined based on an oversteering index (OS index), a friction coefficient of a driving road surface, or a selection distribution ratio as the second additional distribution ratio.

[0138] In addition, the third driving force distribution ratio determination unit 340 may be configured to determine the second additional distribution ratio by adding at least two of the additional distribution ratios determined based on an oversteer index (OS index), a driving road surface friction coefficient, or a selection distribution ratio.

[0139] When a vehicle oversteers, the friction of the rear wheels exceeds the coefficient of friction, and oversteer can be resolved by transferring drive force from the rear wheels to the front wheels.

[0140] On the other hand, if the drive ratio of the vehicle to the front wheels is changed without limit, it is difficult to feel the ride comfort according to the selected allocation ratio selected by the user. In the case of severe oversteering, the user may feel a ride feeling opposite to the selected allocation ratio selected by the user.

[0141] Accordingly, the third driving force distribution ratio determination unit 340 may be configured to determine the second additional distribution ratio within the marginal additional distribution ratio even when oversteering occurs, similar to the case where understeering occurs.

[0142] Accordingly, the third driving force distribution ratio determination unit 340 can adjust the maximum value of each additional distribution ratio determined based on the oversteer index (OS index), the friction coefficient of the vehicle driving surface, or the selected distribution ratio according to the number of factors for determining the second additional distribution ratio when oversteer occurs.

[0143] Alternatively, the third driving force distribution ratio determination unit 340 is configured to determine the second additional distribution ratio by the sum of additional distribution ratios determined by multiple factors, but in a case where the degree of the second additional distribution ratio exceeds the marginal additional distribution ratio, the third driving force distribution ratio determination unit 340 may be configured to determine the second additional distribution ratio as the marginal additional distribution ratio.

[0144] The driving force determination unit 300 applies the driving force distribution ratios determined by the first, second and third driving force distribution ratio determination units 340 to the required driving force transmitted by the user's operation of the accelerator pedal so that the front wheel driving force and the rear wheel driving force can be determined respectively.

[0145] The driving force redistribution unit 350 may redistribute the front wheel driving force and the rear wheel driving force determined according to the driving force distribution ratio.

[0146] When excessive wheel slip occurs at the front wheels or rear wheels of the vehicle, the driving force redistribution unit 350 may redistribute the front wheel driving force and the rear wheel driving force to ensure the driving stability of the vehicle. In this case, the situation where excessive wheel slip occurs may be a situation where wheel slip that exceeds the allowable wheel slip occurs.

[0147] More specifically, when wheel slip exceeding the allowable wheel slip occurs at the front wheels or the rear wheels of the vehicle, the driving force redistribution unit 350 can transfer and redistribute a portion of the driving force of one of the front wheels or the rear wheels where the wheel slip exceeding the allowable wheel slip occurs to the other of the front wheels or the rear wheels.

[0148] For driving stability, the driving state determination unit 320 may estimate and monitor wheel slip of the front wheels or the rear wheels periodically or in real time.

[0149] More specifically, the driving state determination unit 320 may be configured to determine whether a wheel slip exceeding an allowable wheel slip occurs in the vehicle based on the wheel slip error.

[0150] In this case, the wheel slip error is a value determined by a difference between a current wheel slip and a target wheel slip. In the case where the wheel slip error is greater than a preset allowable wheel slip value, it is determined that a wheel slip exceeding the allowable wheel slip has occurred.

[0151] In this case, the target wheel slip may be the wheel slip required for the vehicle to travel on the target path. Figure 5A and Figure 5B ,When the vehicle turns toward the target path, the vehicle will inevitably experience wheel slip, although it may vary according to the radius of the target path.

[0152] When wheel slip occurs in a turning vehicle, the target wheel slip may be the wheel slip required for traveling the target path, and when the difference between the wheel slip occurring in the vehicle and the target wheel slip is greater than a predetermined difference, it may be determined that there is a problem with the behavior of the vehicle because wheel slip exceeding the allowable wheel slip has occurred.

[0153] Therefore, the driving state determination unit 320 compares the wheel slip error (the difference between the current wheel slip and the target wheel slip) with the preset allowable wheel slip to determine whether a wheel slip exceeding the allowable wheel slip occurs.

[0154] The driving state determination unit 320 may adjust the target wheel slip of the front and rear wheels according to the selected allocation ratio. The driving state determination unit 320 adjusts the target wheel slip to adjust the wheel slip error so that even when the same wheel slip occurs, the determination of whether the wheel slip exceeding the allowable wheel slip occurs may be different.

[0155] For example, when the user selects the distribution ratio so that the driving force distribution ratio is distributed to the front wheels to a greater extent, the driving state determination unit 320 may set the target wheel slip degree of the front wheels to be greater than the target wheel slip degree of the rear wheels.

[0156] Specifically, when the user wants to feel greater front-wheel driving force, by setting the target wheel slip of the front wheels to be larger, the front wheels can allow more wheel slip, thereby allowing the user to feel a stronger riding feel unique to front-wheel drive.

[0157] Furthermore, when the user selects to select the distribution ratio to distribute the driving force distribution ratio more to the rear wheels, the traveling state determination unit 320 may set the target wheel slip degree of the rear wheels to be greater than the target wheel slip degree of the front wheels.

[0158] Specifically, when the user wants to feel a greater rear-wheel driving force, by setting the target wheel slip of the rear wheels to be larger, the rear wheels can allow more wheel slip, thereby allowing the user to feel a stronger riding feel unique to rear-wheel drive.

[0159] Additionally, a target wheel slip adjustment degree may be determined based on the selected allocation ratio.

[0160] For example, when the user selects a 50:50 distribution ratio of the rear wheel driving force to the front wheel driving force, the driving state determination unit 320 can set the target wheel slip of the front and rear wheels to be the same. In addition, as the user increases the driving force of the front or rear wheels, the target wheel slip of the front or rear wheels can increase proportionally.

[0161] Fig.11is a graph illustrating a driving limit of the driving unit 500 according to an exemplary embodiment of the present invention.

[0162] refer to Fig.11 , when the driving unit 500 includes a motor, it is difficult for the driving unit 500 to generate a maximum torque (z) or more. Fig.11 An example of a motor is shown, but even when the drive unit 500 is an engine, the drive unit 500 cannot generate a drive force of a value exceeding the maximum output of the engine.

[0163] Specifically, the drive unit 500 includes a limit on the driving force that can be generated. In this case, the limit of the driving force that can be generated by the drive unit 500 can be referred to as the limit driving force.

[0164] When the front wheel driving force and the rear wheel driving force determined using the driving force distribution ratio determined by the first, second, and third driving force distribution ratio determination unit 340 exceed the limit driving force of the driving unit 500 , the driving force redistribution unit 350 may redistribute the driving force.

[0165] The driving force redistribution unit 350 may redistribute the driving force by transmitting the driving force that exceeds the limit driving force among the front wheel driving force or the rear wheel driving force to the front wheels or the rear wheels that do not exceed the limit driving force.

[0166] When the vehicle is traveling in a straight line, the redistribution of the vehicle's driving force may not have a significant impact on the user's riding comfort. On the other hand, when the vehicle is turning (specifically, when understeering or oversteering occurs), the redistribution of the vehicle's driving force may have a significant impact on the user's riding comfort.

[0167] Accordingly, the driving force redistribution unit 350 may determine a reduction ratio of the driving force exceeding the limit driving force using the turning index, and transmit the driving force obtained by applying the determined reduction ratio to the driving force exceeding the limit driving force to the driving unit 500 that does not exceed the limit driving force.

[0168] In this case, the turning index can be estimated using the steering angle, yaw rate, and yaw acceleration of the vehicle. In addition, the larger the turning index, the greater the curvature of the turning path, and the smaller the turning index, the closer the turning path may be to a straight line.

[0169] In addition, the reduction rate can be determined in proportion to the turning index. The reduction rate increases as the turning index increases, and can decrease as the turning index decreases. Specifically, a high reduction rate can be applied on a sharp turning path with a large turning index, and a low reduction rate can be applied on a nearly straight path with a relatively small turning index.

[0170] The driving force redistribution unit 350 may redistribute the driving force by multiplying the driving force exceeding the limit driving force by a reduction ratio and transmit the reduced driving force to the driving unit 500 that does not exceed the limit driving force.

[0171] The driving force redistribution unit 350 supplements a portion of the driving force exceeding the limit driving force using the reduction ratio determined by the turning index so as to satisfy the driving force required by the user as much as possible while maintaining the riding comfort according to the driving force distribution ratio set by the user.

[0172] Figure 3 is a block diagram of a method of adjusting driving force according to an exemplary embodiment of the present invention.

[0173] refer to Figure 3 According to various exemplary embodiments of the present invention, the method for adjusting driving force may include: receiving an input for selecting a distribution ratio (S610), determining a first driving force distribution ratio (S620), receiving driving information (S630), determining a second driving force distribution ratio (S640), determining a third driving force distribution ratio (S650), and redistributing driving force (S660).

[0174] The operation of receiving the selected allocation ratio may be an operation of receiving an input of the selected allocation ratio selected by a user through the input unit 100 provided in the vehicle ( S610 ).

[0175] The user may input a selection distribution ratio to feel the riding comfort desired by the user through the input unit 100. In this case, the user may input a distribution ratio of the rear wheel driving force to the front wheel driving force within a range of 0:100 to 100:0.

[0176] The operation of determining the first driving force distribution ratio may be an operation of adjusting the driving force distribution ratio within a preset initial setting range to match the selected distribution ratio input by the user (S620). In this case, the initial setting range is a range that ensures the margin of the driving force distribution ratio of the front and rear wheels, and may be a range in which the margin of the driving force distribution ratio is set and excluded at the front and rear wheels, respectively.

[0177] For example, when the margin range is set to 30%, the initial setting range can be set to a distribution ratio range of the rear wheel drive force to the front wheel drive force of 70:30 to 30:70, excluding 30% of the front wheels and 30% of the rear wheels.

[0178] The operation of determining the first driving force distribution ratio may be an operation of determining the first driving force distribution ratio obtained by matching the selected distribution ratio with an initially set range.

[0179] The operation of receiving the driving information may be an operation of receiving the driving information of the vehicle while driving according to the first driving force distribution ratio (S630).

[0180] In this case, the driving information may include the driver's required torque, wheel slip information, vehicle driving speed information, steering angle, friction coefficient of the vehicle driving road surface, yaw angular velocity, yaw acceleration, etc.

[0181] The operation of determining the second driving force distribution ratio may be an operation of determining the second driving force distribution ratio in which the first additional distribution ratio and the selection distribution ratio determined according to the friction coefficient of the vehicle driving road surface are applied to the first driving force distribution ratio (S640).

[0182] The operation of determining the third driving force distribution ratio may be an operation of determining the third driving force distribution ratio in which the second additional distribution ratio determined according to understeering or oversteering of the vehicle is applied to the second driving force distribution ratio ( S650 ).

[0183] In the method for adjusting driving force according to an exemplary embodiment of the present invention, a first additional distribution ratio can be applied when entering a turning drive, and a second additional distribution ratio can be additionally applied during extreme turning drive, ensuring the driving stability of the vehicle and maximizing the ride comfort according to the selected distribution ratio selected by the user.

[0184] In this case, the second additional distribution ratio may be determined in different ways in the case of understeering and oversteering.

[0185] For example, when understeer occurs, the second additional allocation ratio may be determined in proportion to the understeer index (US index), and the second additional allocation ratio may not exceed the marginal additional allocation ratio.

[0186] For example, when oversteering occurs, the second additional allocation ratio can be determined based on an oversteering index (OS index), a friction coefficient of the vehicle's driving road surface, or a selection allocation ratio. Even if oversteering occurs, as in the case of understeering, the second additional allocation ratio needs to not exceed the marginal additional allocation ratio.

[0187] The operation of redistributing the driving force may be an operation of redistributing the front wheel driving force and the rear wheel driving force determined according to the driving force distribution ratio (S660).

[0188] In the operation of redistributing driving force, when wheel slip exceeding allowable wheel slip occurs at the front wheels or rear wheels of the vehicle, the driving force redistributing unit 350 may redistribute the front wheel driving force and the rear wheel driving force to improve the driving stability of the vehicle.

[0189] A wheel slip error may be used to determine whether a wheel slip exceeding an allowable wheel slip of the front wheels or rear wheels occurs, the magnitude of the wheel slip error being determined by the difference between the current wheel slip and the target wheel slip.

[0190] In this case, in the case of target wheel slip, different target wheel slip rates may be applied to the front wheels and the rear wheels based on the selection distribution ratio.

[0191] For example, if the user wants to feel greater driving force from the rear wheels, by setting the target wheel slip of the rear wheels to be greater than the target wheel slip of the front wheels, the rear wheels can have more wheel slip, so that the user can feel the stronger ride feel unique to rear-wheel drive.

[0192] Furthermore, in the operation of redistributing the driving force, the front wheel driving force and the rear wheel driving force exceeding the limit driving force of the drive unit 500 determined using the driving force distribution ratio may be redistributed. In this case, the limit driving force may be the maximum driving force that can be generated by the drive unit 500, and the driving force exceeding the limit driving force among the front wheel driving force and the rear wheel driving force determined using the driving force distribution ratio may be referred to as excess driving force.

[0193] In the operation of redistributing the driving force, a reduction rate of the driving force exceeding the limit driving force is determined using the turning index, and the driving force exceeding the limit driving force to which the determined reduction rate is applied may be transmitted to the drive unit 500 not exceeding the limit driving force.

[0194] The driving force redistribution unit 350 supplements the driving force exceeding the limit driving force with the reduction ratio determined by the turning index to satisfy the driving force required by the user as much as possible and maintain the riding comfort according to the driving force distribution set by the user.

[0195] The method according to various exemplary embodiments of the present invention can be implemented in the form of program instructions, which can be executed by various computer means and can be recorded on a computer-readable medium. The computer-readable medium can include program instructions, data files, data structures, etc., alone or in combination. The program instructions recorded on the computer-readable medium can be program instructions designed and configured for the present invention, or can be program instructions known and available to those skilled in the art of computer software.

[0196] Examples of computer-readable media include hardware devices specifically configured to store and execute program instructions, such as ROM, RAM, flash memory, etc. Examples of program instructions include machine language codes, such as codes generated by a compiler, and high-level language codes that can be executed by a computer using an interpreter, etc. The above-mentioned hardware devices may be configured to operate together with at least one software module to perform the operations of the present invention, and vice versa.

[0197] As described above, in the driving force adjustment device and the adjustment method according to the exemplary embodiment of the present invention, it is possible to maximize the riding comfort according to the allocation ratio selected by the user while ensuring the driving stability of the vehicle.

[0198] In addition, terms related to the control device, such as "controller", "control device", "control unit", "control means", "control module" or "server", etc., refer to a hardware device including a memory and a processor, which is configured to perform one or more steps interpreted as an algorithm structure. The memory stores the algorithm steps, and the processor executes the algorithm steps to perform one or more processes of the method according to various exemplary embodiments of the present invention. The control device according to the exemplary embodiment of the present invention can be implemented by a non-volatile memory and a processor, the non-volatile memory is configured to store an algorithm for controlling the operation of various components of the vehicle or data about software commands for executing the algorithm, and the processor is configured to perform the above operations using data stored in the memory. The memory and the processor may be separate chips. Alternatively, the memory and the processor may be integrated in a single chip. The processor may be implemented as one or more processors. The processor may include various logic circuits and operation circuits, may be configured to process data according to a program provided from the memory, and may be configured to generate a control signal according to the processing result.

[0199] The control device may be at least one microprocessor operated by a predetermined program, and the program may include a series of commands for executing the methods included in the above-described various exemplary embodiments of the present invention.

[0200] The above invention may also be embodied as a computer-readable code on a computer-readable recording medium. A computer-readable recording medium is any data storage device that can store data that can be subsequently read by a computer system and store and execute program instructions that can subsequently be read by a computing system. Examples of computer-readable recording media include hard disk drives (HDDs), solid-state disks (SSDs), silicon disk drives (SDDs), read-only memories (ROMs), random access memories (RAMs), CD-ROMs, magnetic tapes, floppy disks, optical data storage devices, and the like, as well as implemented as carrier waves (e.g., transmitted over the Internet). Examples of program instructions include machine language codes such as those generated by a compiler, and high-level language codes that can be executed by a computer using an interpreter, etc.

[0201] In various exemplary embodiments of the present invention, each of the above-described operations may be performed by a control device, and the control device may be configured by a plurality of control devices or an integrated single control device.

[0202] In various exemplary embodiments of the present invention, the memory and the processor may be provided as one chip or as separate chips.

[0203] In various exemplary embodiments of the present invention, the scope of the present invention includes software or machine executable commands (e.g., operating systems, applications, firmware, programs, etc.) for enabling operations of methods according to various embodiments to be performed on a device or computer, and non-transitory computer-readable media, including such software or commands stored thereon and executable on the device or computer.

[0204] In various exemplary embodiments of the present invention, the control device may be implemented in the form of hardware or software, or may be implemented in a combination of hardware and software.

[0205] In addition, terms such as "unit", "module" and the like included in the specification refer to units for processing at least one function or operation, and these functions or operations can be implemented by hardware, software or a combination thereof.

[0206] For ease of explanation and accurate definition in the appended claims, the terms "upper", "lower", "inner", "outer", "up", "lower", "upward", "downward", "front", "rear", "back", "inner", "outer", "inwardly", "outwardly", "inner", "external", "innerly", "outwardly", "forward" and "rearward" are used to describe features of the exemplary embodiments with reference to the positions of such features shown in the figures. It should be further understood that the term "connected" or its derivatives refer to both direct and indirect connections.

[0207] The term "and / or" may include a combination of a plurality of related listed items or any one of a plurality of related listed items. For example, "A and / or B" includes all three situations of "A", "B" and "A and B".

[0208] In this specification, unless otherwise stated, a singular expression includes a plural expression unless the context clearly indicates otherwise.

[0209] In an exemplary embodiment of the present invention, "at least one of A and B" may refer to "at least one of A or B" or "at least one combination of at least one of A and B". In addition, "one or more of A and B" may refer to "more than one of A or B" or "more than one of the combinations of more than one of A and B".

[0210] In exemplary embodiments of the present invention, it should be understood that terms such as “including” or “having” are intended to specify the presence of features, quantities, steps, operations, elements, parts, or a combination thereof described in the specification, and do not exclude the possibility of adding or existing one or more other features, quantities, steps, operations, elements, parts, or a combination thereof.

[0211] The above descriptions of specific exemplary embodiments of the present invention are presented for the purpose of illustration and description. They are not intended to be exhaustive or to limit the present invention to the precise form disclosed, and it is apparent that many modifications and variations are possible in light of the above teachings. The exemplary embodiments are selected and described in order to explain certain principles of the present invention and their practical applications, so that other persons skilled in the art can make and utilize various exemplary embodiments of the present invention and various substitutions and modifications thereof. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A driving force adjustment device, comprising: an input unit configured to: receive an input of a selection distribution ratio, the selection distribution ratio being a ratio of driving forces generated by the front wheels and the rear wheels selected by a user; A receiving unit is configured to: receive driving information of the vehicle including the front wheels and the rear wheels; a driving force determination unit configured to: determine a driving force distribution ratio, and determine driving forces of the front wheels and the rear wheels using the driving force distribution ratio; The driving wheel distribution ratio is the ratio of driving force generation of the front wheels and rear wheels, and a driving control unit configured to control a driving unit that generates a driving force of the vehicle based on the driving force determined by the driving force determination unit, The driving force determination unit is configured to adjust the driving force distribution ratio based on the driving information and the selected distribution ratio.

2. The driving force adjustment device according to claim 1, in, The driving force distribution ratio includes a first driving force distribution ratio, and The driving force determination unit is configured to determine a first driving force distribution ratio in which the selected distribution ratio is reset within a preset initial setting range as the driving force distribution ratio.

3. The driving force adjustment device according to claim 2, wherein: The initial setting range further includes, Even when the selection distribution ratio is input to drive only the front wheels, the front wheels are configured to be driven within a preset margin range, or Even when the selection distribution ratio is input to drive only the rear wheels, the rear wheels are configured to be driven within a preset margin range.

4. The driving force adjustment device according to claim 1, wherein: The drive unit includes a first drive unit configured to generate a driving force for at least one of the front wheels and the rear wheels of the vehicle, and a second drive unit configured to generate a driving force for the other of the front wheels and the rear wheels of the vehicle.

5. The driving force adjustment device according to claim 1, in, The driving force distribution ratio includes a second driving force distribution ratio, and The driving force determination unit is configured to determine a first additional distribution ratio in consideration of a friction coefficient of a road surface on which the vehicle is traveling and the selected distribution ratio, and to additionally apply the first additional distribution ratio to the driving force distribution ratio.

6. The driving force adjustment device according to claim 1, in, The driving force distribution ratio further includes a third driving force distribution ratio, and The third driving force distribution ratio is determined by additionally applying a second additional distribution ratio to the driving force distribution ratio according to a situation in which understeering or oversteering occurs in the vehicle.

7. The driving force adjustment device according to claim 6, wherein: In response to the vehicle understeering, the second additional allocation ratio is determined according to an understeering index (US index) indicating a degree of understeering occurrence within a preset marginal additional allocation ratio.

8. The driving force adjustment device according to claim 6, wherein: In response to the vehicle oversteering, the second additional distribution ratio is determined by a weight determined by considering at least one of an oversteering index (OS index) indicating the degree of occurrence of oversteering, a friction coefficient of a vehicle driving road, and the selected distribution ratio.

9. The driving force adjustment device according to claim 1, in, The drive unit includes a first drive unit and a second drive unit, the first drive unit is configured to generate a driving force for at least one of the front wheels and the rear wheels of the vehicle, the second drive unit is configured to generate a driving force for the other of the front wheels and the rear wheels of the vehicle, and The driving force determination unit further includes a driving force redistribution unit, which adjusts the driving force of the first driving unit and the driving force of the second driving unit based on the driving force distribution ratio and redistributes the driving force to the first driving unit and the second driving unit.

10. The driving force adjustment device according to claim 9, wherein: In response to wheel slip exceeding permissible wheel slip occurring in one of the first drive unit and the second drive unit, the driving force redistribution unit is configured to reduce the driving force distributed to the one of the first drive unit and the second drive unit in which wheel slip exceeding permissible wheel slip occurs, and redistribute the reduced driving force to the other of the first drive unit and the second drive unit.

11. The driving force adjustment device according to claim 10, wherein: determining whether a wheel slip exceeding an allowable wheel slip occurs by determining whether a wheel slip error determined from the received degree of wheel slip exceeding a target wheel slip exceeds a preset degree of wheel slip, The target wheel slip is the wheel slip required for the vehicle to travel on a target path.

12. The driving force adjustment device according to claim 11, wherein: The target wheel slip is set for the front wheel and the rear wheel respectively, and In response to selecting the distribution ratio to be set such that the front wheels are larger than the rear wheels, setting the target wheel slip of the front wheels to be smaller than the target wheel slip of the rear wheels, and In response to selecting the distribution ratio to be set to the rear wheels greater than the front wheels, the target wheel slip of the rear wheels is set greater than the target wheel slip of the front wheels.

13. The driving force adjustment device according to claim 9, wherein: In response to the driving force of the first drive unit or the driving force of the second drive unit distributed based on the driving force distribution ratio exceeding the limit driving force of the first drive unit or the second drive unit, The driving force redistribution unit is configured to redistribute the excess driving force of the first driving unit or the second driving unit that exceeds the limit driving force to the first driving unit or the second driving unit that does not exceed the limit driving force, The limit driving force is the maximum driving force generated by the first driving unit or the second driving unit.

14. The driving force adjustment device according to claim 13, wherein: The driving force redistribution unit is configured to determine a reduction ratio of the excess driving force based on a turning index and redistribute the driving force that reduces the excess driving force using the reduction ratio to the first driving unit or the second driving unit that does not exceed the limit driving force.

15. A method for adjusting driving force, the method comprising: receiving an input of a selected distribution ratio, the selected distribution ratio being a ratio of driving forces generated by front wheels and rear wheels selected by a user; receiving driving information of the vehicle including the front wheels and the rear wheels; determining a driving force distribution ratio, the driving force distribution ratio being a ratio of driving force generation of the front wheels and the rear wheels, and determining the driving force of the front wheels and the driving force of the rear wheels using the driving force distribution ratio; as well as generating a driving force for the front wheels and the rear wheels based on the determined driving force, When determining the driving force, the driving force distribution ratio is adjusted based on the driving information and the selected distribution ratio.

16. The method according to claim 15, wherein: The driving information includes the torque required by the driver, wheel slip information, vehicle driving speed information, steering angle, driving road friction coefficient, yaw angular velocity and yaw acceleration.

17. The method according to claim 15, wherein: When determining the driving force, a first driving force distribution ratio in which the selected distribution ratio is reset within a preset initial setting range is determined as the driving force distribution ratio, The initial setting range is a range set in consideration of a preset margin allocation ratio of the front wheel or the rear wheel.

18. The method according to claim 15, wherein: In determining the driving force, a first additional distribution ratio is determined in consideration of a friction coefficient of a vehicle running road surface and the selected distribution ratio, and the first additional distribution ratio is additionally added to the driving force distribution ratio.

19. The method according to claim 15, wherein: The determining of the driving force is performed by additionally applying a second additional distribution ratio that is differently determined according to the occurrence of understeering or oversteering of the vehicle.

20. The method of claim 15, further comprising: In response to a need for a driving force exceeding a degree of wheel slip occurring in the vehicle or a limit driving force of the front wheels or the rear wheels, The driving force is redistributed to the front wheels and the rear wheels by adjusting the driving force of the front wheels and the driving force of the rear wheels distributed based on the driving force distribution ratio.

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