Method and apparatus for controlling vehicle based on water information and road environment information

Abstract

A method and apparatus for controlling a vehicle based on weather information and road environment information may include acquiring weather information and wheel slip information about a road on which the vehicle travels when, for example, a weather and road environment association mode is turned on, determining a weather association factor based on the weather information, and controlling the vehicle based on the weather association factor. A wheel slip correction factor is determined based on the wheel slip information, a driving torque factor is determined based on the weather correlation factor and the wheel slip correction factor, and a driving source of the vehicle is controlled based on the driving torque factor.

Description

Technical Field

[0001] The present invention relates to autonomous driving technology. Background Art

[0002] As vehicle functions become more advanced, intelligent cruise control (SCC) systems and electronic stability control (ESC) systems for improving vehicle safety are being installed. The SCC system is a device that controls the distance between vehicles during driving and provides a cruise function or a speed limit function. The cruise function uses a radar sensor attached to the front of the vehicle to detect several kilometers ahead and controls the vehicle to automatically travel at a speed set by the driver while maintaining a preset constant distance from the vehicle ahead. The speed limit function controls the vehicle speed so that it does not exceed the speed set by the driver.

[0003] Meteorological environments such as weather can make it difficult for drivers to drive on the road. For example, when it is raining or snowing, the braking distance of the vehicle increases, which may lead to traffic accidents. To prevent such accidents, when driving on a highway with heavy rain or snow, it is easy to see a message recommending reducing the speed to 80% of the normal driving speed.

[0004] Recently, technologies for assisting driving by providing information such as weather to drivers have been developed. However, traditional technologies have the disadvantage of only using the initial data received through communication with a server and thus cannot consider the actual vehicle driving environment. In addition, traditional technologies have the problem that since the technology depends on prediction information, they cannot reflect the actual road environment and weather environment. Summary of the Invention

[0005] The present invention relates to autonomous driving technology, and more particularly, to a method and apparatus for controlling a vehicle based on weather information and road environment information.

[0006] Embodiments of the present invention can not only consider the road environment received from a server, but also consider the actual road environment determined by the vehicle, thereby differentiating and supplementing the torque required for autonomous driving cooperative control technology.

[0007] Embodiments of the present invention can provide a vehicle control technology that can minimize the difference between the actual driving environment of an actual driver and the road environment predicted based on the driving environment and weather environment.

[0008] According to an embodiment of the present invention, the above and other advantages can be achieved by providing a method for controlling a vehicle, the method comprising: when a weather and road environment association mode is turned on, obtaining weather information and wheel slip information about a road on which the vehicle is traveling, determining a weather association factor based on the weather information, determining a correction factor according to wheel slip based on the wheel slip information, determining a drive torque factor based on the weather association factor and the correction factor according to wheel slip, and controlling a drive source of the vehicle based on the drive torque factor.

[0009] The weather information may be received from a weather server or detected by at least one sensor installed in the vehicle.

[0010] The wheel slip information may be determined based on a front wheel speed and a rear wheel speed.

[0011] The weather information may include at least one of whether it is raining or snowing, rainfall information, precipitation information, or a combination thereof.

[0012] The weather association factor may be determined based on the weather information, a target vehicle speed tracking torque, an upper limit, and a lower limit.

[0013] When a difference between a current vehicle speed and a target vehicle speed increases, the upper limit may be determined to be a lower value.

[0014] When a braking distance or a distance to a preceding object decreases, the lower limit may be determined to be a higher value.

[0015] The correction factor according to wheel slip may be determined based on the target vehicle speed tracking torque, a wheel slip torque, a wheel slip rate, and a steering angle compensation.

[0016] The drive torque factor may be determined by subtracting the correction factor according to wheel slip from a value obtained by multiplying the target vehicle speed tracking torque by the weather association factor.

[0017] The at least one sensor may be at least one or a combination of a camera, a radar, a light detection and ranging device (LiDAR), a temperature sensor, and a humidity sensor.

[0018] According to an embodiment of the present invention, a system for controlling a vehicle may include an information acquisition unit, a controller, and a drive source; the information acquisition unit is configured to obtain weather information and wheel slip information related to a road on which the vehicle is traveling when a weather and road environment association mode is turned on; the controller is configured to determine a weather association factor based on the weather information, determine a correction factor according to wheel slip based on the wheel slip information, determine a drive torque factor based on the weather association factor and the correction factor according to wheel slip, and control the drive source of the vehicle based on the drive torque factor, and the drive source is configured to move the vehicle forward or backward under the control of the controller.

[0019] The weather information can be received from a weather server or detected by at least one sensor installed in the vehicle.

[0020] The wheel slip information can be determined based on the front wheel speed and the rear wheel speed.

[0021] The weather information can include at least one of whether it is raining or snowing, rainfall information, precipitation information, or a combination thereof.

[0022] The weather correlation factor can be determined based on the weather information, the target vehicle speed tracking torque, the upper limit, and the lower limit.

[0023] When the difference between the current vehicle speed and the target vehicle speed increases, the upper limit can be determined to be a lower value.

[0024] When the braking distance or the distance to the object in front decreases, the lower limit can be determined to be a higher value.

[0025] The correction factor according to wheel slip can be determined based on the target vehicle speed tracking torque, the wheel slip torque, the wheel slip rate, and the steering angle compensation.

[0026] The drive torque factor can be determined by subtracting the correction factor according to wheel slip from the value obtained by multiplying the target vehicle speed tracking torque by the weather correlation factor.

[0027] The at least one sensor can be at least one of a camera, a radar, a LiDAR, a temperature sensor, a humidity sensor, or a combination thereof. Description of the Drawings

[0028] The above and other features and other advantages of the present invention will be more clearly understood from the following detailed description presented in conjunction with the accompanying drawings, in which:

[0029] Figure 1 is a flowchart showing a vehicle control method of a vehicle control system according to an embodiment of the present invention;

[0030] Figure 2 is a block diagram showing the structure of a vehicle control system according to an embodiment of the present invention;

[0031] Figure 3 is a schematic diagram showing an example of a user setting menu (USM) screen that can be provided by an input / output interface according to an embodiment of the present invention;

[0032] Figure 4It is a graph of sensing information that can be measured in a vehicle when another vehicle is detected in front of a vehicle to which general autonomous driving assistance technology is applied;

[0033] Figure 5 It is a schematic diagram showing an example in which, according to an embodiment of the present invention, based on weather information, the deceleration time and braking distance of a vehicle advance as the vehicle in front approaches;

[0034] Figure 6 It is a graph showing an example of an interval in which wheel slip may occur in a vehicle to which general autonomous driving assistance technology is applied;

[0035] Figure 7 It is a block diagram showing the structure of a weather information association unit according to an embodiment of the present invention;

[0036] Figure 8 It is a graph showing the change in the wheel slip rate according to the vehicle speed when a general vehicle is driving on an asphalt road in an environment without snowfall or rainfall;

[0037] Figure 9 It is a graph showing the change in the wheel slip rate according to the vehicle speed when a general vehicle is driving on an asphalt road in a snowfall environment;

[0038] Figure 10 It is a graph showing the change in the wheel slip rate according to the vehicle speed when a general vehicle is driving on an asphalt road in a rainfall environment;

[0039] Figure 11 It is a schematic diagram showing an example of a control chart of a method for determining a correction factor according to wheel slip based on wheel slip rate and steering angle compensation in a wheel slip information association unit according to an embodiment of the present invention;

[0040] Figure 12 It is a flowchart showing a vehicle control method according to an embodiment of the present invention. Detailed Description of the Invention

[0041] In the following, some exemplary embodiments disclosed in this specification will be described in detail with reference to the accompanying drawings. Regardless of the drawing numbers, the same reference numerals may be assigned to the same or similar components, and redundant descriptions thereof may be omitted. The suffixes “module” and “unit” of elements herein may be used for convenience of description, and thus may be used interchangeably and do not necessarily have any distinguishable meanings or functions. In the following description of some exemplary embodiments disclosed in this specification, when the known functions and configurations included herein may obscure the subject matter of the present invention, their detailed descriptions may be omitted. In addition, the accompanying drawings are provided only for facilitating the understanding of the exemplary embodiments disclosed in this specification and do not necessarily limit the technical spirit disclosed herein. All variations, equivalent forms, and alternative forms may be included in the spirit and scope of the present invention.

[0042] The terms “first” and / or “second” may be used to describe various components, but these components are not necessarily limited by these terms. These terms may be used to distinguish one component from another.

[0043] When a component is “coupled” or “connected” to another component, it can be understood that although the component can be directly coupled or connected to another component, there may be a third component between the two components. When a component is “directly coupled” or “directly connected” to another component, it can be understood that there is no element between the two components.

[0044] Elements described in the singular form may be intended to include a plurality of elements, unless the context clearly indicates otherwise.

[0045] In this specification, it can be further understood that the terms “comprising” or “including” have specified features, values, steps, operations, components, parts, or combinations thereof, but do not exclude the presence or addition of one or more other features, values, steps, operations, components, or combinations thereof.

[0046] Some embodiments of the present invention not only consider the road environment received from the server, but also consider the actual road environment determined by the vehicle, thereby meeting the requirements for the technology of controlling the vehicle.

[0047] Figure 1 is a flowchart showing a vehicle control method of a vehicle control system according to an embodiment of the present invention.

[0048] Refer to Figure 1 , the vehicle control system can acquire weather and road environment association setting information, weather information, and vehicle speed information (operation S110).

[0049] The weather and road environment association setting information can be acquired by receiving a user input from the driver through an input / output interface installed on the driver's seat of the vehicle.

[0050] The input / output interface may be an audio / video / navigation (AVN) system.

[0051] Weather information may be received from a weather server or obtained by a camera, a light detection and ranging (LiDAR) sensor, etc. installed in the vehicle.

[0052] In addition, the vehicle control system may turn on the weather and road environment association function (operation S120).

[0053] In some embodiments, the vehicle control system can be executed only when the weather and road environment association setting information obtained in operation S110 indicates that the weather and road environment association function is turned on.

[0054] The vehicle control system may turn on the driving assistance function (operation S130).

[0055] The driving assistance function may be preset in a memory, a storage device, etc. of the vehicle control system to be activated or deactivated.

[0056] The vehicle control system may determine a factor based on the vehicle slip ratio and weather information (operation S140).

[0057] The factor based on the vehicle slip ratio and weather information may be determined based on the weather information and vehicle speed information received in operation S110.

[0058] The vehicle control system may determine the braking distance and vehicle speed (operation S150).

[0059] The braking distance and vehicle speed may be determined based on the factor according to the vehicle slip ratio and weather information.

[0060] The vehicle control system may control the vehicle (operation S160).

[0061] The vehicle control may be performed based on the braking distance and vehicle speed determined in operation S150.

[0062] The vehicle control may be performed by sending a command torque to a drive source of the vehicle.

[0063] The drive source of the vehicle may be an engine or an electric motor.

[0064] Figure 2 is a block diagram showing the structure of a vehicle control system according to an embodiment of the present invention.

[0065] Reference Figure 2, according to an embodiment, a vehicle control system may include an information acquisition unit 210, a controller 230, and a drive source 250, any combination or all of which may be multiple or may include multiple components thereof.

[0066] The information acquisition unit 210 may include a communication unit 211, an input / output interface 213, and a sensor unit 215, any combination or all of which may be multiple or may include multiple components thereof.

[0067] The communication unit 211 may receive weather information, information about the road on which the vehicle is traveling, etc. from an external server or an external device.

[0068] The weather information may be received from a weather server, a weather information server, or a user equipment (UE).

[0069] The input / output interface 213 may receive a user input for turning on / off the weather and road environment association mode and / or the driving assistance mode.

[0070] The input / output interface 213 may send a query asking whether to turn on or off the weather and road environment association mode and / or the driving assistance mode, and receive a user input in response to the query.

[0071] The query asking whether to turn on or off the weather and road environment association mode and / or the driving assistance mode may be transmitted via audio or a display screen.

[0072] Figure 3 A schematic diagram showing an example of a user setting menu (USM) screen that can be provided by the input / output interface 213 of the present invention.

[0073] Reference Figure 3 , the input / output interface 213 may provide a screen for receiving a confirmation input on using or not using the weather and road environment association on the user setting menu screen, and when the user confirms using or not using the weather and road environment association through a touch input or the like, receive a user input on whether to turn on or off the weather and road environment association mode and / or the driving assistance mode.

[0074] Again referring to Figure 2 , the sensor unit 215 may receive vehicle state and external environment information from at least one sensor disposed inside or outside the vehicle.

[0075] The at least one sensor may be at least one of at least one camera, radar, LiDAR, temperature sensor, or humidity sensor disposed inside or outside the vehicle, or a combination thereof.

[0076] For example, the sensor unit 215 may acquire weather information by using at least one of an image captured by a camera, a temperature sensor, or a humidity sensor.

[0077] In addition, the sensor unit 215 may acquire information on the road surface condition by using a camera or the like.

[0078] The controller 230 may control the drive source 250 of the vehicle by using the information acquired by the information acquisition unit 210.

[0079] The weather information association unit 231 may receive weather information from the sensor unit 215, and may determine a weather-related factor for controlling the vehicle based on the weather information.

[0080] Reference Figure 4 , in general autonomous driving assistance technologies, the sensitivity of vehicle braking when a forward object is detected may be set to multiple levels, and the distance at which the vehicle speed starts to decrease when a forward object is detected may be set differently for each level.

[0081] For example, Table 1 below shows the distance from a forward object at which deceleration control can start when an object is detected in front of a vehicle with a target speed set to 30 kph, and the distance from the object at which the vehicle speed can be reduced to 0 kph to brake the vehicle and the deceleration control ends.

[0082] [Table 1]

[0083]

[0084] For example, referring to Table 1, the vehicle may perform deceleration control at level 4, from a distance within 57.1 m from a forward object to a distance within 3.2 m from the forward object, and for each of levels 3, 2, and 1, for example, set the distance from the forward object at which deceleration control starts to be shorter, and set the distance from the forward object at which deceleration control ends to be shorter.

[0085] However, this example does not consider the case of snowfall or rainfall on the road. In the case of snowfall or rainfall on the road, compared with Table 1 above, the distance from the forward object at which deceleration control starts and the distance from the forward object at which deceleration control ends may be set to be longer.

[0086] For example, referring to Figure 5, in the traditional 4-level Smart Cruise Control (SCC) range, when the distance to the vehicle ahead is within 57.1 m, the deceleration control starts, and when the distance is 3.2 m, the deceleration control ends. However, according to an embodiment of the present invention, in the case of rainfall on the road where the vehicle is traveling, considering wheel slip, the distance at which the deceleration control starts and the distance at which the deceleration control ends can be extended, so that the deceleration time is advanced compared to the case without snowfall or rainfall.

[0087] In the case of simultaneous snowfall and rainfall on the road where the vehicle is traveling, the distance at which the deceleration control starts and the distance at which the deceleration control ends can be further extended, so that the deceleration time is advanced compared to the case of rainfall.

[0088] In the case of snowfall on the road where the vehicle is traveling, the distance at which the deceleration control starts and the distance at which the deceleration control ends can be further extended, so that the deceleration time is advanced compared to the case of simultaneous snowfall and rainfall.

[0089] The specific control start time and end time can be determined based on the target vehicle speed, the distance to the vehicle ahead, and test values.

[0090] Figure 6 Shows an example of an interval where wheel slip may occur in a vehicle to which general autonomous driving assistance technology can be applied.

[0091] Reference Figure 6 , it can be seen that in a vehicle to which general autonomous driving assistance technology is applied, wheel slip may occur at the time 610 when the vehicle speed suddenly decreases and at the time 630 when the G value changes significantly (i.e., the time 630 when the acceleration changes significantly). Specifically, it may be necessary to set a rising limit for restricting acceleration in the interval where sudden acceleration is performed, and set a falling limit for restricting deceleration in the interval where sudden braking is performed.

[0092] Figure 7 Is a block diagram showing the specific structure of the weather information association unit according to an embodiment of the present invention.

[0093] Reference Figure 7 , the weather information association unit 700 may include a rising limit setting unit 710, a falling limit setting unit 730, an acceleration limiting unit 750, and a weather association factor generation unit 770, any combination or all of which may be multiple or may include multiple components thereof.

[0094] The rising limit setting unit 710 can determine a rising limit that can be the upper limit of acceleration based on the current vehicle speed and the target vehicle speed.

[0095] When the difference between the current vehicle speed and the target vehicle speed increases, the rising limit setting unit 710 may determine a lower rising limit.

[0096] The falling limit setting unit 730 may determine a falling limit that can be a lower limit of acceleration based on the current vehicle speed and the distance to the object ahead. At the same time, the braking distance may be determined based on the speed of the vehicle.

[0097] When the braking distance or the distance to the object ahead decreases, the falling limit setting unit 730 may determine a higher falling limit.

[0098] The acceleration limiting unit 750 may determine the limiting acceleration of the vehicle based on the target vehicle speed tracking torque, the rising limit, and the falling limit.

[0099] The target vehicle speed tracking torque is not the required torque based on the accelerator pedal operation amount (APS value) input by the driver, but the required torque determined by a predetermined controller to meet the target vehicle speed. For example, the target vehicle speed tracking torque may be the SCC torque, and the SCC torque may be determined based on, for example, the current vehicle speed, the speed of the vehicle ahead, and the distance to the vehicle ahead.

[0100] The weather-related factor generation unit 770 may generate a weather-related factor based on the weather information and the limiting acceleration of the vehicle received from the acceleration limiting unit 750.

[0101] The weather information may be received by the information acquisition unit 210, specifically, may be received by the communication unit 211 or the sensor unit 215.

[0102] The weather information may include at least one of whether it is raining or snowing, rainfall information, precipitation information, or a combination thereof. For example, different values may be received as weather information according to whether there is precipitation or snowfall. For example, in the case of no snowfall or rainfall, the value "0" may be received, in the case of rainfall, the value "1" may be received, in the case of both rainfall and snowfall, the value "2" may be received, and in the case of snowfall, the value "3" may be received.

[0103] Refer again to Figure 2 , the wheel slip information correlation unit 233 may determine a correction factor according to wheel slip based on the wheel slip rate and steering angle compensation.

[0104] Figures 8 to 10 Shows the change in the wheel slip rate according to the vehicle speed when a general vehicle is driving on an asphalt road in an environment without snowfall or rainfall, a snowfall environment, and a rainfall environment.

[0105] Figure 8Shows the change in the wheel slip ratio according to the vehicle speed when a general vehicle is traveling on an asphalt road in an environment without snowfall or rainfall. Figure 9 Shows the change in the wheel slip ratio according to the vehicle speed when a general vehicle is traveling on an asphalt road in a snowfall environment. Figure 10 Shows the change in the wheel slip ratio according to the vehicle speed when a general vehicle is traveling on an asphalt road in a rainfall environment.

[0106] See Figures 8 to 10 , it can be seen that a general vehicle has different slip ratios when traveling on an asphalt road in an environment without snowfall or rainfall, a snowfall environment, and a rainfall environment.

[0107] When the vehicle resumes driving after stopping, wheel slip may often occur in the range where the vehicle speed is about 5 kph and in the range before stopping. Therefore, for effectiveness, the correction according to wheel slip can be set not to be used in these ranges.

[0108] Figure 11 Shows an example of a control chart of a method for determining a correction factor according to wheel slip in a wheel slip information association unit based on wheel slip ratio and steering angle compensation according to an embodiment of the present invention.

[0109] Refer to Figure 11 , it can be seen that the correction factor K2 according to wheel slip can be determined by the following Mathematical Expression 1.

[0110] [Mathematical Expression 1]

[0111] Correction factor according to wheel slip (K2) = First correction coefficient × (Wheel slip ratio - Steering angle compensation)

[0112] In Mathematical Expression 1, the wheel slip ratio is a value determined by the ratio of the front wheel speed to the rear wheel speed, and the steering angle compensation represents a wheel slip correction coefficient according to steering. In addition, the first correction coefficient can be determined by the following Mathematical Expression 2.

[0113] [Mathematical Expression 2]

[0114] First correction coefficient = (Wheel slip torque) / (Target vehicle speed tracking torque) × Second correction coefficient

[0115] In Mathematical Expression 2, the target vehicle speed tracking torque is not the required torque based on the accelerator pedal operation amount (APS value) input by the driver, but the required torque determined by a predetermined controller to meet the target vehicle speed. For example, the target vehicle speed tracking torque can be the SCC torque, and the SCC torque can be determined based on, for example, the current vehicle speed, the speed of the vehicle ahead, and the distance to the vehicle ahead. In addition, the wheel slip torque represents the torque that reflects the torque loss caused by wheel slip in the total torque of the vehicle. In addition, the second correction coefficient is a coefficient used to correct the first correction coefficient based on the wheel slip torque and the target vehicle speed tracking torque.

[0116] In Mathematical Expression 1, the wheel slip ratio can be determined by the following Mathematical Expression 3.

[0117] [Mathematical Expression 3]

[0118] Wheel slip ratio = (front wheel speed - rear wheel speed) / (front wheel speed)

[0119] The correction factor based on wheel slip determined using Mathematical Expression 1 can be determined by: performing filtering for noise removal on the value obtained by multiplying the first correction coefficient by the difference between the wheel slip ratio and the steering angle compensation.

[0120] Referring again to Figure 2 , the drive source control unit 235 can determine the drive torque factor based on the weather correlation factor determined by the weather information correlation unit 231 and the correction factor based on wheel slip determined by the wheel slip information correlation unit 233, and can control the drive source 250 of the vehicle based on the drive torque coefficient.

[0121] The drive source control unit 235 can control the drive source 250 by sending a command torque to the drive source 250.

[0122] The command torque can be determined based on the drive torque factor.

[0123] The drive torque factor TQ1 can be determined by the following Mathematical Expression 4.

[0124] [Mathematical Expression 4]

[0125] TQ1 = TQ2 × K1 - K2

[0126] In Mathematical Expression 4, TQ1 represents the final torque factor reflecting the weather information and road environment information according to the present invention, TQ2 represents the target vehicle speed tracking torque, K1 represents the weather correlation factor, and K2 represents the correction factor based on wheel slip.

[0127] The target vehicle speed tracking torque is not the required torque based on the accelerator pedal operation amount (APS value) input by the driver, but the required torque determined by a predetermined controller to meet the target vehicle speed. For example, the target vehicle speed tracking torque may be the SCC torque, and the SCC torque may be determined based on, for example, the current vehicle speed, the speed of the vehicle ahead, and the distance to the vehicle ahead.

[0128] The drive source 250 can receive a commanded torque from the drive source control unit 235 and move the vehicle forward or backward based on the commanded torque.

[0129] The drive source of the vehicle can be an engine or an electric motor.

[0130] Figure 12 is a flowchart showing a vehicle control method according to an embodiment of the present invention.

[0131] The vehicle control method according to the present embodiment can be performed by Figure 2 the vehicle control system of the embodiment.

[0132] Referring to Figure 12 , the vehicle control system can determine whether the weather and road environment association mode is turned on (operation S1210).

[0133] Information about the weather and road environment association mode can be obtained by receiving a user input from the driver through an input / output interface installed in the driver's seat of the vehicle.

[0134] The input / output interface can be an AVN system.

[0135] The vehicle control system can determine whether the driving assistance mode is turned on (operation S1220).

[0136] The driving assistance mode can be preset in the memory, storage device, etc. of the vehicle control system to be activated or deactivated.

[0137] The vehicle control system can obtain weather and wheel slip information (operation S1230).

[0138] The weather information can be received from a weather server or obtained by a camera or LiDAR sensor installed in the vehicle.

[0139] The wheel slip information can be determined based on the front wheel speed and the rear wheel speed.

[0140] The vehicle control system can determine a weather correlation factor (operation S1240).

[0141] The weather correlation factor can be determined based on the weather information, the target vehicle speed tracking torque, the upper limit, and the lower limit.

[0142] The target vehicle speed tracking torque is not the required torque based on the accelerator pedal operation amount (APS value) input by the driver, but the required torque determined by a predetermined controller to meet the target vehicle speed. For example, the target vehicle speed tracking torque may be the SCC torque, and the SCC torque may be determined based on, for example, the current vehicle speed, the speed of the vehicle ahead, and the distance to the vehicle ahead.

[0143] The weather correlation factor can be determined by Figure 7 the weather information correlation unit 700 shown.

[0144] The vehicle control system can determine a correction factor according to wheel slip (operation S1250).

[0145] The correction factor according to wheel slip can be determined based on a first correction coefficient, a wheel slip rate, and a steering angle compensation.

[0146] The first correction coefficient can be determined using Mathematical Expression 2 based on the target vehicle speed tracking torque, the wheel slip torque, and a second correction coefficient.

[0147] The wheel slip rate can be determined using Mathematical Expression 3 based on the front wheel speed and the rear wheel speed.

[0148] The vehicle control system can determine a drive torque factor based on the weather correlation factor and the correction factor according to wheel slip (operation S1260).

[0149] The drive torque factor can be determined using Mathematical Expression 4.

[0150] In addition, the vehicle control system can control the drive source of the vehicle based on the drive torque factor determined in operation S1260 (operation S1270).

[0151] Vehicle control can be performed by sending a command torque to the drive source of the vehicle.

[0152] The drive source of the vehicle can be an engine or an electric motor.

[0153] According to some embodiments of the present invention (e.g., as described above by way of example), driver safety can be ensured according to weather changes and the driving road.

[0154] By implementing the embodiments of the present invention, not only the weather environment, but also the road environment can be determined as a factor regarding wheel slip of the vehicle and change the driving performance, thereby being able to extend driving safety.

[0155] By implementing the embodiments of the present invention, based on vehicle state information, the simply received initial weather information can be calculated into a more reliable factor. Even when no weather information is received or inaccurate information is received, the reliability of driving safety can be ensured according to the vehicle state information.

[0156] By implementing the embodiments of the present invention, a vehicle control technology can be provided that can be flexibly applied not only to intelligent regenerative braking but also to various types of autonomous driving cooperative control.

Claims

1. A method for controlling a vehicle, comprising: Obtain weather information and wheel slip information for vehicles; Determining weather-related factors based on weather information; determining a wheel slip correction factor based on the wheel slip information; determining a driving torque factor based on a weather-related factor and a wheel slip correction factor; A driving source of the vehicle is controlled based on the driving torque factor.

2. The method according to claim 1, wherein: The weather information is received from a weather server or detected by at least one sensor installed in the vehicle.

3. The method according to claim 2, wherein: The at least one sensor includes at least one or any combination of a camera, a radar, a light detection and ranging device, a temperature sensor, and a humidity sensor.

4. The method according to claim 1, wherein: The wheel slip information is determined based on the front wheel speed and the rear wheel speed.

5. The method according to claim 1, wherein: The weather information includes one or any combination of rainfall information, precipitation information, and whether it is raining or snowing.

6. The method according to claim 1, wherein: The weather-related factor is determined based on weather information, a target vehicle speed following torque, an ascending limit, and a descending limit.

7. The method according to claim 6, wherein: The rising limit is an upper limit of acceleration determined based on the current vehicle speed and the target vehicle speed.

8. The method according to claim 6, wherein: The descent limit is a lower limit of acceleration determined based on a braking distance of the vehicle or a distance from the vehicle to a front object.

9. The method according to claim 1, wherein: The wheel slip correction factor is determined based on a target vehicle speed tracking torque, a wheel slip torque, a wheel slip ratio, and a steering angle compensation.

10. The method according to claim 1, wherein: Determining the driving torque factor includes subtracting a wheel slip correction factor from a value obtained by multiplying the target vehicle speed tracking torque by the weather-related factor.

11. A system for controlling a vehicle, comprising: an information acquisition unit configured to acquire weather information and wheel slip information related to the vehicle and the road on which the vehicle is traveling in response to the weather and road environment association mode being in an on state; Driving source; as well as a controller configured to determine a weather-related factor based on weather information, determine a wheel slip correction factor based on wheel slip information, determine a drive torque factor based on the weather-related factor and the wheel slip correction factor, and control the drive source based on the drive torque factor, Wherein, the driving source is configured to move the vehicle forward or backward under the control of the controller.

12. The system for controlling a vehicle according to claim 11, wherein: The weather information is received from a weather server or detected by at least one sensor installed in the vehicle.

13. The system for controlling a vehicle according to claim 11, wherein: The wheel slip information is determined based on the front wheel speed and the rear wheel speed.

14. The system for controlling a vehicle according to claim 11, wherein: The weather information includes one or any combination of whether it is raining or snowing, rainfall information, and precipitation information.

15. The system for controlling a vehicle according to claim 11, wherein: The weather-related factor is determined based on weather information, a target vehicle speed following torque, an ascending limit, and a descending limit.

16. The system for controlling a vehicle according to claim 15, wherein: The rising limit is determined based on the current vehicle speed and the target vehicle speed.

17. The system for controlling a vehicle according to claim 15, wherein: The descent limit is determined based on a braking distance of the vehicle or a distance from the vehicle to a front object.

18. The system for controlling a vehicle according to claim 11, wherein: The wheel slip correction factor is determined based on a target vehicle speed tracking torque, a wheel slip torque, a wheel slip ratio, and a steering angle compensation.

19. The system for controlling a vehicle according to claim 11, wherein: The driving torque factor is determined by subtracting a wheel slip correction factor from a value obtained by multiplying the target vehicle speed tracking torque by the weather-related factor.

20. The system for controlling a vehicle according to claim 12, wherein: The at least one sensor includes at least one or any combination of a camera, a radar, a light detection and ranging device, a temperature sensor, and a humidity sensor.

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