Vehicle control method and vehicle control device

Abstract

An embodiment of the present disclosure is a technology relating to a vehicle control method and a vehicle control apparatus, according to which detection information generated by one or more sensors is received, and a mode change intention of a driver is determined based on the detection information, and if it is determined that there is a mode change intention, the mode change intention of the driver is changed. If the mode is changed, a rack position control value is set using the detection information, and a difference between the rack position control value and a rack position predicted value in the changed mode is compared with a preset critical value and a control limit value is calculated, and the rack position control value is changed in accordance with the control limit value.

Description

Technical Field

[0001] This embodiment relates to a vehicle control method and a vehicle control device. Background Technology

[0002] When changing driving modes, such as switching between Sport and Comfort modes, changes in steering feel can be compensated for, but sudden changes in vehicle movement can occur due to abrupt changes in rack position control values. To address this issue, a technology is needed to achieve smoother transitions.

[0003] In existing electric power steering technology, a change in driving mode is performed when the torsion bar torque is 0 Nm. However, in vehicles equipped with SBW (Steer-By-Wire) systems, even if the torsion bar torque is reduced to 0 Nm by applying variable gear ratio (VGR) when changing driving mode, the rack position control value may still change significantly. This could lead to abrupt changes in vehicle behavior and, moreover, a difference in driving experience.

[0004] However, in reality, there is no technology available to address the potential problems that may occur when vehicles equipped with SBW systems change modes. Summary of the Invention

[0005] The problem the invention aims to solve

[0006] This embodiment provides a vehicle control method and device that can reduce the sense of difference when switching vehicle driving modes.

[0007] means for solving problems

[0008] In one aspect, this embodiment can provide a vehicle control method, the vehicle control method comprising: a detection information receiving step of receiving detection information generated by one or more sensors; a mode change intention determination step of determining the driver's mode change intention based on the detection information; a position setting step of setting a rack position control value using the detection information if it is determined that there is a mode change intention; a calculation step of comparing the difference between the rack position control value and the rack position prediction value in the changed mode with a preset threshold value and calculating a control limit value; and a change step of changing the rack position control value according to the control limit value.

[0009] In another aspect, this embodiment can provide a vehicle control device, which includes: a detection information receiving unit that receives detection information generated by one or more sensors; a mode change intention determination unit that determines the driver's mode change intention based on the detection information; a position setting unit that, if it is determined that there is a mode change intention, sets a rack position control value using the detection information; a calculation unit that compares the difference between the rack position control value and the rack position prediction value in the changed mode with a preset threshold value and calculates a control limit value; and a modification unit that changes the rack position control value according to the control limit value.

[0010] Invention Effects

[0011] According to this embodiment, a vehicle control method and a vehicle control device can be provided that can reduce the sense of difference when switching vehicle driving modes. Attached Figure Description

[0012] Figure 1 This is a flowchart illustrating a vehicle control method according to one embodiment.

[0013] Figure 2 This is a flowchart illustrating an action for determining a mode change intention according to an embodiment.

[0014] Figure 3 This is a diagram illustrating the calculation operation of the calculation control limit value according to one embodiment.

[0015] Figure 4 This is a diagram illustrating a vehicle control method according to an embodiment that does not include a position setting step.

[0016] Figure 5 This is a diagram used to illustrate the control limit value, the first control limit value, and the second control limit value according to an embodiment.

[0017] Figure 6 This is a diagram illustrating a vehicle control device according to one embodiment. Detailed Implementation

[0018] Hereinafter, some embodiments of the present disclosure will be described in detail with reference to the exemplary accompanying drawings. When adding reference numerals to the constituent elements in each drawing, even if the same constituent elements are shown in different drawings, they can be given the same reference numerals as much as possible. Furthermore, when describing this embodiment, if a detailed description of a related known structure or function is deemed likely to obscure the essence of the technical concept, its detailed description may be omitted. When terms such as "comprising," "having," or "consisting of" are used in the specification, other parts may be added unless "only" is used. When a constituent element is expressed in the singular, it may also include a plural, unless otherwise specifically stated.

[0019] Furthermore, terms such as “first,” “second,” “A,” “B,” “(a),” and “(b)” may be used to describe the constituent elements of this disclosure. These terms are used only to distinguish the constituent element from other constituent elements, and the nature, sequence, order, or number of the constituent elements are not limited by the terms.

[0020] In describing the positional relationships of the constituent elements, it should be understood that when two or more constituent elements are described as "connected," "combined," or "coupled," the two or more constituent elements are directly "connected," "combined," or "coupled," and the two or more constituent elements and other constituent elements can further "intersect" and be "connected," "combined," or "coupled." Among these, other constituent elements can be included within one or more of the two or more constituent elements that are "connected," "combined," or "coupled" to each other.

[0021] In descriptions of time-flow relationships related to constituent elements, action methods, or production methods, for example, when using terms such as "after," "next," "after," "before," etc., to describe time relationships or sequential relationships, non-continuous cases may also be included, unless "immediately" or "directly" is used.

[0022] On the other hand, when referring to the numerical values ​​of constituent elements or their corresponding information (e.g., grades, etc.), even without a separate explicit record, the numerical values ​​or their corresponding information can be interpreted as including the range of errors caused by various factors (e.g., process factors, internal or external shocks, noise, etc.).

[0023] The following describes an embodiment of a vehicle control method capable of performing vehicle control, and in particular, an embodiment of a steering control system that performs the function of controlling the steering of a vehicle.

[0024] According to one embodiment, the steering control system may include a vehicle control device, an SFA (Steering Feedback Actuator), and a RWA (Road Wheel Actuator), etc.

[0025] According to one embodiment, a steering control system can refer to a system that controls the steering of a vehicle equipped with a steering control system to change according to the rotation angle of the steering wheel operated by the driver.

[0026] Such a steering control system can be a mechanical steering control system, depending on whether it is combined with a mechanical connecting member (or linkage) between the steering input actuator and the steering output actuator, to transmit the force (torque) generated when the driver turns the steering wheel to the steering motor via a mechanical power transmission device (e.g., linkage), thereby driving the steering motor to steer the front wheels. Furthermore, it can be a steer-by-wire (SBW) system that transmits and receives electrical signals and transmits power via wires, cables, etc., instead of a mechanical power transmission device. The following description of a steering control system will be based on an SBW system, but is not limited to it.

[0027] The steering control system according to this disclosure can realize a SBW system through SFA, vehicle control unit, and RWA, etc. As mentioned above, when the steering control system is an SBW system, SFA and RWA can be mechanically separated.

[0028] SFA can refer to a device that inputs detection information desired by the driver. As mentioned above, such an SFA may include a steering wheel, a steering shaft, and a torque motor. Furthermore, it may include a steering gear for transmitting the rotational force of the torque motor to the steering shaft. Additionally, it may include a torsion bar disposed between the input and output shafts of the steering shaft. In this case, the steering torque information described later may refer to detection information generated by the torsion bar.

[0029] SFA may include a steering angle sensor for detecting the steering angle of the steering wheel and the angle of the steering column, a torque sensor for detecting the steering torque of the driver, a steering angular velocity sensor for detecting the steering angular velocity of the steering wheel, and a torsion bar torque sensor for detecting the torsion bar torque.

[0030] The vehicle control unit can receive input values ​​from various sensors in the SFA and generate detection information, and output an electrical signal indicating the detection information to the RWA. Here, the detection information can refer to information including steering torque information.

[0031] On the other hand, the vehicle control unit can feed back and receive the power information (e.g., rack position information) actually output by the RWA and calculate the second control value, and output an electrical signal to the SFA to indicate the second control value, providing the driver with a steering feel (maneuverability).

[0032] RWA (Rotational Weaving) can refer to the device that drives the actual vehicle for steering. Such an RWA may include a steering motor, rack, front wheels, vehicle speed sensor, rack position sensor, etc. Here, depending on the vehicle's drive system, it can be configured such that the front wheels are replaced by the rear wheels.

[0033] Furthermore, SFA and RWA may also include: a torque motor; and a motor torque sensor capable of detecting the motor torque of the steering motor.

[0034] The steering control system may also include a clutch that allows the SFA and RWA to disengage or engage. Here, the clutch can be operated under the control of the vehicle control unit.

[0035] On the other hand, when the steering control system is an SBW system and the vehicle is driving in autonomous driving mode, the steering control system can perform vehicle steering control by controlling only RWA, or by controlling both SFA and RWA.

[0036] In one embodiment, the vehicle control device may be an ADAS (Advanced Driver Assistance Systems) used to provide information that helps drive the vehicle or to assist the driver in controlling the vehicle.

[0037] Here, ADAS can refer to various types of advanced driver assistance systems. For example, driver assistance systems may include Autonomous Emergency Braking (ADAS), Smart Parking Assistance System (SPAS), Blind Spot Detection (BSD), Adaptive Cruise Control (ACC), Lane Departure Warning System (LDWS), Lane Keeping Assist System (LKAS), and Lane Change Assist System (LCAS), etc. However, it is not limited to these.

[0038] Hereinafter, a vehicle control method and a vehicle control device according to an embodiment of the present disclosure will be described with reference to the accompanying drawings.

[0039] Figure 1 This is a flowchart illustrating a vehicle control method according to one embodiment.

[0040] Reference Figure 1In a vehicle control method for a vehicle equipped with an SBW (Steer-By-Wire) system, the vehicle control method may include: a detection information receiving step (step S110) for receiving detection information generated by one or more sensors; a mode change intention determination step (step S120) for determining the driver's intention to change modes based on the detection information; a position setting step (step S130) for setting a rack position control value using the detection information if a mode change intention is determined to exist; a calculation step (step S140) for comparing the difference between the rack position control value and the predicted rack position value in the changed mode with a preset threshold value and calculating a control limit value; and a change step (step S150) for changing the rack position control value according to the control limit value.

[0041] The following explanation focuses on vehicles equipped with the SBW system to illustrate the vehicle control method.

[0042] In the detection information receiving step, detection information generated by one or more sensors can be received (step S110).

[0043] For example, one or more sensors may include sensors capable of generating detection information for the vehicle's SFA and RWA. Furthermore, one or more sensors may include sensors that utilize CAN communication capable of generating mode-change signals. Sensors capable of generating SFA and RWA detection information have already been described; therefore, sensors capable of generating mode-change signals will be described.

[0044] As an example, the sensor may include a mode change sensor capable of generating a mode change signal. The mode change sensor may be located in the vehicle's dashboard cluster that forms the driver's seat. Furthermore, the mode change sensor may be located in the vehicle's dashboard in the form of a button, or in the form of a touchscreen. In this embodiment, the mode change sensor is not limited to these forms and may be installed in the vehicle in various ways.

[0045] For example, the detection information may include at least one of the following: mode change signal, steering torque information, and rack position information.

[0046] For example, the mode may include comfort mode and sport mode, etc. Furthermore, the mode can be distinguished into comfort mode and sport mode, etc., based on the rack position prediction value. For example, the rack position prediction value in comfort mode may be set to be relatively smaller than the rack position prediction value in sport mode. Furthermore, the rack position prediction value can be set in various ways depending on the vehicle type. Moreover, the mode is not limited to the aforementioned types; various types may exist. Hereinafter, for ease of explanation, comfort mode and sport mode will be used as examples.

[0047] For example, a mode change signal can refer to detection information generated by the driver's operation of the mode change sensor. For instance, based on the mode change signal, the mode can be changed from Comfort mode to Sport mode. Furthermore, based on the mode change signal, the mode can be changed from Sport mode to Comfort mode.

[0048] For example, steering torque information can refer to detection information generated by a torsion bar. A torsion bar torque sensor can detect the torsion torque of the torsion bar. In this case, the torsion bar torque can be generated as steering torque information. However, in this embodiment, the steering torque information is not limited to this and can be generated in a variety of ways.

[0049] For example, rack position information can refer to detection information generated by a rack position sensor receiving the current position value of the rack connected to the RWA. For instance, if a rack position control value is calculated using a vehicle control method, the position of the RWA's rack can be changed based on the calculated rack position control value. In this case, the changed rack position value can be included in the rack position information. Therefore, rack position information can be information that tracks the rack position control value. However, in this embodiment, the rack position information is not limited to this and can be generated in a variety of ways.

[0050] In the mode change intention determination step, the driver's mode change intention is determined based on the detection information (step S120).

[0051] Figure 2 This is a flowchart illustrating an action for determining a mode change intention according to one embodiment.

[0052] Reference Figure 2 In all the steps of determining the willingness to change modes, the willingness to change modes can be determined based on the mode change signal and steering torque information. For example, in the step of determining the willingness to change modes, it is possible to determine whether the mode change signal exists (step S210), whether the mode change signal is valid (step S220), whether the mode change signal is maintained (step S230), and the willingness to change modes can be determined by comparing the steering torque information with a preset threshold value (step S240).

[0053] For example, in the mode change intention determination step, if a valid mode change signal is maintained for a specified time and the steering torque information is below a preset threshold, it can be determined that there is a mode change intention.

[0054] For example, in the mode change intention determination step, the presence or absence of a mode change signal can be determined (step S210). In this case, the presence or absence of a mode change signal can be determined by whether or not a mode change signal is received.

[0055] However, in this embodiment, the method for determining the presence or absence of the mode change signal is not limited to this and can be set in various ways.

[0056] For example, if it is determined that there is no mode change signal, it can be concluded that there is no intention of the driver to change modes.

[0057] Conversely, in the mode change intention determination step, if a mode change signal is determined to exist, the validity of the mode change signal can be determined (step S220). In this case, the validity of the mode change signal can be determined by whether the mode change signal is received through the mode change sensor or through other sensors.

[0058] However, in this embodiment, the method for determining the validity of the mode change signal is not limited to this and can be set in various ways.

[0059] For example, if the mode change signal is determined to be invalid, it can be concluded that there is no intention from the driver to change the mode.

[0060] Conversely, in the mode change intention determination step, if the mode change signal is determined to be valid, it can be determined whether the mode change signal is maintained (step S230). In this case, the determination of whether the mode change signal is maintained can be made by considering whether the mode change signal has been present through the mode change sensor for a specific period of time. The specific time can be set to A seconds (however, A is a real number greater than 0).

[0061] However, in this embodiment, the method for determining whether the mode change signal is maintained is not limited to this and can be set in various ways.

[0062] For example, if it is determined that the mode change signal is not maintained, it can be concluded that there is no intention of the driver to change the mode.

[0063] Conversely, in the mode change intention determination step, if it is determined that the mode change signal is maintained, the steering torque information can be compared with the preset threshold value (step S240).

[0064] For example, a preset torque threshold value can be a value calculated using the torsion bar torque value stored during vehicle operation. For instance, a preset torque threshold value can be K Nm (where K is a real number greater than or equal to 0). However, preset torque threshold values ​​can be set in various ways depending on the type of vehicle and can be set according to different driving modes. The following explanation uses the aforementioned definition to illustrate preset torque threshold values.

[0065] As an example, if the steering torque information is greater than the preset torque threshold, it can be determined that there is no intention for the driver to change modes.

[0066] As another example, if the steering torque information is determined to be below the preset torque threshold, it is determined that there is no intention for the driver to change modes.

[0067] As another example, the steering torque information is compared with a preset torque threshold. If the product of the steering torque information and the preset torque threshold is less than 0, it can be determined that the driver intends to change the driving mode. In this case, the product of the steering torque information and the preset torque threshold being less than 0 could mean that the sign has changed and the value has passed the zero point. Furthermore, as mentioned above, the preset torque threshold could be a value calculated using torsion bar torque values ​​stored during previous vehicle driving.

[0068] Furthermore, in this embodiment, the action used to compare the steering torque information with a preset torque threshold is not limited to this and can be set in a variety of ways.

[0069] As another example, in the mode change intention determination step, if it is determined that there is a mode change signal, that the mode change signal is valid, that the mode change signal is maintained, and that the steering torque information is below the preset torque threshold, then it can be determined that there is a mode change intention.

[0070] However, in this embodiment, the intention to change the mode is not limited to this, and various detection information can be used to make the judgment.

[0071] In the position setting step, if it is determined that there is a desire to change the mode, the rack position control value can be set using the detection information (step S130).

[0072] The rack position control value can refer to a value calculated to control the position of the rack in a rack-and-pinion control (RWA). Therefore, if the rack position control value is calculated, the rack position can be adjusted based on the rack position control value.

[0073] For example, in the position setting step, the rack position information included in the detection information can be set as the rack position control value.

[0074] The rack position control value can be a value calculated to control the rack position. Therefore, the rack position can only track the rack position control value. Furthermore, the rack position control value is, in principle, tracked with the predicted rack position value in the modified mode as the target.

[0075] For example, if the vehicle mode changes, the rack position control value may change significantly. Consequently, the RWA rack position may change abruptly. In fact, a sudden change in rack position creates a noticeable difference for the driver and generates greater motor torque, potentially causing noise. To prevent this, the rack position control value needs to be reset or set to a specific value when the vehicle mode changes.

[0076] Therefore, in the position setting step, when the mode changes, the predicted rack position value is not immediately tracked; instead, the rack position information can be used to set the rack position control value. That is, in the position setting step, rack position information, including the current rack position value, can be set as the rack position control value. This reduces the driver's perception of operational inconsistencies and decreases noise-generating phenomena.

[0077] However, in this embodiment, the rack position control value is not limited to this and can be set using various detection information.

[0078] In the calculation step, the difference between the rack position control value and the rack position prediction value in the changed mode can be compared with a preset critical value, and the control limit value can be calculated (step S140).

[0079] The preset threshold is a value set to determine whether the difference between the rack position control value and the predicted rack position value under the changed mode has sufficiently decreased. In subsequent change steps, if it is determined that the difference has sufficiently decreased, the rack position control value can be set to the predicted rack position value under the changed mode. Accordingly, the rack position of the RWA controlled according to the rack position control value does not change significantly. Therefore, the driver's perception of difference can be reduced.

[0080] For example, the preset threshold value can be set to N mm (where N is a real number greater than or equal to 0). Here, N can be preset to various values ​​depending on the type of vehicle. However, in this embodiment, the preset threshold value is not limited to this and can be preset in various ways.

[0081] As another example, a control limit value is one that calculates the rack position control value to be able to quickly approach the predicted rack position value under the changed mode. The definition of the control limit value is based on... Figures 4 to 5 This will be discussed later.

[0082] Furthermore, the control limit value can be calculated as either a first control limit value or a second control limit value. For example, the first control limit value can be set to 250 mm / s to 300 mm / s. In this case, the second control limit value can be set to a value less than the first control limit value. However, the first and second control limits can be set differently depending on the type of vehicle and can be set differently depending on the vehicle speed. Moreover, in this embodiment, the control limit value is not limited to this and can be set to a variety of values.

[0083] The following is through Figure 3 Explain the specific actions used to calculate the control limit values.

[0084] Figure 3 This is a diagram illustrating the calculation operation of the calculation control limit value according to one embodiment.

[0085] Reference Figure 3 In the calculation step, the difference between the rack position control value and the rack position prediction value under the changed mode can be compared with a preset critical value (step S310).

[0086] As an example, in the calculation step, if the difference is below the preset critical value, the control limit value can be calculated as the first control limit value (step S340).

[0087] Conversely, in the calculation step, if the difference is greater than the preset critical value, the control limit value can be calculated as the second control limit value. In the change step, the rack position control value can be changed according to the second control limit value (step S320).

[0088] In addition, the calculation steps may also include: recalculating the difference between the rack position control value and the rack position prediction value in the changed mode (step S330), and comparing the difference with a preset critical value and recalculating the control limit value (step S340).

[0089] In this case, based on the result of recalculating the difference, the control limit value can be calculated as either the first control limit value or the second control limit value.

[0090] However, in this embodiment, steps S310 to S340 are not limited to this and can be combined in various ways. Furthermore, based on the determination result of step S330, there can also be a combination that ends with step S340.

[0091] Furthermore, detailed explanations of the first and second control limit values ​​are provided through... Figures 4 to 5 This will be discussed later.

[0092] In the change step, the rack position control value can be changed according to the control limit value (step S150).

[0093] For example, in the modification step, the predicted rack position value can be set as the rack position control value based on the control limit value. A detailed description of this embodiment is provided below. Figure 4 and Figure 5 This will be discussed later.

[0094] Figure 4 This is a diagram illustrating a vehicle control method according to an embodiment that does not include a position setting step. Figure 5 This is a diagram used to illustrate the control limit value, the first control limit value, and the second control limit value according to an embodiment.

[0095] exist Figure 4 and Figure 5 In the diagram, the horizontal axis is set to time (units such as ms, s, etc.), and the vertical axis is set to position (units such as mm, cm, m, etc.).

[0096] The rack position prediction value may include a first prediction value 410 and a second prediction value 420. The rack position control value can track either the first prediction value 410 or the second prediction value 420 according to a pattern. Furthermore, the rack position information 440 may refer to the actual position value of the rack of the RWA controlled according to the rack position control value. (See reference...) Figure 4 and Figure 5 The rack position information 440 can track the rack position control value.

[0097] Reference Figure 4 The diagram shows the time point 450, or the first time point 450, where the mode changes from mode 1 to mode 2. The first rack position prediction value 451 can refer to the rack position prediction value existing at the first prediction value 410 at the end of mode 1. The second rack position prediction value 452 can refer to the rack position prediction value existing at the second prediction value 420 at the beginning of mode 2. The rack position information 453 at the first time point 450 exists in the rack position information 440.

[0098] In this scenario, if the mode changes from Mode 1 to Mode 2, the rack position control value can change from the first rack position prediction value 451 to the second rack position prediction value 452. In this case, the actual position of the rack in the RWA may change significantly due to the abrupt change in the rack position control value. This change allows the driver to perceive a substantial difference.

[0099] Therefore, in the position setting step, if the rack position information 453 at the first time point in the detection information is set as the first rack position control value in the first rack position prediction value 451, the driver's sense of difference can be reduced.

[0100] Reference Figure 5 It can be confirmed that the vehicle control method of this disclosure applies a position setting step, and a rack position control value 510 and rack position information 520 tracking the rack position control value 510 are shown. In the position setting step, the rack position information 453 at a first time point can be set as the first rack position control value. Hereinafter, for ease of explanation, the first rack position control value and the rack position information 453 at the first time point will be defined as the same and will be used interchangeably in the description.

[0101] In this case, during the calculation step, the difference between the first rack position control value 453 and the second rack position prediction value 452 can be calculated. Furthermore, during the calculation step, the difference can be compared with a preset critical value to calculate a control limit value.

[0102] In this case, the control limit value can refer to the rate of change of position from a specific time point (t1) to another specific time point (t2). Furthermore, the control limit value can be selected as either a first control limit value or a second limit value. Therefore, both the first and second control limit values ​​can refer to the rate of change of position from a specific time point (t1) to another specific time point (t2), and this value can include the aforementioned numerical values. Moreover, the specific time points (t1, t2) can be set to various time points without limitation.

[0103] For example, in this embodiment, the second control limit value can be set as the rate of change of position from the first time point 450 to the second time point 460. Furthermore, the first control limit value can be set as the rate of change of position from the second time point 460 to the third time point 470. However, the control limit value is not limited to this and can be set as the rate of change of position at various time points.

[0104] As an example, in the calculation step, the difference can be compared with a preset threshold value. If the difference is greater than the preset threshold value, the control limit value can be set to the second control limit value. At this time, in the change step, according to the second control limit value, the rack position control value can be changed from the first rack position control value 453 to the second rack position control value 501 at the second time point 460.

[0105] Furthermore, in the calculation step, the difference between the second rack position control value 501 and the rack position prediction value 502 at the second time point can be recalculated. Additionally, in the calculation step, the recalculated difference can be compared again with a preset critical value to calculate the control limit value.

[0106] For example, in the change step, if the difference is below a preset critical value, the second rack position control value 501 can be changed to the third rack position control value 503 at the third time point 470 based on the first control limit value. Furthermore, Figure 5 The third rack position control value 503 and the second predicted value 420 have an intersection point. That is, it can be determined that the third rack position control value 503 and the rack position predicted value at the third time point 470 are the same, with almost no difference between them. Therefore, it can be considered that the rack position control value is set to the rack position predicted value at the third time point 470 according to the first control limit value.

[0107] Conversely, during the modification step, if the difference exceeds a preset threshold, the rack position control value can be changed again based on the second control limit value. Furthermore, depending on the circumstances, the calculation and modification steps can be repeated.

[0108] As another example, in the calculation step, the difference can be compared with a preset threshold value. If the difference is below the preset threshold value, the control limit value can be set to the first control limit value. In this case, in the change step, the time point can be changed according to the first control limit value, and the rack position control value can be set to any one of the second predicted values ​​420 at the changed time point.

[0109] However, not limited to this embodiment, the control limit value, the first control limit value, and the second control limit value can be set in various ways.

[0110] Figure 6 This is a flowchart illustrating a vehicle control device according to one embodiment.

[0111] Reference Figure 6 In a vehicle control unit 600 for a vehicle equipped with an SBW (Steer-By-Wire) system, the vehicle control unit 600 may include: a detection information receiving unit 610, which receives detection information generated by one or more sensors; a mode change intention determination unit 620, which determines the driver's intention to change modes based on the detection information; a position setting unit 630, which sets a rack position control value using the detection information if a mode change intention is determined to exist; a calculation unit 640, which compares the difference between the rack position control value and the predicted rack position value in the changed mode with a preset threshold value and calculates a control limit value; and a modification unit 650, which modifies the rack position control value according to the control limit value. Hereinafter, the vehicle control unit 600 will be described with reference to a vehicle equipped with an SBW system.

[0112] The detection information receiving unit 610 can receive detection information generated by one or more sensors.

[0113] For example, one or more sensors may be included in the vehicle's SFA and RWA, capable of generating detection information. Furthermore, "one or more sensors" can refer to sensors that can utilize CAN communication to generate mode-change signals. The sensors in the SFA and RWA have already been described below; therefore, sensors capable of generating mode-change signals will be described.

[0114] As an example, the sensor may include a mode change sensor capable of generating a mode change signal. The mode change sensor may be installed in the vehicle's dashboard, which forms part of the driver's seat. Furthermore, the mode change sensor may be installed in the vehicle's dashboard as a button, or it may be mounted in a form such as a touchscreen. In this embodiment, the mode change sensor is not limited to these forms and may be installed in the vehicle in various ways.

[0115] For example, the detection information may include at least one of the following: mode change signal, steering torque information, and rack position information.

[0116] For example, the mode may include comfort mode and sport mode, etc. Furthermore, the mode can be distinguished into comfort mode and sport mode, etc., based on the rack position prediction value. For example, the rack position prediction value in comfort mode may be set to be relatively smaller than the rack position prediction value in sport mode. Furthermore, the rack position prediction value can be set in various ways depending on the type of vehicle. Moreover, in this embodiment, the mode is not limited to these, and may include and be defined in a wide variety of ways.

[0117] For example, a mode change signal can refer to detection information generated by the driver's operation of the mode change sensor. Based on the mode change signal, the mode can be changed to another mode. For instance, based on the mode change signal, the mode can be changed from Comfort mode to Sport mode. Furthermore, based on the mode change signal, the mode can be changed from Sport mode to Comfort mode.

[0118] For example, steering torque information can refer to detection information generated by a torsion bar. A torsion bar torque sensor can detect the torsion torque of the torsion bar. In this case, the torsion bar torque can generate steering torque information. However, in this embodiment, the steering torque information is not limited to this and can be generated in a variety of ways.

[0119] For example, rack position information can refer to the detection information generated by the rack position sensor receiving the current position of the rack connected to the RWA. For instance, if the vehicle control unit 600 calculates a rack position control value, the position of the RWA's rack can be changed based on the calculated rack position control value. The changed rack position value can be included in the rack position information. Therefore, rack position information can be information that tracks the rack position control value.

[0120] However, in this embodiment, the rack position information is not limited to this and can be generated in a variety of ways.

[0121] The mode change intention determination unit 620 can determine the driver's intention to change modes based on detection information.

[0122] For example, the mode change intention determination unit 620 can determine whether there is a mode change intention based on the mode change signal and steering torque information.

[0123] The mode change intention determination unit 620 can determine whether a mode change signal exists, whether the mode change signal is valid, and whether the mode change signal is maintained. It can determine the mode change intention by comparing steering torque information with a preset threshold value.

[0124] For example, if the mode change intention determination unit 620 determines that there is a mode change intention when the valid mode change signal is maintained for a specified time and the steering torque information is below a preset threshold value.

[0125] For example, the mode change intention determination unit 620 can determine whether a mode change signal exists. In this case, the presence or absence of a mode change signal can be determined by whether or not a mode change signal is received.

[0126] However, in this embodiment, the method for determining the presence or absence of the mode change signal is not limited to this and can be set in various ways.

[0127] For example, if it is determined that there is no mode change signal, it can be concluded that there is no intention of the driver to change modes.

[0128] However, if a mode change signal is detected, the mode change intention determination unit can determine whether the mode change signal is valid. In this case, the validity of the mode change signal can be determined by whether the mode change signal is received through the mode change sensor or through other sensors.

[0129] However, in this embodiment, the method for determining the validity of the mode change signal is not limited to this and can be set in various ways.

[0130] For example, if the mode change signal is determined to be invalid, it can be concluded that there is no intention from the driver to change the mode.

[0131] However, if the mode change signal is determined to be valid, the mode change intention determination unit can determine whether the mode change signal should be maintained. In this case, the determination of whether the mode change signal should be maintained can be made by considering whether the mode change signal has been present through the mode change sensor for a specific period of time.

[0132] However, in this embodiment, the method for determining whether the mode change signal is maintained is not limited to this and can be set in various ways.

[0133] For example, if it is determined that the mode change signal is not maintained, it can be concluded that there is no intention of the driver to change the mode.

[0134] However, if it is determined that the mode change signal is held, the mode change intention determination unit can compare the steering torque information with the preset threshold value.

[0135] For example, a preset torque threshold value can be a value calculated using the torsion bar torque stored while the driver is driving the vehicle. For instance, a preset torque threshold value can be K Nm (where K is a real number greater than or equal to 0). However, preset torque threshold values ​​can be set in various ways depending on the vehicle type and can be set according to different modes. The following explanation uses the aforementioned definition to illustrate preset torque threshold values.

[0136] As another example, if the steering torque information is determined to be greater than a preset torque threshold, it can be determined that the driver does not intend to change modes. However, if the steering torque information is determined to be below the preset torque threshold, it can be determined that the driver intends to change modes.

[0137] As another example, the steering torque information is compared with the preset torque threshold. If the product of the steering torque information and the preset torque threshold is less than 0, it can be determined that there is a driver's intention to change modes.

[0138] However, in this embodiment, the action used to compare the steering torque information with the preset torque threshold is not limited to this and can be set in a variety of ways.

[0139] As another example, if the mode change intention determination unit 620 determines that there is a mode change signal, and determines that the mode change signal is valid, and determines that the mode change signal is maintained, and the steering torque information is below the preset torque threshold, then it can be determined that there is a mode change intention.

[0140] However, in this embodiment, the intention to change the mode is not limited to this, and various detection information can be used to make the judgment.

[0141] If the position setting unit 630 determines that there is a desire to change the mode, it can use the detection information to set the rack position control value.

[0142] The rack position control value can refer to a value calculated to control the position of the rack in a rack-and-pinion control (RWA). Therefore, if the rack position control value is calculated, the rack position can be adjusted based on the rack position control value.

[0143] For example, the position setting unit 630 can set the rack position information included in the detection information as the rack position control value.

[0144] The rack position control value is a value calculated to control the position of the rack. Therefore, the rack position can only track the rack position control value. Furthermore, in this mode, the rack position control value tracks the predicted rack position value as the target.

[0145] Therefore, when the vehicle mode changes, the position of the RWA rack may change drastically. Furthermore, the rack position control value may also change significantly. In this case, if the actual position of the rack changes drastically, it will give the driver a sense of difference and generate greater motor torque, potentially causing noise. To prevent this, the rack position control value needs to be reset or set to a specific value when the vehicle mode changes.

[0146] Therefore, when the mode changes, the rack position prediction value is not immediately tracked; instead, the position setting unit 630 can use the rack position information to set the rack position control value. That is, the position setting unit can set rack position information, including the current rack position value, as the rack position control value.

[0147] However, in this embodiment, the rack position control value is not limited to this and can be set using various detection information.

[0148] The calculation unit 640 can compare the difference between the rack position control value and the rack position prediction value in the changed mode with a preset critical value, and calculate the control limit value.

[0149] For example, a preset threshold value is a value set to determine whether the difference between the rack position control value and the rack position prediction value in the changed mode has sufficiently decreased. For example, the preset threshold value can be set to N mm (however, N is a real number greater than 0). Here, N can be preset to various values ​​depending on the type of vehicle. However, in this embodiment, the preset threshold value is not limited to this and can be preset in various ways.

[0150] As another example, the control limit value is to calculate the rack position control value as a value that can quickly approach the predicted rack position value under the changed mode.

[0151] Furthermore, the control limit value can be calculated as either a first control limit value or a second control limit value. For example, the first control limit value can be set to 250 mm / s to 300 mm / s. In this case, the second control limit value can be set to a value less than the first control limit value. However, the first and second control limits can be set differently depending on the type of vehicle and can be set differently depending on the vehicle speed. Moreover, in this embodiment, the control limit value is not limited to this and can be set to a variety of values.

[0152] The calculation unit 640 can compare the difference between the rack position control value and the rack position prediction value in the changed mode with a preset critical value.

[0153] As an example, if the difference is below the preset threshold, the calculation unit 640 can calculate the control limit value as the first control limit value.

[0154] Conversely, if the difference is greater than the preset threshold, the calculation unit 640 can calculate the control limit value as the second control limit value, and the modification unit can change the rack position control value according to the second control limit value.

[0155] In addition, the calculation unit 640 may also include a recalculation unit that recalculates the difference between the rack position control value and the rack position prediction value in the changed mode, compares the difference with a preset threshold value, and recalculates the control limit value.

[0156] In this case, based on the result of recalculating the difference, the control limit value can be calculated as either the first control limit value or the second control limit value. However, in this embodiment, the action of calculating the control limit value is not limited to this and can be combined in various ways.

[0157] The modification unit 650 can change the rack position control value according to the control limit value.

[0158] For example, the change unit 650 can set the rack position prediction value as the rack position control value based on the control limit value.

[0159] The above description is merely an illustrative illustration of the technical concept of this disclosure. For those skilled in the art, various modifications and variations can be made without departing from the essential characteristics of this technical concept. Furthermore, these embodiments are intended to illustrate the technical concept of this disclosure and are not intended to limit it; therefore, these embodiments do not limit the scope of this technical concept. The scope of protection of this disclosure should be interpreted through the appended claims, and all technical concepts within the equivalent scope are included within the scope of the rights of this disclosure.

Claims

1. A vehicle control method, wherein, include: The detection information receiving step involves receiving detection information generated by one or more sensors. The mode change intention determination step determines the driver's intention to change modes based on the detection information; In the position setting step, if it is determined that there is a desire to change the mode, the rack position control value is set using the detection information; The calculation step involves comparing the difference between the rack position control value and the rack position prediction value under the changed mode with a preset critical value to calculate the control limit value. as well as The modification step involves changing the rack position control value according to the control limit value.

2. The vehicle control method according to claim 1, wherein, The detection information includes at least one of the following: mode change signal, steering torque information, and rack position information.

3. The vehicle control method according to claim 1, wherein, In the mode change intention determination step, the existence of the mode change intention is determined based on the mode change signal and steering torque information.

4. The vehicle control method according to claim 3, wherein, In the mode change intention determination step, if the valid mode change signal is maintained for a specified time and the steering torque information is below a preset torque threshold, it is determined that there is a mode change intention.

5. The vehicle control method according to claim 1, wherein, In the position setting step, the rack position information included in the detection information is set as the rack position control value.

6. The vehicle control method according to claim 1, wherein, In the calculation step, if the difference is below the preset critical value, then the first control limit value is calculated.

7. The vehicle control method according to claim 1, wherein, In the calculation step, if the difference is greater than a preset critical value, then a second control limit value is calculated.

8. The vehicle control method according to claim 7, wherein, In the modification step, the rack position control value is modified according to the second control limit value.

9. The vehicle control method according to claim 8, wherein, Also includes: The recalculation step involves recalculating the difference between the rack position control value and the rack position prediction value under the changed mode, and comparing the difference with the preset threshold value to recalculate the control limit value.

10. The vehicle control method according to claim 1, wherein, In the change step, the rack position prediction value is set as the rack position control value according to the control limit value.

11. A vehicle control device, wherein, include: The detection information receiving unit receives detection information generated by one or more sensors. The mode change intention determination unit determines the driver's intention to change modes based on the detection information; If the position setting unit determines that there is a desire to change the mode, it sets the rack position control value using the detection information. The calculation unit compares the difference between the rack position control value and the rack position prediction value under the changed mode with a preset threshold value to calculate the control limit value; as well as The modification unit changes the rack position control value according to the control limit value.

12. The vehicle control device according to claim 11, wherein, The detection information includes at least one of the following: mode change signal, steering torque information, and rack position information.

13. The vehicle control device according to claim 11, wherein, The mode change intention determination unit determines whether the mode change intention exists based on the mode change signal and steering torque information.

14. The vehicle control device according to claim 13, wherein, If the valid mode change signal is maintained for a specified time and the steering torque information is below a preset torque threshold, the mode change intention determination unit determines that there is a mode change intention.

15. The vehicle control device according to claim 11, wherein, The position setting unit sets the rack position information included in the detection information as the rack position control value.

16. The vehicle control device according to claim 11, wherein, If the difference is below the preset threshold, the calculation unit calculates the first control limit value.

17. The vehicle control device according to claim 11, wherein, If the difference is greater than a preset threshold, the calculation unit calculates a second control limit value.

18. The vehicle control device according to claim 17, wherein, The modification unit changes the rack position control value according to the second control limit value.

19. The vehicle control device according to claim 18, wherein, It also includes a recalculation unit, which recalculates the difference between the rack position control value and the rack position prediction value under the changed mode and compares the difference with the preset threshold value to recalculate the control limit value.

20. The vehicle control device according to claim 11, wherein, The modification unit sets the predicted rack position value as the rack position control value based on the control limit value.

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