Vehicle and method of controlling the same

Abstract

A vehicle includes a brake indicator, a sensor unit configured to detect state information of the vehicle and an acceleration signal of the vehicle, an acceleration correction unit configured to generate a corrected acceleration from the acceleration signal of the vehicle, and a control unit configured to control the brake indicator based on a value of the corrected acceleration. The acceleration correction unit sets an effective range of the acceleration of the vehicle and an amount of change in the acceleration, and generates the corrected acceleration within the effective range.

Description

Technical Field

[0001] Various embodiments of this disclosure relate to vehicles including brake indicators and methods for controlling them. Background Technology

[0002] Brake indicators can be installed on vehicles to indicate their braking status while in motion. For example, taillights can be activated in conjunction with braking. Vehicles behind can determine whether a vehicle is decelerating by detecting the activation of its taillights when it brakes.

[0003] In the case of electric vehicles driven by electric motors, regenerative braking technology has been introduced. The electric drive motor can be manufactured to rotate in both directions. When the drive motor accelerates the vehicle, the electrical energy stored in the battery is converted into the kinetic energy of the motor, which can rotate in the forward direction to accelerate the vehicle.

[0004] When the driver releases the accelerator pedal (i.e., when the vehicle's driving force decreases), although the drive motor rotates in the forward direction, regenerative torque, which applies resistance in the opposite direction to the drive motor, may also be applied. When the regenerative torque is applied, the drive motor experiences resistance in the opposite direction of rotation, and the vehicle can decelerate. As the vehicle decelerates, the kinetic energy of the drive motor can be converted into electrical energy and stored in the battery.

[0005] In other words, regenerative braking technology can recover some of the energy lost by a vehicle while it is in motion, which is advantageous.

[0006] In regenerative braking, since vehicle deceleration is similar to braking achieved through conventional braking devices such as brakes, the brake indicator needs to be activated. The brake indicator needs to be activated when the vehicle's deceleration exceeds a preset level. The vehicle can determine whether to activate the brake indicator based on the deceleration calculated by the airbag control unit (ACU). However, there are concerns that the calculated deceleration signal may be distorted due to external factors affecting the vehicle, potentially causing unnecessary flashing of the brake indicator. These external factors include high-speed air resistance and road obstacles. Furthermore, there is the challenge of needing to set the operating logic of the brake indicator separately based on the vehicle's driving mode. Summary of the Invention

[0007] This disclosure aims to filter out the effects of external disturbances by using acceleration and acceleration variation to set the corrected acceleration as an operating reference for the brake indicator.

[0008] The purpose of this disclosure is not limited to the above-described purposes, and those skilled in the art should clearly understand other undescribed purposes from the following description.

[0009] A vehicle according to various embodiments of the present disclosure includes: a brake indicator; a sensor unit configured to detect vehicle state information and vehicle acceleration signals; an acceleration correction unit configured to generate a correction acceleration from the vehicle acceleration signals; and a control unit configured to control the brake indicator based on the value of the correction acceleration.

[0010] In some embodiments, the acceleration correction unit can set an effective range for the vehicle's acceleration and acceleration variation, and generate a corrected acceleration within that effective range.

[0011] In some embodiments, the acceleration correction unit can calculate the maximum and minimum values ​​of acceleration to define the effective range of acceleration. The minimum value of acceleration can be calculated based on vehicle state information.

[0012] In some embodiments, vehicle status information may include regenerative torque, driving load, and braking torque.

[0013] In some embodiments, the acceleration correction unit may calculate the maximum value and the minimum value of the acceleration change to define the effective range of the acceleration change.

[0014] In some embodiments, the sensor unit can detect the vehicle's motor torque. The maximum and minimum values ​​of the change in acceleration can be calculated by differentiating the motor torque.

[0015] In some embodiments, the acceleration correction unit may calculate a delay time, including the detection delay time generated by the sensor unit and the calculation delay time of the acceleration correction unit, and in response to the delay time, calculate an offset for adjusting the correction acceleration. This offset may be proportional to the derivative of the motor torque.

[0016] In some embodiments, when the corrected acceleration value is above a preset operating reference, the control unit may operate the braking indicator.

[0017] In some embodiments, the sensor unit can detect the desired torque of the vehicle. When the corrected acceleration value is above a preset operating reference and the direction of the desired torque is the same as the direction of the corrected acceleration, the control unit can operate the brake indicator.

[0018] The control method according to an embodiment of the present disclosure includes: receiving vehicle acceleration; setting an effective range for vehicle acceleration; setting an effective range for the amount of change in vehicle acceleration; generating a correction acceleration within the effective range; and controlling a braking indicator based on the value of the correction acceleration.

[0019] In some embodiments, setting the effective range of vehicle acceleration may include: receiving vehicle state information; and calculating the maximum and minimum values ​​of acceleration based on the vehicle state information.

[0020] In some embodiments, the vehicle's status information may include the vehicle's regenerative torque, driving load, and braking torque.

[0021] In some embodiments, setting the effective range of acceleration change may include: receiving the motor torque of the vehicle; differentiating the motor torque to calculate the amount of change in motor torque; and calculating the maximum and minimum values ​​of the acceleration change.

[0022] In some embodiments, the control method may further include: calculating an offset based on a delay time after setting an effective range for the amount of acceleration change. This offset may be proportional to the amount of change in motor torque.

[0023] In some embodiments, controlling the brake indicator based on the corrected acceleration value may include comparing the operating reference of the brake indicator with the value of the corrected acceleration.

[0024] In some embodiments, controlling the brake indicator based on the corrected acceleration value may further include comparing the corrected acceleration value with a desired torque. The brake indicator may be activated when the corrected acceleration value and the desired torque are in the same direction. Attached Figure Description

[0025] Those skilled in the art will gain a clearer understanding of the above and other objects, features, and advantages of this disclosure by reading the following detailed description in conjunction with the accompanying drawings, wherein:

[0026] Figure 1 This illustration shows a vehicle communicating with another device to send and receive data according to an embodiment of the present disclosure;

[0027] Figure 2 A module for a vehicle according to an embodiment of the present disclosure is shown;

[0028] Figure 3 A brake indicator according to a disclosed embodiment and a configuration for controlling the brake indicator are shown;

[0029] Figure 4 This is a flowchart illustrating a vehicle control method according to an embodiment of the present disclosure;

[0030] Figure 5 This is a flowchart illustrating a method for setting an effective range of acceleration according to an embodiment of the present disclosure;

[0031] Figure 6 This is a flowchart illustrating a method for setting an effective range of acceleration variation according to an embodiment of the present disclosure;

[0032] Figure 7 The effective range of the set acceleration according to embodiments of the present disclosure is shown;

[0033] Figure 8 This is a flowchart illustrating the sequence of generating corrected accelerations according to embodiments of the present disclosure;

[0034] Figure 9 This illustrates the calculation of offset based on torque and acceleration changes according to embodiments of the present disclosure; and

[0035] Figure 10 This is a flowchart illustrating a method based on a corrected acceleration operating brake indicator according to an embodiment of the present disclosure. Detailed Implementation

[0036] The embodiments of this disclosure will be described in detail below with reference to the accompanying drawings, enabling those skilled in the art to readily practice this disclosure. However, this disclosure can be implemented in many different forms and is not limited to the embodiments described herein.

[0037] In describing embodiments of this disclosure, detailed descriptions of known configurations or functions are omitted where such descriptions might obscure the essence of the disclosure. Furthermore, components unrelated to the description in this disclosure have been omitted from the drawings, and similar components are indicated by similar reference numerals.

[0038] In this disclosure, when describing a component as "connected," "coupled," or "joined" with another component, it may include not only a direct connection but also an indirect connection where another component exists between them. Furthermore, when describing a component as "comprising" or "having" another component, unless otherwise specified, this statement means that other components are included, not excluded.

[0039] In this disclosure, the terms "first," "second," etc., are used only to distinguish one component from another, and do not limit the order or importance of the components unless otherwise specified. Therefore, within the scope of this disclosure, a first component in one embodiment may be referred to as a second component in another embodiment, and similarly, a second component in one embodiment may be referred to as a first component in another embodiment.

[0040] In this disclosure, the distinguished components are intended to clearly describe their respective characteristics and do not imply that the components are necessarily separate. In other words, multiple components can be integrated into a single software or hardware unit, and a single component can be distributed to form multiple software or hardware units. Therefore, embodiments that integrate or distribute components are included within the scope of this disclosure, even if not separately described.

[0041] In this disclosure, not all components described in the embodiments are necessarily essential; some components may be optional. Therefore, embodiments comprising a subset of the components described in one embodiment are also included within the scope of this disclosure. Furthermore, embodiments including components other than those described in the embodiments are also included within the scope of this disclosure.

[0042] In this disclosure, phrases such as “A or B”, “at least one of A and B”, “at least one of A or B”, “A, B or C”, “at least one of A, B and C”, and “at least one of A, B, C or a combination thereof” can be included in one of the items listed in the corresponding phrase within these phrases, or all possible combinations thereof.

[0043] When the controllers, components, devices, elements, units, modules, etc. of this disclosure are described as having a purpose or performing an operation, function, etc., the controller, component, device, element, unit, or module shall be understood herein as "configured to" satisfy that purpose or perform that operation / function. Each controller, component, device, element, unit, module, etc. may be embodied independently or included as part of a device together with a processor and memory (e.g., a non-transitory computer-readable medium).

[0044] The advantages and features of this disclosure, as well as methods for implementing them, should become clear from reference to the embodiments and accompanying drawings described in detail below. However, this disclosure is not limited to the embodiments disclosed below, but can be implemented in many different forms. These embodiments are provided only to complete this disclosure and to fully inform those skilled in the art of its scope.

[0045] The following will refer to Figure 1 and Figure 2 Describes a vehicle according to an embodiment of this disclosure. Figure 1 The image shows a vehicle communicating with another device to send and receive data.

[0046] Reference Figure 1 Vehicle 100 can be electrically powered. When using electricity, vehicle 100 can be, for example, a battery-based vehicle powered solely by a high-voltage battery, or it can use a gas-based fuel cell as its energy source. Furthermore, the fuel cell can generate electricity using various types of gas, and this gas can be introduced into vehicle 100, for example, in a liquefied state. The gas can be, for example, hydrogen. However, this disclosure is not limited to this, and various gases can be used. As another example, vehicle 100 can selectively drive actuator 116 using energy from a fossil fuel-based internal combustion engine and a battery, belonging to a hybrid vehicle type.

[0047] Vehicle 100 can refer to a mobile device. Vehicle 100 is a ground vehicle that travels on the ground and can be a typical passenger car / commercial vehicle, a special purpose vehicle (PBV), etc. Vehicle 100 can be a four-wheeled vehicle, such as a sedan, SUV, or mini-truck. Alternatively, vehicle 100 can be a vehicle with more than four wheels, such as a bus, large truck, container truck, heavy equipment vehicle, etc. Ground vehicle can be referred to as including not only vehicles that move on the ground but also vehicles that move underground. Vehicle 100 can be broadly considered as a robot (e.g., a transport vehicle), and the robot can be moved using wheels, tracks, or other mobility modules (e.g., mobility systems, mobility devices, etc.). This disclosure primarily describes ground mobile devices (e.g., ground vehicles), but unless contrary to this disclosure, this embodiment can also be applied to airborne mobile devices (e.g., advanced air mobility vehicles (AAM), aircraft, etc.) and surface mobile devices (e.g., ships, submarines, etc.).

[0048] Vehicle 100 can communicate with other devices 200, 300, or another vehicle 400. Other devices may include, for example: a server 200 for supporting various controls, status management, and driving of vehicle 100; an ITS device 300 for receiving Intelligent Transportation System (ITS) information; various types of user equipment, etc. Server 200 may be an external device operated by, for example, a vehicle manufacturer or providing autonomous driving services, and can receive connection data from vehicle 100 or send data required for autonomous driving. To support autonomous driving and various services of vehicle 100, server 200 can, in response to requests and data sent from vehicle 100 and user equipment, send various types of information and software modules to vehicle 100 for controlling vehicle 100.

[0049] The ITS device 300, for example, is a roadside unit (RSU) and can exchange vehicle identification data, driving control and status data, vehicle surrounding environment data, map data, etc. with vehicle 100 through vehicle-to-infrastructure (V2I) communication to assist the user in driving his or her vehicle or support the autonomous driving of vehicle 100. Vehicle 100 can exchange the above data with another vehicle 400 through vehicle-to-vehicle (V2V) communication to support manual driving or autonomous driving.

[0050] Vehicle 100 can communicate with other vehicles or equipment based on cellular communication, in-vehicle environment wireless access (WAVE) communication, dedicated short-range communication (DSRC), short-range communication or other communication methods.

[0051] For example, vehicle 100 can use a cellular communication network such as LTE or 5G, Wi-Fi, or WAVE to communicate with server 200, ITS device 300, and another vehicle 400. As another example, DSRC or similar technologies used in vehicle 100 can be used for inter-vehicle communication. The communication methods between vehicle 100, server 200, ITS device 300, another vehicle 400, and user equipment are not limited to the embodiments described above.

[0052] Figure 2 A module for a vehicle according to an embodiment of the present disclosure is shown.

[0053] The vehicle 100 may include a sensor unit 104, a control unit 106, a display 108, a load device 114, and a transceiver 112.

[0054] The sensor unit 104 may include various types of detectors for detecting various states and conditions of the vehicle 100 in the external environment, internal systems, user operation, and passenger space.

[0055] Specifically, the sensor unit 104 may include components such as an external camera 104a, a LiDAR sensor 104b, and a radar sensor 104c, for identifying dynamic and static objects present outside the vehicle 100. The camera 104a can identify external objects as video during use of the vehicle 100 to generate video data, and send the video data to the processor 122. The LiDAR sensor 104b can generate point cloud data as data for the identified external object, and send the point cloud data to the processor 122 to generate at least three-dimensional spatial information that identifies the shape of the external object. The radar sensor 104c can emit radio waves of a specific frequency towards the surrounding area of ​​the vehicle 100 to generate radar data through radio waves reflected from external objects, thereby identifying the presence, relative distance, speed, direction, etc., of external objects. In this disclosure, the LiDAR sensor 104b is used as an example, but in another example, the LiDAR sensor 104b may not be installed.

[0056] The sensor unit 104 may include a positioning sensor 104d, a wheel sensor 104e, an attitude sensor 104f, etc., for detecting vehicle position, speed, driving attitude, etc. The attitude sensor 104f may include a gyroscope sensor, an angular velocity sensor, an acceleration sensor, etc.

[0057] This disclosure primarily describes the sensor unit 104 mentioned in the embodiments, but may also include additional sensors for detecting various conditions not listed above.

[0058] The control unit 106 can be configured as a module operated by a user for driving. For example, the control unit 106 may be a steering wheel, automatic / manual transmission, accelerator pedal, brake pedal, etc., for manual driving. The control unit 106 may also include interfaces for using, disabling, and selecting specific functions of a user-requested autonomous driving mode, enabling the user to use autonomous driving functions. To receive various requests related to autonomous driving, the control unit 106 may be configured as, for example, a hard-type interface located at a fixed position within the vehicle 100 or a soft-type interface that can be touched on the display 108. Depending on the specifications of the autonomous vehicle, at least one of the steering wheel, transmission, and pedals may be omitted. As another example, in addition to driving control, the control unit 106 may also include a module for receiving user control requests for the load device 114.

[0059] Display 108 can be used as a user interface. Display 108 can be controlled by processor 122 to display the operating status, control status, route / traffic information, and remaining energy information of vehicle 100, as well as content requested by the driver. Furthermore, display 108 can be designed as a touchscreen capable of detecting driver input to receive requests from the driver instructing processor 122.

[0060] The load device 114 may be mounted on the vehicle 100 and may be a non-drive type electrical device that does not include a drive power system (e.g., wheel drive unit 118, etc.). The load device 114 is an auxiliary device for receiving electricity from the energy generation unit 110 and may be any device, for example, mounted on the air conditioning system, lighting system, seating system, or vehicle 100. In this disclosure, a cooling / heating system may be further included for cooling or heating at least one of the battery, fuel cell, internal combustion engine, air conditioning system, and specific areas of vehicle 100.

[0061] Transceiver 112 can support bidirectional communication with server 200, ITS device 300, other vehicles 400, etc. Transceiver 112 may include modules for processing, for example, cellular communication, WAVE communication, DSRC communication, etc. In this disclosure, transceiver 112 can send data generated or stored during driving to server 200 and receive data and software modules transmitted from server 200. Transceiver 112 can support communication with electronic devices of occupants within vehicle 100. In this disclosure, vehicle 100 can send and receive data used in the method according to this disclosure via transceiver 112 to external devices.

[0062] In addition, the vehicle 100 may include an energy generation unit 110 and an actuation unit 116.

[0063] The energy generation unit 110 can generate and supply power and electricity used in the driving power system (e.g., actuation unit 116) and non-driving power systems. The non-driving power system may include, but is not limited to, sensor units 104, control units 106, displays 108, load devices 114, transceivers 112, etc., and may include various components for realizing sensing, interface, communication, and convenience functions, excluding those directly involved in driving operations. When the vehicle 100 is electrically driven, the energy generation unit 110 may be provided as, for example, an externally charged battery, or a combination of a battery and a fuel cell that charges the battery. In the case of a battery and fuel cell combination, the energy generation unit 110 may include a tank for storing materials (e.g., liquid hydrogen) used to generate electricity from the fuel cell. Furthermore, when the vehicle 100 is a hybrid type, the energy generation unit 110 may be provided as a combination of an internal combustion engine and a battery.

[0064] Actuation unit 116 may include at least one module for implementing driving operations and, based on a user request from control unit 106, execute at least one of longitudinal control (e.g., acceleration / deceleration) and lateral control (e.g., steering). To execute driving operations based on instructions from the user's manual control or the processor 122 for automatic driving, actuation unit 116 may include wheel drive unit 118, and mechanical components and electronic modules for implementing driving operations of wheel drive unit 118. When vehicle 100 is powered by electricity, vehicle 100 may include components for sending requested driving operations to wheel drive unit 118.

[0065] The wheel drive unit 118 may include multiple wheels, a drive force generation module for generating and transmitting drive force to the wheels, a braking module for mitigating wheel drive, and a steering module for lateral wheel control. When the vehicle 100 is driven by electric power, the drive force generation module may be provided as a motor assembly for generating drive force based on power output from a battery. The braking module of the electric vehicle 100 may also have regenerative braking functionality.

[0066] In addition, vehicle 100 may include memory 120 and processor 122.

[0067] The memory 120 can store applications and various data used to control the vehicle 100, and can load applications or read / write data in response to requests from the processor 122. In this disclosure, the memory 120 can store vehicle status information. This vehicle status information can be detected by sensor units.

[0068] Processor 122 can perform overall control of vehicle 100. Processor 122 can be configured to execute applications and instructions stored in memory 120.

[0069] Figure 3 The configuration of the brake indicator and the control brake indicator according to an embodiment is shown.

[0070] Reference Figure 3 According to one embodiment of the present disclosure, a vehicle 100 may include a sensor unit 104, and a processor 122 may include an acceleration correction unit 122a and a control unit 122b. Furthermore, the vehicle 100 may include a brake indicator 150 for indicating braking based on the deceleration of the vehicle 100.

[0071] The sensor unit 104 can detect the status information of the vehicle 100. The status information of the vehicle 100 may include information about the vehicle's movement. This status information may include information such as speed, acceleration, motor torque, regenerative torque, or desired torque. The sensor unit 104 can be electrically connected to components related to the movement of the vehicle 100 to receive the vehicle's status information.

[0072] The components related to the driving of the vehicle 100 may be the actuation unit 116. Since the actuation unit 116 performs the driving operation of the vehicle 100, the actuation unit 116 may include a drive unit 140 and a braking unit 130 related to the acceleration and deceleration of the vehicle 100.

[0073] Figure 3 The sensor unit 104 shown is connected to the braking unit 130 and the drive unit 140. The drive unit 140 may include a motor for providing driving force and an accelerator pedal for controlling the acceleration of the vehicle 100. The sensor unit 104 may be connected to the drive unit 140 to receive motor torque information. The motor torque corresponds to the magnitude of the torque actually applied by the motor to drive the vehicle 100. The sensor unit 104 can detect whether the driver is operating the pedal. The magnitude of the regenerative torque can be determined based on the degree of pedal operation and can therefore be detected by the pedal position.

[0074] The braking unit 130 is a component for braking the vehicle 100 and may include a brake and a brake pedal. When the user operates the brake pedal, the sensor unit 104 can detect the braking torque generated by operating the brake pedal.

[0075] Vehicle 100 according to embodiments of the present disclosure may include processor 122, and processor 122 may be electrically connected to sensor unit 104. Processor 122 may generate a corrective acceleration based on state information of vehicle 100 detected by sensor unit 104. The corrective acceleration corresponds to the signal after removing external interference from the acceleration signal of vehicle 100. Processor 122 may control brake indicator 150 based on the corrective acceleration.

[0076] The processor 122 may include an acceleration correction unit 122a for generating a correction acceleration, and a control unit 122b for controlling the brake indicator 150 based on the generated correction acceleration.

[0077] Acceleration correction unit 122a corresponds to a component for processing the acceleration signal detected by sensor unit 104. This acceleration signal may include the effects of external disturbances such as road surface irregularities or bumps. External disturbances may temporarily cause changes in acceleration, and the brake indicator 150 may momentarily activate when the acceleration signal value detected due to external disturbances meets the operating reference of the brake indicator 150. To prevent momentary activation of the brake indicator 150 when external disturbances occur, it is desirable to remove the effects of external disturbances.

[0078] The acceleration correction unit 122a can generate an acceleration value as an actual corrected acceleration based on the actual acceleration and acceleration change of the vehicle 100, as described below. This corrected acceleration can reflect the current state of the vehicle 100 (including the driving state of the vehicle 100), so as to set the effective range of acceleration and acceleration change, and filter out acceleration signals caused by external interference.

[0079] The control unit 122b controls the brake indicator 150 based on the corrected acceleration value generated by the acceleration correction unit 122a. The operation of the brake indicator 150 can be controlled based on specific operating conditions. The brake indicator 150 can be operated when the deceleration of the vehicle 100 is above a predetermined level (i.e., when the vehicle 100 is traveling at a deceleration greater than a preset reference deceleration). The control unit 122b can determine whether the corrected acceleration value meets the operating reference of the brake indicator 150. When the corrected acceleration meets the operating reference of the brake indicator 150, the control unit 122b can operate the brake indicator 150.

[0080] The acceleration correction unit 122a of the processor 122 can process the acceleration signal to generate a corrected acceleration value. The acceleration signal is a signal that reflects the influence of external interference, and the acceleration value may change rapidly when external interference occurs. According to an embodiment of the present disclosure, the acceleration correction unit 122a can set the range of achievable acceleration and acceleration change based on the current state of the vehicle 100.

[0081] The acceleration correction unit 122a can set the effective range of acceleration and acceleration change. The effective range refers to the interval specifying the actual possible range of acceleration and acceleration change based on the current state of the vehicle 100. Acceleration and acceleration change caused by external interference may cause instantaneous and drastic changes in the acceleration signal, and may be outside the corresponding effective range. The effective range of acceleration and acceleration change can be set; values ​​outside the effective range will be treated as external interference, thereby filtering the acceleration signal.

[0082] Figure 4 This is a flowchart illustrating a vehicle control method according to an embodiment.

[0083] Reference Figure 4 The method may include: operating S10, where the sensor unit 104 receives an acceleration signal; operating S20 and S30, where the acceleration and the effective range of the acceleration change are set; operating S40, where a corrected acceleration is generated based on the effective range; and operating S50, where the braking indicator 150 is controlled based on the corrected acceleration.

[0084] Because the acceleration signal contains the effects of external interference, it is desirable to filter out the influence of external interference. When external interference occurs, the acceleration signal may change rapidly. For example, when vehicle 100 crosses a bump or a pothole in the road surface, vehicle 100 may vibrate instantaneously, and the acceleration value of vehicle 100 may change. At this time, the acceleration signal can reflect the changed acceleration value, and may change significantly, with the acceleration value potentially momentarily meeting the operating reference of brake indicator 150.

[0085] When the acceleration signal momentarily meets the operating reference of the brake indicator 150, the brake indicator 150 may operate instantaneously. Since the brake indicator 150 includes a taillight, a driver of a vehicle behind the vehicle 100 may feel uncomfortable due to the flashing of the taillight of the vehicle 100.

[0086] When external interference occurs, the acceleration signal value may change significantly. Therefore, the influence of external interference can be distinguished based on the values ​​of acceleration and the change in acceleration. Thus, according to this disclosure, effective ranges are set for both acceleration and the change in acceleration, signals outside these effective ranges are determined to be caused by external interference, and these signals are then filtered.

[0087] The acceleration signal, having been filtered out of external interference, corresponds to a corrected acceleration. According to this disclosure, the corrected acceleration can be generated based on the acceleration and the effective range of acceleration variation. The brake indicator 150 can be controlled based on the corrected acceleration. Since the effects of external interference have been filtered out, when the brake indicator 150 is controlled based on the corrected acceleration, the brake indicator 150 can operate accurately in response to the driving state of the vehicle 100. Furthermore, unnecessary operation due to external interference can be prevented.

[0088] Figure 5 This is a flowchart illustrating a method for setting an effective range of acceleration according to an embodiment. Figure 6 This is a flowchart illustrating a method for setting an effective range of acceleration variation according to an embodiment.

[0089] According to this disclosure, the actual range of the acceleration and the change in acceleration of vehicle 100 is estimated. The actual range of acceleration and the change in acceleration can be determined based on the driving state of vehicle 100. The acceleration correction unit 122a can filter the acceleration signal based on each of the effective range of acceleration and the effective range of the change in acceleration. In other words, the signal can be filtered twice.

[0090] The acceleration signal filtered by the effective range of acceleration can be regarded as a first-correction acceleration, while the signal obtained by filtering the first-correction acceleration by the effective range of acceleration change can be regarded as a second-correction acceleration.

[0091] The following will refer to Figure 5 Describe the method for setting the effective range of acceleration.

[0092] The acceleration correction unit 122a can calculate the maximum and minimum values ​​of acceleration. The maximum and minimum values ​​of acceleration define the effective range of acceleration. The maximum and minimum values ​​of acceleration can be calculated based on the state information of the vehicle 100.

[0093] Sensor unit 104 can detect the acceleration of vehicle 100. Sensor unit 104 includes an acceleration sensor, and the acceleration sensor can detect acceleration by detecting the motion of vehicle 100. As an example, the acceleration sensor can be located within the ACU. Since the ACU controls the drive unit 140 of vehicle 100, the ACU can detect acceleration by using the acceleration calculated from the ACU.

[0094] The acceleration correction unit 122a can calculate the maximum and minimum values ​​of acceleration. The maximum and minimum values ​​of acceleration can be determined based on the state information of the vehicle 100. The maximum and minimum values ​​of acceleration can be calculated by setting a range of acceleration values ​​that can be actually derived from the state information of the vehicle 100.

[0095] The state information of vehicle 100 may include regenerative torque, driving load, and braking torque. Regenerative torque corresponds to the resistance generated by regenerative braking of vehicle 100. Regenerative torque acts in the opposite direction to the driving direction of vehicle 100, and therefore can affect the minimum acceleration.

[0096] The regenerative torque can be estimated by adjusting the coasting phase of the paddle shifter used to control the magnitude of the regenerative torque. The driver can manipulate the paddle shifter to control the coasting phase of the regenerative torque. A preset regenerative torque can be operated based on the coasting phase. For example, when the user increases the coasting phase by manipulating the paddle shifter, the magnitude of the regenerative torque applied during regenerative braking increases. Conversely, when the user decreases the coasting phase by manipulating the paddle shifter, the magnitude of the regenerative torque applied during regenerative braking decreases.

[0097] The driving load corresponds to the load applied to the vehicle 100 when the vehicle 100 is in motion. The driving load may include the frictional force applied to the vehicle 100 when the vehicle 100 is in motion. As an example, the driving load may include the frictional force between the wheels of the vehicle 100 and the road surface. When the vehicle 100 is traveling on the road surface, friction is provided between the vehicle 100 and the road surface, allowing the vehicle 100 to travel without slipping.

[0098] Driving load can include the air resistance exerted by vehicle 100 during travel. When vehicle 100 travels at a specific speed, air resistance based on vehicle speed can be calculated. Air resistance is an inherent factor in the travel of vehicle 100 and, corresponding to the driving load, can be calculated in response to the speed and cross-sectional area of ​​vehicle 100. However, it can be determined that abrupt changes in air resistance that may occur during vehicle 100 travel (i.e., resistance generated by a sudden onset of strong winds) imply external disturbances. The air resistance included in the driving load is the air resistance predicted based on the speed of vehicle 100 under normal driving conditions.

[0099] Driving load can also include the load caused by the gradient of the road surface on which the vehicle is traveling. When vehicle 100 travels on an inclined road, the gradient of the inclined road will affect the acceleration and deceleration of vehicle 100. When vehicle 100 travels on an incline, the vehicle may experience a greater driving load compared to a flat road. In other words, resistance will be applied to the travel of vehicle 100.

[0100] Considering the aforementioned driving load, the acceleration correction unit 122a can calculate the minimum acceleration. Since the operating reference of the brake indicator 150 is not strongly correlated with the maximum acceleration, the maximum acceleration can be calculated more easily. Since the increase in vehicle speed is unrelated to the operating status of the brake indicator 150, the calculation of the maximum acceleration can be performed using a simple calculation method. The maximum acceleration can be obtained by processing the acceleration signal using a simple filter that exceeds a preset reference value.

[0101] In the case of minimum acceleration, there may be a region that overlaps with the operating condition of brake indicator 150, so the calculation of minimum acceleration needs to include the operating reference of brake indicator 150. Therefore, the minimum acceleration can be calculated in a way that takes into account driving load as described above, in a manner that includes the minimum acceleration that can be actually derived from the current state of vehicle 100.

[0102] The driving load of vehicle 100 can be detected by sensor unit 104. In contrast, the driving load can be applied to vehicle 100 from outside. For example, the slope of the road surface that vehicle 100 is traveling on can be provided by road surface information sent from an external server of vehicle 100. The transceiver can communicate with the server and receive information about the road surface that vehicle 100 is traveling on.

[0103] Braking torque is information corresponding to the braking force of braking unit 130. Braking torque can reflect the acceleration caused by braking. Complex factors such as the speed of vehicle 100, the weight of vehicle 100, and the slope of the road surface can be considered to determine the braking force of the brake. Acceleration correction unit 122a can calculate the predicted braking torque of the brake based on the current state of vehicle 100.

[0104] After collecting the state information of vehicle 100 (including regenerative torque, driving load, and braking torque), acceleration correction unit 122a calculates the minimum acceleration based on the state information of vehicle 100. The range between the maximum and minimum acceleration values ​​can be set as the effective range of acceleration. The effective range of acceleration corresponds to the range of accelerations that can be derived based on the current state of vehicle 100. It can be determined that values ​​outside the effective range of acceleration indicate external disturbances that vehicle 100 cannot derive. In other words, it can be determined that a detected acceleration signal greater than the maximum acceleration value, or a detected acceleration signal less than the minimum acceleration value, indicates external disturbances.

[0105] When calculating the minimum acceleration, a correction offset can be applied. The minimum acceleration calculated based on the state information of vehicle 100 corresponds to the theoretical minimum acceleration based on the current state of vehicle 100. To set the effective range of actual acceleration, a preset offset can be applied to calculate an optimized value for the minimum acceleration.

[0106] Acceleration correction unit 122a can compare the detected acceleration signal with the effective range of acceleration. Signals outside the effective range of acceleration can be filtered out. As described above, since signals outside the range between the maximum and minimum values ​​of acceleration are determined to represent external interference, the filtered acceleration signal corresponds to a first-correction acceleration. Acceleration correction unit 122a further filters the first-correction acceleration to generate a second-correction acceleration.

[0107] The following will refer to Figure 6 Describes a method for setting the effective range of acceleration change.

[0108] The acceleration correction unit 122a can calculate the maximum and minimum values ​​of the acceleration change. The maximum and minimum values ​​of the acceleration change define the effective range of the acceleration change. The maximum and minimum values ​​of the acceleration change can be calculated based on the state information of the vehicle 100.

[0109] Even when the filtered acceleration signal is within the effective range defined by the maximum and minimum acceleration values, the influence of external interference may still exist, even if the acceleration value falls within the effective range. In other words, this corresponds to the case where the acceleration changes due to external interference, but the acceleration value changes within the effective range of acceleration. Even in this case, there is a concern that the acceleration value may become an instantaneous operating reference for the brake indicator 150. Therefore, it is desirable to analyze the amount of acceleration change along with the acceleration value.

[0110] The acceleration change indicates the amount of acceleration that changes over time. Therefore, the acceleration change signal can be obtained by differentiating the acceleration value detected by the accelerometer. Alternatively, the acceleration change signal can be obtained by differentiating the acceleration signal detected by sensor unit 104. Or, the acceleration change signal can be obtained by differentiating the first-corrected acceleration after acceleration effective range correction. The acceleration change signal corresponds to the correction target of acceleration correction unit 122a.

[0111] The maximum and minimum values ​​of the acceleration change define the range of acceleration changes that can be derived from the state information of vehicle 100. This range corresponds to the valid range of the acceleration change. The acceleration change can correspond to the driving force of vehicle 100. Therefore, the acceleration change can be determined based on the motor torque of vehicle 100. In other words, the state information of vehicle 100 can include motor torque. Motor torque is information corresponding to the current actual acceleration of vehicle 100.

[0112] Sensor unit 104 can detect the motor torque of vehicle 100. The motor torque of vehicle 100 corresponds to the torque provided by the motor of drive unit 140. The motor torque value can be obtained by detecting the motor torque value. The change in motor torque can be obtained by differentiating the motor torque over time. The motor torque corresponds to a parameter proportional to acceleration. The maximum value of the change in acceleration can be calculated based on the change in motor torque.

[0113] The changes in acceleration and motor torque can correspond to absolute values. In other words, the changes in acceleration and motor torque can have positive signs. The changes do not correspond to values ​​directly compared to the operating reference of the brake indicator 150. In other words, since the magnitude of the changes is an important factor, the changes in acceleration and motor torque can use absolute values.

[0114] The motor torque is a value corresponding to the actual torque of the vehicle 100 while it is in motion. In other words, the motor torque can provide real-time state information of the vehicle 100 unaffected by external disturbances. The sensor unit 104 can detect the motor torque and the amount of change in motor torque, and set the maximum value of the acceleration change based on the amount of change in motor torque. Since the amount of change in motor torque is based on the real-time changes in the vehicle 100's movement, the maximum values ​​of the motor torque change and the maximum values ​​of the acceleration change can be updated in real time.

[0115] The status information of vehicle 100 may include the desired torque change. The desired torque corresponds to the torque output based on user demand when the user controls vehicle 100. For example, when the user depresses the accelerator pedal, the desired torque increases. In this case, the value of the desired torque is greater than the motor torque corresponding to the actual driving force of the motor. The motor torque can increase until it equals the desired torque.

[0116] The desired torque can vary depending on the driving mode of vehicle 100. For example, when the driving mode of vehicle 100 is Eco / Standard mode, the desired torque of vehicle 100 can be set to be less than a preset reference value. When the driving mode of vehicle 100 is Sport / High-Speed ​​mode, the desired torque of vehicle 100 can be set to be greater than the preset reference value. The reference value corresponds to the general desired torque value of vehicle 100. The maximum and minimum values ​​of the motor torque variation can be determined by additionally reflecting the desired torque.

[0117] Changes in acceleration caused by external disturbances correspond to a range of rapid changes in the acceleration signal. Changes in acceleration caused by regenerative braking or driver-operated braking unit 130 last for a relatively long time, and the magnitude of the acceleration change may remain constant. However, changes in acceleration caused by external disturbances may occur over a wide range in a short period of time. This is because the movement and arrangement of the vehicle 100 may be momentarily affected when an external disturbance occurs. The acceleration signal caused by regenerative braking or braking unit 130 may correspond to a low-frequency signal, while the acceleration signal caused by external disturbances may correspond to a high-frequency signal.

[0118] Acceleration correction unit 122a can collect a signal of acceleration change based on the acceleration signal detected by sensor unit 104, and then compare the signal with an effective range defined by the maximum and minimum values ​​of the acceleration change. It can be determined that signals in the acceleration change signal that are outside the effective range of the acceleration change are caused by external interference.

[0119] Acceleration correction unit 122a can generate secondary corrected acceleration by filtering out values ​​outside the effective range of acceleration based on a signal of acceleration change. Secondary corrected acceleration is the acceleration signal detected by sensor unit 104, or the signal of acceleration change differentiated from primary corrected acceleration, after correction. When using a signal of acceleration change differentiated from primary corrected acceleration, a corrected acceleration reflecting corrections made within both the effective range of acceleration and the effective range of acceleration change can be generated.

[0120] When using a signal representing the acceleration change that is differentiated from the acceleration signal detected by sensor unit 104, the secondary correction acceleration corresponds to a correction acceleration that reflects the correction made within the effective range of the acceleration change. In this case, a process of matching the primary correction acceleration with the secondary correction acceleration can be performed. This matching process is used to generate a correction acceleration that reflects both the portion corrected within the effective range of acceleration and the portion corrected within the effective range of the acceleration change.

[0121] Figure 7The effective range of the set acceleration according to the embodiment is shown.

[0122] Reference Figure 7 This can be illustrated with a graph that visually represents the effective range of acceleration. Figure 7 The figure shown represents the acceleration signal as a function of time. This signal corresponds to the acceleration signal detected by sensor unit 104. In other words, this signal reflects the effects of external disturbances.

[0123] The acceleration correction unit 122a can be set to an effective range defined by the maximum and minimum values ​​of acceleration. The minimum value of acceleration can be set to be less than the illumination reference of the brake indicator 150. Points A and C located outside the corresponding effective range can be identified as being affected by external interference and can be corrected.

[0124] Figure 7 Point B in the equation has an acceleration value within the effective range of acceleration. Therefore, even when correction is performed within the effective range of acceleration, the corresponding portion may not be corrected. Since the acceleration value at point B is a value that may temporarily satisfy the operating reference of the brake indicator 150, unnecessary operation of the brake indicator 150 may occur.

[0125] Point B can be corrected based on the correction within the effective range of the acceleration change. Point B corresponds to a region where the acceleration value changes instantaneously and significantly, thus containing values ​​of acceleration change that cannot be derived from the current state of vehicle 100. Therefore, the acceleration change at point B corresponds to a value outside the effective range of the acceleration change. The acceleration correction unit 122a can determine that point B is caused by an external disturbance and correct point B during the process of generating a corrected acceleration within the effective range of the acceleration change.

[0126] Figure 8 This is a flowchart illustrating the generation of corrected acceleration according to an embodiment.

[0127] Reference Figure 8 Operation S40 may include: operation S410, receiving status information of vehicle 100; operation S420, setting the effective range of acceleration; operation S430, setting the effective range of acceleration change; operation S440, generating correction acceleration based on the effective range; operation S450, calculating offset; and operation S460, adjusting correction acceleration.

[0128] Reference Figure 8 The acceleration correction unit 122a can calculate the offset based on the delay time and adjust the correction acceleration based on the offset. The acceleration correction unit 122a can calculate the offset and then reflect the offset in the generated correction acceleration to adjust the correction acceleration.

[0129] The offset can be calculated based on a delay time. This delay time can include the sensing delay time generated by sensor unit 104 and the calculation delay time of acceleration correction unit 122a. The acceleration signal needs to be processed to advance the delay time. As the delay time increases, the corrected acceleration may be identified with a predetermined time difference compared to the actual acceleration of vehicle 100.

[0130] There is a concern that when there is a time difference between the corrected acceleration and the actual acceleration, the vehicle 100 may not act until after the time difference, even if the acceleration of the vehicle 100 meets the preset operating reference of the brake indicator 150. To ensure immediate operation of the brake indicator 150, the corrected acceleration can be adjusted by taking into account the offset reflecting the time delay.

[0131] Based on the effective range of acceleration and the effective range of acceleration variation, a corrected acceleration that filters out the effects of external interference present in the acceleration signal can be generated. Then, the offset can be reflected to adjust the corrected acceleration corresponding to the input used to operate the brake indicator 150.

[0132] When the corrected acceleration generated based on the effective range of acceleration and the effective range of acceleration change is called the primary corrected acceleration and the secondary corrected acceleration, respectively, it can be regarded that the acceleration correction unit 122a generates the final corrected acceleration by applying the offset to the secondary corrected acceleration.

[0133] Figure 9 A method for calculating offset based on torque and acceleration changes, according to an embodiment, is shown.

[0134] The offset value can be proportional to the change in motor torque. Motor torque is information corresponding to the actual acceleration of the vehicle at 100 km / h. Therefore, the change in motor torque can correspond to the change in actual acceleration. When the change in motor torque is large, the change in acceleration will also increase proportionally. When the change in acceleration increases, even if the offset based on the time delay is the same, the acceleration error will also increase.

[0135] Figure 9 This is a graph showing the changes in motor torque and acceleration over time. The motor torque and acceleration are divided into cases with changes (gradients) of S1 and S2, respectively. The gradient value in case S1 is greater than that in case S2, which means that the changes in motor torque and acceleration over time are larger.

[0136] In both cases, it is assumed that the offset based on the time delay is T. During the same offset interval T, when the gradient is S1, the acceleration changes from -0.7 m / s² to -1.3 m / s². When the gradient is S2, the acceleration changes from -1.0 m / s² to -1.3 m / s².

[0137] As mentioned above, when the motor torque changes significantly, the change in acceleration also increases. In other words, the acceleration changes more rapidly, shortening the time required for the acceleration to reach a specific value. In this case, an offset is needed to reflect this, further correcting the acceleration signal in advance. When the motor torque is relatively small, the change in acceleration also decreases proportionally. The rate of acceleration change may slow down, increasing the time required for the acceleration to reach a specific value.

[0138] By detecting changes in motor torque in real time, the offset used to adjust and correct acceleration can be set in real time. When the change in motor torque increases, the offset increases proportionally, and when the change in motor torque decreases, the offset decreases proportionally.

[0139] Figure 10 This is a flowchart illustrating a method based on a corrected acceleration operating brake indicator 150 according to an embodiment.

[0140] After the acceleration correction unit 122a generates the corrected acceleration, the control unit 122b can control the operation of the brake indicator 150 based on the corrected acceleration. The brake indicator 150 may include components such as brake lights. When the corrected acceleration meets the preset operating reference of the brake indicator 150, the control unit 122b can operate the brake indicator 150.

[0141] As an example, the brake lights can be activated when the deceleration of vehicle 100 exceeds a preset reference. The preset reference could be 1.3 m / s². In this case, the brake lights will be activated when the deceleration of vehicle 100 exceeds 1.3 m / s².

[0142] According to the embodiment, the control unit 122b receives the corrected acceleration value and determines whether the correction is greater than or equal to a preset operating reference. When the corrected acceleration is less than the operating reference, the corrected acceleration can be continuously received.

[0143] When it is determined that the corrected acceleration is greater than or equal to the operating reference, it can be determined whether the direction of the corrected acceleration is the same as the direction of the desired torque. Even when the corrected acceleration is greater than or equal to the operating reference, the corrected acceleration may correspond to acceleration temporarily generated by external disturbances, etc. In this case, the direction of the desired torque can be compared with the direction of the corrected acceleration of vehicle 100.

[0144] Desired torque refers to the magnitude of the torque expected in response to user input. For example, when a user wants to accelerate the vehicle forward to 100 km / h, the user can press the accelerator pedal, and the desired torque can be positive. When a user wants to decelerate the vehicle to 100 km / h, the user can release the accelerator pedal or apply the brakes, and the desired torque can be negative.

[0145] The direction of the desired torque can be compared with the direction of the corrective acceleration, and the brake indicator 150 can be operated when the direction of the corrective acceleration is the same as the direction of the desired torque. When the direction of the corrective acceleration corresponds to the direction of deceleration of the vehicle 100, and the direction of the desired torque corresponds to the direction of deceleration of the vehicle 100, it can be determined that the vehicle 100 is currently decelerating, and the operation of the desired brake indicator 150 can be determined.

[0146] When the direction of the desired torque corresponds to the direction of the increase in the vehicle 100's speed, and the direction of the corrected acceleration corresponds to the direction of deceleration, it can be determined that the value of the corrected acceleration is a temporary value. In other words, since the corrected acceleration value can be considered as being temporarily generated above the operating reference value of the brake indicator 150 due to external disturbances, the operation of the brake indicator 150 can be prevented.

[0147] Even when the corrected acceleration meets the operating reference of the brake indicator 150, the control unit 122b can prevent the brake indicator 150 from malfunctioning by comparing it with the desired torque.

[0148] The following describes a control method for a vehicle 100 according to an embodiment of the present disclosure.

[0149] Figure 4 The schematic flowchart corresponding to the control method is shown. The control method may include: operation S10, receiving the acceleration of vehicle 100; operation S20, setting an effective range of acceleration; operation S30, setting an effective range of acceleration variation; operation S40, generating a correction acceleration within the effective range; and operation S50, controlling the brake indicator 150 based on the correction acceleration value.

[0150] like Figure 5 As shown, the operation S20 for setting the effective range of acceleration may include: operation S210, receiving the state information of vehicle 100; and operation S220, calculating the maximum and minimum values ​​of acceleration based on the state information of vehicle 100. The effective range of acceleration may be defined by these maximum and minimum values. The state information of vehicle 100 may include the regenerative torque, driving load, and braking torque of vehicle 100. The operation S20 for setting the effective range of acceleration may further include: operation S230, setting the range between the maximum and minimum values ​​of acceleration as the effective range.

[0151] like Figure 6As shown, operation S30 for setting the effective range of acceleration change may include: operation S310, receiving motor torque; operation S320, differentiating the motor torque to calculate the motor torque change; and operation S330, calculating the maximum and minimum values ​​of acceleration change. The acceleration change can be calculated based on the motor torque change. The effective range of acceleration change can be defined by the maximum and minimum values ​​of acceleration change. Operation S30 for setting the effective range of acceleration change may further include: operation S340, setting the range between the maximum and minimum values ​​of acceleration change as the effective range of acceleration change.

[0152] Once the effective range of acceleration and the effective range of acceleration change are calculated, the acceleration signal can be filtered based on these ranges, and a corrected acceleration can be generated. The acceleration signal can be filtered sequentially based on the effective range of acceleration and the effective range of acceleration change.

[0153] Therefore, the control method may include the following operation: after setting the effective range of acceleration in operation S20, generating a primary correction acceleration based on the effective range of acceleration. Similarly, the control method may include the following operation: after setting the effective range of acceleration change in operation S30, generating a secondary correction acceleration based on the effective range of acceleration change.

[0154] According to one embodiment of this disclosure, the control method may further include: operating S450, after operating S40 to generate the correction acceleration, calculating an offset based on a delay time. This offset may be calculated proportionally to the change in motor torque. The control method may also include: operating S460, after operating S450 to calculate the offset, adjusting the correction acceleration based on the offset.

[0155] When the corrected acceleration generated based on the effective range of the acceleration change is called the secondary corrected acceleration, the control method may include: after generating the secondary corrected acceleration, calculating the offset (operation S450); and generating the final corrected acceleration based on the offset (operation S460).

[0156] Reference Figure 10The operation S50 of controlling the brake indicator 150 based on the corrected acceleration value may further include: operation S510, receiving the corrected acceleration; operation S520, comparing the operating reference of the brake indicator 150 with the corrected acceleration value; and operation S530, comparing the corrected acceleration value with the desired torque. The operation S530 of comparing the corrected acceleration value with the desired torque is an operation of comparing the direction of the corrected acceleration with the direction of the desired torque. When the direction of the corrected acceleration is the same as the direction of the desired torque, operation S540 can be performed: operating the brake indicator 150.

[0157] Although the methods described in this disclosure are presented as a series of operations for clarity, there is no intention to restrict the order in which the operations are executed; the operations may be executed simultaneously or in different orders as needed. To implement the methods according to this disclosure, additional operations may be included within operations, or some operations may be performed while including the remaining operations, or some operations may be excluded while including other additional operations.

[0158] The various embodiments of this disclosure do not list all possible combinations, but are intended to describe representative aspects of this disclosure. The matters described in each embodiment can be applied independently or in combination of two or more.

[0159] Furthermore, the various embodiments of this disclosure can be implemented by hardware, firmware, software, or a combination thereof. When the various embodiments are implemented by hardware, they can be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, etc.

[0160] The scope of this disclosure includes software or machine-executable instructions (e.g., operating systems, applications, firmware, programs, etc.) that can enable the operation of methods according to various embodiments to be performed on a device or computer, and to be executed on a non-transitory computer-readable medium storing such software or instructions and executable on a device or computer.

[0161] According to embodiments of this disclosure, an effective range for acceleration and acceleration variation derived from vehicle state information can be set, and the acceleration signal can be filtered within this effective range to generate a corrected acceleration. This removes the influence of external interference. Therefore, it eliminates the need to separately set an acceleration signal processing method based on vehicle state, and improves the reliability of the generated corrected acceleration.

[0162] The effects of this disclosure are not limited to those described above; other effects not described will be apparent to those skilled in the art from the following description.

Claims

1. A vehicle comprising: Brake indicator; The sensor unit is configured to detect vehicle status information and vehicle acceleration signals; The acceleration correction unit is configured to generate a correction angular velocity from the vehicle's acceleration signal; and The control unit is configured to control the braking indicator based on the value of the corrected acceleration. The acceleration correction unit sets the effective range of the vehicle's acceleration and acceleration change, and generates the corrected acceleration within the effective range.

2. The vehicle as claimed in claim 1, wherein, The acceleration correction unit calculates the maximum and minimum values ​​of acceleration used to define the effective range of acceleration, and The minimum acceleration is calculated based on the vehicle's state information.

3. The vehicle as claimed in claim 2, wherein, Vehicle status information includes regenerative torque, driving load, and braking torque.

4. The vehicle as claimed in claim 1, wherein, The acceleration correction unit calculates the maximum and minimum values ​​of the acceleration change used to define the effective range of the acceleration change.

5. The vehicle as claimed in claim 4, wherein, The sensor unit detects the vehicle's motor torque, and The maximum and minimum values ​​of the change in acceleration are calculated by differentiating the motor torque.

6. The vehicle as claimed in claim 5, wherein, The acceleration correction unit calculates a delay time including the sensing delay time generated by the sensor unit and the calculation delay time of the acceleration correction unit, and in response to this delay time, calculates an offset for adjusting the correction acceleration. This offset is proportional to the derivative of the motor torque.

7. The vehicle as claimed in claim 3, wherein, When the value of the corrected acceleration is above a preset operating benchmark, the control unit operates the braking indicator.

8. The vehicle as claimed in claim 7, wherein, The sensor unit detects the vehicle's desired torque, and Specifically, when the value of the corrected acceleration is above a preset operating reference and the direction of the desired torque is the same as the direction of the corrected acceleration, the control unit operates the brake indicator.

9. The vehicle as claimed in claim 1, wherein, The sensor unit includes an external camera, a LiDAR sensor, a radar sensor, a positioning sensor, a wheel sensor, and an attitude sensor.

10. The vehicle as claimed in claim 1, wherein, The corrected acceleration is the signal from which external interference has been removed from the vehicle's acceleration signal.

11. The vehicle as claimed in claim 1, wherein, The acceleration correction unit is also configured to: The acceleration signal is filtered based on each of the effective range of acceleration and the effective range of acceleration change.

12. A control method comprising the following steps: Receive the vehicle's acceleration; Set the effective range of the vehicle's acceleration; Define the effective range of the vehicle's acceleration change; Generate corrective acceleration within the effective range; as well as The braking indicator is controlled based on the value of the corrected acceleration.

13. The control method as described in claim 12, wherein, The steps for setting the effective range of vehicle acceleration include: Receive vehicle status information; and Based on the vehicle's state information, the maximum and minimum values ​​of acceleration are calculated.

14. The control method as described in claim 13, wherein, The vehicle's status information includes the vehicle's regenerative torque, driving load, and braking torque.

15. The control method as described in claim 12, wherein, The steps for setting the effective range of the acceleration change include: Receives the vehicle's motor torque; Differentiate the motor torque to calculate the change in motor torque; and Calculate the maximum and minimum values ​​of the change in acceleration.

16. The control method of claim 12, further comprising the following steps: After defining the effective range of acceleration change, the offset is calculated based on the delay time. This offset is proportional to the change in motor torque.

17. The control method as described in claim 12, wherein, The steps of controlling the braking indicator based on the value of the corrected acceleration include: The operating reference of the brake indicator is compared with the value of the corrected acceleration.

18. The control method as described in claim 17, wherein, The step of controlling the braking indicator based on the value of the corrected acceleration further includes: The value of the corrected acceleration is compared with the desired torque. Specifically, the brake indicator is activated when the direction of the corrected acceleration value is the same as the direction of the desired torque.

19. The control method as described in claim 12, wherein, The corrected acceleration is the signal from which external interference has been removed from the vehicle's acceleration signal.

20. The control method as described in claim 12, wherein, The step of generating the corrected acceleration within the effective range includes: The acceleration signal is filtered based on each of the effective range of acceleration and the effective range of acceleration change.

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