Vehicle turning control device and method, vehicle including the control device and storage medium

Abstract

This invention relates to a vehicle turning control device and method, a vehicle including the control device, and a storage medium. The vehicle turning control device includes a controller that controls a front wheel motor driving the front wheels and a rear wheel motor driving the rear wheels of the vehicle based on sensing values ​​from a sensor unit of the vehicle. The controller is configured to: determine whether the vehicle meets predetermined turning state conditions based on the sensing values ​​from the sensor unit; and, in a turning control mode where the vehicle meets the predetermined turning state conditions, control at least one of the front wheel motor and the rear wheel motor such that the slip value of at least one of the front wheel and the rear wheel follows a slip target value or slip target allocation ratio based on the sensing values ​​from the sensor unit.

Description

Technical Field

[0001] The present invention relates to a vehicle turning control device and method, a vehicle including the control device, and a storage medium. Background Technology

[0002] Generally, vehicles may include active safety devices for actively stabilizing the vehicle's attitude. For example, active safety devices may include a traction control system (TCS), an anti-lock braking system (ABS), and an electronic stability program (ESP).

[0003] For example, ESP can control the stability of a vehicle when it is turning. After determining whether the vehicle is understeer or oversteer, it controls the yaw moment of the vehicle by using engine / motor torque and braking of each wheel, depending on the situation, thereby keeping the vehicle stable. Summary of the Invention

[0004] A vehicle turning control device and method according to an embodiment of the present invention, a vehicle including the device and method, and a storage medium, wherein the slip value changes dynamically as in a turning state, can control the turning of the vehicle more accurately and quickly based on the slip principle, and can effectively improve the turning stability of the vehicle.

[0005] A vehicle turning control device according to an embodiment of the present invention includes a controller that controls a front wheel motor driving the front wheels of the vehicle and a rear wheel motor driving the rear wheels of the vehicle based on sensing values ​​from a sensor unit of the vehicle. The controller is configured to: determine whether the vehicle meets predetermined turning state conditions based on the sensing values ​​from the sensor unit; and in a turning control mode where the vehicle meets the predetermined turning state conditions, control at least one of the front wheel motor and the rear wheel motor such that the slip value of at least one of the front wheel and the rear wheel follows a slip target value or slip target allocation ratio based on the sensing values ​​from the sensor unit.

[0006] For example, the controller is configured to control at least one of the front wheel motor and the rear wheel motor such that, in a basic control mode where the vehicle does not meet the predetermined turning conditions, the control gain of the torque demand value of the sensor unit is higher than the control gain of the torque demand value in the turning control mode, and the torque demand value is distributed to at least one of the front wheel and the rear wheel.

[0007] For example, the controller is configured to calculate a turning index value based on the sensing value of the sensor unit, and to calculate a slip target value or a slip target allocation ratio based on the turning index value.

[0008] For example, the aforementioned turning index value includes a steering index value, and the controller is configured to: calculate a target yaw rate value based on the steering angle value and vehicle speed value of the aforementioned sensor unit, and calculate a steering index value based on the difference between the aforementioned target yaw rate value and the vehicle yaw rate value of the aforementioned sensor unit.

[0009] For example, the controller is configured to: estimate the friction coefficient of the vehicle relative to the ground based on at least one of the vehicle yaw rate acceleration, vehicle longitudinal acceleration, vehicle lateral acceleration, and motor torque values ​​from the sensor unit; and calculate a stability index value based on at least two of the vehicle yaw rate, vehicle speed, torque demand, vehicle yaw rate acceleration, vehicle longitudinal acceleration, and vehicle lateral acceleration values ​​from the sensor unit and the friction coefficient. The turning index value also includes the stability index value.

[0010] For example, the aforementioned stability index value includes a cornering outer wheel instability factor value, a basic slip target correction value, and an additional slip target value. The controller is configured to: calculate the basic slip target correction value based on at least one of the aforementioned friction coefficient and the aforementioned vehicle speed value and the aforementioned steering index value; calculate the additional slip target value based on at least one of the aforementioned friction coefficient and the aforementioned vehicle speed value and the aforementioned torque demand value; and calculate the cornering outer wheel instability factor value based on at least two of the aforementioned friction coefficient and the aforementioned vehicle speed value, the torque value of at least one of the aforementioned front wheel motor and the aforementioned rear wheel motor, the cornering outer wheel slip value of the vehicle, and the aforementioned vehicle lateral acceleration value.

[0011] For example, the aforementioned turning index value also includes a stability index value. The controller is configured to: calculate the stability index value based on at least one of the vehicle yaw rate value, vehicle speed value, and torque demand value from the aforementioned sensor unit; calculate the total slip target value based on the aforementioned stability index value; and calculate the slip target value or slip target allocation ratio allocated based on the aforementioned total slip target value based on the aforementioned steering index value.

[0012] For example, the controller is configured such that when the steering index value corresponds to oversteer, at least one of the front wheel motor and the rear wheel motor is controlled such that the larger the absolute value of the steering index value, the larger the slip target value or slip target allocation ratio of the front wheel; and when the steering index value corresponds to understeer, at least one of the front wheel motor and the rear wheel motor is controlled such that the larger the absolute value of the steering index value, the smaller the slip target value or slip target allocation ratio of the front wheel.

[0013] For example, the controller is configured to control at least one of the front wheel motor and the rear wheel motor in a low-friction understeer control mode where the steering index value corresponds to understeer and the friction coefficient of the vehicle relative to the ground is lower than the reference friction, such that the offset of the slip target value or slip target allocation ratio of the front wheel varies according to the slope of the steering index value.

[0014] For example, the controller is configured to: compared to a high-friction understeer control mode where the steering index value corresponds to understeer and the vehicle's coefficient of friction relative to the ground is higher than a reference friction range, in a low-friction understeer control mode where the steering index value corresponds to understeer and the coefficient of friction is lower than the reference friction range, apply an offset more sensitive to the slope of the steering index value to the front wheel slip target value or slip target allocation ratio to control at least one of the front wheel motor and the rear wheel motor; when the steering index value corresponds to understeer and the coefficient of friction is within the reference friction range, apply a smaller offset of the low-friction understeer control mode to the front wheel slip target value or slip target allocation ratio to control at least one of the front wheel motor and the rear wheel motor.

[0015] For example, the controller is configured to apply an offset to the front wheel slip target value or slip target allocation ratio when the steering index value corresponds to understeer, such that the lower the coefficient of friction between the vehicle and the ground, the more sensitive the sensor value is to the sensor unit, in order to control at least one of the front wheel motor and the rear wheel motor.

[0016] For example, the controller is configured to estimate the friction coefficient based on at least one of the vehicle yaw acceleration, vehicle longitudinal acceleration, vehicle lateral acceleration, and motor torque values ​​from the sensor unit, and to control at least one of the front wheel motor and the rear wheel motor such that when the steering index value corresponds to understeer, the slip target value or slip target allocation ratio of the front wheel is more sensitive to the friction coefficient than when the steering index value corresponds to oversteer.

[0017] A vehicle turning control device according to an embodiment of the present invention includes a controller that controls a front wheel motor driving the front wheels and a rear wheel motor driving the rear wheels of the vehicle based on sensing values ​​from a sensor unit of the vehicle. The controller is configured to: calculate a target yaw rate value based on the steering angle and vehicle speed values ​​from the sensor unit; calculate a steering index value based on the difference between the target yaw rate value and the vehicle yaw rate value from the sensor unit; control at least one of the front wheel motor and the rear wheel motor such that a larger absolute value of the steering index value results in a larger target slip value or slip target allocation ratio for the front wheels; and control at least one of the front wheel motor and the rear wheel motor such that a larger absolute value of the steering index value results in a smaller target slip value or slip target allocation ratio for the front wheels.

[0018] For example, the controller is configured to: calculate a stability index value based on at least one of the vehicle yaw rate value, vehicle speed value, and torque demand value from the sensor unit; calculate a total slip target value based on the stability index value; and calculate a slip target value or slip target allocation ratio allocated based on the total slip target value based on the steering index value.

[0019] For example, the controller is configured to estimate the friction coefficient of the vehicle relative to the ground based on at least one of the vehicle yaw rate acceleration, vehicle longitudinal acceleration, vehicle lateral acceleration, and motor torque values ​​from the sensor unit, and to calculate the stability index value based on at least two of the vehicle yaw rate, vehicle speed, torque demand, vehicle yaw rate acceleration, vehicle longitudinal acceleration, and vehicle lateral acceleration values ​​from the sensor unit and the friction coefficient.

[0020] For example, the controller is configured to control at least one of the front wheel motor and the rear wheel motor such that, when the steering index value corresponds to understeer, the slip target value or slip target allocation ratio of the front wheel is more sensitive to the friction coefficient than when the steering index value corresponds to oversteer.

[0021] For example, the controller is configured to control at least one of the front wheel motor and the rear wheel motor such that, when the steering index value corresponds to understeer, the slip target value or slip target allocation of the front wheel is more sensitive to the slope of the steering index value than when the steering index value corresponds to oversteer.

[0022] A vehicle based on an embodiment of the present invention includes the vehicle turning control device, sensor unit, front wheel motor and rear wheel motor described above.

[0023] A vehicle turning control method according to an embodiment of the present invention includes the following steps: determining whether the vehicle meets predetermined turning state conditions based on the sensing values ​​of the vehicle's sensor unit; calculating a turning index value including a steering index value based on the sensing values ​​of the sensor unit; calculating a slip target value or a slip target allocation ratio based on the turning index value; and, in a turning control mode where the vehicle meets the predetermined turning state conditions, controlling at least one of the vehicle's front wheel motor and rear wheel motor such that the slip value of at least one of the vehicle's front wheel and rear wheel follows the slip target value or slip target allocation ratio. Calculating the slip target value or slip target allocation ratio includes: when the steering index value corresponds to oversteer, such that the larger the absolute value of the steering index value, the larger the slip target value or slip target allocation ratio of the front wheel; and when the steering index value corresponds to understeer, such that the larger the absolute value of the steering index value, the smaller the slip target value or slip target allocation ratio of the front wheel.

[0024] For example, the storage medium stores one or more programs that include various instructions for executing the vehicle turning control method described above.

[0025] According to an embodiment of the present invention, a vehicle turning control device and method, a vehicle including the control device, and a storage medium can more accurately and quickly control the turning of the vehicle when the slip value changes dynamically, such as in a turning state, based on the slip principle, and can effectively improve the turning stability of the vehicle. Attached Figure Description

[0026] Figure 1a This is a diagram showing a vehicle including a vehicle turning control device based on an embodiment of the present invention.

[0027] Figure 1b This is a block diagram showing the controller and sensor section of a vehicle turning control device based on an embodiment of the present invention.

[0028] Figure 2a and Figure 2b This is a block diagram illustrating a controller for a vehicle turning control device based on an embodiment of the present invention.

[0029] Figure 3a and Figure 3b This is a flowchart illustrating a vehicle turning control device and method based on an embodiment of the present invention.

[0030] Figure 4a This is a graph illustrating the calculation of the steering index value corresponding to oversteer by a vehicle turning control device and method based on an embodiment of the present invention.

[0031] Figure 4b This is a graph illustrating the calculation of the steering index value corresponding to understeer by a vehicle turning control device and method based on an embodiment of the present invention.

[0032] Figures 5a to 5d This is a diagram illustrating the stability index value included in the calculation of the turning index value by a vehicle turning control device and method based on an embodiment of the present invention.

[0033] Figure 6a This is a diagram illustrating a vehicle turning control device and method based on an embodiment of the present invention, which further increases the front wheel slip target value or slip target allocation ratio according to the steering index value corresponding to oversteer.

[0034] Figure 6b This is a diagram illustrating a vehicle turning control device and method based on an embodiment of the present invention, in a high-friction understeering control mode, further reducing the front wheel slip target value or slip target allocation ratio according to the steering index value.

[0035] Figure 6c and Figure 6d This is a graph illustrating a vehicle turning control device and method based on an embodiment of the present invention, which further reduces the front wheel slip target value or slip target allocation ratio according to the steering index value in a low friction understeering control mode, and applies the offset of the front wheel slip target value or slip target allocation ratio according to the slope of the steering index value.

[0036] Figure 6e This diagram illustrates a vehicle turning control device and method based on an embodiment of the present invention, which combines a high-friction understeering control mode and a low-friction understeering control mode when the friction coefficient is within the reference friction range.

[0037] Figure 6f This is a diagram illustrating the estimation of the friction coefficient using a vehicle turning control device and method based on an embodiment of the present invention.

[0038] Figure 6gThis is a diagram illustrating a vehicle turning control device and method based on an embodiment of the present invention, which includes a release routine strategy for stably releasing the turning control mode.

[0039] Figure 7 The diagram illustrates an understeer control mode and an oversteer control mode of a vehicle turning control device and method based on an embodiment of the present invention during a period of gradual increase in vehicle speed.

[0040] Explanation of reference numerals in the attached figures

[0041] 1, 2: Front wheels

[0042] 3, 4: Rear wheels

[0043] 5: Front wheel motor

[0044] 6: Rear wheel motor

[0045] 300: Sensor Department

[0046] 500: Controller

[0047] V: Vehicle. Detailed Implementation

[0048] The specific structural and functional descriptions disclosed in the embodiments of this invention are merely examples provided to illustrate embodiments based on the concepts of this invention; embodiments based on the concepts of this invention can be implemented in various forms. Therefore, this invention should not be limited to the embodiments described in this specification, but should be understood to include all modified, equivalent, and alternative embodiments of this invention. All embodiments falling within the scope of the concept and technology of this invention are considered to be included within the protection scope of this invention.

[0049] Furthermore, in this invention, the terms "first," "second," etc., are used only to distinguish different components and not to limit the nature of the components. For example, without departing from the concept of this invention, "first component" can be called "second component," and vice versa. Additionally, the term "and / or" includes a combination of multiple related descriptions or any one of multiple related descriptions.

[0050] The terminology used in this application is for illustrative purposes only and is not intended to limit the invention. Unless the context clearly indicates otherwise, singular expressions should be understood to include plural forms as well. In this specification, the terms "comprising" or "having" should be understood to mean the presence of the features, values, steps, actions, components, portions, or combinations thereof described in the specification, but do not exclude the possibility of including one or more other features, values, steps, actions, components, portions, or combinations thereof.

[0051] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall be understood to have the meaning commonly understood by one of ordinary skill in the art to which this invention pertains. Terms consistent with their definitions in commonly used dictionaries shall be interpreted as having the same meaning in the context of the relevant art and shall not be interpreted speculatively or overly formally, unless such meaning is expressly indicated in this application.

[0052] In this specification, a vehicle (including electric vehicles) means any vehicle that transports objects such as people or animals, or goods, from a point of origin to a destination. Such vehicles are not limited to those that travel on roads or tracks.

[0053] The preferred embodiments of the present invention will now be described in more detail with reference to the accompanying drawings.

[0054] Reference Figure 1a According to an embodiment of the present invention, a vehicle turning control device may include a controller 500. The controller 500 controls the front wheel motors 5 that drive the front wheels 1 and 2 of the vehicle V and the rear wheel motors 6 that drive the rear wheels 3 and 4 of the vehicle V based on the sensing values ​​of the sensor unit 300 of the vehicle V. That is, the controller 500 can control the front wheel motors 5 and the rear wheel motors 6 in a 4WD (four-wheel drive) configuration. For example, the controller 500 may include a VCU (Vehicle Control Unit) and / or an MCU (micro controller unit).

[0055] Reference Figure 1b The sensor unit 300 may include at least one of the following: yaw rate sensor 301, vehicle speed sensor 302, wheel speed sensor 303, yaw acceleration sensor 304, lateral acceleration sensor 305, longitudinal acceleration sensor 306, steering angle sensor 307, APS sensor 308, and gear input sensor 309.

[0056] The yaw rate sensor 301 can sense the yaw rate value of the vehicle V in real time, and this value can be included in the sensing value of the sensor unit 300. The yaw rate is the speed at which the attitude of the vehicle V rotates in the yaw direction, which is the direction around the vehicle V facing the ground (e.g., the direction of gravity).

[0057] Vehicle speed sensor 302 can sense the vehicle speed value of vehicle V in real time, and this value can be included in the sensing value of sensing sensor unit 300. Wheel speed sensor 303 can sense the rotational speed values ​​(RPM: revolutions per minute) of the front wheels 1 and 2 and the rear wheels 3 and 4 in real time, and this value can be included in the sensing value of sensing sensor unit 300. The vehicle speed value can include longitudinal (straight-ahead) vehicle speed value and lateral (perpendicular to the straight-ahead and ground direction) vehicle speed value, and the vehicle speed value can be a value obtained by vector operation based on the longitudinal vehicle speed value and the lateral vehicle speed value. According to the design, the longitudinal vehicle speed value and the lateral vehicle speed value can be replaced by the integral value of lateral acceleration sensor 305 and longitudinal acceleration sensor 306 (e.g., the integral value calculated by the controller).

[0058] Yaw angle acceleration sensor 304 can sense the yaw angle acceleration value of vehicle V in real time, lateral acceleration sensor 305 can sense the lateral acceleration value of vehicle V in real time, and longitudinal acceleration sensor 306 can sense the longitudinal acceleration value of vehicle V in real time. At least one of the yaw angle acceleration value, lateral acceleration value, and longitudinal acceleration value can be included in the sensing value of sensor unit 300. According to the design, the yaw angle acceleration value can be replaced by the derivative value of the vehicle yaw angle velocity value sensed by yaw rate sensor 301 (e.g., the derivative value calculated by the controller), and the lateral acceleration value and longitudinal acceleration value can also be replaced by the derivative values ​​of the vehicle speed value (including the case of lateral vehicle speed value and longitudinal vehicle speed value) sensed by vehicle speed sensor 302.

[0059] The steering angle sensor 307 can sense the steering angle value operated by the driver in real time (e.g., the rotation angle of the vehicle's steering wheel), the APS (accelerator pedal sensor) 308 can sense the torque value requested by the driver in real time (e.g., the distance the accelerator pedal is moved), and the gear input sensor 309 can sense the gear input value of the driver in real time (e.g., whether reverse gear or neutral gear is engaged). At least one of the steering angle value, the torque value requested, and the gear input value can be included in the sensing values ​​of the sensor unit 300.

[0060] Reference Figure 2a and Figure 2b The controller 500 may include a turning index calculation unit 520, a skid target allocation unit 540, and a motor control unit 550. (See reference...) Figure 2a The controller 500 may also include a turning state condition judgment unit 510 and a total slip target value calculation unit 530.

[0061] Reference Figures 2a to 3a The turning state condition determination unit 510 of the controller 500 can determine whether the vehicle V meets the predetermined turning state condition based on the sensing value of the sensor unit 300 (S511).

[0062] For example, the predetermined turning state conditions may include turning state entry conditions and turning state exit conditions. The time for satisfying the predetermined turning state conditions may begin immediately after the turning state entry condition is met and end after a certain period of time after the turning state exit condition is met.

[0063] For example, the conditions for entering a turning state may include Table 1 below, the prerequisites for entering a turning state may include Table 2 below, the conditions for releasing a turning state may include Table 3 below, and the prerequisites for releasing a turning state may include Table 4 below. In Tables 1 to 4, multiple conditions are connected by "AND" to indicate that all of the multiple conditions must be satisfied, and multiple conditions are connected by "OR" to indicate that at least one of the multiple conditions must be satisfied.

[0064] [Table 1]

[0065]

[0066]

[0067] [Table 2]

[0068]

[0069] [Table 3]

[0070]

[0071] [Table 4]

[0072]

[0073]

[0074] When the vehicle V meets the predetermined turning conditions, the controller 500 can operate in the turning control mode (S512) and can activate the turning index calculation unit 520, the total slip target value calculation unit 530 and the slip target allocation unit 540.

[0075] If the vehicle V does not meet the predetermined turning conditions, the controller 500 can operate in the basic control mode (S513), and the turning index calculation unit 520, the total slip target value calculation unit 530, and the slip target allocation unit 540 can be deactivated. In the basic control mode (S513), the controller 500 can adjust the turn index calculation unit 520, the total slip target value calculation unit 530, and the slip target allocation unit 540 based on the APS sensor data from the sensor unit 300. Figure 1b The torque demand value of 308) is used to control the front wheel motor 5 and the rear wheel motor 6.

[0076] In the turning control mode (S512), the controller 500 can control the front wheels ( Figure 1a 1, 2) and / or rear wheel ( Figure 1a (3, 4) to make the slip value (e.g., slip ratio) of the front wheel and / or rear wheel follow the slip target value or slip target allocation ratio based on the sensing value of the sensor unit 300 (S550).

[0077] The slip value represents the front wheel ( Figure 1a 1, 2) and / or rear wheel ( Figure 1a The values ​​of 3 and 4) relative to the degree of slippage on the ground can correspond to the wheel speed sensor of the sensor unit 300. Figure 1b The value obtained by multiplying the rotational speed value sensed by the wheel radius (303) is compared with the value of the vehicle speed sensor in sensor unit 300. Figure 1b The difference between the vehicle speed values ​​sensed by (302). The slip value may include the slip ratio, which is the difference (rotational speed value multiplied by wheel radius – vehicle speed value) divided by the rotational speed value multiplied by wheel radius or the vehicle speed value.

[0078] When the vehicle (V) is traveling straight, torque is likely a more effective factor in controlling the front wheel motor 5 and the rear wheel motor 6 than slip. However, when the vehicle (V) is turning, slip is likely a more effective factor in stabilizing and controlling the front wheel motor 5 and the rear wheel motor 6 than torque.

[0079] For example, for the front wheels ( Figure 1a 1, 2) and / or rear wheel ( Figure 1a The torque applied in steps 3 and 4 may affect the front wheels. Figure 1a 1, 2) and / or rear wheel ( Figure 1a The rotational speed of (3, 4) has an impact, but the correlation between the above torque and the above rotational speed can be determined based on the front wheel ( Figure 1a 1, 2) and / or rear wheel ( Figure 1a The slip values ​​(3 and 4) differ. Therefore, in situations where the slip value changes dynamically, such as during cornering, torque may be a factor that makes it difficult to improve the accuracy of cornering control.

[0080] On the other hand, the controller 500 controls the front wheels ( Figure 1a 1, 2) and / or rear wheel ( Figure 1aThe rotational speeds of (3) and (4) allow for more direct and accurate control of the slip value (which corresponds to the difference between the rotational speed value (RPM) and the vehicle speed value). Therefore, in situations where the slip value changes dynamically, such as during a turn, slip can be a factor that enables more accurate and rapid control of the vehicle V's turning and effectively improves the vehicle V's turning stability. In other words, a vehicle turning control device based on an embodiment of the present invention can more accurately and rapidly control the turning of the vehicle V when the slip value changes dynamically, such as during a turn, and can effectively improve the vehicle V's turning stability.

[0081] Controller 500 can control the front wheels ( Figure 1a 1, 2) and rear wheel ( Figure 1a The front wheel (of the total slip target values ​​of 3 and 4) Figure 1a The ratio of the slip target values ​​(1, 2) to the slip target values ​​(slip target allocation ratio). For example, the controller 500 can keep the rear wheel ( Figure 1a While controlling the front wheels (3, 4) to achieve the target slip value (or, control in the opposite direction to the front wheels) Figure 1a The sliding target values ​​of 1 and 2) are used to control the sliding target allocation ratio.

[0082] Real-time slip value can follow target slip value by changing the real-time slip value in a way that makes the difference between the real-time slip value and the target slip value converge to 0. For example, the larger the difference between the target slip value and the real-time slip value, the more the controller 500 can make the front wheels ( Figure 1a 1, 2) and / or rear wheel ( Figure 1a The faster the rotational speed changes (3, 4), the smaller the difference mentioned above, and the slower the rate of change of the aforementioned rotational speed. For example, the controller 500 can increase (or decrease) the aforementioned rotational speed by increasing (or decreasing) the slip target value, and the front wheel ( Figure 1a 1, 2) and / or rear wheel ( Figure 1a The torques of 3 and 4) can vary naturally according to the changes in the rotational speed mentioned above.

[0083] In the turning control mode (S512), the controller 500 may not use the required torque value of the APS sensor 308 of the sensor unit 300, or may use it indirectly (e.g., to correct the slip target value). Therefore, the aforementioned required torque value can be used with greater weight in the basic control mode (S513) than in the turning control mode (S512).

[0084] For example, in the basic control mode (S513), the controller 500 can control the front wheels in the following manner ( Figure 1a 1, 2) and / or rear wheel ( Figure 1a3, 4): Compared to the control gain of the torque demand value in the cornering control mode (S512) (e.g., 0), increase the APS sensor ( Figure 1b The control gain (gain) of the torque demand value of (308) (e.g., 1) is used to allocate the aforementioned torque demand value to the front wheels. Figure 1a 1, 2) and / or rear wheel ( Figure 1a (3, 4).

[0085] The sensing values ​​from sensor unit 300 when vehicle V is turning can be used by controller 500 to dynamically determine the real-time turning state of vehicle V (e.g., oversteer, understeer). Slip can be an effective factor for controller 500 to dynamically determine the aforementioned turning state, and controller 500 can dynamically calculate a slip target value or slip target allocation ratio based on the aforementioned turning state. The parameter that quantitatively represents the aforementioned turning state can be the turning index value, which can generally be defined based on slip. Slip may be effective for quantifying the turning index value.

[0086] Reference Figures 2a to 3a The turning index calculation unit 520 of the controller 500 can calculate the turning index value based on the sensing value of the sensor unit 300 (S520), and the total slip target value calculation unit 530 and / or slip target allocation unit 540 of the controller 500 can calculate the slip target value or slip target allocation ratio based on the turning index value (S535).

[0087] For example, the turning index value may include a steer index value and / or a stability index value. The total slip target value calculation unit 530 of the controller 500 can calculate the total slip target value based on the stability index value (S530), and the slip target allocation unit 540 of the controller 500 can calculate the allocated slip target value or slip target allocation ratio based on the total slip target value based on the steer index value (S540).

[0088] Reference Figure 2b , Figure 3b , Figure 4a and Figure 4b The turning index calculation unit 520 of the controller 500 can calculate the target yaw rate value (γ of formula 1) based on the steering angle value (δ of formula 1) and vehicle speed value (Vx of formula 1) from the sensor unit 300. target ), and based on the target yaw rate value (Mathematical Formula 1 and ), Figures 4a-4b γ target ) and the vehicle yaw rate value of sensor unit 300 ( Figures 4a-4b The difference between γ and yaw rate (γ) target-γ), calculate the steering index value ( Figure 4a I OS or Figure 4b I US (S521).

[0089] For example, the turning index calculation unit 520 of the controller 500 can calculate the target yaw rate value according to the following mathematical formula 1. In mathematical formula 1, L is based on the front wheel ( Figure 1a The constants determined by the structure of (e.g., the distance between multiple front wheels, the diameter of each of the multiple front wheels, etc.) can be constants determined by tuning to make the vehicle speed conform to mathematical formula 1 based on performance tests.

[0090] [Mathematical Expression 1]

[0091]

[0092] The steering index calculation unit 520 of the controller 500 can determine the steering index value ( Figure 4a I OS or Figure 4b I US Which of the following corresponds to oversteering (OS) and understeering (US) (S522).

[0093] yaw rate error (γ) target When -γ) is a positive number ( Figure 4a 523), turning index value ( Figure 4a I OS This can correspond to oversteer. Yaw rate error (γ) target -γ) being a positive number indicates that the vehicle's yaw rotation is slower than the driver's steering input. Therefore, when the steering index value corresponds to oversteer, the slip target allocation unit 540 of the controller 500 can increase the front wheel slip distribution to a greater extent as the absolute value of the steering index value (or yaw rate error) increases. Figure 1a The motor control unit 550 of the controller 500 controls the front wheel motor 5 and / or the rear wheel motor 6 (e.g., increasing the front wheel rotation speed and / or decreasing the rear wheel rotation speed) based on the increased slip target value or slip target allocation ratio (S541) of 1 and 2).

[0094] yaw rate error (γ) target When -γ) is negative ( Figure 4b 525), turning index value ( Figure 4a I OS This can correspond to understeer. Yaw rate error (γ) target-γ) being negative indicates that the vehicle's yaw rotation is faster than the driver's steering input. Therefore, when the steering index value corresponds to understeer, the slip target allocation unit 540 of the controller 500 reduces the front wheel slip by a greater extent as the absolute value of the steering index value (or yaw rate error) increases. Figure 1a The motor control unit 550 of the controller 500 controls the front wheel motor 5 and / or the rear wheel motor 6 (e.g., decrease the front wheel rotation speed and / or increase the rear wheel rotation speed) based on the reduced slip target value or slip target allocation ratio (S542).

[0095] Therefore, a vehicle turning control device based on an embodiment of the present invention can more accurately and quickly control the turning of vehicle V when the slip value changes dynamically, such as in a turning state, thereby effectively improving the turning stability of vehicle V.

[0096] For example, the turning index calculation unit 520 of the controller 500 can calculate the yaw rate error (γ). target When -γ) is a positive number ( Figure 4a 523), for the yaw rate error (γ) target -γ) multiplied by the correction gain ( Figure 4a G OS To calculate the steering index value ( Figure 4a I OS ()( Figure 4a (524). For example, correction gain ( Figure 4a G OS It can be determined that the motor control unit 550 of the controller 500 has a control dead zone that prevents the controller 500 from making sensitive control under certain conditions (e.g., when the yaw rate error is smaller than the reference value), and can make additional corrections based on the vehicle speed (e.g., changing the reference value mentioned above).

[0097] For example, the turning index calculation unit 520 of the controller 500 can calculate the yaw rate error (γ). target When -γ) is negative ( Figure 4a 525), for the yaw rate error (γ) target -γ) Apply the yaw rate scaling function (max(γ, α*μg / V)) and multiply by the correction gain ( Figure 4b G US To calculate the steering index value ( Figure 4b I US ()( Figure 4b(526). In the yaw rate proportional function (max(γ, α*μg / V)), α is the required torque value, μ is the friction coefficient, g is the lateral acceleration value, and V is the vehicle speed value. The required torque value α, friction coefficient μ, lateral acceleration value g, and vehicle speed value V can be used to determine the correction gain ( Figure 4b G US According to the design, the yaw rate proportional function (max(γ, α*μg / V)) and the correction gain ( Figure 4b G US The input variables can include tuning variables determined based on performance testing.

[0098] Reference Figure 1a , Figure 3a and Figure 3b According to an embodiment of the present invention, a vehicle turning control method can be executed by a controller 500 and may include the following steps: determining whether the vehicle V meets a predetermined turning state condition based on the sensing value of the sensor unit 300 of the vehicle V (S510); calculating a turning index value including a steering index value based on the sensing value of the sensor unit 300 (S520); calculating a slip target value or slip target allocation based on the turning index value (S535, S540); in a turning control mode where the vehicle V meets the predetermined turning state condition (S512), controlling the front wheel motor 5 and / or the rear wheel motor 6 of the vehicle V to make the slip values ​​of the front wheels 1, 2 and / or the rear wheels 3, 4 of the vehicle V follow the aforementioned slip target value or slip target allocation ratio (S550). The step of calculating the slip target value or slip target allocation ratio (S540) may include: determining whether the vehicle V meets a predetermined turning state condition based on the sensing value of the sensor unit 300 (S510); calculating a turning index value including a steering ... Figure 4a I OS In the case of oversteer, the target slip value or slip distribution ratio of the front wheels 1 and 2 is increased to a greater extent as the absolute value of the steering index value (or yaw rate error) increases; when the steering index value ( Figure 4b I US In the case of understeer, the target slip value or slip distribution ratio of the front wheels 1 and 2 is reduced to a greater extent as the absolute value of the steering index value (or yaw rate error) increases (S542).

[0099] Therefore, the vehicle turning control method based on an embodiment of the present invention can more accurately and quickly control the turning of vehicle V when the slip value changes dynamically during turning, and can effectively improve the turning stability of vehicle V.

[0100] For example, the slip target allocation unit 540 of the controller 500 can determine the slip target value or slip target allocation ratio (S545), so that the steering index value ( Figure 4b IUS This corresponds to the case of understeer, compared to the steering index value ( Figure 4a I OS In cases of oversteer, the target slip value or slip distribution ratio of the front wheels 1 and 2 is more sensitive to the coefficient of friction (S546, S547, S549). For example, the slip distribution unit 540 of the controller 500 can determine the target slip value or slip distribution ratio (S545) so that the steering index value ( Figure 4b I US This corresponds to the case of understeer, compared to the steering index value ( Figure 4a I OS In cases of oversteer, the target slip values ​​or slip distribution ratios of the front wheels 1 and 2 are more sensitive to the slope of the steering index value (S546, S548, S549). The motor control unit 550 of the controller 500 can control the front wheel motor 5 and / or the rear wheel motor 6 according to the aforementioned target slip values ​​or slip distribution ratios.

[0101] Therefore, a vehicle turning control device and method based on an embodiment of the present invention can further improve the stability of vehicle V when turning in understeering state and / or low friction road surface state (e.g., preventing the vehicle from slipping / rotating).

[0102] Reference Figure 2a and Figures 5a to 5d The total slip target value calculation unit 530 of the controller 500 can calculate a stability index value (which may be included in the turning index value) based on at least one of the vehicle yaw rate value, vehicle speed value, and torque demand value from the sensor unit 300, or calculate a stability index value based on at least two of the vehicle yaw rate value, vehicle speed value, torque demand value, vehicle yaw acceleration, vehicle longitudinal acceleration value, and vehicle lateral acceleration value from the sensor unit 300, and the friction coefficient (the friction coefficient of the vehicle relative to the ground).

[0103] For example, the total slip target value calculation unit 530 may include at least one of the following: an additional slip target calculation unit 531, a turning outer wheel instability factor calculation unit 532, a basic slip target correction amount calculation unit 533, and a slip target coordination unit 534.

[0104] Reference Figure 5aThe additional slip target calculation unit 531 can calculate the additional slip target value that can be included in the stability index value, and can calculate the above-mentioned additional slip target value (a weighted value relative to the basic slip target value) based on at least one of the friction coefficient and vehicle speed value (e.g., whether it is low-to-medium speed or medium-to-high speed) and torque demand value (APS). According to the design, the additional slip target calculation unit 531 performs control dead zone and boundary processing (e.g., applying tuning variables) on the above-mentioned additional slip target value, thereby preventing sensitive control.

[0105] For example, when the vehicle speed is low to medium speed, which is lower than the reference, the additional slip target calculation unit 531 can apply 1 to 0.3 to the vehicle speed variable of the additional slip target value. When the vehicle speed is high to medium speed, which is higher than the reference, the additional slip target calculation unit 531 can apply 0.3 to 0.1 to the vehicle speed variable of the additional slip target value.

[0106] For example, the additional slip target calculation unit 531 can set the friction coefficient variable of the additional slip target value to be higher when the friction coefficient is higher, thereby reflecting the driver's acceleration intention. For example, the additional slip target calculation unit 531 can set the friction coefficient variable of the additional slip target value to be lower when the friction coefficient is lower, thereby making the vehicle more stable when turning.

[0107] For example, the extra slip target calculation unit 531 can set the APS variable of the extra slip target value higher when the torque demand value (APS) is higher, thereby reflecting the driver's acceleration intention. For example, the extra slip target calculation unit 531 can set the APS variable of the extra slip target value lower when the torque demand value (APS) is lower, thereby not reflecting the driver's acceleration intention.

[0108] Reference Figure 5b The outer wheel instability factor calculation unit 532 can calculate the outer wheel instability factor value that can be included in the stability index value, and can calculate the outer wheel instability factor value based on at least one of the friction coefficient and vehicle speed value, and at least two of the torque value of the front wheel motor 5 and / or the rear wheel motor 6, the outer wheel slip value of the vehicle during cornering, and the lateral acceleration value of the vehicle.

[0109] The outer turning wheel refers to the right front wheel and / or rear wheel when the vehicle turns left, and the left front wheel and / or rear wheel when the vehicle turns right. For example, the outer turning wheel instability factor calculation unit 532 can calculate the outer turning wheel slip value by subtracting the vehicle speed value from the value obtained by multiplying the rotational speed value of the outer turning wheel by the wheel radius. The outer turning wheel instability factor calculation unit 532 can calculate the vehicle speed sensitivity value obtained by dividing the tuning variable by the vehicle speed value, and can calculate the vehicle's outer turning wheel slip value by subtracting the vehicle speed sensitivity value from the outer turning wheel slip value.

[0110] For example, the cornering outer wheel instability factor calculation unit 532 can calculate a reference value that increases with the increase of the friction coefficient, and calculate an error value by subtracting the reference value from the cornering outer wheel slip value. The cornering outer wheel instability factor calculation unit 532 can calculate the cornering outer wheel instability factor value by applying the error value to the vehicle speed value and / or tuning value.

[0111] For example, the outer wheel instability factor calculation unit 532 can calculate the correction amount that decreases as the vehicle's lateral acceleration value and / or torque value decreases, and by applying the correction amount to the outer wheel instability factor value (e.g., by applying a multiplication operation), the final outer wheel instability factor value can be calculated.

[0112] For example, the outer wheel instability factor calculation unit 532 can multiply the final outer wheel instability factor value by 0 under exceptional circumstances (e.g., braking operation, stopping, etc.).

[0113] Reference Figure 5c The basic slip target correction calculation unit 533 can calculate the basic slip target correction value that can be included in the stability index value, and can calculate the basic slip target correction value based on at least one of the friction coefficient and vehicle speed value and the steering index value.

[0114] For example, the basic slip target correction calculation unit 533 can calculate different critical speeds for low / medium / high friction coefficients. These critical speeds are boundary values ​​between multiple vehicle speed ranges. The higher the friction coefficient, the higher the critical speed.

[0115] For example, the basic slip target correction calculation unit 533 can calculate the correction amount for the vehicle speed range corresponding to the real-time vehicle speed value among the aforementioned multiple vehicle speed ranges. The correction amount can be preset to decrease as the vehicle speed value increases.

[0116] For example, the basic slip target correction calculation unit 533 can set the correction amount to be smaller when the absolute value of the steering index value is larger, and set the correction amount to be larger when the friction coefficient is larger, and the final correction amount determined based on the steering index value and / or friction coefficient can be the basic slip target correction amount value.

[0117] For example, the basic slip target correction calculation unit 533 can multiply the above basic slip target correction value by 0 under exceptional circumstances (e.g., braking operation, stopping, etc.).

[0118] The slip target coordination unit 534 can calculate the final slip target value based on at least one of the turning outer wheel instability factor value, the basic slip target correction value, and the additional slip target value. The final slip target value can be the total slip target value.

[0119] For example, the slip target coordination unit 534 can generate a first value by dividing the value obtained by adding the basic front wheel slip target value (e.g., initial value) and the basic rear wheel slip target value (e.g., initial value) by the vehicle speed value. The slip target coordination unit 534 can generate a second value by multiplying the first value by a basic slip target correction value. The slip target coordination unit 534 can calculate the final slip target value (total slip target value) by adding the second value to the value obtained by multiplying the additional slip target value by the cornering outer wheel instability factor.

[0120] On the other hand, the controller 500 can estimate the coefficient of friction between the vehicle and the ground based on at least one of the vehicle yaw acceleration value, vehicle longitudinal acceleration value, vehicle lateral acceleration value, and motor torque value (motor torque value of the front wheel motor and / or rear wheel motor) from the sensor unit 300.

[0121] For example, the controller 500 can estimate the longitudinal force generated in the vehicle and / or tires based on the vehicle's longitudinal acceleration value and the motor torque value from the sensor unit 300, and can estimate the longitudinal friction coefficient based on the aforementioned longitudinal force. For example, the controller 500 can estimate the lateral force generated in the vehicle and / or tires based on the vehicle's yaw rate acceleration value and the vehicle's lateral acceleration value from the sensor unit 300, and can estimate the lateral friction coefficient based on the lateral force. For example, the controller 500 can estimate the friction coefficient based on a vector operation of the aforementioned longitudinal friction coefficient and the aforementioned lateral friction coefficient.

[0122] Reference Figure 2a and Figures 6a to 6g The slip target allocation unit 540 may include at least one of the basic and over-steering allocation strategy unit 541, the under-steering allocation strategy unit 542, and the de-routine strategy unit 543.

[0123] Reference Figure 6a The basic and oversteer distribution strategy unit 541 can set the front wheel slip target value (Factor) or slip target distribution ratio lower when the friction coefficient (Mue) is higher, and set the front wheel slip target value or slip target distribution ratio higher when the steering index value (OS Index) corresponding to oversteer is higher.

[0124] The skid target distribution unit 540 adjusts the steering index value ( Figure 6b When the US Index corresponds to understeer, compared to the Steering Index (OS Index) which corresponds to oversteer, the front wheel slip target value or slip target distribution ratio, which is more sensitive to the coefficient of friction, can be calculated.

[0125] For example, unlike the basic and over-steering allocation strategy unit 541, the under-steering allocation strategy unit 542 uses... Figure 6b High friction understeering control mode Figure 6c and Figure 6d Low friction understeering control mode and Figure 6e At least two of the low / high friction understeering control hybrids can be used to calculate the slip target value or slip target distribution ratio of the front wheel, which is more sensitive to the coefficient of friction.

[0126] Reference Figure 6b In the high-friction understeer control mode (Normal Mode), where the steering index (USIndex) corresponds to understeer and the friction coefficient is greater than the reference friction range, the understeer distribution strategy unit 542 can set the front wheel slip target value or slip target distribution ratio lower as the steering index (US Index) decreases. Reducing the front wheel slip target distribution ratio can include increasing the rear wheel slip target value and / or slip target distribution ratio.

[0127] Reference Figure 6c In a low-friction understeer control mode where the steering index (USIndex) corresponds to understeer and the coefficient of friction is lower than the reference friction (or reference friction range), the understeer allocation strategy unit 542 of the controller 500 can determine the offset of the front wheel slip target value or slip target allocation ratio based on the slope of the steering index (US Index). The offset is the slip target value or slip target allocation ratio when the steering index (US Index) is 0. Therefore, the vehicle turning control device and method based on an embodiment of the present invention can further improve the stability of the vehicle V in understeer and / or low-friction road surface turning states (e.g., preventing overall vehicle slippage / rotation).

[0128] For example, when the slope of the steering index (US Index) is positive (increasing), the understeer distribution strategy unit 542 determines that the vehicle is likely to slip / rotate, thereby reducing the offset and significantly improving vehicle stability. In other words, compared to the high-friction understeer control mode, the offset is more sensitive to the slope of the steering index in the low-friction understeer control mode.

[0129] For example, when the slope of the steering index (US Index) is negative (decreasing), the understeer distribution strategy unit 542 increases the offset, thereby causing the yaw rate error corresponding to the steering index (US Index) to converge quickly to 0. The increase / decrease value of the offset can be adjusted by tuning.

[0130] Reference Figure 6d When the steering index (US Index) corresponds to understeer, the understeer distribution strategy unit 542 can apply an offset, which is more sensitive to the sensor value when the friction coefficient is lower, to the front wheel slip target value or slip target distribution ratio.

[0131] For example, in low-friction understeering control mode, the understeering distribution strategy unit 542 can apply the stability index value calculated based on the sensor value as the final basic distribution ratio to the offset. On the other hand, in high-friction understeering control mode, the understeering distribution strategy unit 542 hardly reflects the stability index value calculated based on the sensor value to the offset. In other words, compared to the high-friction understeering control mode, in the low-friction understeering control mode, the stability index value calculated based on the sensor value can be reflected in the control to a greater extent, so the offset can be more sensitive to the sensor value at low friction coefficients.

[0132] Reference Figure 6e When the steering index value corresponds to understeer and the friction coefficient is within the reference friction range, the understeer distribution strategy unit 542 can apply less of the offset of the low friction understeer control mode to the slip target value or slip target distribution ratio of the front wheels.

[0133] In other words, the understeer distribution strategy unit 542 can combine a low-friction understeer control mode and a high-friction understeer control mode when the friction coefficient is within the reference friction range. For example, when the friction coefficient is at the midpoint of the reference friction range, the factors of both the low-friction and high-friction understeer control modes can be 0.5, and the offset of the low-friction understeer control mode can be divided into half and applied to the front wheel slip target value or slip target distribution ratio. Here, the factor and offset of the low-friction understeer control mode decrease as the friction coefficient increases within the reference friction range (e.g., converges to 0), and increase as the friction coefficient decreases within the reference friction range (e.g., converges to 1).

[0134] Reference Figure 6f When the slip ratio λ corresponding to the real-time slip value falls within a specific range (e.g., 0.1 to 0.3), the understeer distribution strategy unit 542 can determine that the road friction coefficient μ is higher and can reduce the factor and offset of the low-friction understeer control mode. On the other hand, when the slip ratio λ corresponding to the real-time slip value deviates from the specific range (e.g., 0.1 to 0.3), the understeer distribution strategy unit 542 can determine that the road friction coefficient μ is lower and can increase the factor and offset of the low-friction understeer control mode.

[0135] For example, dry asphalt or dry concrete has a high coefficient of friction when the slip ratio λ is within a specific range (e.g., 0.1 to 0.3), and can have a medium coefficient of friction (with a higher underfriction steering control mode factor) when the slip ratio λ is outside the specific range (e.g., 0.1 to 0.3). Similarly, snow roads or icy roads have a medium coefficient of friction (with a higher underfriction steering control mode factor) when the slip ratio λ is outside the specific range (e.g., 0.1 to 0.3), and can have a low coefficient of friction when the slip ratio λ is outside the specific range (e.g., 0.1 to 0.3).

[0136] Reference Figure 6gWhen the yaw rate error corresponding to the steering index value is close to 0, the release routine strategy unit 543 of the slip target allocation unit 540 can determine that the vehicle is traveling straight, and after determining that the vehicle is traveling straight, it can count the straight-line determination.

[0137] Then, when the count value reaches a specific value, the de-routine strategy unit 543 can blend the slip target value or slip target allocation ratio based on the oversteer / understeer control mode with the slip target basic allocation ratio. The slip target basic allocation ratio is the slip target allocation ratio when entering / exiting the turning control mode. Afterwards, when the slip target value or slip target allocation ratio is close to the slip target basic allocation ratio (e.g., the allocation ratio difference is below the reference α), the de-routine strategy unit 543 can de-activate the turning control mode (Act). If, after the count value reaches a specific value, the slip target value or slip target allocation ratio is already close to the slip target basic allocation ratio, the de-routine strategy unit 543 can immediately de-activate the turning control mode (Act).

[0138] Figure 7 The assumption is that understeer and oversteer occur once each during a period of gradual increase in vehicle speed. (Refer to...) Figure 7 In understeer control mode, the controller can calculate the steering index value (US Index = 1), and can increase the target value of rear wheel slip while decreasing the target value of front wheel slip. In oversteer control mode, the controller can calculate the steering index value (OSIndex = 1), and can increase the target value of front wheel slip while decreasing the target value of rear wheel slip.

[0139] On the other hand, refer to Figure 1b According to an embodiment of the present invention, the controller 500 of the vehicle turning control device can be implemented by a computing system including at least one processor 501, a computer-readable storage medium 502, and a communication bus 503. For example, the controller 500 can be implemented by a microcontroller or an embedded system. The storage medium 502 can store one or more programs including various instructions for executing the vehicle turning control method according to an embodiment of the present invention. The communication bus 503 can interconnect various other components of the computing device, including the processor 501 and the computer-readable storage medium 502.

[0140] The processor 501 can cause the controller 500 to operate according to the exemplary embodiments described above. For example, the processor 501 can execute one or more programs stored in the computer-readable storage medium 502. The aforementioned one or more programs may include one or more computer-executable instructions, which, when executed by the processor 501, can cause the controller 500 to perform operations according to the exemplary embodiments.

[0141] Computer-readable storage medium 502 may be configured to store computer-executable instructions or program code, program data, and / or other suitable forms of information. Program 502a stored in computer-readable storage medium 502 includes a set of instructions executable by processor 501. In one embodiment, computer-readable storage medium 502 may be a memory (such as volatile memory like random access memory, non-volatile memory, or suitable combinations thereof), one or more disk storage devices, optical disk storage devices, flash memory devices, and other storage media accessible to controller 500 and capable of storing required information, or suitable combinations thereof.

[0142] The controller 500 may also include one or more input / output interfaces 505 and one or more network communication interfaces 506 for providing interfaces to one or more input / output devices 504. The input / output interfaces 505 and the network communication interfaces 506 are connected to the communication bus 503. The network can be a cellular network, such as GSM (Global System for Mobile Communications), EDGE (Enhanced Data Rates for GSM Evolution), GPRS (General Packet Radio Service), CDMA (Code Division Multiple Access), Time Division-CDMA (TD-CDMA), UMTS (Universal Mobile Telecommunications System), LTE (Long Term Evolution), 5G, Wi-Fi, or any other cellular network. It can also be implemented using Ethernet, MOST (Media Oriented Systems Transport), Flexray, CAN (Controller Area Network), LIN (Local Interconnect Network), Internet, Bluetooth, NFC (Near Field Communication), Zigbee, RF (Radio Frequency), etc.

[0143] Input / output device 504 can be connected to other components of controller 500 via input / output interface 505. Exemplary input / output device 504 may include input devices such as pointing devices (e.g., mouse or touchpad), keyboard, touch input devices (e.g., touchpad or touchscreen), voice or sound input devices, various types of sensor devices and / or imaging devices, as well as output devices such as display devices, printers, speakers and / or network cards. Exemplary input / output device 504 may be included within controller 500 as a component constituting controller 500, or it may be connected to controller 500 as a separate device independent of controller 500.

[0144] On the other hand, embodiments of the present invention may include a program for performing the methods described herein on a computer, and a computer-readable recording medium containing the program. The aforementioned computer-readable recording medium may include, individually or in combination, program instructions, local data files, local data structures, etc. The medium may be specifically designed and configured for the present invention, or it may be commonly used in the field of computer software. Examples of computer-readable recording media include: magnetic media such as hard disks, floppy disks, and magnetic tapes; optical recording media such as CD-ROMs and DVDs; and hardware devices specifically configured for storing and executing program instructions such as ROMs, RAMs, and flash memory. Examples of the aforementioned program may include mechanical code such as that generated by an encoder, and may also include high-level language code executed by a computer using a decoder or similar means.

[0145] Although the invention has been described with reference to the above embodiments, those skilled in the art will understand that various modifications and changes can be made to the invention without departing from the spirit and scope of the invention as set forth in the appended claims.

Claims

1. A vehicle turning control device, comprising a controller, wherein the controller controls a front wheel motor driving the front wheels and a rear wheel motor driving the rear wheels of the vehicle based on sensing values ​​from a sensor unit of the vehicle, wherein, The controller is configured as follows: The system determines whether the vehicle meets the predetermined turning conditions based on the sensor values. In a turning control mode where the vehicle meets predetermined turning conditions, at least one of the front wheel motor and the rear wheel motor is controlled such that the slip value of at least one of the front wheel and the rear wheel follows the slip target value or slip target allocation ratio based on the sensing value of the sensor unit.

2. The vehicle turning control device according to claim 1, wherein, The controller is configured as follows: Control at least one of the front wheel motor and the rear wheel motor such that, in a basic control mode where the vehicle does not meet predetermined turning conditions, the control gain of the torque demand value of the sensor unit is higher than the control gain of the torque demand value in the turning control mode, and the torque demand value is distributed to at least one of the front wheel and the rear wheel.

3. The vehicle turning control device according to claim 1, wherein, The controller is configured as follows: The turning index value is calculated based on the sensing value of the sensor unit, and the skid target value or skid target allocation ratio is calculated based on the turning index value.

4. The vehicle turning control device according to claim 3, wherein, The turning index value includes the steering index value. The controller is configured to: calculate a target yaw rate value based on the steering angle value and vehicle speed value of the sensor unit, and calculate a steering index value based on the difference between the target yaw rate value and the vehicle yaw rate value of the sensor unit.

5. The vehicle turning control device according to claim 4, wherein, The controller is configured as follows: The coefficient of friction between the vehicle and the ground is estimated based on at least one of the vehicle yaw acceleration, vehicle longitudinal acceleration, vehicle lateral acceleration, and motor torque values ​​from the sensor unit. The stability index value is calculated based on at least two of the vehicle yaw rate, vehicle speed, torque demand, vehicle yaw acceleration, vehicle longitudinal acceleration, and vehicle lateral acceleration values ​​from the sensor unit, and the friction coefficient. The turning index value also includes the stability index value.

6. The vehicle turning control device according to claim 5, wherein, The stability index value includes the cornering outer wheel instability factor value, the basic slip target correction value, and the additional slip target value. The controller is configured as follows: The basic slip target correction value is calculated based on at least one of the friction coefficient and the vehicle speed value, and the steering index value. The additional slip target value is calculated based on at least one of the friction coefficient and the vehicle speed value, and the torque requirement value. The turning outer wheel instability factor value is calculated based on at least two of the following: the friction coefficient and the vehicle speed value; the torque value of at least one of the front wheel motor and the rear wheel motor; the turning outer wheel slip value of the vehicle; and the vehicle lateral acceleration value.

7. The vehicle turning control device according to claim 4, wherein, The turning index value also includes a stability index value. The controller is configured as follows: The stability index value is calculated based on at least one of the vehicle yaw rate value, vehicle speed value, and torque demand value from the sensor unit. The total slip target value is calculated based on the stability index value. The slip target value or slip target allocation ratio allocated based on the total slip target value is calculated based on the steering index value.

8. The vehicle turning control device according to claim 4, wherein, The controller is configured as follows: When the steering index value corresponds to oversteer, at least one of the front wheel motor and the rear wheel motor is controlled such that the larger the absolute value of the steering index value, the larger the slip target value or slip target allocation ratio of the front wheel. When the steering index value corresponds to understeer, at least one of the front wheel motor and the rear wheel motor is controlled such that the larger the absolute value of the steering index value, the smaller the slip target value or slip target allocation ratio of the front wheel.

9. The vehicle turning control device according to claim 8, wherein, The controller is configured as follows: In a low-friction understeering control mode where the steering index value corresponds to understeering and the vehicle's coefficient of friction relative to the ground is lower than the reference friction, at least one of the front wheel motor and the rear wheel motor is controlled such that the offset of the front wheel slip target value or slip target allocation ratio varies according to the slope of the steering index value.

10. The vehicle turning control device according to claim 8, wherein, The controller is configured as follows: Compared to a high-friction understeer control mode where the steering index value corresponds to understeer and the vehicle's coefficient of friction relative to the ground is higher than a reference friction range, in a low-friction understeer control mode where the steering index value corresponds to understeer and the coefficient of friction is lower than the reference friction range, the slip target value or slip target assignment of the front wheels is controlled by an offset that is more sensitive to the slope of the steering index value than by applying an offset to control at least one of the front wheel motors and the rear wheel motors. When the steering index value corresponds to understeer and the friction coefficient is within the reference friction range, the offset of the low friction understeer control mode is applied less to the slip target value or slip target allocation ratio of the front wheel to control at least one of the front wheel motor and the rear wheel motor.

11. The vehicle turning control device according to claim 8, wherein, The controller is configured as follows: When the steering index value corresponds to understeer, an offset that makes the sensor unit more sensitive to the lower the coefficient of friction between the vehicle and the ground is applied to the slip target value or slip target allocation ratio of the front wheels to control at least one of the front wheel motor and the rear wheel motor.

12. The vehicle turning control device according to claim 11, wherein, The controller is configured as follows: The coefficient of friction is estimated based on at least one of the vehicle yaw acceleration, vehicle longitudinal acceleration, vehicle lateral acceleration, and motor torque values ​​from the sensor unit. Control at least one of the front wheel motor and the rear wheel motor such that, when the steering index value corresponds to understeer, the slip target value or slip target allocation of the front wheel is more sensitive to the coefficient of friction than when the steering index value corresponds to oversteer.

13. A vehicle turning control device, comprising a controller, the controller controlling a front wheel motor driving the front wheels and a rear wheel motor driving the rear wheels of the vehicle based on sensing values ​​from a sensor unit of the vehicle, wherein, The controller is configured as follows: The target yaw rate is calculated based on the steering angle and vehicle speed values ​​from the sensor unit, and the steering index value is calculated based on the difference between the target yaw rate and the vehicle yaw rate value from the sensor unit. When the steering index value corresponds to oversteer, at least one of the front wheel motor and the rear wheel motor is controlled such that the larger the absolute value of the steering index value, the larger the slip target value or slip target allocation ratio of the front wheel. When the steering index value corresponds to understeer, at least one of the front wheel motor and the rear wheel motor is controlled such that the larger the absolute value of the steering index value, the smaller the slip target value or slip target allocation ratio of the front wheel.

14. The vehicle turning control device according to claim 13, wherein, The controller is configured as follows: A stability index value is calculated based on at least one of the vehicle yaw rate value, vehicle speed value, and torque demand value from the sensor unit. A total slip target value is calculated based on the stability index value. A slip target value or slip target allocation ratio allocated based on the total slip target value is calculated based on the steering index value.

15. The vehicle turning control device according to claim 14, wherein, The controller is configured as follows: The coefficient of friction between the vehicle and the ground is estimated based on at least one of the vehicle yaw acceleration, vehicle longitudinal acceleration, vehicle lateral acceleration, and motor torque values ​​from the sensor unit. The stability index value is calculated based on at least two of the vehicle yaw rate, vehicle speed, torque demand, vehicle yaw acceleration, vehicle longitudinal acceleration, and vehicle lateral acceleration values ​​from the sensor unit, and the friction coefficient.

16. The vehicle turning control device according to claim 15, wherein, The controller is configured as follows: Control at least one of the front wheel motor and the rear wheel motor such that, when the steering index value corresponds to understeer, the slip target value or slip target allocation of the front wheel is more sensitive to the coefficient of friction than when the steering index value corresponds to oversteer.

17. The vehicle turning control device according to claim 16, wherein, The controller is configured as follows: Control at least one of the front wheel motor and the rear wheel motor such that, when the steering index value corresponds to understeer, the slip target value or slip target allocation of the front wheel is more sensitive to the slope of the steering index value than when the steering index value corresponds to oversteer.

18. A vehicle comprising the vehicle turning control device, sensor unit, front wheel motor, and rear wheel motor as described in claim 1 or claim 13.

19. A vehicle turning control method, comprising the following steps: The system determines whether the vehicle meets the predetermined turning conditions based on the sensor readings from the vehicle's sensor unit. A turning index value, including a steering index value, is calculated based on the sensing value of the sensor unit; Calculate the skid target value or skid target allocation ratio based on the turning index value; as well as In a turning control mode where the vehicle meets predetermined turning conditions, at least one of the vehicle's front wheel motor and rear wheel motor is controlled such that the slip value of at least one of the vehicle's front and rear wheels follows the target slip value or target slip distribution ratio. Calculating the slip target value or slip target allocation ratio includes: When the steering index value corresponds to oversteer, the larger the absolute value of the steering index value, the larger the slip target value or slip target allocation ratio of the front wheel. When the steering index value corresponds to understeer, the larger the absolute value of the steering index value, the smaller the slip target value or slip target allocation ratio of the front wheel.

20. A storage medium storing one or more programs including various instructions for executing the vehicle turning control method of claim 19.

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