vehicle and method for controlling it

Abstract

A method for controlling a vehicle (100), comprising: Estimating (702-706), by means of a control device (602), whether there is a high probability of a collision between the vehicle (100) and an object which is located in a peripheral area of ​​the vehicle (100), and, when the high probability of a collision between the vehicle (100) and the object is estimated (706), the control device (602) actuates (710) wheels (102) of the vehicle (100) based on a situation of the estimated collision in order to ensure driving stability of the vehicle during an actual collision between the vehicle (100) and the object, wherein the actuation (710) of the wheels (102) comprises: adjusting, by the control device (602), a camber of each of the wheels (102), and wherein camber control of each of the wheels (102) comprises: variable adjusting, by the control device (602), a camber angle of each of the wheels (102) based on the estimated collision force with the object.

Description

Background / Area of ​​the invention

[0001] The present invention relates to a vehicle (e.g. a motor vehicle) and in particular to a technique for controlling vehicle wheels taking into account a possible vehicle collision. Description of the related technology

[0002] A conventional collision avoidance system typically uses radar to detect a vehicle ahead of the current (own) vehicle and emits a collision warning sound based on the detection result. To more actively address the probability of a collision with the vehicle ahead, the conventional collision avoidance system may also perform brake control, seatbelt activation, or similar actions. However, a collision warning sound, brake control, and seatbelt activation are merely passive ways to react to a potential collision before it occurs and may not be able to provide sufficient vehicle stability or a high degree of safety for the driver and passengers inside the vehicle.

[0003] For example, US 2017 / 0 144 640 A1 discloses a brake control device or a method for controlling a vehicle that manages a braking force generated in the vehicle to achieve more stable braking and steering behavior after a collision. The method includes, among other things, estimating the probability of a collision between the vehicle and an object located in a peripheral area of ​​the vehicle. Furthermore, US 2015 / 0 217 618 A1 relates to a vehicle system for actively adjusting the alignment angle of a vehicle wheel, in particular a rear wheel, using a hydraulic actuator. Brief description

[0004] Therefore, one aspect of the present invention provides a technique for controlling (e.g., steering, adjusting) vehicle wheels, taking into account the probability of a collision between a host vehicle (hereinafter referred to as the host vehicle) and a peripheral object, thereby minimizing the effects caused by such a collision while simultaneously ensuring vehicle safety. Additional aspects of the invention will become apparent from the following description or can be learned by working through the invention.

[0005] According to the invention, a method for controlling a vehicle (e.g., a motor vehicle) is provided, comprising: estimating (e.g., determining) whether there is a high probability of a collision between a vehicle and an object located in a peripheral area of ​​the vehicle (e.g., the vehicle's surroundings), and, if the high probability of a collision between the vehicle and the object is estimated, controlling (e.g., steering, actuating) wheels of the vehicle based on a situation of the estimated collision and therefore ensuring the vehicle's driving stability during an actual collision between the vehicle and the object.

[0006] Estimating the probability of a collision between the vehicle and the object can, for example, involve performing a collision estimation using at least one relative speed and one relative distance between the vehicle and the object. The procedure can, for example, further involve estimating the probability of a collision between the vehicle and the object based on a relatively higher value under a collision estimation index calculated based on the relative speed, and a collision estimation index calculated using the relative distance.

[0007] The situation of the estimated collision, or the estimated collision situation, can, for example, specify an estimated direction of collision in which the object would collide with the vehicle. The estimated collision situation can further include an estimated collision force with which the object would collide with the vehicle. Steering the wheels can, for example, include at least one aspect of tracking and steering each wheel. According to the invention, actuating the wheels includes: adjusting, by the control device, the camber of each wheel. According to the invention, camber control of each wheel includes a variable adjustment of the camber angle of each wheel based on the estimated collision force of the object. Ensuring driving stability can, for example, include preventing the vehicle from leaving its lane, thereby ensuring a linear driving characteristic.The straight-ahead driving characteristics (hereinafter referred to as linear driving characteristics) of the vehicle are ensured.

[0008] According to a further aspect of the present invention, a vehicle is provided comprising a sensor which is configured to detect an object which is arranged in a peripheral area of ​​the vehicle, and a control device which is configured to estimate whether there is a high probability of a collision between the vehicle and the detected object based on the detection result of the sensor, and, if the high probability of a collision between the vehicle and the object is estimated, to control the wheels of the vehicle based on a situation of the estimated collision and therefore to ensure driving stability of the vehicle during an actual collision between the vehicle and the object.

[0009] Estimating the likelihood of a collision between the vehicle and the object can be achieved, for example, using at least one relative velocity and one relative distance between the vehicle and the object. The control device can be configured, for instance, to estimate the probability of a collision between the vehicle and the object based on a relatively higher value under a collision estimation index calculated using the relative velocity and a collision estimation index calculated using the relative distance. The estimated collision situation can specify an estimated direction of impact in which the object would collide with the vehicle. Furthermore, the estimated collision situation can include, for example, an estimated impact force with which the object would collide with the vehicle.

[0010] Furthermore, wheel control can be achieved, for example, by adjusting at least one track and controlling each of the wheels. According to the invention, camber control of each wheel comprises: variable adjustment of a camber angle of each wheel based on an estimated impact force of the object. Ensuring driving stability can, for example, comprise: preventing the vehicle from leaving its lane, thereby ensuring a linear driving characteristic of the vehicle.

[0011] According to a further aspect of the present invention, a method for controlling a vehicle is provided, comprising: detecting a relative speed and a relative distance between a vehicle and an object located in a peripheral area of ​​the vehicle; estimating, based on the detection result, whether there is a high probability of a collision between the vehicle and the object; and, if the high probability of a collision between the vehicle and the object is estimated (e.g., determined), adjusting at least one camber, toe, and steering of each of the wheels of the vehicle based on the direction and severity of the estimated collision, and therefore ensuring the vehicle's stability during an actual collision between the vehicle and the object. Brief description of the characters

[0012] These and / or other aspects of the invention will be better understood from the following description of the exemplary embodiments together with the accompanying drawings, wherein: Fig. 1 is a view showing a vehicle according to an exemplary embodiment of the present invention, Fig. 2A to 2C are views which show a camber angle control of the vehicle according to an exemplary embodiment of the present invention, Fig. 3A and Fig. 3B views are shown which depict a change in a lateral force based on a camber angle control of a vehicle according to an exemplary embodiment of the present invention. Fig. 4A and Fig. 4B are views showing a rear wheel toe angle control of a vehicle according to an exemplary embodiment of the present invention, Fig. Figures 5A to 5C show front-wheel steering of a vehicle according to an exemplary embodiment of the present invention. Fig. 6 is a block diagram showing a control system of a vehicle according to an exemplary embodiment of the present invention, Fig. 7 is a flowchart which shows a method for controlling a vehicle according to an exemplary embodiment of the present invention, Fig. 8A and Fig. 8B conceptual representations are which show methods for calculating a collision estimation index of a vehicle according to an exemplary embodiment of the present invention, Fig. 9 is a view which shows an example of a collision direction which can be identified / determined by the result obtained by four radars attached to the vehicle, according to an exemplary embodiment of the present invention. Fig. 10 is a view which shows a method for controlling vehicle wheels in the event of a high probability of a collision in a front or a rear part of the vehicle according to an exemplary embodiment of the present invention, Fig. 11 is a view which shows a method for controlling vehicle wheels in the event of a high probability of a collision at a front part of a right side of the vehicle according to an exemplary embodiment of the present invention, Fig. 12 is a view which shows a method for controlling vehicle wheels in the event of a high probability of a collision at a central part of a right side of the vehicle according to an exemplary embodiment of the present invention, Fig. 13 is a view which shows a method for controlling vehicle wheels in the event of a high probability of a collision at a rear part of a right side of the vehicle according to an exemplary embodiment of the present invention, Fig. 14 is a view which shows a method for controlling vehicle wheels in the event of a high probability of a collision at a front part of a left side of the vehicle according to an exemplary embodiment of the present invention, Fig. 15 is a view which shows a method for controlling vehicle wheels in the event of a high probability of a collision at a central part of a left side of the vehicle according to an exemplary embodiment of the present invention, and Fig. Figure 16 shows a method for controlling vehicle wheels in the event of a high probability of a collision at a rear part of a left side of the vehicle according to an exemplary embodiment of the present invention. Detailed description

[0013] It should be understood that the term "vehicle" or "vehicle-..." or any other similar terms used herein includes motor vehicles in general, such as passenger cars, including so-called sport utility vehicles (SUVs), buses, trucks, numerous commercial vehicles, as well as, for example, watercraft, including a variety of boats and ships, as well as, for example, aircraft and the like, and furthermore, hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other vehicles for alternative fuels (e.g., fuels produced from resources other than petroleum).

[0014] Although exemplary embodiments are described using multiple units to perform the exemplary operations, it is clear that these exemplary operations can also be performed by one or more (e.g., software) modules. Furthermore, it is clear that the term "control device" / "control unit" refers to a hardware device comprising memory and a processor. The memory is configured to store modules, and the processor is specifically configured to execute said modules to perform one or more operations, which are described below.

[0015] The terminology used herein serves only to describe certain embodiments and is not intended to limit the invention. The singular forms "a," "an," and "the" are used herein to include the plural forms unless the context clearly indicates otherwise. Furthermore, the terms "possess" and / or "possessing," when used in this description, specify the presence of the aforementioned features, integers, steps, processes, elements, and / or components thereof, but do not exclude the presence or addition of one or more other features, integers, steps, processes, elements, components, and / or groups thereof. As used herein, the term "and / or" encompasses each and all combinations of one or more of the related items listed.

[0016] Reference is now made in detail to exemplary embodiments of the present invention, examples of which are shown in the accompanying drawings, where the same reference numerals consistently denote the same elements.

[0017] The Fig. Figure 1 is a view showing a vehicle 100 according to an exemplary embodiment of the present invention. With reference to the Fig. 1 The vehicle can have 100 wheels 102, at least one camber drive section or actuation section (hereinafter referred to as camber drive section) 104, one track drive section or actuation section (hereinafter referred to as track drive section) 106, one steering drive section or actuation section (hereinafter referred to as steering drive section) 108 and at least one radar 110.

[0018] In particular, the wheels 102 can comprise two front wheels 102FL and 102FR and two rear wheels 102RL and 102RR. The wheels 102 can be divided into a front left wheel 102FL, a front right wheel 102FR, a rear left wheel 102RL, and a rear right wheel 102RR. For the purpose of describing and better understanding the present invention, the entirety of the four wheels 102FL, 102FR, 102RL, and 102RR will hereinafter be referred to by the reference numeral 102. The camber drive section 104 can be provided for each of the four wheels 102. By operating four independent camber drive sections 104, the camber angles of the four wheels 102 can be adjusted independently. The adjustment of the camber angles will be described below with reference to the Fig. 2 described.

[0019] The track-drive section 106 can also be referred to as a rear-wheel steering section (RWS section). The track-drive section 106 can be a device configured to adjust the toe angle of the rear wheels 102RL and 102RR. The track-drive section 106 can be configured to adjust the toe angles of the rear wheels 102RL and 102RR based on a driving condition (e.g., vehicle speed or the like) of the vehicle 100, resulting in increased driving stability and safety of the vehicle 100. The adjustment of the wheel toe angles is described below with reference to the Fig. 3 (see also) Fig. 3A and Fig. 3B) described. The steering drive section 108 can be a motor-driven power control device or power steering device (MDPS device). In other words, the steering drive section 108 can be configured to set a rotational direction (e.g., steering knuckle direction) of the front wheels 102FL and 102FR in response to a steering wheel input from a user, thereby changing the direction of travel of the vehicle 100. The steering drive section 108 can be configured to set the rotational direction of the front wheels 102FL and 102FR using a drive force from a motor. The MDPS device is described below with reference to the Fig. 4 (see also) Fig. 5) described.

[0020] The radar 110 can be a sensor configured to detect an object (e.g., a peripheral vehicle) located in the peripheral area of ​​the vehicle 100. For example, the vehicle 100 can be configured to use the radar 110 to detect the presence, position, direction, and relative velocity of objects located in its peripheral area. The object can be a peripheral vehicle or a geographical (e.g., stationary) feature, such as a building, structure, etc. The vehicle 100 can have four radars 110. In other words, the radars 110 can be mounted on the left and right sides of the front of the vehicle 100. The radars 110 can also be mounted on the left and right sides of the rear of the vehicle 100.

[0021] The Fig. Figures 2A to 2C are views showing camber angle control of a vehicle according to an exemplary embodiment of the present invention. Although the Fig. 2. For the purpose of description, only the front wheels 102FL and 102FR are shown as examples; camber control can also be applied to the rear wheels in the same way as to the front wheels 102FL and 102FR.

[0022] With reference to the Fig. 2A to 2C, the camber drive section 104 of the vehicle 100 can be configured to adjust the camber angles of the wheels 102. From the front view of the vehicle 100, the camber angle can be defined as the angle of each wheel 102 relative to a ground surface. A method for adjusting the camber angles of wheels 102 can be divided into neutral camber control (I), negative camber control (II), and positive camber control (III). The camber angle can be freely changed within a predetermined range. As described in the Fig. Figure 2A shows a neutral camber angle (I) for vertically upright wheels 102FL and 102FR. As shown in the Fig. As shown in Figure 2B, a negative camber angle (II) can indicate that the wheels 102FL and 102FR are inclined in a trapezoidal shape (from the front view of the vehicle 100). As shown in the Fig. As shown in Figure 2C, a positive camber angle (III) can indicate that the wheels 102FL and 102FR are inclined in an inverted trapezoidal shape starting from the front view of the vehicle 100.

[0023] The Fig. Figures 3A to 3B are views showing a change in lateral force based on camber angle control of a vehicle according to an exemplary embodiment of the present invention. With reference to the Fig. 3A to 3B, the camber angle of each wheel 102 can cause a change in the lateral force of the vehicle 100. As described in the Fig. As shown in Figure 3A, the lateral force of a slip or slide angle of vehicle 100 is greater when wheel 102FL has a negative camber angle (indicated by solid lines) than the lateral force of a slip or slide angle of vehicle 100 when wheel 102FL has a neutral camber angle (indicated by dotted lines), resulting in increased agility of vehicle 100. In other words, lateral slip or slide of vehicle 100 at a negative camber angle can be less than lateral slip or slide of vehicle 100 at a neutral or positive camber angle. Therefore, a lateral displacement (i.e., a slip or slide caused by the external force) of vehicle 100, which experiences the external lateral force (e.g.,The lateral displacement experienced in a collision is less when the vehicle has negative camber than when it has neutral or positive camber. Accordingly, the vehicle can achieve greater linearity when driving with negative camber.

[0024] The Fig. 4A and Fig. Figures 4B are views showing the control of a rear wheel toe angle of a vehicle according to an exemplary embodiment of the present invention. With reference to the Fig. 4A and Fig. 4B is designated as the track in a top view of the vehicle 100 and, with respect to the direction of travel, as the front end of each wheel 102RL or 102RR. As stated in the Fig. As shown in Figure 4A, a condition in which the front ends of wheels 102RL and 102RR are positioned (towards) inwards of a vehicle body is hereinafter referred to as a toe-in condition, and a condition in which the front ends of wheels 102RL and 102RR are positioned (towards) outwards of the vehicle body is referred to as a toe-out condition. Additionally, road surface resistance can be gradually increased relative to a toe-in angle and a toe-out angle. The toe-in condition with an appropriate angle can improve the linear driving stability of the vehicle.

[0025] The Fig. Figures 5A to 5C are views showing the steering of a front wheel of the vehicle according to an exemplary embodiment of the present invention. With reference to the Fig. 5A to 5C refers to the steering of the front wheels 102FL and 102FR of vehicle 100, which is the same as conventional steering. In other words, the Fig. 5A the vehicle 100, in which the front wheels 102FL and 102FR are arranged parallel to a longitudinal shaft (e.g. drive shaft) or longitudinal axis of the vehicle 100, which is why the vehicle 100 is allowed to be driven essentially linearly (e.g. straight ahead). Fig. Figure 5B shows vehicle 100, in which the front wheels 102FL and 102FR are steered to the left, thus allowing vehicle 100 to turn left. Fig. Figure 5C shows vehicle 100, in which the front wheels 102FL and 102FR are steered to the right to allow vehicle 100 to turn right.

[0026] The Fig. Figure 6 is a block diagram showing a vehicle control system according to an exemplary embodiment of the present invention. Referring to the Fig. 6. Four radars (e.g., radar units) 110 can be connected to an input terminal of the control device 602 to allow communication between the four radars 110. The camber drive section 104, the toe drive section 106, and the steering drive section 108 can be connected to an output terminal of the control device 602 to allow communication between the camber drive section 104, the toe drive section 106, and the steering drive section 108.

[0027] In particular, the control device 602 can be an electronic control unit (ECU). The control device 602 can be configured to operate the vehicle 100. For example, the control device 602 of the vehicle 100 can be configured to estimate whether the vehicle 100 (also referred to as a "host vehicle" or "present vehicle" or "own vehicle") will collide with peripheral objects, based on the detection result received (originating) from the four radars 110. In other words, the control device 602 can be configured to detect a probability or risk of a collision with an environmental object or vehicle.If a high probability of a collision between the host vehicle 100 and the peripheral objects is detected, the wheels of the host vehicle 100 can be actuated by the camber drive section 104, the toe drive section 106, and the steering drive section 108 to reduce the influence on the host vehicle 100 of external forces generated by a collision. A high probability of a collision can be determined if the host vehicle is within a certain distance of the surrounding object, is traveling at a speed greater than that of the surrounding object, or similar factors. The claimed invention is not limited to this, and other factors can be used to determine a high probability of a collision.A vehicle control method for coping with the high probability of such a collision using the control device 602 is described below with reference to the . Fig. 7 to 16 described.

[0028] The Fig. Figure 7 is a flowchart showing a method for controlling the vehicle according to an exemplary embodiment of the present invention.

[0029] In particular, the Fig. Figure 7 shows a flowchart illustrating a procedure that allows the control device 602 to respond to the detection of a high collision risk to the vehicle 100. The control device 602 can be configured to detect a peripheral situation (e.g., an environment) of the vehicle 100 using four radars 110 (702). The control device 602 can be configured to detect numerous types of information about the peripheral or environmental objects of the vehicle 100 using the radars 110, such as the presence, position, direction, and relative velocity of the peripheral objects. In particular, the object can be, but is not limited to, a nearby (e.g., moving) vehicle or a geographical or stationary feature such as a building, structure, etc.

[0030] If at least one object (e.g., a peripheral vehicle) is detected in a peripheral area of ​​the host vehicle 100, the control device 602 can be configured to calculate a collision estimation index between the host vehicle 100 and the object based on a relative distance, relative velocity, etc., between the host vehicle 100 and the object (704). A method for calculating the collision estimation index is described below with reference to the Fig. 8 described.

[0031] The Fig. 8A and Fig. Figure 8B are conceptual illustrations showing methods for calculating a collision estimation index of a vehicle according to an exemplary embodiment of the present invention. With reference to the Fig. 8A and Fig. 8B The control device 602 can be configured to calculate the collision estimation index using the relative speed and relative distance between the host vehicle and the detected object. Taking into account numerous situations that occur during actual driving, the control device 602 can be configured to collect collision probability data based on relative speed and relative distance through experiments, and can then be configured to calculate a threshold capable of detecting / determining the probability of a collision by analyzing the collected data. The control device 602 can be configured to analyze the detection result of the radars 110, compare the analyzed result with the threshold, and therefore calculate the collision estimation index based on the determination result.Furthermore, the control device 602 can be configured to detect a final collision probability based on a higher of a collision estimation index based on relative velocity and another collision estimation index based on relative distance.

[0032] Again referring to the Fig. 7. The control device 602 can be configured to determine whether the relative distance or relative velocity associated with the detected object is / are greater than a threshold distance or threshold velocity, and can therefore be configured to determine the probability of a collision between the host vehicle and the detected object based on the detection result (706). As described in the Fig. As shown in Figure 8A, if the relative speed between the host vehicle and the detected object is greater than a first threshold (threshold 1), the control device 602 can be configured to detect a high probability of a collision between the host vehicle 100 and the object. Similarly, as shown in the Fig. As shown in Figure 8B, if the relative distance between the host vehicle 100 and the detected object is greater than a second threshold (threshold 2), the control device 602 can be configured to determine a high probability of a collision between the host vehicle 100 and the detected object. If the collision estimation index based on relative distance differs from the collision estimation index based on relative speed, the control device 602 can be configured to determine the probability of a collision based on a higher relative distance than the collision estimation index based on relative speed.

[0033] If a high probability of a collision is estimated or determined based on the collision estimation index, which is greater than the threshold (“Yes” in 706), the control device 602 can be configured to determine an estimated collision direction and an estimated collision severity (708). The control device 602 can be configured to determine the estimated or determined collision direction and the estimated or determined collision severity based on the relative distance and relative speed detected by the four radars 110 mounted on the vehicle 100.

[0034] The Fig. Figure 9 is a view showing an example of collision directions detectable by the result obtained according to an exemplary embodiment of the present invention by the four radars mounted on the vehicle. Referring to the Fig. 9. The control device 602 can be configured to analyze the detection result of the four radars 110 and to estimate a high probability of a collision between the host vehicle 100 and the object in any one of eight directions (Nos. 1 to 8) based on the analyzed result, which cover a front, right-lateral, rear, and left-lateral direction of the vehicle 100. The number of estimated collision directions can be fewer or greater than the eight directions specified in the Fig. 9 are shown.

[0035] Again referring to the Fig. 7 The control device 602 can be configured to actuate the wheels based on the estimated direction of collision (710). If there is a high probability that the peripheral vehicle will collide with the host vehicle 100 in any of the numerous directions specified in the Fig. As shown in Figure 9, the control device 602 can be configured to actuate the vehicle wheels in order to minimize the impact of an actual collision in the estimated direction of impact and at the same time to ensure improved driving stability. The aforementioned wheel steering by the control device 602 is shown in the Fig. Shown 10 to 16.

[0036] In the Fig. From 10 to 16, wheel steering by the control device 602 can be subdivided into camber angle control for four wheels 102, toe angle control for two rear wheels 102RL and 102RR, and steering control for two front wheels 102FL and 102FR. In other words, the control device 602 can be configured to adjust the angle of the wheels. Fig. Figure 10 is a view which shows a method for steering vehicle wheels in the event of a high probability of a collision in a front or rear part (e.g. in a front or rear collision) of the vehicle, as described in No. 1 of the Fig. 9 or No. 5 of the Fig. 9 is shown. With reference to the Fig. 10. If there is a high probability that the host vehicle 100 will collide with the object in the forward direction (No. 1) or in the rear direction (No. 5), the control device 602 can perform the following wheel control procedure.

[0037] In particular, the control device 602 can control camber angles for the front wheels (102FL, 102FR) and the rear wheels (102FL, 102FR) (e.g., in the Fig. (as shown in case 10) and can be configured to maintain the camber angles of the front wheels. Additionally, the control device 602 can be configured to perform toe control of the rear wheels 102RL and 102RR and toe control of the two rear wheels 102RL and 102RR. The control device 602 can also be configured to perform steering control for the linear positioning of the front wheels 102FL and 102FR.

[0038] If the host vehicle 100 actually collides with the object in the forward direction (No. 1) or the rear direction (No. 5), the vehicle 100 may be moved in a forward or rearward direction due to the external force applied to it in that direction. If there is a high probability that the host vehicle 100 will collide with the object in the forward direction (No. 1) or the rear direction (No. 5), the control device 602 may be configured to perform toe-in steering of the rear wheels 102RL and 102RR to reduce any movement generated in the forward or rearward direction as a result of the actual collision. Furthermore, steering control may be performed for straight-set front wheels 102FL and 102FR (e.g.,(maintaining the wheels so that the vehicle moves linearly) allows the host vehicle 100 to travel straight during the actual collision between the host vehicle 100 and the object located in the front direction (No. 1) or the rear direction (No. 5) of the host vehicle 100, thus preventing the host vehicle 100 from leaving its lane. By performing the aforementioned control, the control device 602 can minimize the impact of an actual collision while simultaneously ensuring vehicle stability.

[0039] The Fig. 11 is a view which shows a method for steering vehicle wheels in the event of a high probability of a collision at the front part of a right side of the vehicle, as described in No. 2 of the Fig. 9 is shown. With reference to the Fig. 11. If there is a high probability of a collision in the front part (No. 2) of the right side of the vehicle 100, the control device 602 may be configured to perform the following wheel control or wheel steering. In particular, the control device 602 may be configured to perform camber control for only the front wheels 102FL and 102FR. The control device 602 may be configured to perform negative camber control (-camber control) for the front left wheel 102FL and positive camber control (+camber control) for the front right wheel 102FR. In particular, the control device 602 may be configured to perform toe control for the rear wheels 102RL and 102RR. In addition, the control device 602 can be configured to perform toe-out control for the rear left wheel 102RL and toe-in control for the rear wheel 102RR.The control device 602 can be configured to perform right-hand steering control for the front wheels 102FL and 102FR.

[0040] During an actual collision between the vehicle 100 and the object located in the front-right direction (No. 2) of the vehicle 100, the vehicle 100 may lose its linear tracking characteristics due to an external force applied to the front right side of the vehicle 100. Consequently, the vehicle 100 may be pushed or forced to the left, resulting in the vehicle 100 leaving its lane. If there is a high probability that the vehicle 100 will collide with the object in the front-right direction (No. 2) of the vehicle 100 as described above, the control device 602 may allow the object to contact the front right wheel 102FR, which protrudes according to the camber control described above, in order to cause the protruding front right wheel 102FR to absorb the shock or impact.

[0041] The aforementioned camber angle control, rear-wheel toe control, and front-wheel steering control can prevent the vehicle 100 from being pushed or forced to the left and can steer the vehicle 100 to travel straight or linearly, thus preventing the vehicle 100 from leaving its lane. Through the aforementioned control, the control device 602 can minimize the impact of an actual collision while simultaneously ensuring driving stability.

[0042] The Fig. Figure 12 is a view which shows a method for steering the vehicle wheels in the event of a high probability of a collision with a central part of a right side of the vehicle, as described in No. 3 of the Fig. 9 is shown. With reference to the Fig. 12. If there is a high probability of a collision on a central part of the right side of the vehicle 100, the control device 602 may be configured to perform the following wheel steering or wheel control. In particular, the control device 602 may be configured to perform camber control for the front wheels (102FL, 102FR) and the rear wheels (102RL, 102RR). The control device 602 may be configured to perform negative camber control (-camber control) for the front left wheel 102FL and positive camber control (+camber control) for the front right wheel 102FR. The control device 602 cannot perform toe control for the rear wheels 102RL and 102RR. That is, the control device 602 cannot perform toe adjustment by the drive section.However, the control device 602 can be configured to adjust the two rear wheels 102RL and 102RR to be arranged linearly, and cannot perform toe-in or toe-out control for the rear wheels 102RL and 102RR. The control device 602 can be configured to adjust the front wheels 102FL and 102FR to be arranged linearly.

[0043] During an actual collision at the central part (No. 3) of the right side of the vehicle 100, the vehicle 100 may be pushed to the left by the external force exerted on the central part of its right side, resulting in the vehicle 100 leaving its lane. If there is a high probability of a collision at the central part (No. 3) of the right side of the vehicle 100, the control device 602 may allow the object to contact the protruding right front and rear wheels 102FR and 102RR according to the camber control mentioned above, in order to cause the protruding right front and rear wheels 102FR and 102RR to absorb the shock or impact.The aforementioned camber angle control, rear-wheel toe control, and front-wheel steering control can prevent the vehicle 100 from being pushed to the left and can steer the vehicle 100 to travel straight, thus preventing the vehicle 100 from leaving its lane. Through the aforementioned control, the control device 602 can reduce the impact of an actual collision while simultaneously ensuring driving stability.

[0044] The Fig. 13 is a view which shows a method for steering the vehicle wheels in the event of a high probability of a collision at the rear part of a right side of the vehicle, as described in No. 4 of the Fig. 9 is shown. With reference to the Fig. 13. If there is a high probability of a collision at the rear of the right side of the vehicle 100, the control device 602 can perform the following wheel control or wheel steering. In particular, the control device 602 can be configured to perform camber control for only the rear wheels 102FR and 102RR. The control device 602 can be configured to perform positive camber control ((+)-camber control) for the rear left wheel 102RL and negative camber control ((-)-camber control) for the rear right wheel 102RR. Furthermore, the control device 602 can be configured to perform toe control for the rear wheels 102RL and 102RR. In particular, the control device 602 can be configured to perform toe-in control for the rear left wheel 102RL and toe-out control for the rear right wheel 102RR.The control device 602 can also be configured to perform left-steer control for the front wheels 102FL and 102FR.

[0045] During an actual collision at the rear (No. 4) of the right side of the vehicle 100, the vehicle 100 may lose its linear driving characteristics due to the external force exerted on the rear of the right side of the vehicle 100, causing the vehicle 100 to be pushed to the left, or the vehicle may be forced to the right (e.g., skidding), resulting in the vehicle 100 leaving its lane. If there is a high probability of a collision at the rear (No. 4) of the right side of the vehicle 100, the control device 602 may allow the object to contact the protruding rear right wheel 102RR according to the camber angle control described above, in order to cause the protruding rear right wheel 102RR to absorb the shock or impact.The aforementioned camber angle control, rear-wheel toe control, and front-wheel steering control can prevent the vehicle 100 from being pushed to the left or forced to the right, and can steer the vehicle 100 to travel straight, thus preventing the vehicle 100 from leaving its lane. Through the aforementioned control, the control device 602 can minimize the impact of an actual collision while simultaneously ensuring driving stability.

[0046] The Fig. Figure 14 is a view showing a method for steering the vehicle wheels in the event of a high probability of a collision at the front part of the left side of the vehicle, as described in No. 6 of the Fig. 9 is shown. With reference to the Fig. 14, if there is a high probability of a collision at the front part (No. 6) of the left side of the vehicle 100, the control device 602 can perform the following wheel steering or wheel steering.

[0047] In particular, the control device 602 can be configured to perform camber control only for the front wheels 102FL and 102FR. The control device 602 can be configured to perform positive camber control ((+)-camber control) for the front left wheel 102FL and negative camber control ((-)-camber control) for the front right wheel 102FR. The control device 602 can be configured to perform toe control for the rear wheels 102RL and 102RR. In particular, the control device 602 can be configured to perform toe-in control for the rear left wheel 102RL and toe-out control for the rear right wheel 102RR. The control device 602 can also be configured to perform left-steer control for the front wheels 102FL and 102FR.

[0048] During the actual collision at the front part (No. 6) of the left side of the vehicle 100, the vehicle 100 may lose its linear driving characteristics due to the external force exerted on the front part (No. 6) of the left side of the vehicle 100. This causes the vehicle 100 to be pushed or forced to the right, resulting in the vehicle 100 leaving its lane. If there is a high probability of a collision at the front part (No. 6) of the left side of the vehicle 100, the control device 602 may allow the object to contact the protruding left wheel 102FL according to the camber angle control mentioned above, in order to cause the protruding front left wheel 102FL to absorb the shock or impact.The aforementioned camber angle control, rear-wheel toe control, and front-wheel steering control can prevent the vehicle 100 from being pushed or forced to the right and can steer the vehicle 100 to travel straight, thus preventing the vehicle 100 from leaving its lane. Through the aforementioned control, the control device 602 can minimize the impact of an actual collision while simultaneously ensuring driving stability.

[0049] The Fig. Figure 15 is a view which shows a method for steering the vehicle wheels in the event of a high probability of a collision with a central part of a left side of the vehicle, as described in No. 7 of the Fig. 9 is shown. With reference to the Fig. 15. If there is a high probability of a collision at the central part (No. 7) of the left side of the vehicle 100, the control device 602 can perform the following wheel control or wheel steering. In particular, the control device 602 can be configured to perform camber control for the front wheels (102FL, 102FR) and the rear wheels (102RL, 102RR). The control device 602 can be configured to perform positive camber control ((+)-camber control) for the front left wheel 102FL and negative camber control ((-)-camber control) for the front right wheel 102FR. The control device cannot perform toe control for the rear wheels 102RL and 102RR. However, the control device 602 can be set up to adjust the two wheels 102RL and 102RR to be arranged linearly, while no toe-in or toe-out control is performed.The control device 602 can also be set up to adjust the front wheels 102FL and 102FR to be arranged linearly.

[0050] During an actual collision at the central part (No. 7) of the left side of the vehicle 100, the vehicle may be pushed to the right due to the external force exerted on the central part (No. 7) of the left side of the vehicle 100, resulting in the vehicle 100 leaving its lane. If there is a high probability of a collision at the central part (No. 7) of the left side of the vehicle 100, the control device 602 may allow the object to contact the protruding left front and rear wheels 102FL and 102RL according to the camber angle control mentioned above, thereby causing the protruding front left and rear left wheels 102FL and 102RL to absorb the shock or impact.The aforementioned camber angle control, rear-wheel toe control, and front-wheel steering control can prevent the vehicle 100 from being pushed to the right and can steer the vehicle 100 to travel straight, thus preventing the vehicle 100 from leaving its lane. Through the aforementioned control, the control device 602 can minimize the impact of the actual collision while simultaneously ensuring driving stability.

[0051] The Fig. Figure 16 is a view showing a method for steering the vehicle wheels in the event of a high probability of a collision at the rear part of the left side of the vehicle, as described in No. 8 of the Fig. 9 is shown. With reference to the Fig. 16. If there is a high probability of a collision at the rear (No. 8) of the left side of the vehicle 100, the control device 602 can perform the following wheel steering or wheel control. In particular, the control device 602 can be configured to perform camber control for only the rear wheels 102RL and 102RR. The control device 602 can be configured to perform negative camber control (-camber control) for the rear left wheel 102RL and positive camber control (+camber control) for the rear right wheel 102RR. The control device 602 can further be configured to perform toe control for the rear wheels 102RL and 102RR. In particular, the control device 602 can be configured to perform toe-out control for the rear left wheel 102RL and toe-in control for the rear right wheel 102RR.The control device 602 can also be configured to perform right-steer control for the front wheels 102FL and 102FR.

[0052] During the actual collision at the rear part (No. 8) of the left side of the vehicle 100, the vehicle 100 may lose its linear driving characteristics due to the external force exerted on the rear part of the left side of the vehicle 100. This causes the vehicle 100 to be pushed to the right or forced to the left (e.g., skid), resulting in the vehicle 100 leaving its lane. If there is a high probability of a collision at the rear part (No. 8) of the left side of the vehicle 100, the control device 602 may allow the object to contact the protruding rear left wheel 102RL according to the camber angle control mentioned above, in order to cause the protruding rear left wheel 102RL to absorb the shock or impact.The aforementioned camber angle control, rear-wheel toe control, and front-wheel steering control can prevent the vehicle 100 from being pushed to the right or forced to the left, and can control the vehicle 100 to travel straight, thus preventing the vehicle 100 from leaving its lane. Through the aforementioned control, the control device 602 can minimize the impact of an actual collision while simultaneously ensuring driving stability.

[0053] In the Fig.According to the present invention, the control device 602, as shown in figures 11 to 16, is configured to variably adjust the camber angle based on the estimated impact severity. If the estimated impact severity is significantly high (e.g., a collision estimation index of 50% or more), the camber angle of a first wheel 102, which has a high probability of being involved in a collision, can be set to a first maximum camber angle, and the camber angle of a second wheel 102, which is arranged diagonally to the first wheel 102, can be set to a second maximum camber angle opposite to the first maximum camber angle in order to maximize the camber angle control effect. In contrast, if the estimated impact severity is significantly low (e.g.,If the collision estimation index is less than 50%, the camber angle of a first wheel 102, which has a high probability of a collision, can be set to a first maximum camber angle, and the camber angle of a second wheel 102, which is arranged at a diagonal position starting from the first wheel 102, can be set to an appropriate angle between 0° (which indicates a straight arrangement) and a second maximum camber angle opposite to the first maximum camber angle, thereby maintaining the driving quality of the vehicle.

[0054] As is evident from the above description, the exemplary embodiment of the present invention can adjust and control vehicle wheels based on a probability of a collision between a host vehicle and a peripheral object, and can therefore minimize the impact of such a collision while simultaneously ensuring vehicle driving safety, resulting in increased safety for a driver and a passenger inside the vehicle, as well as increased driving safety for the vehicle itself.

[0055] Although a few exemplary embodiments of the present invention have been shown and described above, it is clear to the person skilled in the art that modifications to these exemplary embodiments can be made without departing from the principles of the present invention, the scope of which is defined in the attached claims and their equivalents.

Claims

[1] A method for steering a vehicle (100), comprising: Estimating (702-706), by means of a control device (602), whether there is a high probability of a collision between the vehicle (100) and an object which is located in a peripheral area of ​​the vehicle (100), and, when the high probability of a collision between the vehicle (100) and the object is estimated (706), the control device (602) actuates (710) wheels (102) of the vehicle (100) based on a situation of the estimated collision in order to ensure driving stability of the vehicle during an actual collision between the vehicle (100) and the object, wherein the actuation (710) of the wheels (102) comprises: adjusting, by the control device (602), a camber of each of the wheels (102), and wherein camber control of each of the wheels (102) comprises: variable adjusting, by the control device (602), a camber angle of each of the wheels (102) based on the estimated collision force with the object. [2] The method according to claim 1, wherein the estimation (704) of the probability of a collision between the vehicle (100) and the object comprises: Performing (706) the collision estimation using the control device (602) by means of at least one relative velocity and relative distance between the vehicle (100) and the object. [3] The method according to claim 2, further comprising: Estimating (706), by the control device (602), the probability of collision between the vehicle (100) and the object based on a higher value under a collision estimation index calculated on the basis of the relative speed, and a collision estimation index calculated using the relative distance. [4] The method according to any of the preceding claims, wherein the estimated collision situation specifies an estimated direction of collision (708) in which the object would collide with the vehicle (100). [5] The method according to claim 4, wherein the estimated collision situation further includes an estimated collision force (708) with which the object would collide with the vehicle (100). [6] The method according to any one of the preceding claims, comprising the actuation (710) of the wheels (102): Adjustment, by means of the control device (602), at least one of a track and steering of each of the wheels (102). [7] The method according to any one of the preceding claims, wherein ensuring driving stability comprises: Preventing, by means of the control device (602), the vehicle (100) from leaving its lane and maintaining a linear driving characteristic of the vehicle. [8] A vehicle (100), comprising: a sensor (110) which is configured to detect an object which is located in a peripheral area of ​​the vehicle (100), and a control device (602) which is configured to: to estimate whether there is a high probability of a collision between the vehicle (100) and the detected object, based on a detection result from the sensor (110), and, when a high probability of a collision between the vehicle (100) and the object is estimated, wheels (102) of the vehicle (100) are actuated based on a situation of the estimated collision in order to ensure driving stability of the vehicle during an actual collision between the vehicle (100) and the object, wherein the wheels (102) are actuated and adjusted using a camber of each of the wheels (102), and wherein the control device (602) is configured to perform camber control of each of the wheels (102) by variably adjusting a camber angle of each of the wheels (102) based on an estimated collision force with the object. [9] The vehicle (100) according to claim 8, wherein the estimation of the collision between the vehicle (100) and the object is carried out using at least one relative velocity and relative distance between the vehicle (100) and the object. [10] The vehicle (100) according to claim 9, wherein the control device (602) is configured to estimate the probability of collision between the vehicle (100) and the object based on a higher value under a collision estimation index calculated on the basis of the relative speed and a collision estimation index calculated using the relative distance. [11] The vehicle according to any one of claims 8 to 10, wherein the estimated collision situation indicates an estimated direction of collision in which the object would collide with the vehicle (100). [12] The vehicle according to claim 11, wherein the estimated collision situation further includes an estimated collision force with which the object would collide with the vehicle (100). [13] The vehicle according to any one of claims 8 to 12, wherein the wheels (102) are actuated and adjusted using at least one of a track and steering of each of the wheels (102). [14] The vehicle according to any one of claims 8 to 13, wherein the control device (602) is configured to ensure driving stability by preventing the vehicle (100) from leaving its lane and maintaining a linear driving characteristic of the vehicle (100). [15] A method for steering a vehicle (100), comprising: Detect (702), by means of a control device (602), a relative velocity and a relative distance between the vehicle (100) and an object which is located in a peripheral area of ​​the vehicle (100), Estimating (706) by the control device (602), whether there is a high probability of a collision between the vehicle (100) and an object, based on the detection result, and, when the high probability of a collision between the vehicle (100) and the object is estimated (706), adjusting, by the control device (100), at least one of a camber, toe and steering of each wheel (102) of the vehicle (100) based on a direction of the estimated collision and a force of the estimated collision, in order to ensure driving stability of the vehicle during an actual collision between the vehicle (100) and the object, and wherein a camber control of each of the wheels (102) has: variable adjustment, by the control device (602), of a camber angle of each of the wheels (102) based on the estimated force of the collision with the object.

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