Brake control apparatus and control method brake apparatus

Abstract

A vehicle control device installed in a vehicle having a plurality of wheels and an engine that provides driving torque to the plurality of wheels comprises: a braking unit that applies braking torque to the plurality of wheels; and a control unit electrically connected to the engine and the braking unit, wherein the control unit performs traction control including controlling the braking unit to apply braking torque to the at least one wheel in response to the spin of at least one of the plurality of wheels being greater than or equal to a target spin, and controlling the engine to reduce the driving torque in response to the spin of at least one of the plurality of wheels, and can control the engine to increase the driving torque stepwise or linearly up to a driving torque value based on the displacement of the vehicle's accelerator pedal in response to an input from a driver to deactivate the traction control while performing the traction control.

Description

Technology Field

[0001] The disclosed invention relates to a braking control device and a method for controlling a braking device, and more specifically, to a braking control device and a method for controlling a braking device including a Traction Control System (TCS). Background Technology

[0002] Vehicles are essentially equipped with braking devices to perform braking, and braking control devices that control the braking devices in various ways are being proposed for the safety of drivers and passengers.

[0003] Recently, vehicles are being equipped with Traction Control Systems (TCS) to improve traction. The vehicle's Traction Control System controls the driving torque supplied to the wheels to prevent wheel spin.

[0004] In particular, the vehicle's braking control system is equipped with a Brake Traction Control System (BTCS) to improve the vehicle's traction. The Brake Traction Control System can control the braking torque of the wheels to prevent asymmetric spin of the wheels caused by the uneven friction coefficient (Split mu) of the road surface.

[0005] When the traction control system is deactivated due to driver intervention, the vehicle's driving torque increases rapidly, causing a rapid increase in wheel spin. The problem to be solved

[0006] For the reasons above, one aspect of the disclosed invention aims to provide a braking control device and a method for controlling a braking device that increases the driving torque of a vehicle stepwise or linearly when a traction control system is deactivated. means of solving the problem

[0007] A vehicle control device installed in a vehicle having a plurality of wheels and an engine that provides driving torque to the plurality of wheels, according to one aspect of the disclosed invention, comprises: a braking unit that applies braking torque to the plurality of wheels; and a control unit electrically connected to the engine and the braking unit, wherein the control unit performs traction control including controlling the braking unit to apply braking torque to the at least one wheel in response to the spin of at least one of the plurality of wheels being greater than or equal to a target spin, and controlling the engine to reduce the driving torque in response to the spin of at least one of the plurality of wheels, and can control the engine to increase the driving torque stepwise or linearly up to a driving torque value based on the displacement of the vehicle's accelerator pedal in response to an input from a driver to deactivate the traction control while performing the traction control.

[0008] A method for controlling a braking device installed in a vehicle having a plurality of wheels and an engine providing driving torque to the plurality of wheels, according to one aspect of the disclosed invention, may include performing traction control including applying a braking torque to at least one wheel in response to the spin of at least one wheel among the plurality of wheels being greater than a target spin and reducing the driving torque in response to the spin of at least one wheel among the plurality of wheels; and, in response to an input from a driver to disable the traction control while performing the traction control, increasing the driving torque stepwise or linearly up to a driving torque value based on the output of the accelerator pedal of the vehicle. Effects of the invention

[0009] According to one aspect of the disclosed invention, a braking control device and a method for controlling the braking device can be provided, which increase the driving torque of a vehicle stepwise or linearly when the traction control system is deactivated. Brief explanation of the drawing

[0010] FIG. 1 illustrates a driving system and a braking system included in a vehicle according to one embodiment. FIG. 2 illustrates a control block of a braking control device according to one embodiment. FIG. 3 illustrates an example of the operation of a vehicle by the operation of a braking control device according to one embodiment. FIG. 4 illustrates another example of the operation of a vehicle by the operation of a braking control device according to one embodiment. FIG. 5 illustrates an example of the operation of a braking control model according to one embodiment. FIG. 6 illustrates another example of the operation of a braking control model according to one embodiment. Specific details for implementing the invention

[0011] Throughout the specification, the same reference numerals refer to the same components. This specification does not describe all elements of the embodiments, and general content in the art to which the disclosed invention pertains or content that overlaps between embodiments is omitted. The terms 'part, module, component, block' used in the specification may be implemented in software or hardware, and depending on the embodiments, a plurality of 'parts, modules, components, blocks' may be implemented as a single component, or a single 'part, module, component, block' may include a plurality of components.

[0012] Throughout the specification, when a part is described as being "connected" to another part, this includes not only cases where they are directly connected but also cases where they are indirectly connected, and indirect connections include connections made via a wireless communication network.

[0013] Furthermore, when it is stated that a part "includes" a certain component, this means that, unless specifically stated otherwise, it does not exclude other components but may include additional components.

[0014] Throughout the specification, when it is stated that a component is located "on" another component, this includes not only cases where a component is in contact with another component, but also cases where another component exists between the two components.

[0015] The terms first, second, etc. are used to distinguish one component from another, and the components are not limited by the aforementioned terms.

[0016] Singular expressions include plural expressions unless there is an obvious exception in the context.

[0017] In each step, identification codes are used for convenience of explanation and do not describe the order of the steps; the steps may be performed differently from the specified order unless a specific order is clearly indicated in the context.

[0018] The operating principle and embodiments of the disclosed invention will be described below with reference to the attached drawings.

[0019] FIG. 1 illustrates a driving system and a braking system included in a vehicle according to one embodiment.

[0020] The vehicle (1) includes a body that forms its exterior and accommodates a driver and / or luggage, a chassis that includes components of the vehicle (1) other than the body, and a wheel (2) that rotates to allow the vehicle (1) to move.

[0021] Referring to FIG. 1, the vehicle (1) includes a drive system (10) and a braking system (40).

[0022] The drive system (10) generates a driving torque for the vehicle (1) to drive and includes an engine (11), an engine control module (12), and a transmission (21).

[0023] The engine (11) includes cylinders and pistons and can generate driving torque (or driving torque) for the vehicle (1) to drive. The transmission (21) includes a plurality of gears and can transmit the driving torque generated by the engine (11) to the wheels. In particular, the transmission (21) includes a differential gear that allows the left wheel and the right wheel to rotate at different rotational speeds by the driving torque of the engine (11).

[0024] The engine control module (12) may include an electronic control unit (ECU) for controlling the revolutions per minute (rpm) and / or driving torque of the engine (11) in response to the driver's intention to accelerate via the accelerator pedal (11a).

[0025] The braking system (40) generates braking torque to stop the vehicle (1) and includes a braking device (41) and a braking control device (Electronic Brake Control Module, EBCM) (100).

[0026] The braking device (41) may include a brake caliper (42) installed on the wheel (2) of the vehicle (1) as shown in FIG. 1. The brake caliper (42) includes a pair of brake pads provided on both sides of a brake disc (43) connected to the wheel (2). The brake caliper (42) can press the brake disc (43) on both sides of the brake disc (43) by means of fluid pressure or mechanical pressure. The rotation of the brake disc (43) and the wheel (2) can be stopped by friction between the brake pads of the brake caliper (42) and the brake disc (43).

[0027] Additionally, the brake caliper (42) may include a wheel cylinder that receives a pressurized medium (e.g., brake oil) from the braking control device (100) and causes the brake pad to come into contact with the brake disc by the pressure of the pressurized medium (hereinafter referred to as "hydraulic pressure").

[0028] The wheel (2) is provided with a wheel speed sensor (180) that detects the rotational speed of the wheel (2).

[0029] The braking control device (100) may include a hydraulic circuit for supplying hydraulic pressure to a wheel cylinder in response to the driver's braking intention through the brake pedal (101), and an electronic control unit for controlling the hydraulic circuit.

[0030] The braking control device (100) can control the hydraulic pressure supplied to the wheel cylinder of the braking device (41) to temporarily release the braking of the wheel in response to slip of the wheel (2) when the vehicle (1) is braking (Anti-lock Braking Systems, ABS).

[0031] The braking control device (100) can control the hydraulic pressure supplied to the wheel cylinder of the braking device (42) to selectively brake the wheel (2) in response to oversteering and / or understeering when steering the vehicle (1) (Electronic stability control, ESC).

[0032] Additionally, the braking control device (100) can control the rotation of the wheel in response to the spin of the wheel (2) when the vehicle (1) is driven. For example, in response to the spin of the wheel (2) detected when the vehicle (1) starts, the braking control device (100) can control the hydraulic pressure supplied to the wheel cylinder of the braking device (42) to temporarily brake the wheel (2). In response to the spin of the wheel (2) detected while the vehicle (1) is driving, the braking control device (100) can control the engine control module (12) to reduce the torque of the engine (11) and can also control the hydraulic pressure supplied to the wheel cylinder of the braking device (42) to temporarily brake the wheel (2).

[0033] The drive system (10) and the braking system (40) can communicate with each other through a vehicle communication network. For example, electrical components can exchange data through Ethernet, MOST (Media Oriented Systems Transport), Flexray, CAN (Controller Area Network), LIN (Local Interconnect Network), etc.

[0034] For example, the engine control module (12) can transmit the rotational speed of the engine (11), the driving torque of the engine (11), the displacement of the accelerator pedal (11a), etc., through a communication network.

[0035] The braking control device (100) receives data including the rotational speed of the engine (11), the driving torque of the engine (11), the displacement of the accelerator pedal (11a), the gear position of the transmission (21), etc., through a communication network, and can control the braking device (41) based on the received data.

[0036] FIG. 2 illustrates a control block of a braking control device according to one embodiment.

[0037] As illustrated in FIG. 2, the vehicle (1) is provided with an accelerator pedal sensor (140) that detects the movement of the accelerator pedal (11a), a brake pedal sensor (130) that detects the movement of the brake pedal (101), a wheel speed sensor (180) that detects the rotational speed of the wheel (2), and a driver input unit (190) that obtains a command from the driver to activate or deactivate traction control.

[0038] The braking control device (100) includes a piston pump (160) that generates hydraulic pressure to supply to a wheel cylinder, a valve block (170) that opens or closes a path guiding the hydraulic pressure generated by the piston pump (160) to the wheel cylinder, and a control unit (120) that controls the operation of the braking control device (100).

[0039] The brake pedal sensor (130) can detect the distance traveled and / or speed traveled by the brake pedal (101) due to the driver's intention to brake, and can provide an electrical output signal (braking signal) dependent on the detected distance traveled and / or speed traveled to the control unit (120). The control unit (120) can determine the driver's intention to brake based on the braking signal of the brake pedal sensor (130).

[0040] The accelerator pedal sensor (140) can detect the distance traveled and / or speed traveled by the accelerator pedal (11a) due to the driver's intention to brake, and can provide an electrical output signal (acceleration signal) dependent on the detected distance traveled and / or speed traveled to the control unit (120). The control unit (120) can determine the driver's intention to accelerate based on the acceleration signal of the accelerator pedal sensor (140).

[0041] The wheel speed sensor (180) can detect the rotational speed of the wheel (2) provided on the vehicle (1). The wheel speed sensor (180) is installed on each of the multiple wheels (e.g., four wheels) and can detect the rotational speed of each of the multiple wheels. For example, the wheel (2) of the vehicle (1) may be provided with a toothed ring having a plurality of metal poles formed on its outer surface, and the wheel speed sensor (180) may include a rod-shaped permanent magnet and a coil that winds the permanent magnet. The wheel speed sensor (180) is provided around the toothed ring so that the pole (N pole or S pole) of the permanent magnet faces the toothed ring of the wheel (2). The rotation of the toothed ring caused by the rotation of the wheel (2) causes a change in the magnetic field around the permanent magnet, and the coil of the wheel speed sensor (180) can transmit an electrical signal (AC signal) corresponding to the change in the magnetic field around the permanent magnet to the control unit (120). The control unit (120) can identify the rotational speed of the wheel (2) based on the electrical signal of the wheel speed sensor (180).

[0042] The driver input unit (190) can receive input from the driver to activate or deactivate the traction control. For example, the driver input unit (190) may include a toggle button, and the traction control may be deactivated if the driver presses the toggle button while the traction control is activated. Additionally, the traction control may be activated if the driver presses the toggle button while the traction control is deactivated.

[0043] A piston pump (160) can generate hydraulic pressure. The piston pump (160) includes, for example, a cylinder, a piston, and a drive motor (150), and can generate hydraulic pressure by the movement of the piston caused by the rotation of the drive motor (150). The drive motor (150) can generate rotational force in response to a drive signal from a control unit (120). The rotational force generated by the drive motor (150) can be provided to the piston pump (160). The drive motor (150) may include, for example, a brushless direct current motor (BLDC motor), a permanent magnet synchronous motor (PMSM), a DC motor, an induction motor, etc.

[0044] The valve block (170) may include a plurality of valves of the braking control device (100). For example, the valve block (170) may include inlet valves that control hydraulic pressure supplied to the wheel cylinder, outlet valves that control hydraulic pressure discharged from the wheel cylinder, etc.

[0045] The valve block (170) can open or close the fluid path included in the hydraulic circuit in response to a control signal (open signal or close signal) from the control unit (120). For example, the valve block (170) can provide a fluid path that guides the hydraulic pressure from the piston pump (160) to the wheel cylinder or block the fluid path.

[0046] The control unit (120) can control the drive motor (150) and the valve block (170) based on the output signal (acceleration signal) of the accelerator pedal sensor (140), the output signal (braking signal) of the brake pedal sensor (130), and the output signal (wheel speed signal) of the wheel speed sensor (180). Additionally, the control unit (120) can obtain data related to the driving of the vehicle (1) from the engine control module (12) via a vehicle communication network, and can control the drive motor (150) and the valve block (170) based on the data related to the driving of the vehicle (1).

[0047] The control unit (120) may include a plurality of semiconductor devices and may be referred to in various ways, such as an ECU (Electronic Control Unit). The control unit (120) includes a CAN transceiver (123), a memory (122), and a processor (121). The CAN transceiver (123), the memory (122), and the processor (121) may each be implemented as separate semiconductor devices or as a single semiconductor device. The control unit (120) may include a plurality of processors and / or a plurality of memories.

[0048] A CAN transceiver (123) can receive data related to the driving of a vehicle (1) from an engine control module (12) via a vehicle communication network. For example, the CAN transceiver (123) can receive data including the displacement of the accelerator pedal (11a) and the driving torque of the engine (11) from the engine control module (12), and can transmit the received data to a processor (121).

[0049] The memory (122) can store / restore programs and data for braking the vehicle (1) depending on the driver's braking intent. For example, the memory (122) can store / restore programs and data for controlling the drive motor (150) and the valve block (170) to provide hydraulic pressure to the wheel cylinders (44a, 44b) depending on the driver's braking intent. Additionally, the memory (122) can store / restore programs and data for controlling the drive motor (150) and the valve block (170) to provide hydraulic pressure to the wheel cylinders (44a, 44b) depending on the displacement of the accelerator pedal (11a) and / or the driving torque of the engine (11).

[0050] The memory (122) provides programs and data to the processor (121) and can store temporary data generated during the operation of the processor (121).

[0051] The memory (122) may include volatile memory such as S-RAM (Static Random Access Memory, S-RAM) and D-RAM (Dynamic Random Access Memory, D-RAM), and non-volatile memory such as ROM (Read Only Memory: ROM), EPROM (Erasable Programmable Read Only Memory: EPROM), and flash memory. The memory (122) may include a single semiconductor device or a plurality of semiconductor devices.

[0052] The processor (121) can provide control signals to the drive motor (150) and the valve block (170) according to the program and data provided from the memory (122). For example, the processor (121) can provide a drive signal to the drive motor (150) to generate hydraulic pressure, and can provide an opening / closing signal to the valve block (170) to guide the hydraulic pressure from the piston pump (160) to the wheel cylinders (44a, 44b).

[0053] The processor (121) may include an arithmetic circuit, a memory circuit, and a control circuit. The processor (121) may include a single semiconductor device or a plurality of semiconductors. Additionally, the processor (121) may include a single core or a plurality of cores within a single semiconductor device. Such a processor (121) may be referred to in various ways, such as an MPU (Micro Processing Unit).

[0054] In this way, the control unit (120) can control the drive motor (150) and / or valve block (170) to brake the vehicle (1) based on the braking signal output from the brake pedal sensor (130). Additionally, the control unit (120) can transmit a communication message to the engine control module (12) to reduce the driving torque based on the wheel speed signal output from the wheel speed sensor (180).

[0055] Wheel spin may occur when the vehicle (1) starts or travels on a road with a low friction coefficient. For example, spin may occur in the drive wheel (a wheel driven by a drive system), and due to the wheel spin, the vehicle (1) may not be able to move forward and may slide.

[0056] Additionally, wheel spin may occur when the vehicle (1) starts or travels on a road with a non-uniform (split-mu) friction coefficient. For example, spin may occur in either the left drive wheel or the right drive wheel. When wheel spin occurs, the driving torque of the engine (11) may be biased and supplied to the wheel where the spin occurred due to the differential gear. As a result, the vehicle (1) may be unable to move forward and may slide on the road.

[0057] The braking control device (100) can control the spin of the wheel to improve traction (the force that the vehicle intends to move forward) on a road surface with a low friction coefficient or on a road surface with an uneven friction coefficient. The control unit (120) can detect the spin of the wheel (2) based on the difference in rotational speed between the wheels (e.g., the difference in rotational speed between the driving wheel and the driven wheel, or the difference in rotational speed between the left wheel and the right wheel). When the spin of the wheel is detected to be greater than the target spin, the control unit (120) can control the driving torque and braking torque provided to the wheel so that the spin of the wheel becomes smaller than the target spin. For example, the control unit (120) can provide a message to the engine control module (12) to reduce the driving torque of the engine (11), and can provide braking torque to the wheel to reduce the rotational speed of the wheel where the spin was detected. In particular, when spin is detected in either the left wheel or the right wheel, the control unit (120) can provide braking torque to the wheel where spin is detected in order to balance the driving torque of the left wheel and the right wheel.

[0058] While traction control is being performed by the braking control device (100), the driver may input a command to disable the traction control of the vehicle (1). For example, the vehicle (1) may be provided with a driver input unit (190) for enabling or disabling traction control. While traction control is being performed, the driver may disable the traction control through the driver input unit (190). Additionally, while traction control is being performed, the driver may disable the traction control by taking their foot off the accelerator pedal (11a) or pressing it lightly.

[0059] In response to a driver input to disable traction control while traction control is being performed, the control unit (120) may transmit a communication message to the engine control module (12) to increase the driving torque stepwise or linearly to a torque value corresponding to the position of the accelerator pedal (11a). In response to the communication message of the braking control unit (100), the engine control module (12) may increase the driving torque of the engine (11) stepwise or linearly. By doing so, the traction control may fade out. While traction control is disabled, the driver may input a command to enable traction control of the vehicle (1). For example, while traction control is disabled, the driver may enable traction control through the driver input unit (190). Additionally, while traction control is disabled, the driver may enable traction control by pressing the accelerator pedal (11a) deeply.

[0060] In response to a driver input to activate traction control while traction control is deactivated, the control unit (120) may transmit a communication message to the engine control module (12) to reduce the driving torque to a torque value dependent on wheel spin. The control unit (120) may transmit a communication message to the engine control module (12) to reduce the driving torque to the greater of the current torque value dependent on wheel spin and the driving torque value at the time traction control is initiated. In response to the communication message of the braking control device (100), the engine control module (12) may reduce the driving torque of the engine (11). By doing so, traction control may be activated.

[0061] In response to a reduction in wheel spin while disabling traction control stepwise or linearly, the control unit (120) may turn off traction control. For example, while disabling traction control stepwise, if wheel spin smaller than the target spin is detected for more than a predetermined reference time, the control unit (120) may turn off traction control. The braking control unit (100) may transmit a communication message to the engine control module (12) to turn off traction control. In response to the communication message to turn off traction control, the engine control module (12) may increase the driving torque to a torque value corresponding to the position of the accelerator pedal (11a).

[0062] FIG. 3 illustrates an example of the operation of a vehicle by the operation of a braking control device according to one embodiment.

[0063] Together with Fig. 3, the operation of the braking control device (100) over time is described.

[0064] As shown in FIG. 3 (a), the vehicle (1) can travel on a road with a low friction coefficient (low-μ).

[0065] While the vehicle (1) is traveling on a road having a low friction coefficient, the braking control device (100) can identify whether wheel spin is greater than the target spin based on the wheel speed signal of the wheel speed sensor (180). Wheel spin can be identified, for example, based on the difference between the rotational speed of the driving wheel and the vehicle speed (rotational speed of the driven wheel).

[0066] As wheel spin increases, the wheel spin at time T1 may exceed the target spin as shown in Fig. 3(b). In response to wheel spin exceeding the target spin, the braking control device (100) may turn on the traction control (TCS).

[0067] As shown in Fig. 3(c), at time T1, the braking control device (100) can turn on the traction control (TCS).

[0068] When the traction control (TCS) is turned on, the braking control device (100) can reduce the driving torque of the engine (11) due to the traction control. The braking control device (100) can transmit a communication message to the engine control module (12) to reduce the driving torque based on wheel spin, and the engine control module (12) can input a driving command to the engine (11) to reduce the driving torque in response to the communication message from the braking control device (100).

[0069] As shown in (f) of Fig. 3, the driving torque of the engine (11) at time T1 is reduced by traction control.

[0070] Due to the reduction in driving torque, wheel spin after time T1 can be reduced as shown in Fig. 3(b).

[0071] While traction control (TCS) is being performed, the traction control (TCS) may be deactivated due to a driver's command or a system error. For example, the driver may deactivate the traction control through the driver input unit (190). The driver may deactivate the traction control by taking their foot off the accelerator pedal (11a) or by pressing the accelerator pedal (11a) lightly. Additionally, the braking control device (100) may deactivate the traction control due to a malfunction of the wheel speed sensor (180) or an error in the program for traction control.

[0072] As shown in Fig. 3(d), the state for deactivating the traction control (TCS) at time T2 can be achieved.

[0073] At the same time, as illustrated in FIG. 3(e), the gradual deactivation of the traction control (TCS) can be performed. As a result, as illustrated in FIG. 3(f), the engine control module (12) can output a driving command that increases the driving torque stepwise or linearly from the torque value from the traction control to a torque value dependent on the position of the accelerator pedal (11a). In response to the driving command of the engine control module (12), the driving torque of the engine (11) can be increased stepwise or linearly.

[0074] Due to the increase in driving torque, wheel spin may increase as shown in Fig. 3(b).

[0075] The driver can activate the deactivated traction control. For example, as shown in (d) of FIG. 3, at T3 when wheel spin increases, the driver can activate the traction control through the driver input (190). The driver can deactivate the traction control by pressing the accelerator pedal (11a) deeply.

[0076] Due to the activation of traction control, the gradual deactivation of traction control is stopped as shown in Fig. 3(e).

[0077] Additionally, due to the activation of traction control, as illustrated in (f) of FIG. 3, the braking control device (100) can transmit a communication message to the engine control module (12) to reduce the driving torque of the engine (11). In response to the communication message from the braking control device (100), the engine control module (12) can provide a driving command to the engine (11) to reduce the driving torque. The driving torque can be reduced to the larger of the driving torque value corresponding to the current wheel spin and the driving torque value at the time when traction control is initiated. Subsequently, the braking control device (100) can transmit a communication message to the engine control module (12) to control the driving torque in response to the wheel spin.

[0078] As described above, in response to a driver's command to disable traction control, the braking control device (100) can gradually disable traction control. Due to the gradual disablement of traction control, the driving torque of the engine (11) can be increased stepwise or linearly to a torque value corresponding to the position of the accelerator pedal (11a).

[0079] FIG. 4 illustrates another example of the operation of a vehicle by the operation of a braking control device according to one embodiment.

[0080] Together with Fig. 4, the operation of the braking control device over time is explained.

[0081] As shown in FIG. 4 (a), the vehicle (1) can travel from a road with a low friction coefficient (low-μ) to a road with a high friction coefficient (high-μ).

[0082] As shown in Fig. 4(c), the braking control device (100) can turn on the traction control (TCS) at time T1 in response to wheel spin.

[0083] As shown in (f) of Fig. 4, the driving torque of the engine (11) at time T1 is reduced by traction control.

[0084] As shown in FIG. 4(d), in response to the driver's operation, a state for deactivating the traction control (TCS) at time T2 may be established. At the same time, as shown in FIG. 4(e), gradual deactivation of the traction control (TCS) at time T2 may be performed.

[0085] While traction control is gradually deactivated, the vehicle (1) can move from a road with a low friction coefficient (low-μ) to a road with a high friction coefficient (high-μ) at time T3 as shown in FIG. 4 (a).

[0086] Due to the high friction coefficient, the wheel spin can be drastically reduced as shown in Figure 4 (b), and the wheel spin can be smaller than the target spin.

[0087] If the time during which wheel spin is less than the target time is greater than or equal to the reference time (ΔT), the braking control device (100) may turn off the traction control (TCS). As shown in FIG. 4(c), the braking control device (100) may turn off the traction control (TCS) at time T4. Due to the turning off of the traction control (TCS), the gradual deactivation of the traction control is also turned off, as shown in FIG. 4(e).

[0088] Additionally, due to the off of the traction control (TCS), the braking control device (100) can transmit a communication message indicating the termination of the traction control to the engine control module (12). The engine control module (12) stops the driving command that reduces the driving torque by the traction control as shown in (f) of FIG. 4, and the driving torque of the engine (11) can be increased to a torque value corresponding to the position of the accelerator pedal (11a).

[0089] FIG. 5 illustrates an example of the operation of a braking control model according to one embodiment.

[0090] Together with FIG. 5, the operation (1000) of the braking control device (100) according to the operating environment is described.

[0091] The braking control device (100) initiates traction control (1010).

[0092] The braking control device (100) can detect wheel spin based on the wheel speed signal of the wheel speed sensor (180). If the wheel spin is greater than the target spin, the braking control device (100) can initiate traction control.

[0093] The braking control device (100) controls the driving torque based on wheel spin (1020).

[0094] When traction control is turned on, the braking control device (100) can send a communication message to the engine control module (12) to reduce the driving torque based on wheel spin. The engine control module (12) can reduce the driving torque in response to the communication message from the braking control device (100).

[0095] The braking control device (100) identifies whether driver input for deactivating traction control has been obtained (1030).

[0096] While traction control is being performed, the control unit (120) can obtain driver input to disable traction control through the driver input unit (190). Additionally, while traction control is being performed, the control unit (120) can disable traction control in response to the displacement of the accelerator pedal (11a) being smaller than the reference displacement.

[0097] Driver input for deactivating traction control was not obtained (No to 1030), and the braking control device (100) continues to control the driving torque dependent on wheel spin.

[0098] When driver input for deactivating traction control is obtained (e.g., 1030), the braking control unit (100) increases the driving torque stepwise or linearly (1040).

[0099] In response to driver input for deactivating traction control, the braking control unit (100) may gradually deactivate traction control. Specifically, the braking control unit (100) may transmit a communication message to the engine control module (12) to increase the driving torque stepwise or linearly from a torque value due to traction control to a torque value dependent on the position of the accelerator pedal (11a). The engine control module (12) may output a driving command to increase the driving torque stepwise or linearly.

[0100] Afterwards, the driving torque of the engine (11) can be controlled depending on the position of the accelerator pedal (11a).

[0101] The braking control device (100) identifies whether driver input for activating traction control has been obtained (1050).

[0102] While traction control is deactivated, the control unit (120) can obtain driver input to activate traction control through the driver input unit (190). Additionally, while traction control is being performed, the control unit (120) can activate traction control in response to the displacement of the accelerator pedal (11a) being greater than or equal to a reference displacement.

[0103] Driver input for activating traction control was not obtained (No to 1050), and the driving torque of the engine (11) continued to be controlled depending on the position of the accelerator pedal (11a).

[0104] When driver input for activating traction control is obtained (e.g., 1050), the braking control device (100) reduces the driving torque (1060).

[0105] In response to a driver input for activating traction control, the braking control device (100) can activate traction control. Specifically, the braking control device (100) can reduce the driving torque to the larger of the driving torque value based on the current wheel spin and the driving torque value when traction control is initiated.

[0106] The braking control device (100) controls the driving torque based on wheel spin (1070).

[0107] After traction control is activated, the braking control device (100) can send a communication message to the engine control module (12) to reduce the driving torque by relying on wheel spin.

[0108] As described above, in response to a driver's command to disable traction control, the braking control device (100) can gradually disable traction control. Due to the gradual disablement of traction control, the driving torque of the engine (11) can be increased stepwise or linearly to a torque value corresponding to the position of the accelerator pedal (11a).

[0109] FIG. 6 illustrates another example of the operation of a braking control model according to one embodiment.

[0110] Together with FIG. 6, the operation (1100) of the braking control device (100) according to the operating environment is described.

[0111] The braking control device (100) initiates traction control (1110), controls the driving torque based on wheel spin (1120), identifies whether driver input for deactivating traction control has been obtained (1130), and if driver input for deactivating traction control is obtained (e.g., 1130), increases the driving torque stepwise or linearly (1140).

[0112] Operations 1110, 1120, 1130, and 1140 may be the same as operations 1010, 1020, 1030, and 1040 shown in FIG. 5.

[0113] The braking control device (100) identifies whether the wheel spin is smaller than the target spin (1150).

[0114] For example, when a vehicle (1) moves from a road surface with a low friction coefficient to a road surface with a high friction coefficient, wheel spin can be rapidly reduced.

[0115] The braking control device (100) can detect wheel spin based on the wheel speed signal of the wheel speed sensor (180) and can identify whether the wheel spin is smaller than the target spin.

[0116] If the wheel spin is not smaller than the target spin (1150 no), the driving torque of the engine (11) continues to be controlled depending on the position of the accelerator pedal (11a).

[0117] If the wheel spin is less than the target spin (e.g., 1150), the braking control unit (100) identifies whether the time during which the wheel spin is less than the target spin is greater than or equal to the reference time (1160).

[0118] The braking control device (100) can use a counter to count the time when the wheel spin is smaller than the target spin, and can identify whether the counted time is greater than or equal to a reference time (e.g., 0.3 seconds).

[0119] If the time when the wheel spin is less than the target spin is less than the reference time (1160 no), the driving torque of the engine (11) continues to be controlled depending on the position of the accelerator pedal (11a).

[0120] If the time during which the wheel spin is less than the target spin is greater than or equal to the reference time (e.g., 1160), the braking control device (100) terminates the traction control (1170).

[0121] In response to the time when the wheel spin is less than the target spin being greater than or equal to the reference time, a communication message indicating the termination of traction control can be transmitted to the engine control module (12). The engine control module (12) stops the drive command that reduces the drive torque by traction control, and the drive torque of the engine (11) can be increased to a torque value corresponding to the position of the accelerator pedal (11a).

[0122] Meanwhile, the disclosed embodiments may be implemented in the form of a recording medium that stores instructions executable by a computer. The instructions may be stored in the form of program code and, when executed by a processor, may generate a program module to perform the operation of the disclosed embodiments. The recording medium may be implemented as a computer-readable recording medium.

[0123] As described above, the disclosed embodiments have been explained with reference to the attached drawings. Those skilled in the art will understand that the present invention may be practiced in forms different from the disclosed embodiments without changing the technical spirit or essential features of the invention. The disclosed embodiments are illustrative and should not be interpreted restrictively. Explanation of the symbols

[0124] 1: Vehicle 2: Wheel 10: Drive System 11: Engine 11a: Accelerator pedal 12: Engine control module 21: Transmission 40: Braking System 41: Braking system 42: Brake caliper 43: Brake disc 100: Braking control device 101: Brake pedal 120: Control unit 121: Processor 122: Memory 123: CAN transceiver 130: Brake pedal sensor 140: Accelerator pedal sensor 150: Drive motor 160: Piston pump 170: Valve block 180: Wheel speed sensor 190: Driver input section

Claims

Claim 1 A vehicle control device installed in a vehicle having a plurality of wheels and an engine that provides driving torque to the plurality of wheels, wherein the braking unit applies braking torque to the plurality of wheels; A braking control device comprising: a control unit electrically connected to the engine and the braking unit; wherein the control unit performs traction control including controlling the braking unit to apply braking torque to the at least one wheel in response to the spin of at least one wheel among the plurality of wheels being greater than or equal to a target spin, and controlling the engine to reduce the driving torque in response to the spin of at least one wheel among the plurality of wheels; wherein, while performing the traction control, the control unit controls the engine to increase the driving torque stepwise or linearly up to a driving torque value based on the displacement of the vehicle's accelerator pedal in response to a driver's input to disable the traction control; and wherein, while disabling the traction control stepwise or linearly, the state in which the spin of at least one wheel among the plurality of wheels is smaller than the target spin persists for a reference time or longer, the control unit controls the engine to turn off the traction control and maintain the driving torque at a driving torque value based on the displacement of the vehicle's accelerator pedal. Claim 2 In claim 1, the control unit is a braking control device that obtains driver input to deactivate the traction control through a button installed in the vehicle. Claim 3 In claim 1, the control unit is a braking control device that obtains a driver's input to disable the traction control in response to the displacement of the accelerator pedal being smaller than a reference displacement. Claim 4 In claim 1, the control unit is a braking control device that controls the engine to reduce the driving torque in response to a driver's input to activate the traction control while the traction control is deactivated. Claim 5 In paragraph 4, the control unit is a braking control device that obtains driver input to activate the traction control through a button installed in the vehicle while the traction control is deactivated. Claim 6 In paragraph 4, the control unit is a braking control device that obtains a driver's input to activate the traction control in response to the displacement of the accelerator pedal being greater than or equal to a reference displacement while the traction control is deactivated. Claim 7 In paragraph 4, the control unit is a braking control device that controls the engine to reduce the driving torque to the larger of the driving torque value at the time of initiating the driving torque control and the driving torque value corresponding to the spin of the wheel, in response to a driver's input to activate the driving torque control while the driving torque control is deactivated. Claim 8 A braking control device according to claim 1, further comprising an accelerator pedal sensor for detecting the amount of operation of the accelerator pedal, wherein the control unit controls the engine to increase the driving torque to a driving torque value based on the output of the accelerator pedal sensor in response to the spin of at least one of the plurality of wheels being smaller than the target spin while the traction control is deactivated. Claim 9 A method for controlling a braking device installed in a vehicle having a plurality of wheels and an engine that provides driving torque to the plurality of wheels, comprising: performing traction control including applying a braking torque to at least one wheel in response to the spin of at least one wheel among the plurality of wheels being greater than or equal to a target spin, and reducing the driving torque in response to the spin of at least one wheel among the plurality of wheels; increasing the driving torque stepwise or linearly to a driving torque value based on the output of the vehicle's accelerator pedal in response to a driver's input to deactivate the traction control while performing the traction control; and maintaining the driving torque at a driving torque value based on the output of the vehicle's accelerator pedal in response to the state in which the spin of at least one wheel among the plurality of wheels being less than the target spin persists for a reference time or longer while the traction control is deactivated stepwise or linearly. Claim 10 In claim 9, the control method further comprises obtaining a driver's input to disable the traction control through a button installed in the vehicle. Claim 11 A control method for a braking device according to claim 9, wherein the control method further comprises obtaining a driver's input to disable the traction control in response to the displacement of the accelerator pedal being smaller than a reference displacement. Claim 12 A control method for a braking device according to claim 9, wherein the control method further comprises reducing the driving torque in response to a driver's input to activate the traction control while the traction control is deactivated. Claim 13 A control method for a braking device according to claim 12, wherein the control method further comprises obtaining driver input to activate the traction control through a button installed in the vehicle while the traction control is deactivated. Claim 14 A control method for a braking device according to claim 12, wherein the control method further comprises obtaining a driver's input to activate the traction control in response to the displacement of the accelerator pedal being greater than or equal to a reference displacement while the traction control is deactivated. Claim 15 A control method for a braking device according to claim 12, wherein reducing the driving torque comprises reducing the driving torque to the larger of the driving torque value at the time of initiating the traction control and the driving torque value corresponding to the spin of the wheel. Claim 16 A control method for a braking device according to claim 9, wherein the control method further comprises an accelerator pedal sensor that detects the amount of operation of the accelerator pedal, and further comprises increasing the driving torque to a driving torque value based on the output of the accelerator pedal sensor in response to the spin of at least one of the plurality of wheels being smaller than the target spin while the traction control is deactivated.

Images