KR101315777B1 - Method for compensating offset of steering sensor in electronic stability control system - Google Patents

Method for compensating offset of steering sensor in electronic stability control system Download PDF

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KR101315777B1
KR101315777B1 KR1020090120253A KR20090120253A KR101315777B1 KR 101315777 B1 KR101315777 B1 KR 101315777B1 KR 1020090120253 A KR1020090120253 A KR 1020090120253A KR 20090120253 A KR20090120253 A KR 20090120253A KR 101315777 B1 KR101315777 B1 KR 101315777B1
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steering angle
reference model
reliability
road surface
kus
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KR20110063891A (en
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김세웅
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주식회사 만도
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/109—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/114—Yaw movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
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  • Human Computer Interaction (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

조향각 추정을 위한 기준 모델의 신뢰성을 평가하여 상대각 센서의 오프셋 보정 여부를 실시하는 차량 안정성 제어 시스템의 상대 조향각 센서 오프셋 보정 방법을 개시한다. 노면 상태에 따라 기준 모델의 신뢰성을 평가하되, 저 마찰 노면이면 기준 모델의 신뢰성을 낮게 평가하고 저 마찰노면이 아니면 기준 모델의 신뢰성을 높게 평가한다.Disclosed is a relative steering angle sensor offset correction method of a vehicle stability control system that evaluates the reliability of a reference model for steering angle estimation and performs offset correction of a relative angle sensor. The reliability of the reference model is evaluated according to the road surface condition, but if the friction surface is low, the reliability of the reference model is low. If the friction surface is low, the reliability of the reference model is high.

상대 조향각 센서, 오프셋 보정, 기준 모델, 언더스티어 그레디언트 Relative steering angle sensor, offset correction, reference model, understeer gradient

Description

차량 안정성 제어 시스템의 상대 조향각 센서 오프셋 보정 방법{METHOD FOR COMPENSATING OFFSET OF STEERING SENSOR IN ELECTRONIC STABILITY CONTROL SYSTEM}Relative steering angle sensor offset correction method of vehicle stability control system {METHOD FOR COMPENSATING OFFSET OF STEERING SENSOR IN ELECTRONIC STABILITY CONTROL SYSTEM}

본 발명은 조향각 추정을 위한 기준 모델의 신뢰성을 파악하여 상대각 센서의 오프셋 보정에 반영하는 차량 안정성 제어 시스템의 상대 조향각 센서 오프셋 보정 방법에 관한 것이다.The present invention relates to a relative steering angle sensor offset correction method of a vehicle stability control system which grasps the reliability of a reference model for steering angle estimation and reflects the offset correction of the relative angle sensor.

차량 안정성을 보장하기 위하여 자동차의 조향성 상실을 방지할 필요가 있고, 이를 위해 차량에 안정적인 자세로 운행하기 위한 차량 안정성 제어 시스템이 장착된다.In order to guarantee vehicle stability, it is necessary to prevent steering loss of the vehicle, and for this purpose, a vehicle stability control system for driving the vehicle in a stable posture is mounted.

차량 안정성 제어 시스템은 운전자가 의도한 핸들 조작에 따라 조향각 센서로 측정한 조향각을 이용하여 차량 움직임을 제어한다. 제어 시스템에 상대각 조향각 센서를 채용한 경우 그 상대 조향각 센서의 측정값을 이용하기 위해서는 절대 영점에 해당하는 기준이 필요한데, 이 기준 설정이 되어야 상대 조향각 센서의 오프셋 보정을 할 수 있다. The vehicle stability control system controls the vehicle movement by using the steering angle measured by the steering angle sensor according to the steering wheel manipulation intended by the driver. When the relative steering angle sensor is used in the control system, a reference corresponding to an absolute zero point is required to use the measured value of the relative steering angle sensor, so that offset correction of the relative steering angle sensor can be performed.

기준 설정에 있어 조향각 센서 이외에 차량에 장착된 요레이트 센서, 횡가속 도 센서, 휠속도 센서의 측정값을 이용하여 조향각을 계산하는 조향각 기준 모델을 사용한다. In addition to the steering angle sensor, the steering angle reference model is used to calculate the steering angle using the measured values of the yaw rate sensor, the lateral acceleration sensor, and the wheel speed sensor.

그런데 노면 상태에 따라 차량 거동이 불안정한 경우 기준 모델로 추정한 조향각과 실제 조향각 사이에 오차가 크게 발생하게 된다. 따라서 기준 모델에 대한 신뢰성이 보장될 때 상대각 센서의 오프셋 보정이 정확하게 이루어질 수 있다.However, when the vehicle behavior is unstable according to the road surface condition, a large error occurs between the steering angle estimated by the reference model and the actual steering angle. Therefore, when the reliability of the reference model is guaranteed, the offset correction of the relative angle sensor can be accurately performed.

본 발명의 일 측면은 조향각 추정을 위한 기준 모델에 대한 신뢰성을 평가함으로서 상대각 센서에 대한 정확한 오프셋 보정을 실시할 수 있는 차량 안정성 제어 시스템의 상대 조향각 센서 오프셋 보정 방법을 제공하는데 있다.An aspect of the present invention is to provide a relative steering angle sensor offset correction method of a vehicle stability control system capable of performing accurate offset correction on a relative angle sensor by evaluating reliability of a reference model for steering angle estimation.

삭제delete

본 발명의 일 측면에 따르면, 센서 측정값을 이용하여 조향각을 추정하기 위한 기준 모델에 대한 신뢰성을 평가하고, 상기 기준 모델의 평가 결과에 따라 상대각 조향각 센서의 오프셋 보정 여부를 판단하고, 상기 기준 모델에 대한 신뢰성이 충족되면 상기 기준 모델로 추정한 조향각과 조향각 센서로 측정한 조향각을 이용하여 오프셋 보정하고, 상기 기준 모델에 대한 신뢰성 평가는 상기 기준 모델로 추정한 조향각 변화량을 이용하여 노면 상태를 판단하고, 상기 노면 상태의 판단 결과 저 마찰 노면이면 상기 기준 모델의 신뢰성을 낮게 평가하고 저 마찰노면이 아니면 상기 기준 모델의 신뢰성을 높게 평가하는 차량 안정성 제어 시스템의 상대 조향각 센서 오프셋 보정방법이 제공될 수 있다.According to an aspect of the present invention, the reliability of the reference model for estimating the steering angle using the sensor measurement value is evaluated, and according to the evaluation result of the reference model to determine whether the offset correction of the relative angle steering angle sensor, When the reliability of the model is satisfied, offset correction is performed using the steering angle estimated by the reference model and the steering angle sensor, and the reliability evaluation of the reference model is performed by using the steering angle change estimated by the reference model. The relative steering angle sensor offset correction method of the vehicle stability control system for determining and determining the reliability of the reference model is low if the low friction road surface as a result of the determination of the road surface condition. Can be.

또한, 상기 노면 상태 판단은 실제 언더스티어 그레디언트와 계산된 언더스티어 그레디언트의 차이를 이용하는 다음 식에 따라 판단한다.In addition, the road state determination is determined according to the following equation using the difference between the actual understeer gradient and the calculated understeer gradient.

(Kus_r - Kus_m ) = (Δδr - Δδm )/ΔAy (Kus_r-Kus_m) = (Δδr-Δδm) / ΔAy

여기서 δr은 실제 조향각, δm은 기준 모델로 계산된 조향각, Ay는 차량 횡방향 가속도, Kus_r은 차량의 실제 언더스티어 그레디언트(understeer gradient), Kus_m은 기준 모델의 언더스티어 그레디언트(understeer gradient:상수)이다.Where δr is the actual steering angle, δm is the steering angle calculated from the reference model, Ay is the vehicle lateral acceleration, Kus_r is the actual understeer gradient of the vehicle, and Kus_m is the understeer gradient of the reference model. .

또한, 상기 그레디언트의 차이가 크면 저 마찰 노면으로 판단하고, 상기 그레디언트 차이가 크지 않으면 저 마찰 노면이 아니라고 판단한다.In addition, if the difference between the gradient is large, it is determined as a low friction road surface, and if the difference between the gradient is not large, it is determined that it is not a low friction road surface.

이상과 같이 차량 안정성 제어 시스템의 상대 조향각 센서 오프셋 보정 방법은 조향각을 추정하기 위한 기준 모델에 대한 신뢰성이 충족되어 상대 조향각 오프셋 보정이 정확하게 이루어짐으로써 차량 자세 제어를 안정적으로 유지할 수 있다.As described above, in the relative steering angle sensor offset correction method of the vehicle stability control system, the reliability of the reference model for estimating the steering angle is satisfied, so that the relative steering angle offset correction is made accurately, thereby stably maintaining the vehicle attitude control.

이하에서는 본 발명의 실시 예에 따른 차량 안정성 제어 시스템의 상대 조향각 센서 오프셋 보정방법을 설명한다.Hereinafter, a relative steering angle sensor offset correction method of a vehicle stability control system according to an exemplary embodiment of the present invention will be described.

도 1은 본 발명에 따른 차량 안정성 제어 시스템의 제어블록도이다.1 is a control block diagram of a vehicle stability control system according to the present invention.

본 발명에 적용하는 차량 안정성 제어 시스템은 차량에 장착된 각종 센서들(10)(20)(30)(40)과, 시스템 제어부(50)와, 엔진출력 조절부(60) 및 제동력 조절 부(70)를 포함한다.The vehicle stability control system applied to the present invention includes various sensors 10, 20, 30, 40, a system control unit 50, an engine power control unit 60, and a braking force control unit mounted on a vehicle. 70).

시스템 제어부(50)는 조향각 연산부(51)와 조향각 추정부(52)와 조향각 오프셋 보정부(53)를 포함한다. The system controller 50 includes a steering angle calculator 51, a steering angle estimator 52, and a steering angle offset corrector 53.

조향각 연산부(51)는 조향각 센서(10)의 측정 신호를 이용하여 실제 조향각을 연산하여 조향각 오프셋 보정부(53)에 제공하며, 실시 예에서는 상대각 조향각 센서를 적용한다. The steering angle calculator 51 calculates an actual steering angle by using the measurement signal of the steering angle sensor 10 and provides the steering angle offset correction unit 53. In the embodiment, a relative angle steering angle sensor is applied.

조향각 추정부(52)는 휠속도 센서(20)와 요레이트 센서(30)와 횡가속도 센서(40)의 신호를 각각 입력받아 미리 기억된 기준 모델에 따라 조향각을 추정하여 추정 조향각을 조향각 오프셋 보정부(53)에 제공한다.The steering angle estimator 52 receives signals from the wheel speed sensor 20, the yaw rate sensor 30, and the lateral acceleration sensor 40, respectively, and estimates the steering angle according to a pre-stored reference model. Provided to the government 53.

조향각 오프셋 보정부(53)는 실제 조향각과 기준 모델로 추정한 조향각을 이용하여 상대 조향각 센서에 대한 절대 영점을 설정하기 위한 오프셋 보정을 실시하되, 오프셋 보정을 실시하기 이전에 후술하는 기준 모델에 대한 신뢰성을 평가하고 그 평가 결과 신뢰성이 충족되는 경우에 한하여 오프셋 보정을 한다. The steering angle offset correction unit 53 performs an offset correction for setting an absolute zero point for the relative steering angle sensor by using the steering angle estimated by the actual steering angle and the reference model, but before performing the offset correction, The reliability is evaluated and offset correction is made only when the evaluation results in the reliability.

상대 조향각 센서에 대한 오프셋 보정이 이루어지면 시스템 제어부(50)는 차량의 안정성을 유지하기 위하여 엔진출력을 조절할 필요가 있으면 엔진출력 제어신호를 엔진출력 조절부(60)에 인가하거나 제동력 조절이 필요하면 제동력 제어신호를 제동력 조절부(70)에 인가한다. When offset correction is made to the relative steering angle sensor, the system controller 50 may apply an engine power control signal to the engine power control unit 60 or adjust a braking force if it is necessary to adjust the engine output to maintain vehicle stability. The braking force control signal is applied to the braking force adjusting unit 70.

조향각 연산부(51)가 식(1)을 이용하여 실제 조향각을 연산하고, 조향각 추정부(52)는 식(2)의 기준 모델을 이용하여 조향각을 추정한다.The steering angle calculator 51 calculates the actual steering angle using Equation (1), and the steering angle estimator 52 estimates the steering angle using the reference model of Equation (2).

δr = L× (w/Vx) + Kus_r × Ay ------- (1)δr = L × (w / Vx) + Kus_r × Ay ------- (1)

δm = L× (w/Vx) + Kus_m × Ay ------- (2)δm = L × (w / Vx) + Kus_m × Ay ------- (2)

여기서, δr은 실제 조향각, δm은 기준 모델로 계산된 조향각, L은 차량의 휠 베이스, w은 차량 요레이트, Vx는 차량 종방향 속도, Ay는 차량 횡방향 가속도, Kus_r은 차량의 실제 언더스티어 그레디언트(understeer gradient), Kus_m은 기준 모델의 언더스티어 그레디언트(understeer gradient:상수)이다.Where δr is the actual steering angle, δm is the steering angle calculated from the reference model, L is the wheelbase of the vehicle, w is the vehicle yaw rate, Vx is the vehicle longitudinal speed, Ay is the vehicle lateral acceleration, and Kus_r is the actual understeer of the vehicle. The understeer gradient, Kus_m, is the understeer gradient (constant) of the reference model.

기준 모델로 오프셋 보정하기 이전에 노면 상태에 따라 기준 모델에 대한 적합도가 다르므로 이 기준 모델의 신뢰성을 평가할 필요가 있다.Before the offset correction with the reference model, the fitness of the reference model differs according to the road surface condition, so it is necessary to evaluate the reliability of the reference model.

다음은 기준 모델의 신뢰성을 평가하는 방법을 설명한다. The following describes how to evaluate the reliability of the reference model.

신뢰성 평가는 실제 조향각의 변화량과 계산된 조향각의 변화량을 비교하여 파악할 수 있고, 이것은 실제 언더스티어 그레디언트와 계산된 언더스티어의 차이에 따라 알 수 있다. 이에 대하여 수식 전개 과정을 통해 설명한다.The reliability assessment can be determined by comparing the actual steering angle change with the calculated steering angle change, which is determined by the difference between the actual understeer gradient and the calculated understeer. This will be described through a mathematical expansion process.

실제 조향각의 변화량은 식(3)과 같다. The actual amount of change in steering angle is shown in equation (3).

Δδr = L× Δ(w/Vx) + Δ(Kus_r × Ay) Δδr = L × Δ (w / Vx) + Δ (Kus_r × Ay)

≒ L× Δ(w/Vx) + Kus_r × ΔAy ------- (3)× L × Δ (w / Vx) + Kus_r × ΔAy ------- (3)

계산된 조향각의 변화량은 식(4)와 같다.The calculated change in steering angle is shown in equation (4).

Δδm = L× Δ(w/Vx) + Kus_m × ΔAy ------- (4)Δδm = L × Δ (w / Vx) + Kus_m × ΔAy ------- (4)

실제 조향각의 변화량과 계산된 조향각의 변화량을 비교하기 위하여 식(3)에서 식(4)를 뺄셈 연산하여 식(5)와 식(6)을 얻는다.In order to compare the actual change of the steering angle with the calculated change in the steering angle, equation (3) is subtracted from equation (3) to obtain equations (5) and (6).

Δδr - Δδm = (Kus_r - Kus_m)× ΔAy --------- (5) Δδr-Δδm = (Kus_r-Kus_m) × ΔAy --------- (5)

(Kus_r - Kus_m) = (Δδr - Δδm)/ΔAy ------- (6)(Kus_r-Kus_m) = (Δδr-Δδm) / ΔAy ------- (6)

식(6)로부터 실제 언더스티어 그레디언트와 계산된 그레디언트의 차이(Kus_r - Kus_m)를 알 수 있다. 이 차이에 따라 노면 상태를 알 수 있고 그에 따라 기준 모델의 신뢰성을 평가할 수 있다.Equation (6) shows the difference between the actual understeer gradient and the calculated gradient (Kus_r-Kus_m). Based on this difference, the road condition can be known and the reliability of the reference model can be evaluated accordingly.

예를 들어 저 마찰 노면에서 차량 주행하는 경우 운전자의 핸들 조작에 의한 실제 조향각의 변화가 크다고 하더라도 그 조향각 만큼 차량이 거동하지 않을 것이므로 그 차량 거동에 대응하여 기준 모델로 계산된 조향각 변화는 크지 않게 된다. 그 결과 식(6)에 따라 구해지는 차이(Kus_r - Kus_m)가 크게 나타난다. For example, if the vehicle is driven on a low friction road surface, even if the actual steering angle change by the driver's steering wheel is large, the vehicle will not behave as much as the steering angle, so the steering angle change calculated by the reference model corresponding to the vehicle behavior will not be large. . As a result, the difference (Kus_r-Kus_m) obtained according to equation (6) appears large.

만약 저 마찰 노면이 아니라면 차량 거동에 충실하게 조향각 변화가 계산되므로 그 결과 차이(Kus_r - Kus_m)가 작다.If the road surface is not low friction, the steering angle change is calculated faithfully to the vehicle's behavior, so the difference (Kus_r-Kus_m) is small.

그러므로 조향각 변화가 있는 경우 언더스티어 그레디언트 차이(Kus_r - Kus_m)를 구하면 노면 상태를 알 수 있다(101). 이에 따라 저 마찰 노면이 아니면(103의 아니오) 기준 모델에 대한 신뢰성을 충족하는 것으로 결정하고(105), 이 기준 모델을 이용하여 조향각을 추정한다(107). 그런 다음 실제 조향각과 기준 모델로 추정한 조향각을 이용하여 상대 조향각 센서의 오프셋 보정을 실시한다(109). Therefore, if there is a steering angle change, the understeer gradient difference (Kus_r-Kus_m) can be obtained to determine the road surface state (101). Accordingly, if it is not the low friction road surface (NO in 103), it is determined that the reliability of the reference model is satisfied (105), and the steering angle is estimated using the reference model (107). Then, the offset correction of the relative steering angle sensor is performed using the steering angle estimated by the actual steering angle and the reference model (109).

언더스티어 그레디언트 차이(Kus_r - Kus_m)에 따라 노면 상태를 판단한 결과 저 마찰 노면이면(103의 예) 운전자 조작에 따른 조향각 만큼 차량 거동이 나타나지 않게 되므로 기준 모델의 신뢰성이 불충족되는 것으로 결정하고(104), 상대 조향각 센서의 오프셋 보정을 실시하지 않는다(106).As a result of determining the road surface condition according to the difference of understeer gradient (Kus_r-Kus_m), if the low friction road surface (Yes of 103) does not show the vehicle behavior as much as the steering angle according to the driver's operation, it is determined that the reliability of the reference model is insufficient (104). ), Offset correction of the relative steering angle sensor is not performed (106).

도 1은 본 발명에 따른 차량 안정성 제어 시스템의 제어블록도이다.1 is a control block diagram of a vehicle stability control system according to the present invention.

도 2는 본 발명에 따른 차량 안정성 제어 시스템의 상대 조향각 센서 오프셋 보정방법을 설명하기 위한 흐름도이다.2 is a flowchart illustrating a relative steering angle sensor offset correction method of the vehicle stability control system according to the present invention.

*도면의 주요부분에 대한 부호의 설명*Description of the Related Art [0002]

10 : 조향각 센서 10: steering angle sensor

20 : 휠속도 센서20: wheel speed sensor

30 : 요레이트 센서30: yaw rate sensor

40 : 횡가속도 센서40: lateral acceleration sensor

50 : 시스템 제어부50: system control unit

51 : 조향각 연산부51: steering angle calculation unit

52 : 조향각 추정부52: steering angle estimation unit

53 : 조향각 오프셋 보정부53: steering angle offset correction unit

60 : 엔진출력 조절부60: engine power control unit

70 : 제동력 조절부70: braking force control unit

Claims (4)

삭제delete 센서 측정값을 이용하여 조향각을 추정하기 위한 기준 모델에 대한 신뢰성을 평가하고,Use the sensor measurements to evaluate the reliability of the reference model for estimating the steering angle, 상기 기준 모델의 평가 결과에 따라 상대각 조향각 센서의 오프셋 보정 여부를 판단하고,It is determined whether the offset correction of the relative angle steering angle sensor according to the evaluation result of the reference model, 상기 기준 모델에 대한 신뢰성이 충족되면 상기 기준 모델로 추정한 조향각과 조향각 센서로 측정한 조향각을 이용하여 오프셋 보정하고,When the reliability of the reference model is satisfied, offset correction is performed using the steering angle estimated by the reference model and the steering angle measured by the steering angle sensor. 상기 기준 모델에 대한 신뢰성 평가는 상기 기준 모델로 추정한 조향각 변화량을 이용하여 노면 상태를 판단하고, 상기 노면 상태의 판단 결과 저 마찰 노면이면 상기 기준 모델의 신뢰성을 낮게 평가하고 저 마찰노면이 아니면 상기 기준 모델의 신뢰성을 높게 평가하는 차량 안정성 제어 시스템의 상대 조향각 센서 오프셋 보정방법.The reliability evaluation of the reference model is to determine the road surface state using the steering angle change amount estimated by the reference model, if the low friction road surface as a result of the determination of the road surface state low reliability of the reference model and the low friction road surface Relative steering angle sensor offset correction method of vehicle stability control system which highly evaluates the reliability of reference model. 제2항에 있어서,3. The method of claim 2, 상기 노면 상태 판단은 실제 언더스티어 그레디언트와 계산된 언더스티어 그레디언트의 차이를 이용하는 다음 식에 따라 판단하는 차량 안정성 제어 시스템의 상대 조향각 센서 오프셋 보정방법.And determining the road surface condition according to the following equation using the difference between the actual understeer gradient and the calculated understeer gradient. (Kus_r - Kus_m ) = (Δδr - Δδm )/ΔAy (Kus_r-Kus_m) = (Δδr-Δδm) / ΔAy 여기서 δr은 실제 조향각, δm은 기준 모델로 계산된 조향각, Ay는 차량 횡방향 가속도, Kus_r은 차량의 실제 언더스티어 그레디언트(understeer gradient), Kus_m은 기준 모델의 언더스티어 그레디언트(understeer gradient:상수)이다.Where δr is the actual steering angle, δm is the steering angle calculated from the reference model, Ay is the vehicle lateral acceleration, Kus_r is the vehicle's actual understeer gradient, and Kus_m is the understeer gradient of the reference model. . 제3항에 있어서,The method of claim 3, 상기 그레디언트의 차이가 크면 저 마찰 노면으로 판단하고, 상기 그레디언트 차이가 크지 않으면 저 마찰 노면이 아니라고 판단하는 차량 안정성 제어 시스템의 상대 조향각 센서 오프셋 보정 방법.And determining that the frictional road surface is low when the difference between the gradients is large, and not the low friction road surface, when the gradient is not large.
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KR20050103332A (en) * 2004-04-26 2005-10-31 주식회사 만도 Vehicle steerability while driving in a curve
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