KR20170062245A - System and method for emergency avoidance rotation of vehicle - Google Patents

System and method for emergency avoidance rotation of vehicle Download PDF

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KR20170062245A
KR20170062245A KR1020150167822A KR20150167822A KR20170062245A KR 20170062245 A KR20170062245 A KR 20170062245A KR 1020150167822 A KR1020150167822 A KR 1020150167822A KR 20150167822 A KR20150167822 A KR 20150167822A KR 20170062245 A KR20170062245 A KR 20170062245A
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vehicle
emergency
ars
eda
turn
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KR1020150167822A
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Korean (ko)
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KR101755502B1 (en
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황성욱
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현대자동차주식회사
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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
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/085—Taking automatic action to adjust vehicle attitude in preparation for collision, e.g. braking for nose dropping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/056—Regulating distributors or valves for hydropneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0134—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle, e.g. using radar 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension 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
    • B60W40/101—Side slip angle of tyre
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • 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
    • B60W2550/30—

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

An emergency avoidance turning system for a vehicle and a method thereof are disclosed.
An emergency avoiding turn system of a vehicle according to an embodiment of the present invention includes: an operation information detector for detecting operation information required for emergency avoidance turn control in cooperation with a collision warning sensor and a steering angle sensor of a vehicle; An active roll adjusting unit (ARS) formed on the front wheels and the rear wheels, respectively, for suppressing roll generation when the vehicle turns; An emergency damping auxiliary part (EDA) which induces lateral load movement through damping force distribution of the front wheel and the rear wheel damper; And a control unit for entering the emergency avoiding turn mode and increasing the lateral distance gain through cooperative control of the ARS and the EDA when the steering angle operation signal is inputted in the state that the collision warning sensor signal is activated in the operation information detecting unit, The EDA controls the damping force of the front wheel damper smoothly and the damping force of the rear wheel damper firmly while at the same time controlling the front wheel ARS in the unrolled state and the rear wheel ARS in the roll controlled state .

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an emergency avoidance turn-

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an emergency avoidance turning system for a vehicle and, more particularly, to an emergency avoidance turning control system for a vehicle which can minimize a turning radius and secure stability of a vehicle when an emergency turning And a method thereof.

In general, when the vehicle is in operation, an emergency may occur due to an obstacle such as a suddenly curved road or a forward vehicle.

When the vehicle is in an emergency turn, the steering wheel is suddenly operated, and the vehicle body is inclined outward in the direction of turning by the centrifugal force. This phenomenon is often called roll or rolling.

A spring with a small spring constant is used for ride comfort in the vehicle. Since the inclination of the vehicle body tends to increase due to the centrifugal force generated when the vehicle is in an emergency turn, a variety of attitude control System is mounted.

For example, as an attitude control system mounted on a vehicle, there are an ARS (Active Roll Stabilizer, ARS) which suppresses the roll of the vehicle when the vehicle is turned by changing the stiffness of the stabilizer bar, an ABS system (TCS) system to prevent slippage of the drive wheels during sudden acceleration or sudden acceleration of the vehicle, an anti-lock brake system (ESP) (Electronic Control System) that interlocks the ABS system with the TCS system stability program system.

However, these posture control systems assists safe driving based on the driver's driving operation, but does not itself guarantee the safety of the driver.

For example, when the driver senses the risk of collision due to a sudden frontal obstacle while driving, the steering wheel is ineffective to operate the brake as compared with the operation of the brake.

In addition, under the above conditions, when the driver tries to make an emergency turn by an excessive operation of the steering wheel, the vehicle body tends to outward, and the vehicle is rolled over beyond the limit of the roll over.

The matters described in the background section are intended to enhance the understanding of the background of the invention and may include matters not previously known to those skilled in the art.

Patent Document 1: Korean Patent No. 0218792 (issued on September 1, 1999)

The embodiment of the present invention optimizes the emergency avoiding turning performance by actively intervening in the situation of the vehicle departure by cooperative control between the ARS (Active Roll Stabilizer) system and the EDA (Emergency Damping Assist) system for attitude control of the vehicle, And an emergency avoidance turn system of the vehicle and a method thereof that can improve the stability of the behavior after the avoidance turn.

According to an aspect of the present invention, an emergency avoidance turning system of a vehicle includes an operation information detecting unit operable to detect operation information required for emergency avoidance turn control in cooperation with a collision warning sensor and a steering angle sensor of a vehicle; An active roll stabilizer (ARS) formed on the front and rear wheels, respectively, for restraining the roll from being generated when the vehicle turns; Emergency Damping Assist (EDA), which induces lateral load movement through damping force distribution of front and rear wheel dampers; And a control unit for entering the emergency avoiding turn mode and increasing the lateral distance gain through cooperative control of the ARS and the EDA when the steering angle operation signal is inputted in the state that the collision warning sensor signal is activated in the operation information detecting unit, The EDA controls the damping force of the front wheel damper smoothly and the damping force of the rear wheel damper firmly while at the same time controlling the front wheel ARS in the unrolled state and the rear wheel ARS in the roll controlled state .

Also, the EDA can increase the yaw moment by the lateral force difference between the front wheel and the rear wheel generated in the emergency avoiding turn mode, thereby increasing the lateral travel distance gain during the emergency turn.

In addition, the control unit may maximize the tire lateral force by increasing the vertical load on the outer tire of the front wheel by cooperative control according to entering the emergency avoiding turn mode.

In addition, when the collision warning sensor signal is canceled, the controller determines that the emergency avoidance turn has been completed, and performs the cooperative control of the ARS and the EDA according to the entering of the vehicle stabilization mode.

In addition, the EDA controls the damping force of the front wheel damper firmly and smoothly controls the damping force of the rear wheel damper in accordance with the vehicle stabilization mode, and at the same time, the front wheel ARS and the rear wheel ARS can operate in the roll control state.

In addition, the ARS can suppress roll generation of the vehicle by suppressing the lateral force and the vertical force by the load movement restraining control of the vehicle in the vehicle stabilization mode.

According to an aspect of the present invention, an emergency avoiding turn of a vehicle includes the steps of: a) detecting driving information according to driving of a vehicle; b) entering the emergency avoiding turn mode for obstacle avoidance when the steering angle operation signal is inputted in a state where the collision warning sensor signal is activated; c) smoothly controlling the front damper damping force of the emergency damping assist (EDA) and reliably controlling the damping force of the rear wheel damper for avoidance assistance; And d) controlling the front wheel ARS in the unrolled state and controlling the rear wheel ARS in the roll-controlled state by cooperative control with the EDA.

In the step b), if the steering angle operation signal is not inputted in a state where the collision warning sensor signal is activated, the damping force of the front wheel damper and the rear wheel damper may be firmly controlled to increase the braking performance .

The step d) may include increasing the yaw moment by the lateral force difference between the front wheel and the rear wheel through the cooperative control to increase the lateral movement distance gain during the emergency turn.

Further, after the step d), if it is determined that the emergency avoidance turn has been completed when the collision warning sensor signal is released, the step of performing cooperative control of the ARS and EDA according to entry of the vehicle stabilization mode .

In the step e), the front wheel damper damping force of the EDA is firmly controlled by the cooperative control according to the stabilization mode, the rear wheel damper damping force is smoothly controlled, and at the same time, the front wheel ARS and the rear wheel ARS are controlled by the roll control Can be controlled.

Also, the step e) may perform coordinated control of the ARS and the EDA by referring to at least one sensor signal of the vehicle steering angle, vehicle speed, yaw rate, and jerk.

According to the embodiment of the present invention, in an emergency situation in which a collision situation with a front obstacle is predicted, emergency avoidance performance can be improved by maximizing the lateral distance gain through cooperative control that mediates conflicting functions of ARS and EDA .

In addition, after the emergency avoidance turn is completed, coordination control that optimizes the overlap posture control function of ARS and EDA minimizes roll and yaw behavior, thereby ensuring fast vehicle straight ahead stability.

FIG. 1 is a block diagram schematically showing the configuration of an emergency avoidance turnaround system according to an embodiment of the present invention.
2 is a view for explaining the operation principle of an active roll stabilizer (ARS) according to an embodiment of the present invention.
3 is a diagram for explaining the operation principle of the EDA (Emergency Damping Assist) according to the embodiment of the present invention.
4 is a flowchart schematically showing a method of emergency avoidance turn control of a vehicle according to an embodiment of the present invention.
5 illustrates an example of an emergency avoidance turn control according to an embodiment of the present invention.
6 is a flowchart schematically showing a vehicle behavior stabilization control method according to an embodiment of the present invention.
Fig. 7 schematically shows an example of behavior stabilization control of a vehicle according to an embodiment of the present invention.
FIG. 8 shows a simulation result of the vehicle emergency avoidance turnaround coordination control according to the embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

Throughout the specification, when an element is referred to as "comprising ", it means that it can include other elements as well, without excluding other elements unless specifically stated otherwise. Also, the terms " part, "" module," and " module ", etc. in the specification mean a unit for processing at least one function or operation and may be implemented by hardware or software or a combination of hardware and software have.

Throughout the specification, when an element is referred to as "comprising ", it means that it can include other elements as well, without excluding other elements unless specifically stated otherwise.

Like numbers refer to like elements throughout the specification.

As used herein, the terms "vehicle", "car", "vehicle", "automobile", or other similar terms are intended to encompass various types of vehicles, including sports utility vehicles (SUVs), buses, Including automobiles, including ships, aircraft, and the like, including boats and ships, and may be used in hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen fuel vehicles and other alternative fuels Fuel) vehicles.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An emergency evacuation pivot system and method of a vehicle according to an embodiment of the present invention will now be described in detail with reference to the drawings.

FIG. 1 is a block diagram schematically showing the configuration of an emergency avoidance turnaround system according to an embodiment of the present invention.

1, an emergency avoidance turnaround system 100 according to an embodiment of the present invention includes an operation information detector 110, an active roll stabilizer (ARS) 120, an emergency damping assistant Assist (EDA) 130, and a controller 140.

The operation information detector 110 detects operation information required for the emergency avoidance turn control according to the embodiment of the present invention in cooperation with various sensors such as an impact warning sensor, a steering angle sensor, a yaw rate sensor, and a vehicle speed sensor.

The operation information detector 110 detects a collision warning sensor signal that warns of a risk of collision with a front obstacle during operation of the vehicle, and provides the signal to the controller 140.

Here, the obstacle refers to an object that must be avoided in front of a preceding vehicle preceding the vehicle on which the driver is boarding, a thing that has fallen away from the preceding vehicle, a thing left on the road, or an automobile such as an animal or a pedestrian.

The collision warning sensor can detect a collision situation ahead by utilizing a sensor applied to an automatic emergency braking (AEB) system.

However, the present invention is not limited to the above-described collision warning sensor. For example, a front radar sensor applied to a smart cruise control system may be used to calculate a relative distance and a relative speed between a vehicle and a front obstacle, The risk can be detected.

The operation information detecting unit 110 detects the steering angle corresponding to the steering wheel operation of the driver through the steering angle sensor and provides the detected steering angle to the control unit 140.

The operation information detecting unit 110 may detect yaw moment generated when the vehicle turns through the yaw rate sensor and the vehicle speed through the vehicle speed sensor and provide the yaw moment to the control unit 140. [

Meanwhile, the emergency avoidance turnaround system 100 according to the embodiment of the present invention is applied to the ARS 120 and the EDA 130 system for attitude control that stably maintains the behavior of the vehicle.

2 is a view for explaining the operation principle of an active roll stabilizer (ARS) according to an embodiment of the present invention.

2, an ARS 120 according to an embodiment of the present invention generates torque by using an actuator and a step bar, which are respectively formed in front and rear wheels of a vehicle, .

Generally, the yaw moment generated when the vehicle turns is a force for moving the front and rear of the vehicle body toward the inner and outer wheels when turning around the center of the vehicle, thereby causing the vehicle to understeer, oversteer, , Which causes the stability of the running at the time of turning to be lowered.

The ARS 120 suppresses the roll generation of the vehicle by suppressing the lateral force and the vertical force by the load movement restraining control. At this time, the ARS 120 actuates the actuator in a direction in which the load is applied, thereby blocking load transfer on the opposite side of the bump, thereby suppressing the load movement.

3 is a diagram for explaining the operation principle of the EDA (Emergency Damping Assist) according to the embodiment of the present invention.

Referring to FIG. 3, the EDA 130 according to an embodiment of the present invention is a system that induces lateral load movement through damping force distribution of a front wheel and a rear wheel ECS (hereinafter, referred to as a damper name) The yaw moment is increased by the lateral force difference between the front wheel and the rear wheel generated in the emergency avoiding turn mode, thereby obtaining the lateral travel distance gain at the time of emergency turn, thereby improving the turning avoidance performance of the vehicle.

The EDA 130 improves the ride comfort by softly controlling the damping forces of the front wheel and the rear wheel damper during normal driving and hardly controls the damping forces of the front wheel and the rear wheel damper during the braking assistance, Optimize.

In particular, the EDA 130 softens the front wheel damping force and hardens the rear wheel damping force for avoidance assistance when entering the emergency avoidance turning mode due to the front obstacle. Accordingly, the EDA 130 increases the yaw moment by the lateral force difference between the front wheel (Soft) and the rear wheel (Hard), thereby obtaining the lateral movement distance gain during the emergency turn, thereby improving the anti-rotation performance.

The EDA 130 hardens the front wheel damping force and smoothly controls the rear wheel damping force to stabilize the vehicle behavior when the stabilization mode is entered after the emergency avoidance turn is completed. Accordingly, the EDA 130 can assist the stabilization of the quick behavior of the vehicle by generating a yaw moment that suppresses the yaw behavior by the lateral force difference between the front wheel Hard and the rear wheel.

On the other hand, the control unit 140 controls the operation of the respective units for the emergency avoidance turn control of the vehicle according to the embodiment of the present invention.

Although the two systems of the ARS 120 and the EDA 130 described above have been applied to a vehicle for a common purpose of attitude control, the vehicle lateral force and the vertical force suppression of the ARS 120 in a special situation of emergency avoidance turn- There is a problem of conflicting functions in which the yaw moment increasing function of the EDA 130 is halved.

More specifically, the EDA 130 actively intervenes to improve handling in the emergency avoidance turn control of the driver. The ARS 120 is useful in that it has the effect of stabilizing the vehicle at the time of turning in normal operation, but can operate as a factor to reduce the handling improvement of the EDA 130 in a special situation of emergency avoidance turn.

Accordingly, the controller 140 arbitrates the function conflict function between the two systems when the vehicle is in the emergency avoidance turn, and stores an algorithm capable of optimizing the performance of the overlap function through cooperative control.

The control unit 140 appropriately controls the two systems through the cooperative control algorithm when an emergency avoiding turn situation occurs to optimize the emergency avoidance turn performance of the vehicle.

The emergency turning avoidance coordination control algorithm of the controller 140 will be described in detail with reference to FIG. 4 and FIG. 5 below.

4 is a flowchart schematically showing a method of emergency avoidance turn turning coordination control of a vehicle according to an embodiment of the present invention.

FIG. 5 schematically shows an example of emergency avoidance turning coordination control according to an embodiment of the present invention.

4 and 5, the controller 140 according to the embodiment of the present invention detects operation information according to driving of the vehicle through the operation information detector 110 (S110).

If the collision warning sensor signal corresponding to the risk of collision with the front obstacle is activated (S120), the control unit 140 controls the damping forces of the front and rear wheels of the vehicle to be hard, (S130).

If the steering angle operation signal is inputted in the state where the collision warning sensor signal is activated (S140; Yes), the control unit 140 determines that the driver has performed the turning operation for avoiding the obstacle by the steering wheel operation and performs the emergency avoidance turning control (S150).

At this time, the controller 140 activates the EDA 130 to enter the emergency avoidance mode (S151), controls the damping force of the entire front wheel damper to be soft (Full Soft) and controls the damping force of the entire rear wheel damper (Full Hard) (S152).

At the same time, the control unit 140 activates the ARS 120 to enter the emergency avoidance mode (S153), controls the front wheel ARS to the non-roll control state (OFF), and operates the rear wheel ARS to the roll control state (S154).

That is, the control unit 140 maximizes the tire lateral force by increasing the vertical load on the outer tire of the front wheel by the cooperative control of the EDA 130 and the ARS 120 according to the entering of the emergency avoidance mode (S160) By increasing the lateral distance gain (S170), the emergency avoidance turning performance of the vehicle can be maximized (S180).

As shown in FIG. 5, the cooperative control of the ARS 120 and the EDA 130 has an advantage of effectively avoiding collision with an obstacle by generating an increased maximum lateral force as compared with a vehicle to which the single EDA 130 is applied.

On the other hand, if the steering angle manipulation signal is not input in step S140 (S140; NO), the controller 140 determines that the driver is applying only the braking force without turning his or her will and maintains the braking performance optimization mode.

Meanwhile, the control unit 140 can perform the stabilization control of the vehicle after the emergency avoidance turn through cooperative control between the two systems of the ARS 120 and the EDA 130, This will be described in detail with reference to FIG. 6 and FIG.

FIG. 6 is a flowchart schematically illustrating a method of controlling vehicle behavior stabilization coordination according to an embodiment of the present invention.

FIG. 7 schematically illustrates an example of coordination control of the stability of a vehicle according to an embodiment of the present invention.

Referring to FIGS. 6 and 7, the method for controlling the vehicle behavior stabilization coordination according to the embodiment of the present invention proceeds from the emergency avoiding turn mode state described above with reference to FIG.

If the collision warning sensor signal is not released in the emergency avoidance turn mode but is continuously activated (S220: NO), the control unit 140 determines that the collision warning sensor signal is still in the obstacle avoidance state and maintains the emergency avoidance turn mode (S210).

On the other hand, if the obstacle is detected in the front and the crash warning sensor release is input (S220; Yes), the controller 140 determines that the obstacle has been avoided and releases the emergency avoidance turn mode (S230).

That is, when the obstacle is no longer detected in the forward direction, the controller 140 determines that the vehicle has completed the emergency avoidance turn and releases the emergency avoidance turn mode. After completing the emergency avoidance turn, the controller 140 determines that the vehicle is in an unstable behavior state Therefore, it immediately enters the vehicle behavior stabilization mode.

The control unit 140 starts controlling the stabilization of the vehicle's motion by referring to the steering angle, the vehicle speed, the yaw rate, and the jerk of the vehicle input from the operation information detecting unit 110 (S240).

More specifically, the control unit 140 activates the EDA 130 in the stabilization mode (S241) to control the damping force of the entire front wheel damper to be full hard and smooth the damping force of the rear wheel damper as Full Soft, (S242).

At the same time, the control unit 140 activates the ARS 120 in the stabilization mode (S243), and operates both the front wheel and the rear wheel ARS to the roll control state (ON) (S244).

That is, the control unit 140 generates a yaw moment that suppresses the yaw behavior by the lateral force difference between the front wheel Hard and the rear wheel under the control of the EDA 130 according to the entry into the behavior stabilization mode, Thereby securing the straight ahead safety of the vehicle (S250, S260).

In the above description, the control unit 140 of the emergency avoiding turn system 100 is mainly described as emergency avoiding turning and stabilizing coordination control of the vehicle. However, the present invention is not limited thereto and the emergency evacuation turning system 100 may be mainly described. It is self-evident.

Meanwhile, FIG. 8 shows a simulation result of the vehicle emergency avoidance turn control coordination control according to the embodiment of the present invention.

Referring to FIG. 8, when the EDA and the ARS cooperate with each other in the emergency avoidance turn, the EDA system alone has a gain of about 3 cm. .

This is a result of about 30% improvement of the emergency avoidance turning performance compared to the case of using only EDA.

As described above, according to the embodiment of the present invention, in case of an urgent situation in which a collision situation with a front obstacle is anticipated, it is possible to improve the emergency avoidance turning performance by maximizing the lateral distance gain through cooperative control that mediates conflicting functions of ARS and EDA There is an effect that can be made.

In addition, after the emergency avoidance turn is completed, the rolling and yawing movements are minimized through cooperation control that optimizes the overlap posture control function of the ARS and the EDA, thereby ensuring the stability of the vehicle straight ahead.

The embodiments of the present invention are not limited to the above-described apparatuses and / or methods, but may be implemented through a program for realizing functions corresponding to the configuration of the embodiment of the present invention, a recording medium on which the program is recorded And such an embodiment can be easily implemented by those skilled in the art from the description of the embodiments described above.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, It belongs to the scope of right.

100: Emergency avoiding turning system 110: Operation information detecting unit
120: Active Roll Adjustment (ARS) 130: Emergency Damping Assistance (EDA)
140:

Claims (12)

An operation information detector for detecting operation information necessary for emergency avoidance turn control in cooperation with a collision warning sensor and a steering angle sensor of a vehicle;
An active roll stabilizer (ARS) formed on the front and rear wheels, respectively, for restraining the roll from being generated when the vehicle turns;
Emergency Damping Assist (EDA), which induces lateral load movement through damping force distribution of front and rear wheel dampers; And
And a control unit for entering the emergency avoiding turn mode when the steering angle operation signal is inputted in the state that the operation information detecting unit activates the collision warning sensor signal and increasing the lateral distance gain through cooperative control of the ARS and EDA,
The EDA controls the damping force of the front wheel damper smoothly and the damping force of the rear wheel damper firmly while at the same time controlling the front wheel ARS to the unrolled state, The emergency avoidance turn system of the vehicle is controlled in the roll control state. The method according to claim 1,
In the EDA,
Wherein the yaw moment is increased by the lateral force difference between the front wheel and the rear wheel generated in the emergency avoiding turn mode to increase the lateral travel distance gain at the time of emergency turn. 3. The method according to claim 1 or 2,
Wherein,
And the vertical load is increased on the outer tire of the front wheel by cooperative control in accordance with the entering of the emergency avoiding turn mode to maximize the tire lateral force. The method according to claim 1,
Wherein,
And when the collision warning sensor signal is released, it is determined that the emergency avoidance turn is completed, and the cooperative control of the ARS and the EDA in accordance with the entering of the vehicle stabilization mode is performed. 5. The method of claim 4,
In the EDA,
Wherein the damping force of the front wheel damper is firmly controlled and the damping force of the rear wheel damper is smoothly controlled in accordance with the vehicle stabilization mode while the front wheel ARS and the rear wheel ARS are operated in the roll control state. 6. The method of claim 5,
The ARS,
Wherein the vehicle is in the vehicle stabilization mode, the lateral force and the vertical force are suppressed by the load movement restraining control of the vehicle, thereby suppressing roll generation of the vehicle. comprising the steps of: a) detecting driving information according to driving of a vehicle;
b) entering the emergency avoiding turn mode for obstacle avoidance when the steering angle operation signal is inputted in a state where the collision warning sensor signal is activated;
c) smoothly controlling the front damper damping force of the emergency damping assist (EDA) and reliably controlling the damping force of the rear wheel damper for avoidance assistance; And
d) controlling the front wheel ARS to the roll unrestricted state and the rear wheel ARS to the roll control state in coordination with the EDA
And an emergency avoiding turn of the vehicle. 8. The method of claim 7,
The step b)
And increasing the braking performance by firmly controlling both the damping forces of the front wheel damper and the rear wheel damper when the steering angle operation signal is not inputted in a state where the collision warning sensor signal is activated. 8. The method of claim 7,
The step d)
And increasing the yaw moment by the lateral force difference between the front wheel and the rear wheel through the coordination control to increase the lateral movement distance gain at the time of emergency turn. 10. The method according to any one of claims 7 to 9,
After the step d)
e) when the collision warning sensor signal is released, determining that the emergency avoidance turn is completed, and performing cooperative control of the ARS and the EDA according to entry of the vehicle stabilization mode. 11. The method of claim 10,
The step e)
The emergency damping force of the rear wheel damper is controlled smoothly while the front wheel damper damping force of the EDA is rigidly controlled by the coordinated control according to the stabilization mode and at the same time the front wheel ARS and the rear wheel ARS are controlled in the roll control state, Turning method. 11. The method of claim 10,
The step e)
And performing cooperative control of the ARS and the EDA with reference to at least one sensor signal of the vehicle's steering angle, vehicle speed, yaw rate, and jerk.


KR1020150167822A 2015-11-27 2015-11-27 System and method for emergency avoidance rotation of vehicle KR101755502B1 (en)

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