KR100837234B1 - ESP, CDC and ABCs integrated control apparatus and method of a vehicle - Google Patents

Abstract

The present invention relates to an ESP, CDC and AGCS integrated control apparatus and method of the vehicle, in particular in a vehicle having an ESP, CDC, AGCS system having a transmission unit for transmitting system data between these systems, all systems in the ECU of the ESP Integrated control. When the driver steer, the CDC system controls the damping force of the four-wheel damper with anti-roll and anti-yoke control, and the AGCS system controls the stroke of the rear wheel actuator according to the lateral acceleration to prevent vehicle instability. If this becomes unstable, the brake drive in the ESP system is finally activated to stabilize the vehicle.

ESP, CDC, AGCS, Transmitter, ECU

Description

CONTROLLER AND METHOD FOR CONTROLLING ESP, CDC AND AGCS UNIFICATION SYSTEM IN THE CAR

1 is a block diagram showing an integrated control device of the ESP, CDC and AGCS of the vehicle according to the present invention,

2A and 2B are flowcharts illustrating a method of operating the ESP, CDC and AGCS integrated control apparatus of a vehicle according to the present invention;

Figure 3 is a waveform diagram showing the sequence of operating the ESP, CDC and AGCS system of the vehicle in accordance with the present invention.

<Description of the code | symbol about the principal part of drawing>

1: ESP system 3: CDC system

4: AGCS system 10: steering angle sensor

12: yaw rate sensor 13: lateral acceleration sensor

14 vehicle speed sensor 16 brake detection sensor

18: Throttle Position Detection Sensor 22: ECU

24, 30, 42: transmission unit 26: brake drive unit

32, 44: control logic 34: first damper

36: second damper 38: third damper                 

40: fourth damper 46: first actuator

48: second actuator

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for a vehicle and a control method thereof, and more particularly, to an integrated control apparatus for an ESP, CDC and AGCS of a vehicle, and a control method thereof.

In general, the suspension system of the vehicle supports the weight of the vehicle, and at the same time, alleviates and absorbs the up and down vibration of the wheels caused by irregular roads, thereby preventing the vibration from being transmitted directly to the vehicle, improving the passenger comfort, and protecting the luggage. It is a device that reduces the dynamic stress of each part and improves driving safety by suppressing wheel vibration.

In the vehicle suspension system, there is an Electronic Stability Program (ESP) system that electronically controls the brake system for vehicle stability. This ESP system is a device that brakes itself or controls engine torque to release the danger in dangerous driving situations. If the ABS (Anti-lock Brake System) is effective only when the brake is applied directly and only during the braking process, the ESP system is a device that finds the optimum vehicle driving condition without the driver applying the brake. For example, if you are turning at a speed that is difficult for the driver to control, the ESP system uses a yaw rate sensor, a lateral acceleration (G) sensor, a steering angle sensor, a pressure sensor, and a vehicle speed sensor. By judging the actual amount of vehicle movement measured from the set reference value by using the vehicle movement amount obtained from the vehicle and the road surface state obtained through the estimation, and controlling the brake device of the wheel according to the over steer or the under steer. Maintain vehicle stability and steering.

The Active Geometry Controlled Suspension (AGCS) system in the in-vehicle suspension system allows the rear suspension link to be positioned in order to prevent steering loss due to a tendency to toe out when the vehicle is turning. It is a system that improves the steering stability by inducing the toe in. The structure of the AGCS system is equipped with an actuator on the left / right side of the vehicle that can linearly move the rear link structure, and also the vehicle speed and After the steering angle sensors are mounted on each of the four wheels, the vehicle's behavior and driving conditions are determined using the values detected by the sensors.

In addition, the continuous damping control (CDC) system in the suspension system in the vehicle is a device that improves the driving stability and ride comfort by independently controlling the damping force of the four-wheel damper mounted on the vehicle. Up / down acceleration sensors are attached to the upper body of each wheel to measure the behavior of each wheel and enable independent control. Tire grounding on irregular roads by controlling damping force of four-wheel damper by anti-roll logic that determines driver's steep steering behavior based on signals of vehicle speed sensor and steering angle sensor and controls damper damping force of four-wheel By maintaining the vertical load on the surface at an appropriate level, it is possible to secure the stability of the vehicle during turning, braking, and driving, and to effectively isolate the irregular pressure on the road surface while driving the vehicle, which is comfortable for passengers. It provides comfort and driving convenience.

However, since the ESP, AGCS, and CDC systems operate individually, the ESP system focuses on the stability and steering of the vehicle, the AGCS system focuses on steering stability, and the CDC system focuses on the riding comfort.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle having an ESP, CDC, AGCS system, and a transmission unit for transmitting system data between these systems. It is to provide an ESP, CDC and AGCS integrated control device.

Another object of the present invention is to control the damping force of the four-wheel damper with the anti-roll and anti-yoke control in the CDC system, and finally, when the vehicle becomes unstable, finally controlling the brake drive unit in the ESP system to stabilize the vehicle state. To provide an integrated control method of the vehicle ESP, CDC and AGCS.

In order to achieve the above object, the present invention provides an apparatus for integrating and controlling an electric stability program (ESP) system, a continuous damping control (CDC) system, and an active geometry control suspension (AGCS) system in a vehicle suspension system. Has a yaw rate sensor, a sensing unit that measures a plurality of sensor values in the vehicle, and a transmission unit for data communication with a CDC or AGCS system, and sends a signal measured by the sensing unit to the CDC system or AGCS system through the transmission unit. An ECU for controlling the brake drive unit in response to a signal sent from the CDC system or the AGCS system, the CDC system having a transmission unit for data communication with the ESP system, and having a roll rate value or Obtain the yaw rate value and control the damping force of the four-wheel damper and control the damping force A control logic for controlling data to be transmitted to the ESP system via the transmission unit, the AGCS system having a transmission unit for data communication with the ESP system and controlling the stroke of the rear actuator according to the signals of the sensors of the detection unit sent from the transmission unit. And control logic for controlling to transmit the stroke control data to the ESP system through the transmission unit.

In order to achieve the above object, the present invention provides a method for integrated control of an ESP system, a CDC system, and an AGCS system in a suspension apparatus of a vehicle, the sensing unit including a yaw rate sensor and a plurality of sensors in the vehicle. Measuring sensor values through the ESP system, transmitting a plurality of sensor values measured by the sensor in the ESP system to the CDC system through the transmitter, and receiving the sensor values through the transmitter in the CDC system to obtain a roll rate value Controlling the damping force of the four-wheel damper according to the anti-roll control when the rate value is larger than the reference value, and calculating the yaw rate value measured by the yaw rate sensor transmitted through the transmitter in the CDC system and the yaw rate value is larger than the reference value. Controlling the damping force of the four-wheel damper according to the anti-yoke control, and during the ESP through the transmission unit in the CDC system. When the system with the yaw rate value measured by the yaw rate sensor in step with, ESP system for transmitting a CDC state response is greater than the reference value includes the step of controlling to drive the front wheel or the rear wheel brake.

In order to achieve the above object, the present invention provides a method for integrated control of an ESP system, a CDC system, and an AGCS system in a suspension apparatus of a vehicle, the sensing unit including a yaw rate sensor and a plurality of sensors in the vehicle. Measuring sensor values through the ESP system, transmitting a plurality of sensor values measured by the detector in the ESP system to the AGCS system through the transmitter, and receiving the sensor values through the transmitter in the AGCS system to obtain a lateral acceleration value. If the lateral acceleration value is greater than the reference value, controlling the stroke of the rear actuator according to the oversteer state of the vehicle, transmitting the AGCS status response from the AGCS system to the ESP system via the transmitter, and the yaw rate sensor in the ESP system. If the measured yaw rate value is greater than the reference value, Including the step of saying.

Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings.

1 is a block diagram showing an integrated control device of the ESP, CDC and AGCS of the vehicle according to the present invention. Referring to FIG. 1, the apparatus according to the present invention comprises an ESP system 1, a CDC system 3, and an AGCS system 4. The transmission units 22, 30, 42 for communicating data between these systems 1, 3, 4 have a Controller Area Network (CAN) communication standard.

The in-device ESP system 1 comprises a sensing unit 10 consisting of a yaw rate sensor 12 and a plurality of in-vehicle sensors 11, 13, 14, 16, 18, a CDC or AGCS system 3, 4) a transmission unit 22 for data communication, an ECU (Electronic Control Unit) 20 for overall control of the apparatus of the present invention, and a brake drive unit 24 for driving a four-wheel brake.

The sensing unit 10 may include a steering angle sensor 11, a yaw rate sensor 12, a lateral G 13, and a speed sensor 14. , A brake detection sensor 16, a throttle position detection sensor 18 for detecting an accelerator of the vehicle, a wheel speed sensor (not shown), and the like. Here, the wheel speed sensor is a sensor for measuring the rotational speed of the four-wheeled wheel, and predicts the slip of each wheel and the correct speed of the vehicle. That is, accurate vehicle speed is determined by comparing the values of the vehicle speed sensor and the wheel speed sensor.

The sensor value transmitted to the CDC system 3 is indicated by a solid line in the drawing and is a steering angular velocity, yaw rate, oversteer or understeer reference value according to the yaw rate, a brake signal, a throttle position sensing signal, a sensor value of a vehicle speed signal, and the like. Sensor values transmitted to the AGCS system 4 are indicated by dashed lines in the figure and are steering angular velocity, yaw rate, oversteer or understeer reference value according to the yaw rate, lateral acceleration, sensor value of the vehicle speed signal, and the like.

The ECU 20 in the ESP system 1 of the present invention transmits the signal measured by the sensing unit 10 to the CDC system 3 or the AGCS system 4 through the transmission unit 22. Alternatively, the yaw rate value measured by the yaw rate sensor 12 is compared with a reference value in response to a signal sent from the CDC system 3 or the AGCS system 4 through the transmission unit 22, and the comparison result is obtained. When the measured yaw rate value is larger than the reference value, the brake driving unit 24 is controlled to drive the front wheel or the rear wheel brake.

The CDC system 3 of the present invention has a transmission unit 30 for data communication with the ESP system 1. The CDC system 3 receives the signals of the sensors of the sensing unit 10 sent from the ESP system 1 through the transmission unit 30, and according to the anti-roll or anti-yaw control, the first to fourth dampers are four-wheel dampers. Control logic for controlling the damping force of (34, 36, 38, 40) or for transmitting the damping force control data of each damper (34, 36, 38, 40) to the ESP system (1) through the transmission unit (30). And (32).

At this time, the control logic 32 of the CDC system 3 obtains a roll rate value from the sensors signals of the sensing unit 10, compares the roll rate value with a set reference value, and as a result, the roll rate value is a reference value. If larger, the damping force of the first to fourth dampers 34, 36, 38, and 40 is controlled according to the anti-roll control of the vehicle. In addition, the control logic 32 of the CDC 3 obtains the yaw rate value measured by the yaw rate sensor 12 of the detector 10, and when the yaw rate value is less than or equal to the reference value, the first logic according to the anti-yoe control. To damping force of the fourth damper (34, 36, 38, 40).

The AGCS system 4 of the present invention has a transmitter 42 for data communication with the ESP system 1 and the sensors signals of the sensor 10 sent by the ESP system 1 via the transmitter 42. According to the control of the stroke of the first and second actuators 46 and 48 of the rear wheel, or at this time, the stroke control data of the first and second actuators 46 and 48 through the transmission unit 42 And a control logic 44 for controlling transmission to (1).

At this time, the control logic 44 of the AGCS system 4 obtains the lateral acceleration value from the lateral acceleration sensor 13 of the sensing unit 10, compares whether the lateral acceleration value is larger than the set reference value, and determines the lateral acceleration value. If it is larger than this reference value, the vehicle state is judged as an oversteer and the stroke of the first or second actuators 46 and 48 of the rear wheel is controlled.

Therefore, the present invention compares the roll rate value and the yaw rate value with a predetermined reference value in the CDC system 3 to adjust the damping force of the first to fourth dampers 34, 36, 38, and 40 with the anti roll and anti yaw control. In the event of sudden steering of the vehicle during control, the ECU 20 of the ESP system 1 controls the brake driving unit 24 to drive the front or rear wheel brakes according to the oversteer or understeer to maintain the vehicle state stably. In addition, the present invention compares the lateral acceleration value and the set reference value in the control logic 44 of the AGCS system 4, and if the lateral acceleration value is larger than the reference value, it is determined as an oversteer of the vehicle and the first or second actuator of the rear wheel ( 46, 48) to control the stroke. As such, when sudden steering of the vehicle occurs while controlling the strokes of the actuators 46 and 48, the ECU 20 of the ESP controls the brake driving unit 24 to drive the front or rear brakes according to the oversteer or understeer. Keep the state stable.

2A and 2B are flowcharts illustrating a method of operating an ESP, CDC and AGCS integrated control apparatus of a vehicle according to the present invention. 2A is a flowchart illustrating control between an ESP and a CDC system, and FIG. 2B is a flowchart illustrating control between an ESP and an AGCS system.

Referring to these drawings, the operation method of the ESP, CDC and AGCS integrated control apparatus according to the present invention is as follows.

Referring first to FIG. 2A, the ESP system 1 measures each sensor value through the plurality of sensors 11, 12, 13, 14, 16, and 18 of the detector 10, and the measured sensor values are measured by the ECU ( 20). (S10)

The ECU 20 of the ESP system 1 includes steering angular velocity, yaw rate signal, lateral acceleration signal, and brake signal of the plurality of sensors 11, 12, 13, 14, 16 and 18 measured by the sensing unit 10. In addition, the oversteer or understeer reference value together with the throttle position detection signal and the vehicle speed signal are transmitted to the CDC system 3 through the transmitter 22 (S12).

)을 구한다.(S14) 이때 롤 레이트값(

)은 차량 특성에 따라 달라질 수 있으며 일반적으로 중고속으로 주행중인 차량이 급조향하는 경우 앤티 롤 제어가 요구된다.The transmitter 30 of the CDC system 3 transmits the sensor values and the oversteer or understeer reference values sent from the ESP system 1 to the control logic 32. The control logic 32 determines the roll rate value from the steering angle and vehicle speed signals measured from the steering angle sensor 11 and the vehicle speed sensor 14.

(S14) In this case, the roll rate value (

) May vary depending on the vehicle characteristics. In general, anti-roll control is required when the vehicle is steered at a high speed.

)이 설정된 기준값(

)보다 큰 지(

)를 비교한다.(S16) S16의 비교 결과, 롤 레이트값(

)이 기준값(

)보다 클 경우(

) 앤티 롤 제어를 수행한다.(S18) 이에 제 1 내지 제 4댐퍼(34, 36, 38, 40)의 감쇠력을 압축(감쇠력 크게)하여 이들 댐퍼들을 동시에 하드(hard) 상태로 제어한다. 여기서 하드하게 제어한다는 것은 댐퍼 감쇠력이 설정된 값보다 높게 최대값을 갖도록 하는 것을 의미한다. 반면에 S16의 비교 결과, 앤티롤 값(

)이 기준값(

)보다 작거나 동일할 경우(

) CDC 시스템(3)의 제어로직(32)은 S16 단계를 반복 수행한다.The control logic 32 of the CDC system 3 has a roll rate value (

) Is set to the reference value (

Greater than

(S16) As a result of the comparison of S16, the roll rate value (

) Is the reference value (

Greater than)

The anti-roll control is performed. (S18) Accordingly, the dampers of the first to fourth dampers 34, 36, 38, and 40 are compressed (attenuated) to control these dampers simultaneously in a hard state. Hard control here means that the damper damping force has a maximum value higher than the set value. On the other hand, as a result of the comparison of S16,

) Is the reference value (

Less than or equal to)

The control logic 32 of the CDC system 3 repeats step S16.

)을 구하고(S20), 요우 레이트값(

)이 설정된 기준값(

)보다 큰 지(

)를 비교한다.(S22) S22의 비교 결과, 제어로직(32)은 요우 레이트값(

)이 설정된 기준값(

)보다 큰 경우(

) 차량의 급조향에 따른 측정된 요우 레이트값(

)이 오버 스티어 또는 언더 스티어 상태 중에서 어디에 해당하는지를 판단한다.(S24)The control logic 32 of the CDC system 3 performs the yaw rate value measured by the yaw rate sensor 12 after performing the anti-roll control as described above.

) And the yaw rate value (

) Is set to the reference value (

Greater than

(S22) As a result of the comparison of S22, the control logic 32 determines the yaw rate value (

) Is set to the reference value (

Greater than)

The measured yaw rate value according to the steep steering of the vehicle

) Determines whether or not the oversteer or understeer state corresponds (S24).

)이 오버 스티어 기준값에 해당할 경우 제 1 내지 제 4댐퍼(34, 36, 38, 40)중에서 전륜에 해당하는 제 1 및 제 2댐퍼(34, 36)의 감쇠력을 압축(감쇠력 크게)하여 전륜측 댐퍼들(34, 36)을 하드(hard)한 상태로 만든다. 그리고 후륜에 해당하는 제 3 및 제 4댐퍼(38, 40)의 감쇠력을 인장(감쇠력 작게)하여 후륜측 댐퍼들(38, 40)을 소프트(soft)한 상태로 만든다.(S26)As a result of the determination in S24, the measured yaw rate value (

) Corresponds to the oversteer reference value, compressing (attenuating force) the damping force of the first and second dampers 34 and 36 corresponding to the front wheel among the first to fourth dampers 34, 36, 38, and 40. The side dampers 34 and 36 are made hard. Then, the damping forces of the third and fourth dampers 38 and 40 corresponding to the rear wheels are tensioned (small damping force) to make the rear wheel side dampers 38 and 40 in a soft state (S26).

)가 언더 스티어 기준값에 해당할 경우 전륜측 제 1 및 제 2댐퍼(34, 36)의 감쇠력을 인장(감쇠력 작게)하여 전륜측 댐퍼들(34, 36)을 소프트한 상태로 만들고, 후륜측 제 3 및 제 4댐퍼(38, 40)의 감쇠력을 압축(감쇠력 크게)하여 후륜측 댐퍼들(38, 40)을 하드한 상태로 만 든다.(S28)If the determination result of S24, the measured yaw rate (

) Corresponds to the understeer reference value, tensioning the damping force of the first and second dampers 34 and 36 on the front wheel (small damping force) to make the front dampers 34 and 36 in a soft state. The damping force of the third and fourth dampers 38 and 40 is compressed (attenuated large) to make the rear dampers 38 and 40 in a hard state. (S28)

)이 설정된 기준값(

)보다 작거나 동일할 경우(

) 상술한 S24∼S28 단계를 수행하지 않고 아래 S30단계를 수행한다.On the other hand, as a result of the determination in S22, the control logic 32 of the CDC system 3 determines the measured yaw rate value (

) Is set to the reference value (

Less than or equal to)

) Steps S30 below are performed without performing steps S24 to S28 described above.

The control logic 32 of the CDC system 3 transmits response transmission data such as the anti-roll control and anti-yoke control states of the CDC and the damping force control of each damper to the ESP system 1 through the transmission unit 30. (S24)

Then, the ECU 20 of the ESP system 1 determines whether the CDC system 3 is in the anti-roll control state or the anti-yield control state according to the response transmission data of the CDC received by the CDC system 3 through the transmission unit 22. Will be estimated.

)이 설정된 기준값(

)보다 큰 지(

)를 비교한다.(S32) 여기서 차량 상태가 불안정하다 함은 노면 조건에 의해 차량이 미끄러져 선회되는 것이 발생하는 경우이다.However, when the vehicle state is unstable despite the anti roll and anti yaw control of the CDC system 3, the ECU 20 of the ESP system 1 of the present invention measures the yaw rate measured by the yaw rate sensor 12. value(

) Is set to the reference value (

Greater than

(S32) Here, unstable vehicle condition means that the vehicle is slipped and swung due to road conditions.

)이 설정된 기준값(

)보다 클 경우(

) ESP 시스템(1)의 ECU(20)는 측정된 요우 레이트값(

)이 오버 스티어 기준값보다 큰 지를 판단한다.(S34)As a result of the determination in S32, the measured yaw rate value (

) Is set to the reference value (

Greater than)

The ECU 20 of the ESP system 1 measures the measured yaw rate value (

) Is determined to be greater than the oversteer reference value (S34).

)이 오버 스티어 기준값보다 클 경우 ESP 시스템(1)의 ECU(20)는 브레이크 구동부(24)를 작동시켜 조향 방향의 전륜 외측 브레이크를 구동하도록 제어한다.(S36) 이와 반대로 측정된 요우 레이트값(

)이 언더 스티어 기준값에 포함될 경우 ECU(20)는 브레이크 구동부(24)를 통해 조향 방향의 후륜 내측 브레이크를 구동하도록 제어한다.(S38)As a result of determination in S34, the measured yaw rate value (

Is greater than the oversteer reference value, the ECU 20 of the ESP system 1 controls the brake drive unit 24 to drive the front wheel outer brake in the steering direction. (S36) In contrast, the measured yaw rate value (

) Is included in the understeer reference value, the ECU 20 controls to drive the rear wheel inner brake in the steering direction through the brake driver 24 (S38).

)이 오버 스티어 기준값보다 작거나 동일하여 언더 스티어 기준값에 포함될 경우 ESP 시스템(1)의 ECU(20)는 더 이상 제어를 수행하지 않고 종료한다.On the other hand, as a result of the determination of S34, the measured yaw rate value (

) Is less than or equal to the oversteer reference value and included in the understeer reference value, the ECU 20 of the ESP system 1 ends without performing any further control.

In this way, after the control between the ESP system 1 and the CDC system 3 is finished, the ESP, CDC and AGCS integrated control apparatus according to the present invention performs control between the ESP system 1 and the AGCS system 4.

2B, the ECU 20 of the ESP system 1 according to the present invention may include steering angular velocities, yaw rates, and transverses of the plurality of sensors 11, 12, 13, and 14 measured by the sensing unit 10. The oversteer or understeer reference value together with the acceleration and vehicle speed signals are transmitted to the AGCS system 4 via the transmitter 22. (S40 to S42)

)을 구하거나 또는 횡가속도 센서(13)로부터 측정된 횡가속도 값(

)이 설정된 기준값(

)보다 큰 지(

)를 비교한다.(S44∼S46) The transmitter 42 of the AGCS system 4 transmits the sensor values sent from the ESP system 1 and the oversteer or understeer reference values to the control logic 44. The control logic 44 determines the lateral acceleration value from the signals of these sensors, in particular the steering angle sensor 11 and the vehicle speed sensor 14.

) Or the lateral acceleration value measured from the lateral acceleration sensor 13 (

) Is set to the reference value (

Greater than

(S44 to S46).

)이 기준값(

)보다 클 경우(

) AGCS 시스템(4)의 제어로직(44)은 요우 레이트값(

)가 오버 스티어 기준값에 해당하는지 판단한다.(S48) 반면에 S46의 비교 결과, 횡가속도 값(

)이 기준값(

)보다 작거나 동일할 경우(

) AGCS 시스템(4)의 제어로직(44)은 S46 단계를 반복 수행한다.The comparison result of S46 shows that the lateral acceleration value (

) Is the reference value (

Greater than)

The control logic 44 of the AGCS system 4 determines the yaw rate value (

(S48) On the other hand, as a result of the comparison of S46, the lateral acceleration value (

) Is the reference value (

Less than or equal to)

The control logic 44 of the AGCS system 4 repeats step S46.

)이 오버 스티어 기준값에 해당할 경우 AGCS 시스템(4)의 제어 로직(44)은 후륜의 제 1 및 제 2액츄에이터(46, 48) 중에서 조향 방향의 외측 액츄에이터의 스트로크를 제어한다.(S50)Judgment result of S48, yaw rate value (

) Corresponds to the oversteer reference value, the control logic 44 of the AGCS system 4 controls the stroke of the outer actuator in the steering direction among the first and second actuators 46 and 48 of the rear wheel (S50).

) 등의 응답 전송 데이터를 전송부(42)를 통해 ESP 시스템(1)에 보낸다.(S52)And the control logic 44 of the AGCS system 4 is in this AGCS state, that is, the stroke control of the actuator and the lateral acceleration value (

The response transmission data such as) is transmitted to the ESP system 1 through the transmission unit 42. (S52)

The ECU 20 of the ESP system 1 then estimates whether the AGCS system 4 is in the stroke control state of the rear actuator according to the response transmission data of the AGCS received by the AGCS system 4 via the transmission unit 22. do.

)이 설정된 기준값(

)보다 큰 지(

)를 비교한다. 그 비교 결과, 측정된 요우 레이트값(

)보다 클 경우(

) ESP 시스템(1)의 ECU(20)는 측정된 요우 레이트값(

)이 오버 스티어 기준값보다 큰 지를 판단한다.(S54)However, when the vehicle state is unstable despite the actuator stroke control of the AGCS system 3, the ECU 20 of the ESP system 1 of the present invention measures the yaw rate value measured by the yaw rate sensor 12.

) Is set to the reference value (

Greater than

). As a result of the comparison, the measured yaw rate value (

Greater than)

The ECU 20 of the ESP system 1 measures the measured yaw rate value (

) Is determined to be greater than the oversteer reference value (S54).

)이 오버 스티어 기준값보다 클 경우 ESP 시스템(1)의 ECU(20)는 브레이크 구동부(24)를 작동시켜 조향 방향의 전륜 외측 브레이크를 구동하도록 제어한다.(S56) 그 반대로 측정된 요우 레이트값(

)이 언더 스티어 기준값에 포함될 경우 ESP 시스템(1)의 ECU(20)는 브레이크 구동부(24)를 통해 조향 방향의 후륜 내측 브레이크를 구동하도록 제어한다.(S58)As a result of the determination in S54, the measured yaw rate value (

Is greater than the oversteer reference value, the ECU 20 of the ESP system 1 controls the brake drive unit 24 to drive the front wheel outer brake in the steering direction (S56) On the contrary, the measured yaw rate value (

) Is included in the understeer reference value, the ECU 20 of the ESP system 1 controls to drive the rear wheel inner brake in the steering direction through the brake driver 24 (S58).

3 is a waveform diagram showing a sequence of operating the ESP, CDC and AGCS system of the vehicle according to the present invention.

Referring to the waveform diagram of FIG. 3, the ESP, CDC and AGCS system integrated control apparatus of the present invention operates the damper damping force of the CDC system A when the yaw is greater than the reference value, and the AGCS system B when the lateral acceleration is increased. Steering stability is ensured by adjusting the rear actuator stroke. Despite the operation of the CDC system A and the AGCS system B, when the yaw rate increases, the brake drive unit of the ESP system C is operated to finally secure the vehicle.

As described above, the present invention includes a transmission unit that transmits system data to each other between these systems in a vehicle having an ESP, CDC, and AGCS system, and integrally controls all systems in the ECU of the ESP. In other words, the sensor signals detected by the ESP system are transmitted to the CDC system when the driver is steered to control the damping force of the four-wheel damper by the anti-roll or anti-yo control. If the vehicle is unstable even under the control of the CDC system, the brake drive is activated in the ESP system. In addition, the sensor signals detected by the ESP system are transmitted to the AGCS system to control the stroke of the rear actuator according to the lateral acceleration. At this time, if the vehicle condition is unstable even under the control of the AGCS system, the vehicle drive can be stabilized by operating the brake drive unit in the ESP system again.

On the other hand, the present invention is not limited to the above-described embodiment, various modifications are possible by those skilled in the art within the spirit and scope of the present invention described in the claims to be described later.

Claims (10)

In the device for the integrated control of the vehicle electric suspension program (ESP) system, continuous damping control (CDC) system, and active geometry control suspension (AGCS) system, The ESP system has a yaw rate sensor, a sensing unit measuring a plurality of sensor values in a vehicle, and a first transmission unit for data communication with the CDC or AGCS system, and the signal measured by the sensing unit through the first transmission unit. An ECU for controlling the brake driver in response to a signal sent from the CDC system or the AGCS system to the CDC system or the AGCS system, and in response to a signal sent from the CDC system or the AGCS system; The CDC system has a second transmission unit for data communication with the ESP system and obtains a roll rate value or a yaw rate value according to the signals of the sensors of the detection unit sent from the first transmission unit, and the four-wheel damper according to the obtained value. A control logic for controlling the damping force of the controller and controlling the damping force control data to be transmitted to the ESP system through the second transmission unit; The AGCS system has a third transmission unit for data communication with the ESP system and controls the stroke of the rear actuator according to the signals of the sensors of the detection unit sent from the first transmission unit and transmits the stroke control data to the third transmission unit. A control logic for controlling transmission to the ESP system via Vehicle ESP, CDC and AGCS integrated control unit. The method of claim 1, Sensors of the detection unit are steering angle sensor, yaw rate sensor, lateral acceleration sensor, vehicle speed sensor, brake detection sensor, throttle position detection sensor, characterized in that the vehicle integrated control device ESP, CDC and AGCS. The method of claim 2, The ECU of the ESP system transmits a steering angular velocity, an oversteer or understeer reference value according to the yaw rate, the lateral acceleration signal, a brake signal, a throttle position detection signal, and a vehicle speed signal among the sensors measured by the detector. ESP, CDC and AGCS integrated control apparatus for a vehicle, characterized in that the control to transmit to the CDC system through the unit. The method of claim 2, The ECU of the ESP system controls to transmit a steering angular velocity, an oversteer or understeer reference value according to the yaw rate, and a vehicle speed signal from the sensors measured by the detector to the AGCS system through the first transmitter. ESP, CDC and AGCS integrated control unit of the vehicle. The method of claim 1, The control logic of the CDC system controls the damping force of the four-wheel damper by the anti-roll control when the roll rate values measured by the steering angle sensor and the vehicle speed sensor of the sensing unit are greater than the reference value, and then the yaw rate measured by the yaw rate sensor. ESP, CDC and AGCS integrated control device for a vehicle, characterized in that for controlling the damping force of the four-wheel damper by the anti-yoke control when the value is less than or equal to the reference value. The method of claim 1, The control logic of the AGCS system controls the stroke of the rear actuator according to the oversteer of the vehicle when the lateral acceleration value obtained by the sensors signals of the sensing unit is larger than the reference value. Device. The method of claim 1, When the ECU of the ESP system controls the damping force of the first to fourth dampers with the anti-yo control when the yaw rate obtained by the sensors signals of the sensing unit is greater than the reference value in response to the signal sent from the CDC system, When the aroma occurs, the vehicle controls the front or rear brake drive unit according to the oversteer or understeer of the vehicle, and the yaw rate obtained by the signals of the sensors of the sensing unit is greater than the oversteer reference value in response to the signal sent from the AGCS system. ESP, CDC and AGCS integrated control apparatus for a vehicle, characterized in that it controls to drive the front wheel drive and to drive the rear wheel drive when the yaw rate is included in the understeer reference value. The method of claim 1, ESP, CDC and AGCS integrated control device of a vehicle, characterized in that the first to third transmission unit has a CAN (Controller Area Network) communication standard. In a method of integrally controlling an electric stability program (ESP) system, a continuous damping control (CDC) system, and an active geometry control suspension (AGCS) system in a vehicle suspension system, Measuring a sensor value through a sensor comprising a yaw rate sensor and a plurality of sensors in a vehicle in the ESP system; Transmitting, by the ESP system, a plurality of sensor values measured by the detector to the CDC system through a first transmitter; Controlling the damping force of the four-wheel damper according to the anti-roll control when the roll rate value is greater than the reference value by receiving the sensor values through the first transmitter in the CDC system; Obtaining a yaw rate value measured by the yaw rate sensor through the first transmission unit in the CDC system and controlling the damping force of the four-wheel damper according to the anti-yow control when the yaw rate value is larger than a reference value; Transmitting a CDC status response from the CDC system to the ESP system through a second transmitter; Controlling the front wheel or rear wheel brake to be driven when the yaw rate value measured by the yaw rate sensor is greater than a reference value in the ESP system; ESP, CDC and AGCS integrated control method of a vehicle comprising a. In a method of integrally controlling an electric stability program (ESP) system, a continuous damping control (CDC) system, and an active geometry control suspension (AGCS) system in a vehicle suspension system, Measuring a sensor value through a sensor comprising a yaw rate sensor and a plurality of sensors in a vehicle in the ESP system; Transmitting a plurality of sensor values measured by the detector in the ESP system to the AGCS system through a first transmitter; Controlling the stroke of the rear wheel actuator according to the oversteer state of the vehicle when the AGCS system receives the values of the sensors through the first transmission unit to obtain a lateral acceleration value and the lateral acceleration value is larger than a reference value; Transmitting an AGCS status response from the AGCS system to the ESP system through a third transmitter; Controlling the front wheel or rear wheel brake to be driven when the yaw rate value measured by the yaw rate sensor is greater than a reference value in the ESP system; ESP, CDC and AGCS integrated control method of a vehicle comprising a.

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