KR20160142519A

KR20160142519A - Apparatus for electronic stability control in a vehicle and control method thereof

Info

Publication number: KR20160142519A
Application number: KR1020150078358A
Authority: KR
Inventors: 서동일
Original assignee: 주식회사 만도
Priority date: 2015-06-03
Filing date: 2015-06-03
Publication date: 2016-12-13

Abstract

A vehicle posture control apparatus and a control method thereof are disclosed. A method of controlling a vehicle posture control apparatus according to an embodiment of the present invention is a method for controlling a vehicle posture control apparatus that provides a brake pressure to an inner wheel of a vehicle during acceleration of a vehicle in an accelerating pivot, Determining whether a yaw rate error between the estimated reference yaw rate using the model and the actual yaw rate detected through the yaw rate sensor is greater than a preset threshold value and determining whether the yaw rate error is greater than the preset threshold value, And the wheel slip of the turning inner wheel to provide brake pressure to the turning inner wheel.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle posture control apparatus,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle posture control apparatus and a control method thereof, and more particularly, to a vehicle posture control apparatus and a control method thereof that assist in accelerating or pivoting operation by adjusting a brake pressure when a vehicle accelerates.

BACKGROUND ART [0002] Generally, an electronic control brake system of a vehicle is provided for effectively preventing a slip phenomenon of a vehicle and thereby obtaining a strong and stable braking force. The brake system includes an anti-lock brake system (ABS) A Traction Control System (TCS) that prevents slippage of the drive wheels when the vehicle suddenly rises or suddenly accelerates, and a vehicle posture control device that improves the stability of the vehicle by controlling the brake fluid pressure by combining ABS and TCS Stability Control (ESC).

The vehicle posture control device basically controls the yaw behavior of the vehicle and controls the braking device and the engine in a dangerous driving situation reaching the contact limit of the tire at the time of turning of the vehicle so as to guide the driver to the desired trajectory to be.

Such a vehicle posture control apparatus performs torque vectoring by brake (hereinafter, referred to as TVBB) by means of a brake. The TVBB is an additional function of the ESC system which helps the driver to accelerate the turning operation by applying brake pressure to the turning inner driving wheels to maintain the vehicle turning trajectory desired by the driver when the vehicle shows a weak understeering tendency during acceleration turning.

Generally, the vehicle attitude control apparatus allows the TVBB operation when the delta yaw rate between the estimated yaw rate estimated from the vehicle reference yaw rate model and the actual yaw rate measured from the yaw rate sensor exceeds a preset threshold value do.

However, when the vehicle is accelerating, the yaw rate error may temporarily decrease in a certain section of the turning section, and the yaw rate error may deviate from a preset threshold value. As a result, the TVBB may malfunction.

Therefore, in order to prevent the malfunction of the TVBB temporarily, the lateral acceleration of the vehicle is detected, and the TVBB operation is allowed only when the detected lateral acceleration exceeds a predetermined level.

However, on the low-friction road, the vehicle lateral acceleration does not occur up to the TVBB operation level, so TVBB operates only on high friction roads, and if TVBB is allowed to operate on low friction roads, there is a risk of TVBB malfunction on high friction roads .

Korean Patent Publication No. 2013-0057841 (Published on March 03, 2013)

The present invention provides a vehicle posture control apparatus and a control method thereof that can reduce the risk of malfunction of the TVBB irrespective of the road surface state when the vehicle accelerates and accelerate, thereby stably supporting the acceleration swing operation of the vehicle.

According to an aspect of the present invention, there is provided a control method of a vehicle posture control apparatus for providing a brake pressure to an inner wheel of a vehicle during acceleration of an acceleration pivot of a vehicle, Determining whether a yaw rate error between a yaw rate detected by the yaw rate sensor and an actual yaw rate detected by the yaw rate sensor is greater than a predetermined threshold value and determining whether the yaw rate error is greater than the preset threshold value, A control method of a vehicle posture control apparatus that provides a brake pressure to the turning inner wheel based on the slip can be provided.

Also, the predetermined threshold value may be less than a threshold value for understeer compensation control.

In addition, the brake pressure may be provided to the turning inner wheel when the lateral acceleration is higher than a preset value.

If the lateral acceleration is less than a predetermined value, the wheel slip of the inner wheel is calculated. If the calculated wheel slip is higher than the wheel slip corresponding to the lateral acceleration, the brake pressure is applied to the inner wheel Brake pressure can be provided.

Further, as the lateral acceleration is lower than the predetermined value, the wheel slip value corresponding to the lateral acceleration may be preset to be higher.

According to another aspect of the present invention, there is provided a vehicle posture control apparatus for providing a brake pressure to a turning inner wheel during acceleration pivoting of a vehicle, comprising: a wheel speed sensor for detecting a wheel speed of each wheel; A steering angle sensor for detecting a steering angle of the vehicle; A yaw rate sensor for detecting a yaw rate of the vehicle; A lateral acceleration sensor for detecting a lateral acceleration of the vehicle; And a yaw rate error between the reference yaw rate estimated using the vehicle reference model and the actual yaw rate detected through the yaw rate sensor according to the detected wheel speed information and steering angle information during understeering in acceleration of the vehicle Determining whether or not the yaw rate error is greater than the predetermined threshold value; and if the yaw rate error is greater than the preset threshold value, determining a brake pressure on the turning inner wheel based on the lateral acceleration detected through the lateral acceleration sensor and the wheel slip of the turning inner wheel And an electronic control unit for providing the electronic control unit.

And a wheel slip map in which a lateral acceleration value and a wheel slip value are provided so as to correspond to each other as a boundary value for providing a brake pressure to the inside wheel of the vehicle, wherein the electronic control unit controls the lateral acceleration And the wheel slip of the turning inner wheel, the brake pressure may be applied to the turning inner wheel.

Further, the electronic control unit may provide the brake pressure to the turning inner wheel if the detected lateral acceleration is higher than a predetermined value, and to set the wheel slip of the turning inner wheel when the detected lateral acceleration is lower than the preset value And if the calculated wheel slip is higher than the wheel slip corresponding to the detected lateral acceleration, the brake pressure can be provided to the turning inner wheel.

According to the embodiment of the present invention, it is possible to appropriately allow the TVBB (Torque Vectoring by Brake) operation according to the lateral acceleration and the slip of the turning inner wheel in the understeer tendency during the vehicle acceleration pivoting so that the road surface state such as the low friction road surface and the high friction road surface It is possible to stably support the accelerating or turning operation of the vehicle without the risk of malfunction of the TVBB.

1 is a brake hydraulic pressure circuit diagram of a vehicle posture control apparatus according to an embodiment of the present invention.
2 is a control block diagram of a vehicle posture control apparatus according to an embodiment of the present invention.
3 is a view for explaining a case where a yaw rate error in a vehicle posture control apparatus according to an embodiment of the present invention is less than a TVBB threshold in a temporary section.
4 is a view for explaining a TVBB operation permission condition in a vehicle posture control apparatus according to an embodiment of the present invention.
5 is a view for explaining braking of a turning inner wheel during TVBB operation in a vehicle posture control apparatus according to an embodiment of the present invention.
6 is a control flowchart of a method for controlling a vehicle posture control apparatus according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The embodiments described below are provided by way of example so that those skilled in the art will be able to fully understand the spirit of the present invention. The present invention is not limited to the embodiments described below, but may be embodied in other forms. In order to clearly explain the present invention, parts not related to the description are omitted from the drawings, and the width, length, thickness, etc. of the components may be exaggerated for convenience. Like reference numerals designate like elements throughout the specification.

1 is a brake hydraulic circuit diagram of a vehicle posture control apparatus according to an embodiment of the present invention.

Referring to Fig. 1, the vehicle posture control apparatus includes a master cylinder MC that generates brake pressure by operation of the vacuum booster VB by the pressure of the brake pedal BP.

The master cylinder MC is connected to the master cylinder MC via a hydraulic line. The brake fluid is supplied from the master cylinder MC and the supplied brake fluid is supplied to the wheel cylinders Wfr, Wrl, Wfl and Wrr.

The vehicle posture control apparatus further includes hydraulic pumps HP1 and HP2 that pump the brake fluid of the reservoir LRS and supply the brake fluid to the wheel cylinders Wfr, Wrl, Wfl and Wrr, Pressure accumulators LPA1 and LPA2 for temporarily storing the brake fluid pumped by the master cylinder MC and a brake fluid supplied from the master cylinder MC to the wheel cylinders Wfr, Wrl, Wfl, and Wrr or returning them to the reservoir LRS And solenoid valves TC1, TC2, ESV1, ESV2, IN1-IN4, and OUT1-OUT4.

More specifically, the master cylinder MC has two chambers, and the wheel cylinders Wfr and Wrl provided in the first chamber of the master cylinder MC and the front wheel right wheel FR and the rear wheel left wheel RL, respectively, A normally open type traction control valve (TC1) is provided on the hydraulic line between the two. The normal open type traction control valve TC1 controls the brake fluid transmitted from the master cylinder MC to the wheel cylinders Wfr and Wrl of the respective wheels.

The normally open type traction control valve TC2 is provided on the hydraulic line between the second chamber of the master cylinder MC and the wheel cylinders Wfl and Wrr provided on the front left wheel FL and the rear right wheel RR . The normally open type traction control valve TC2 controls the brake fluid transmitted from the master cylinder MC to the wheel cylinders Wfl and Wrr of the wheels FL and RR.

Normally open type solenoid valves IN1 and IN2 are provided on the hydraulic lines between the normal open type traction control valve TC1 and the wheel cylinders Wfr and Wrl of the wheels FR and RL, Normally open type solenoid valves IN3 and IN4 are provided on hydraulic lines between the wheel cylinders W1 and TC2 and the wheel cylinders Wfl and Wrr of the wheels FL and RR.

Normally closed solenoid valves OUT1 and OUT2 are provided on the exit sides of the wheel cylinders Wfr and Wrl of the wheels FR and RL and the normally closed solenoid valves OUT1 and OUT2 are provided on the wheel cylinders Wfl and Wrr of the wheels FL and RR, On the outlet side, normally closed type solenoid valves OUT3 and OUT4 are provided.

A low pressure accumulator LPA1 for temporarily storing the brake fluid discharged from the wheel cylinders Wfr and Wrl of the wheels FR and RL is provided at the outlet side of the normally closed type solenoid valves OUT1 and OUT2, A low pressure accumulator LPA2 for temporarily storing the brake fluid discharged from the wheel cylinders Wfl and Wrr of the wheels FL and RR is provided at the outlet side of the valves OUT3 and OUT4.

Two hydraulic pumps HP1 and HP2 for pumping the brake fluid stored in the low pressure accumulators LPA1 and LPA2 and forcibly returning the brake fluid to the wheel cylinders Wfr, Wrl, Wfl and Wrr, and two hydraulic pumps HP1 and HP2 One motor M is provided.

On the other hand, normally closed type electromagnetic shuttle valves ESV1 and ESV2 are provided on the auxiliary hydraulic line between the suction side of the two hydraulic pumps HP1 and HP2 and the chambers of the master cylinder MC.

Thus, when the normally closed type electromagnetic shuttle valves ESV1 and ESV2 are opened, the auxiliary hydraulic line between the master cylinder MC and each of the hydraulic pumps HP1 and HP2 is opened and the normally closed type electromagnetic shuttle valves ESV1 and ESV2 Is closed, the auxiliary hydraulic line between the master cylinder (MC) and each of the hydraulic pumps HP1 and HP2 is closed.

Here, the normally open type valve (NO: Normally Open) valve opens the valve flow path before energization, closes the valve flow path when energized, and closes the valve flow path before the energization, Lt; / RTI >

The vehicle posture control apparatus according to the embodiment of the present invention controls the normal open solenoid valves IN1 to IN4 in response to an instruction from the electronic control unit 20 when the hydraulic braking force of the wheel cylinders Wfr, Wrl, Wfl, Wrl, Wfl, Wrr through the normally open solenoid valves IN1-IN4 by driving the hydraulic pumps HP1, HP2 so that the brake fluid of the reservoir LRS or the low-pressure accumulators LPA1, LPA2 is supplied to the wheel cylinders Wfr, To increase the pressure of the wheel cylinders Wfr, Wrl, Wfl, Wrr. At this time, the wheel cylinders Wfr, Wrl, Wfl, and Wrr are moved from the reservoir LRS through the hydraulic line connected between the reservoir LRS and the hydraulic pumps HP1 and HP2 without passing through the hydraulic line on the master cylinder MC side. It is possible to supply the pressure directly.

When the hydraulic braking force of the wheel cylinders Wfr, Wrl, Wfl and Wrr is reduced, the hydraulic pumps HP1 and HP2 are stopped and the normally closed solenoid valves OUT1 to OUT4 are opened in response to an instruction from the electronic control unit 20 The pressure in the wheel cylinders Wfr, Wrl, Wfl, Wrr is reduced by causing the brake fluid of the wheel cylinders Wfr, Wrl, Wfl, Wrr to be returned to the reservoir LRS through the normally closed solenoid valves OUT1-OUT4 . At this time, the brake fluid discharged from the wheel cylinders Wfr, Wrl, Wfl and Wrr may be temporarily stored in the low-pressure accumulators LPA1 and LPA2.

1, the normally open type traction control valves TC1 and TC2, the normally closed type electromagnetic shuttle valves ESV1 and ESV2, the normal open solenoid valves IN1 and IN4, the normally closed solenoid valves OUT1 and OUT4, , HP2) is operated by an electronic control unit (ECU) 20 that performs a control mode such as an ESC mode to increase, decrease or maintain the braking pressure of the wheel.

2 is a control block diagram of a vehicle posture control apparatus according to an embodiment of the present invention.

2, includes an electronic control unit 10 that performs overall control of the vehicle posture control apparatus.

The wheel speed sensor 20, the steering angle sensor 30, the yaw rate sensor 40 and the lateral acceleration sensor 50 are electrically connected to the input side of the electronic control unit 10. [

The hydraulic control unit 60 for controlling the brake pressure supplied to the wheel cylinders of the wheels is electrically connected to the output side of the electronic control unit 10.

The wheel speed sensor 20 is provided on the front wheel left and right wheels FL and FR and the rear wheel left and right wheels RL and RR, respectively, and detects each wheel speed. The wheel speed sensor 20 provides each detected wheel speed to the electronic control unit 10. [

The steering angle sensor 30 detects the degree of steering of the vehicle and transmits it to the electronic control unit 10. [ The steering angle sensor 30 is mounted at the lower end of the steering wheel and detects the steering angle, steering speed and steering direction of the steering wheel to steer the steering wheel and determine whether the steering wheel is steered by the driver when the vehicle is turned.

The yaw rate sensor 40 detects the yaw rate of the vehicle and transmits it to the electronic control unit 10. [ The yaw rate sensor 40 detects the yaw moment of the vehicle electronically while causing the internal fork of the internal vibration to change when the vehicle rotates about the vertical axis, i.e., about the Z axis direction. Here, the yaw moment is the force that the front and rear of the vehicle body move to the left or right or the inner, outer wheel when turning.

The lateral acceleration sensor 50 is a two-axis acceleration sensor that detects the lateral acceleration, which is the lateral acceleration of the vehicle during vehicle running, and transmits it to the electronic control unit 10.

The hydraulic pressure regulator 60 regulates the pressure by increasing or decreasing the hydraulic pressure acting on the wheel cylinders Wfr, Wrl, Wfl, Wrr from the master cylinder MC in accordance with the control signal of the electronic control unit 10. [ The hydraulic pressure regulator 60 includes a normally open type traction control valve TC1 and TC2, a normally closed type electromagnetic shuttle valve ESV1 and ESV2, a normally open solenoid valve IN1 to IN4, a normally closed solenoid valve OUT1 to OUT4, And a motor M for operating the hydraulic pumps HP1 and HP2.

The electronic control unit 10 calculates a reference yaw rate which is the yaw rate desired by the driver from the vehicle model based on the respective wheel speed information detected through each wheel speed sensor 20 and the steering angle information detected through the steering angle sensor 30 . Estimation of the reference yaw rate follows a known technique, and this is specifically disclosed in Korean Patent Publication No. 2008-0012464.

The electronic control unit 10 judges that the vehicle tends to understeer if the reference yaw rate is greater than the actual yaw rate. Conversely, if the reference yaw rate is smaller than the actual yaw rate, it is determined that the vehicle tends to oversteer.

The electronic control unit 10 compares the estimated reference yaw rate with the actual yaw rate detected through the yaw rate sensor 40 to calculate the yaw rate error.

The electronic control unit 10 performs understeer compensation control for braking the turning inner wheel to reduce excessive understeer when the yaw rate error becomes less than the understeer threshold value.

When the yaw rate error satisfies the TVBB yaw rate error condition that the yaw rate error is less than the TVBB threshold value, the electronic control unit 10 judges whether the TVBB control is allowed or not according to the lateral acceleration and the wheel slip of the turning inner wheel and starts the TVBB control according to the determination result . At this time, the absolute value of the TVBB threshold value is smaller than the absolute value of the understeer threshold value.

As described above, when there is a weak understeer tendency during the acceleration pivot of the vehicle, there may be a temporary decrease in delta yaw in the temporary section, and in such a case, the yaw rate error temporarily becomes less than the threshold value of TVBB (See FIG. 3).

Therefore, in order to prevent the TVBB malfunction in the temporary section, the TVBB operation is permitted only when the lateral acceleration exceeds a certain level by referring to the lateral acceleration measurement value of the vehicle.

However, on the low friction surface, the vehicle lateral acceleration does not occur up to the TVBB operation level, so the TVBB operates only on the high friction road surface, and if the TVBB is allowed to operate on the low friction road surface, there is a risk of malfunction on the high friction road surface.

In order to prevent this, the vehicle posture control apparatus according to an embodiment of the present invention appropriately permits the TVBB operation according to the lateral acceleration at the time of a weak understeer tendency and the wheel slip of the turning inner wheel during vehicle acceleration pivoting, It is possible to stably support the acceleration swing operation of the vehicle without the risk of malfunction of the TVBB.

That is, the electronic control unit 10 refers to the map of the slip and lateral acceleration of the control wheel as well as the understeering condition due to the yaw rate error at the time of TVBB control entry decision.

Under high-mu (high-mu) conditions, the vehicle has a high lateral acceleration, which causes an understeer tendency. At this time, the wheel slip rate (positive slip) is not relatively large.

However, under low-mu (low friction) conditions, the lateral acceleration which causes the vehicle to understeer tendency is low. At this time, the wheel slip ratio is larger than the high friction road surface condition.

That is, the understeer tendency tends to precede the wheel slip of the turning inner wheel in the high friction road surface condition, and the wheel slip of the turning inner wheel tends to precede the understeer tendency in the low friction road surface condition. By using this, the control wheel slip rate which can enter the control according to the lateral acceleration is set to prevent the sensitive operation on the high friction road surface.

4 is a view for explaining a TVBB operation permission condition in a vehicle posture control apparatus according to an embodiment of the present invention.

The control wheel slip, which can be controlled according to the lateral acceleration, can be set as shown in Fig.

If the lateral acceleration is greater than x3 [g], the wheel slip map may be 0 [%] for x4 up to x4 with lateral acceleration greater than x3 [g] And the wheel slip value is higher as the lateral acceleration value is lowered to x1.

For example, if the lateral acceleration is x3 and x4, even if the wheel slip is 0 [%], the TVBB control is allowed if the yaw rate error condition is satisfied. If TVBB yaw rate error condition is satisfied and lateral acceleration is x2, TVBB control is allowed only when wheel slip is greater than y1, and when x1 is greater than y1, y2 or more.

Thus, if the lateral acceleration is equal to or greater than the predetermined value x3 [g], TVBB control entry is possible if the TVBB yaw rate error condition is satisfied even if the wheel slip does not occur.

However, when the lateral acceleration is less than x3 [g], the wheel slip occurs more than the wheel slip amount defined in the TVBB control allowable wheel slip map, and the TVBB yaw rate error condition must be satisfied before the TVBB control entry is permitted. For example, if the lateral acceleration is x2 and the wheel slip is equal to or greater than y1 and the TVBB yaw rate error condition is satisfied, it is determined that TVBB control entry is possible.

When TVBB control entry is permitted, torque vectoring control is performed by applying a braking force to the turning inner wheel (e.g., the turning inner rear wheel) by performing the TVBB operation (see FIG. 5). Accordingly, the vehicle can continue the acceleration swing operation of the vehicle stably without any risk of malfunction of the TVBB regardless of the road surface state such as the low friction road surface and the high friction road surface.

6 is a control flowchart of a method for controlling a vehicle posture control apparatus according to an embodiment of the present invention.

6, the electronic control unit 10 detects (100) each wheel speed information through the wheel speed sensor 20 when the vehicle starts running, and detects the steering angle information through the steering angle sensor 30 (102).

After detecting the wheel speed information and the steering angle information, the electronic control unit 10 determines (104) whether the vehicle is accelerating in the operation mode 104 based on the detected wheel speed information and the steering angle information.

If it is determined in the operation mode 104 that the vehicle is not accelerating, the routine moves to a preset routine.

On the other hand, if it is determined in the operation mode 104 that the vehicle is accelerating, the electronic control unit 10 calculates the reference yaw rate, which is the yaw rate desired by the driver, based on the detected wheel speed information and the steering angle information (106), and the yaw rate sensor (40).

In the operating mode 110, the electronic control unit 10 compares the reference yaw rate with the actual yaw rate to determine whether the reference yaw rate exceeds the actual yaw rate (110).

If the reference yaw rate does not exceed the actual yaw rate as a result of the determination in the operation mode 110, the routine moves to a preset routine.

On the other hand, if it is determined in operation mode 110 that the reference yaw rate exceeds the actual yaw rate, the electronic control unit 10 calculates a yaw rate error (112) minus the actual yaw rate at the reference yaw rate.

After calculating the yaw rate error, the electronic control unit 10 determines (114) whether the yaw rate error in the operating mode 114 meets the TVBB yaw rate error condition out of the TVBB threshold.

If the yaw rate error exceeds the TVBB threshold and the TVBB yaw rate error condition is satisfied as a result of the determination in the operation mode 114, the electronic control unit 10 detects the lateral acceleration through the lateral acceleration sensor 50 (116).

In the operation mode 118, the electronic control unit 10 compares the detected lateral acceleration Ad with a predetermined value Aref to determine whether the detected lateral acceleration Ad is equal to or greater than a predetermined value Aref (118) .

If the detected lateral acceleration Ad is equal to or greater than the predetermined value Aref as a result of the determination in the operation mode 118, the electronic control unit 10 allows the TVBB control in the operation mode 120 (120). Thus, the TVBB control is started.

On the other hand, if the detected lateral acceleration Ad is less than the predetermined value Aref as a result of the determination in the operation mode 118, the electronic control unit 10 calculates 122 the wheel slip of the turning inner wheel in the operation mode 122.

After calculating the wheel slip of the turning inner wheel, the electronic control unit 10 calculates the wheel slip Sc and the wheel slip Smap corresponding to the lateral acceleration value detected in the operation mode 116 on the TVBB control allowable slip ratio map, And determines whether the calculated wheel slip Sc is equal to or greater than a wheel slip Smap corresponding to the lateral acceleration value.

If the calculated wheel slip Sc is equal to or greater than the wheel slip (Smap) corresponding to the lateral acceleration value, the operation mode 120 is shifted to allow the TVBB control (120).

On the other hand, if the calculated wheel slip Sc is less than the wheel slip (Smap) corresponding to the lateral acceleration value as a result of the determination in the operation mode 124, the TVBB control is prohibited without being permitted 126.

10: Electronic control unit 20: Wheel speed sensor
30: steering angle sensor 40: yaw rate sensor
50: lateral acceleration sensor 60: hydraulic pressure regulator

Claims

A control method of a vehicle attitude control apparatus for providing a brake pressure to an inner wheel of a turning wheel during acceleration of a vehicle,
Determining whether a yaw rate error between a reference yaw rate estimated using the vehicle reference model during understeering and an actual yaw rate detected through the yaw rate sensor is greater than a preset threshold value,
And providing the brake pressure to the turning inner wheel based on the lateral acceleration of the vehicle and the wheel slip of the turning inner wheel when the yaw rate error is greater than the preset threshold value.

The method according to claim 1,
Wherein the predetermined threshold value is smaller than a threshold value for understeer compensation control.

The method according to claim 1,
Wherein the providing of the brake pressure provides a brake pressure to the turning inner wheel when the lateral acceleration is higher than a preset value.

The method according to claim 1,
Wherein the brake pressure providing means calculates the wheel slip of the turning inner wheel when the lateral acceleration is lower than a predetermined value and if the calculated wheel slip is higher than the wheel slip corresponding to the lateral acceleration, And a control unit for controlling the vehicle attitude.

5. The method of claim 4,
And the wheel slip value corresponding to the lateral acceleration is higher as the lateral acceleration is lower than the preset value.

1. A vehicle posture control apparatus for providing a brake pressure to an inner wheel of a vehicle during acceleration of a vehicle,
A wheel speed sensor for detecting a wheel speed of each wheel;
A steering angle sensor for detecting a steering angle of the vehicle;
A yaw rate sensor for detecting a yaw rate of the vehicle;
A lateral acceleration sensor for detecting a lateral acceleration of the vehicle; And
A yaw rate error between the reference yaw rate estimated using the vehicle reference model and the actual yaw rate detected through the yaw rate sensor according to the detected wheel speed information and the steering angle information at the time of understeering in acceleration of the vehicle And if the yaw rate error is greater than the preset threshold value, the brake pressure is applied to the turning inner wheel based on the lateral acceleration detected by the lateral acceleration sensor and the wheel slip of the turning inner wheel And an electronic control unit for controlling the vehicle.

The method according to claim 6,
And a wheel slip map stored so that the lateral acceleration value and the wheel slip value as boundary values for providing the brake pressure to the turning inner wheel correspond to each other,
Wherein the electronic control unit uses the wheel slip map to provide the brake pressure to the turning inner wheel based on the lateral acceleration and the wheel slip of the inner wheel.

8. The method of claim 7,
Wherein the electronic control unit provides the brake pressure to the turning inner wheel when the detected lateral acceleration is higher than a predetermined value and calculates the wheel slip of the turning inner wheel when the detected lateral acceleration is lower than the preset value And provides the brake pressure to the turning inner wheel if the calculated wheel slip is higher than the wheel slip corresponding to the detected lateral acceleration.