KR101509600B1 - Motor Type Actuator Active Damping System - Google Patents

Motor Type Actuator Active Damping System Download PDF

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Publication number
KR101509600B1
KR101509600B1 KR20140011254A KR20140011254A KR101509600B1 KR 101509600 B1 KR101509600 B1 KR 101509600B1 KR 20140011254 A KR20140011254 A KR 20140011254A KR 20140011254 A KR20140011254 A KR 20140011254A KR 101509600 B1 KR101509600 B1 KR 101509600B1
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KR
South Korea
Prior art keywords
control mode
vehicle body
sensor
damping force
electric motor
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KR20140011254A
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Korean (ko)
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이경수
신동훈
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서울대학교산학협력단
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    • 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
    • B60G17/015—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 the regulating means comprising electric or electronic elements
    • 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
    • B60G17/015—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 the regulating means comprising electric or electronic elements
    • B60G17/0152—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 the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0157—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 the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit non-fluid unit, e.g. electric motor
    • 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
    • B60G17/015—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 the regulating means comprising electric or electronic elements
    • B60G17/016—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 the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • 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
    • B60G17/015—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 the regulating means comprising electric or electronic elements
    • B60G17/018—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 the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • 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
    • B60G17/015—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 the regulating means comprising electric or electronic elements
    • B60G17/019—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 the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • 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
    • B60G17/015—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 the regulating means comprising electric or electronic elements
    • B60G17/019—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 the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B60G17/01908—Acceleration or inclination sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • F16H25/20—Screw mechanisms
    • F16H25/22—Screw mechanisms with balls, rollers, or similar members between the co-operating parts; Elements essential to the use of such members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0511—Roll angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • B60G2500/201—Air spring system type

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The present invention comprises: a steering wheel angle sensor (100) to measure a steering wheel angle of a vehicle; a yaw change amount sensor (200) to measure a yaw rate of a vehicle body; a lateral acceleration sensor (300) to measure a lateral acceleration of the vehicle body; a vertical acceleration sensor (400) to measure a vertical acceleration of the vehicle body; a roll angle sensor (500) to measure a roll angle of the vehicle body; a control mode determination unit (600) to determine a control mode by receiving a signal sensed in the steering wheel angle sensor (100), the yaw change amount sensor (200), the lateral gravity sensor (300), and the vertical acceleration sensor (400); a control signal generation unit (700) to generate a control signal in accordance to the control mode determined in the control mode determination unit (600); an electric motor (800) operated in accordance to the control signal of the control signal generation unit (700), and mounted on the vehicle body; and a ball screw (900) of which one side is rotated interworking the axis of rotation of the electric motor (800), of which the other side is coupled to a vehicle axis of a vehicle, thereby changing a distance between the vehicle body and the vehicle axis in accordance to the rotation of the electric motor (800).

Description

전동식 액츄에이터 능동댐퍼 시스템{Motor Type Actuator Active Damping System}[0001] The present invention relates to an active damper system,

본 발명은 전동모터(800)가 구비된 자동차의 능동댐퍼 시스템에 관한 것으로서, 주행상황에 맞추어 각기 다른 방식으로 댐퍼가 작동하여 주행시 도로와 바퀴의 안전한 접촉을 유지하고 제동력과 핸들 조향력 및 승차감을 향상시키는 것을 특징으로 한다.
The present invention relates to an active damper system for an automobile having an electric motor (800). The damper operates in different ways according to the driving situation, thereby maintaining a safe contact between the road and the wheel during driving and improving the braking force, steering wheel steering and ride comfort .

본 발명은 차량의 주행 모드별로 달리 제어되는 전동식 액츄에이터 능동댐퍼 시스템에 관한 것으로서, 더욱 상세하게는 차체 거동에 큰 변화가 없는 일반적인 도로주행 상황에서는 댐퍼가 수동모드로 작동이 되고 차체 거동에 큰 변화가 나타나게 되는 경우에는 능동댐퍼 모드로 작동이 되어 운전자가 더욱 안전하고 편안한 승차감으로 운전을 할 수 있게 해주는 기술에 관한 것이다.More particularly, the present invention relates to an active damper system for an electric actuator that is controlled by a driving mode of a vehicle. More specifically, in a general road driving situation in which there is no significant change in body behavior, the damper is operated in a manual mode, And when activated, the vehicle is operated in the active damper mode to enable the driver to drive with a safer and more comfortable ride.

1900년대 초부터 서스펜션 기술은 급진적으로 발전을 시작해서 1960년대 맥퍼슨이 발전시킨 맥퍼슨 스트럿 등을 거쳐 1980년대 Lotus사의 콜린 채프만에 의해 그랑프리카의 공기 역학적으로 생기는 핸들링의 결함을 줄이기 위한 방법으로 능동댐퍼가 개발되었다. Since the early 1900s, suspension technology has started to develop radically, through the McPherson strut developed by McPherson in the 1960s, and by Choline Chapman of Lotus in the 1980s as an approach to reduce the aerodynamic handling deficiencies of the Grand Prix car. Developed.

능동형 댐퍼 제어 시스템은 차량이 주행할 때 차체의 상하운동 및 선회 시의 롤(Roll)을 최소로 하면서 타이어와 노면 사이의 접지력을 유지하도록 하고, 완충작용을 제공하여 타이어가 도로의 요철과 만났을 때의 상하운동 때문에 발생하는 도로의 충격이 차량 내의 승객에게 미치는 영향을 최소화하는 시스템이다.The active damper control system maintains the grounding force between the tire and the road surface while minimizing rolls during up and down movement and turning of the vehicle when the vehicle is running and provides buffering action so that when the tire meets the unevenness of the road The effect of the road impact caused by the up and down movement of the vehicle on the passengers in the vehicle is minimized.

기존의 능동형 댐퍼 제어 시스템은 차체 거동의 변화가 거의 없는 일반적인 직진 도로 주행 상황일 때에도 작동되게 설계되어 있다. 이는 수동형 댐퍼로 충분히 차체의 안정성을 유지할 수 있는 상황임에도 불구하고 전동식 액츄에이터를 항상 사용함으로써 많은 전력을 소모하게 되고 발열도 많아지게 된다. The existing active damper control system is designed to operate even in the case of normal straight road driving with little change in body behavior. This is because the passive damper can sufficiently maintain the stability of the vehicle body. However, by using the electric actuator always, the electric power is consumed and the heat generation is increased.

이에 본 발명은 운전자로 하여금 어떠한 상황에서도 안전하고 편안하게 운전하게 할 수 있는 능동형 댐퍼 제어 시스템을 제시할 뿐만 아니라 차량의 주행 모드별로 서스펜션을 달리 제어함으로써 그 동안 전동형 엑츄에이터 방식 서스펜션의 문제점으로 지적되었던 전력 소모량을 획기적으로 줄일 수 있도록 하였다.
Accordingly, the present invention proposes an active damper control system capable of allowing a driver to operate safely and comfortably in any situation, as well as providing a suspension control system for a vehicle suspension control system, Power consumption can be drastically reduced.

상기한 문제점을 인식하여 개발된 본 발명은 차량의 주행 모드에 따라 각기 달리 제어되는 능동형 댐퍼 제어 시스템을 제공하여 전력 소모를 최소화함과 동시에 불필요한 발열을 방지하여 제품의 수명을 연장하고, 운전자에게는 최적의 승차감과 안정감을 제시함을 그 목적으로 한다.
The present invention, which has been developed in recognition of the above problems, provides an active damper control system that is controlled differently according to a driving mode of a vehicle, thereby minimizing power consumption and preventing unnecessary heat generation to prolong the life of the product, The purpose of this study is to present the ride comfort and the sense of stability.

상기한 목적을 달성하기 위하여 창작된 본 발명의 기술적 구성은 다음과 같다.Technical features of the present invention are as follows.

본 발명은 차량의 스티어링휠각도(Steering Wheel Angle)를 측정하는 스티어링휠각도센서(100); 차량 차체의 요레이트(Yaw Rate)을 측정하는 요변화량센서(200); 차량 차체의 횡방향 가속도를 측정하는 횡가속도센서(300); 차량 차체의 수직 가속도를 측정하는 수직가속도센서(400); 차량 차체의 롤각(roll angle)을 측정하는 롤각센서(500); 상기 스티어링휠각도센서(100), 상기 요변화량센서(200), 상기 횡가속도센서(300), 및 상기 수직가속도센서(400)에서 감지되는 신호를 전달받아 제어모드를 결정하는 제어모드결정부(600); 상기 제어모드결정부(600)에서 결정된 제어모드에 따라 제어신호를 발생시키는 제어신호생성부(700); 상기 제어신호생성부(700)의 제어신호에 따라 작동되며 차량의 차체에 장착되는 전동모터(800); 일측이 상기 전동모터(800)의 회전축에 연동되어 회전하며, 타측이 차량의 차축에 결합되어 상기 전동모터(800)의 회전에 따라 차체와 차축 사이의 거리를 가변시키는 볼스크류(900);를 포함하여 구성되는 것을 특징으로 한다.
The present invention relates to a steering wheel angle sensor (100) for measuring a steering wheel angle of a vehicle; A yaw change sensor 200 for measuring a yaw rate of the vehicle body; A lateral acceleration sensor (300) for measuring a lateral acceleration of the vehicle body; A vertical acceleration sensor 400 for measuring the vertical acceleration of the vehicle body; A roll angle sensor 500 for measuring a roll angle of the vehicle body; And a control mode determiner for determining a control mode by receiving signals sensed by the steering wheel angle sensor 100, the yaw change sensor 200, the lateral acceleration sensor 300, and the vertical acceleration sensor 400, 600); A control signal generator 700 for generating a control signal according to the control mode determined by the control mode determiner 600; An electric motor 800 operated according to a control signal of the control signal generator 700 and mounted on a vehicle body; A ball screw 900 which is rotated on one side of the rotation shaft of the electric motor 800 and the other side of which is coupled to the axle of the vehicle to vary the distance between the vehicle body and the axle according to the rotation of the electric motor 800 And the like.

본 발명의 구성에 따르면 다음과 같은 기술적 효과가 있다.According to the configuration of the present invention, there are the following technical effects.

첫째, 차량의 주행 모드에 따라 능동형 댐퍼 제어 시스템을 각각 달리 제어하여 최적의 승차감과 안정감을 제공할 수 있다.First, according to the traveling mode of the vehicle, the active damper control system can be controlled in different ways to provide optimum riding comfort and stability.

다시 말하면, 제어모드결정부(600)는 스티어링휠각도센서(100), 요변화량센서(200), 횡가속도센서(300), 및 수직가속도센서(400)에서 감지되는 신호를 전달받아 롤제어모드, 차체가속도제어모드, 및 수동제어모드 가운데 어느 하나를 결정하여 최적의 승차감과 안정감을 제공하게 된다.In other words, the control mode determining unit 600 receives the signals sensed by the steering wheel angle sensor 100, the yaw change sensor 200, the lateral acceleration sensor 300, and the vertical acceleration sensor 400, , The vehicle acceleration control mode, and the manual control mode, thereby providing an optimal ride comfort and stability.

둘째, 능동형 댐퍼의 작동에 소비되는 전력을 최소화할 수 있다.Second, the power consumed by the operation of the active damper can be minimized.

다시 말하면, 제어모드결정부(600)가 수동제어모드로 결정하면 제어신호생성부(700)는 전동모터(800)로 공급되는 전원을 차단하는 제어신호를 발생시켜 전동모터(800)의 작동(회전)을 정지시킨다. 이러한 경우에는 제어신호생성부(700)에 포함된 댐핑력계산부(710), 모터토크변환기(720) 및 모터전류제어기(730)가 작동되지 않고 정지된 전동모터(800)의 반력(motor reactive force)을 댐핑력(damping force)으로 이용하게 됨으로써 불필요한 전력 소모를 최소화할 수 있다.In other words, when the control mode determining unit 600 determines the manual control mode, the control signal generating unit 700 generates a control signal for shutting off the power supplied to the electric motor 800 so that the operation of the electric motor 800 Rotation). In this case, the damping force calculator 710, the motor torque converter 720, and the motor current controller 730 included in the control signal generator 700 are not operated and the motor reactive force is used as a damping force, unnecessary power consumption can be minimized.

셋째, 시스템에서 발생되는 열을 최소화하여 제품의 내구성을 향상시킬 수 있다.Third, the durability of the product can be improved by minimizing the heat generated by the system.

다시 말하면, 수동제어모드의 경우 정지된 전동모터(800)의 반력(motor reactive force)을 댐핑력(damping force)으로 이용하게 됨으로써 불필요한 전력 소모를 최소화함과 동시에 시스템에서 발생되는 열을 최소화하여 제품의 내구성을 높일 수 있다.
In other words, in the manual control mode, since the motor reactive force of the stopped electric motor 800 is used as a damping force, unnecessary power consumption is minimized and the heat generated in the system is minimized, It is possible to increase the durability.

도1은 본 발명의 전체 구성요소를 도시하는 블록도이다.
도2는 본 발명인 전동식 액츄에이터 능동댐퍼(전동모터 및 볼스크류)가 장착된 능동현가시스템을 도시하는 개념도이다.Figure 1 is a block diagram illustrating the overall components of the present invention.
2 is a conceptual diagram showing an active suspension system equipped with an electric actuator active damper (electric motor and ball screw) of the present invention.

이하에서는 본 발명의 구체적 실시예를 첨부도면을 참조하여 보다 상세히 설명한다.DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to the preferred embodiments of the present invention, examples of which are illustrated in the accompanying drawings.

도1은 본 발명의 전체 구성요소를 도시하는 블록도이고, 도2는 본 발명인 전동식 액츄에이터 능동댐퍼(전동모터 및 볼스크류)가 장착된 능동현가시스템을 도시하는 개념도이다. Fig. 1 is a block diagram showing all the components of the present invention. Fig. 2 is a conceptual diagram showing an active suspension system equipped with an electric actuator active damper (electric motor and ball screw) according to the present invention.

도2에서 Fd는 댐핑력(damping force), τm은 모터토크(motor torque), mr은 전동모터(800)에 의하여 구동되는 댐퍼의 질량(motorized damper mass), fr은 전동모터(800)의 작동시 발생되는 댐퍼의 마찰력(motorized damper friction), ks는 스프링 스티프니스(spring stiffness), kt는 타이어 스티프니스(tire stiffness), ms는 차체 질량(sprung mass), mu는 차축 질량(unsprung mass)을 의미한다. In Fig. 2, Fd denotes a damping force, τm denotes a motor torque, mr denotes a mass of a damper driven by the electric motor 800, fr denotes an operation of the electric motor 800 , Ks is the spring stiffness, kt is the tire stiffness, ms is the sprung mass, and mu is the unsprung mass. .

스티어링휠각도센서(100)는 차량의 스티어링휠에 장착되어 스티어링휠각도(Steering Wheel Angle)를 측정하는 역할을 한다. The steering wheel angle sensor 100 is mounted on a steering wheel of the vehicle and serves to measure a steering wheel angle.

요변화량센서(200)는 차량의 차체에 장착되어 차량 차체의 요레이트(Yaw Rate, rad/sec))을 측정하는 역할을 한다.The yaw change sensor 200 is mounted on a vehicle body to measure yaw rate (rad / sec) of the vehicle body.

횡가속도센서(300)는 차량의 차체에 장착되어 차량 차체의 횡방향 가속도를 측정하는 역할을 한다.The lateral acceleration sensor 300 is mounted on a vehicle body and serves to measure the lateral acceleration of the vehicle body.

수직가속도센서(400)는 차량의 차체에 장착되어 차량 차체의 수직 가속도를 측정하는 역할을 한다.The vertical acceleration sensor 400 is mounted on the vehicle body to measure the vertical acceleration of the vehicle body.

롤각센서(500)는 차량의 차체에 장착되어 차량 차체의 롤각(roll angle)을 측정하는 역할을 한다.The roll angle sensor 500 is mounted on the vehicle body to measure the roll angle of the vehicle body.

제어모드결정부(600)는 스티어링휠각도센서(100), 요변화량센서(200), 횡가속도센서(300), 및 수직가속도센서(400)에서 감지되는 신호를 전달받아 제어모드를 결정하는 역할을 하며, 장착 위치는 특별한 제한이 없다.The control mode determining unit 600 receives a signal sensed by the steering wheel angle sensor 100, the yawing variation sensor 200, the lateral acceleration sensor 300, and the vertical acceleration sensor 400 to determine a control mode And the mounting position is not particularly limited.

제어신호생성부(700)는 제어모드결정부(600)에서 결정된 제어모드에 따라 각기 다른 제어신호를 발생시키는 역할을 한다.The control signal generation unit 700 generates different control signals according to the control mode determined by the control mode determination unit 600. [

전동모터(800)는 차량의 차체에 장착되며, 볼스크류(900)와 함께 전동식 액츄에이터 능동댐퍼의 몸체를 구성하며, 제어신호생성부(700)의 제어신호에 따라 작동(회전)된다.The electric motor 800 is mounted on the vehicle body of the vehicle and constitutes the body of the active damper of the electric actuator together with the ball screw 900 and is operated (rotated) in accordance with the control signal of the control signal generator 700.

볼스크류(900)는 일측이 전동모터(800)의 회전축에 연동되어 회전하며, 타측이 차량의 차축에 결합된다. 이러한 볼스크류(900)는 전동모터(800)와 함께 전동식 액츄에이터 능동댐퍼의 몸체를 구성하는데, 전동댐퍼()의 회전에 따라 전동식 액츄에이터 능동댐퍼의 전체 길이가 늘어나거나 줄어들면서 차체와 차축 사이의 거리를 가변시키는 역할을 한다. One side of the ball screw 900 rotates in conjunction with the rotation axis of the electric motor 800 and the other side thereof is coupled to the axle of the vehicle. The ball screw 900 together with the electric motor 800 constitutes the body of the active damper of the electric actuator. When the total length of the active damper of the electric actuator is increased or decreased according to the rotation of the electric damper, the distance between the vehicle body and the axle .

제어모드결정부(600)의 구체적 기능은 다음과 같다.The concrete function of the control mode determining unit 600 is as follows.

제어모드결정부(600)는 스티어링휠각도센서(100), 요변화량센서(200), 횡가속도센서(300), 및 수직가속도센서(400)에서 감지되는 신호를 전달받아 롤제어모드, 차체가속도제어모드, 및 수동제어모드 가운데 어느 하나를 결정하게 된다. The control mode determining unit 600 receives the signals sensed by the steering wheel angle sensor 100, the yawing variation sensor 200, the lateral acceleration sensor 300 and the vertical acceleration sensor 400 and outputs a roll control mode, The control mode, and the manual control mode.

차체가속도제어모드는 수직가속도센서(400)에서 측정되는 수직 가속도(z")가 미리 정해진 기준치보다 큰 경우이다.,The vehicle acceleration control mode is a case where the vertical acceleration z "measured by the vertical acceleration sensor 400 is larger than a predetermined reference value.

롤제어모드는 스티어링휠각도센서(100)에서 측정되는 스티어링휠각도(δ)가 미리 정해진 기준치보다 크고, 횡가속도센서(300)에서 측정되는 횡방향 가속도(ay)가 미리 정해진 기준치보다 크고, 요변화량센서(200)에서 측정되는 요레이트(γ)가 미리 정해진 기준치보다 큰 경우이다.The roll control mode is set such that the steering wheel angle delta measured by the steering wheel angle sensor 100 is larger than a predetermined reference value and the lateral acceleration ay measured by the lateral acceleration sensor 300 is larger than a predetermined reference value, And the yaw rate [gamma] measured by the change amount sensor 200 is larger than a predetermined reference value.

수동제어모드는 롤제어모드와 차체가속도제어모드에 속하지 않는 모든 경우이다.The manual control modes are all cases not belonging to the roll control mode and the body acceleration control mode.

제어신호생성부(700)에는 댐핑력계산부(710), 모터토크변환기(720) 및 모터전류제어기(730)가 포함되며, 제어모드결정부(600)에서 결정된 제어모드에 따라 각기 다른 제어신호를 발생시키는데, 구체적 내용은 다음과 같다.The control signal generator 700 includes a damping force calculator 710, a motor torque converter 720 and a motor current controller 730. The control signal generator 700 includes a damping force calculator 710, a motor torque converter 720, , And the concrete contents are as follows.

제어모드결정부(600)가 수동제어모드로 결정하면 제어신호생성부(700)는 전동모터(800)로 공급되는 전원을 차단하는 제어신호를 발생시켜 전동모터(800)의 작동(회전)을 정지시킨다. 이러한 경우에는 제어신호생성부(700)에 포함된 댐핑력계산부(710), 모터토크변환기(720) 및 모터전류제어기(730)가 작동되지 않고 정지된 전동모터(800)의 반력(motor reactive force)을 댐핑력(damping force)으로 이용하게 된다.The control signal generating unit 700 generates a control signal for shutting off the power supplied to the electric motor 800 so that the operation (rotation) of the electric motor 800 is stopped Stop. In this case, the damping force calculator 710, the motor torque converter 720, and the motor current controller 730 included in the control signal generator 700 are not operated and the motor reactive force is used as a damping force.

제어모드결정부(600)가 차체가속도제어모드 또는 롤제어모드로 결정하면 댐핑력계산부(710)가 각각의 제어모드에 해당하는 댐핑력(damping force)을 계산한다.When the control mode determining unit 600 determines the vehicle acceleration control mode or the roll control mode, the damping force calculating unit 710 calculates a damping force corresponding to each control mode.

즉, 차체가속도제어모드 또는 롤제어모드인 경우 That is, in the case of the body acceleration control mode or the roll control mode

Figure 112014009739872-pat00001
Figure 112014009739872-pat00001

여기서,here,

J:성능지수(Performance Index)J: Performance Index

Zs: 차체의 수직변위(Deflection of sprung mass), 첨자 L 및 R은 각각 좌측과 우측을 의미Zs: Deflection of sprung mass, subscripts L and R respectively mean left and right

x: 상태변수(state variables)x: state variables

Fd: 댐핑력(damping force)Fd: damping force

Figure 112014009739872-pat00002
Figure 112014009739872-pat00002

Figure 112014009739872-pat00003
Figure 112014009739872-pat00003

ρ1,,,,,ρ12:가중치(weighting factors)ρ1 ,,,,, ρ12: Weighting factors

라는 수식에서 성능지수(J)를 최소화하는 방향으로 댐핑력(Fd)이 결정되는데, 가중치는 차체가속도제어모드인 경우와 롤제어모드인 경우에 각기 다른 값들이 적용되어야 한다The damping force Fd is determined in the direction of minimizing the figure of merit J, and the weight values should be different values in the case of the body acceleration control mode and the case of the roll control mode

예를 들어,E.g,

차체가속도제어모드의 경우 In the case of the body acceleration control mode

ρ1= e3, ρ2= e3, ρ3= e, ρ4= e, ρ5= e3, ρ6= e3, ρ7= e, ρ8= e, ρ9= e2, ρ10= e, ρ11= 0.1, ρ12= 0.1 이고, ρ1 = e 3, ρ2 = e 3, ρ3 = e, ρ4 = e, ρ5 = e 3, ρ6 = e 3, ρ7 = e, ρ8 = e, ρ9 = e 2, ρ10 = e, ρ11 = 0.1, ρ12 = 0.1,

롤제어모드의 경우 In roll control mode

ρ1= 5e2, ρ2= 5e2, ρ3= e, ρ4= e, ρ5= 5e2, ρ6= 5e2, ρ7= e, ρ8= e, ρ9= e4, ρ10= e2, ρ11= 0.1, ρ12= 0.1 가 되는데, 여기서 e 는 자연대수(natural logarithm)을 말한다. ρ1 = 5e 2, ρ2 = 5e 2, ρ3 = e, ρ4 = e, ρ5 = 5e 2, ρ6 = 5e 2, ρ7 = e, ρ8 = e, ρ9 = e 4, ρ10 = e 2, ρ11 = 0.1, ρ12 = 0.1, where e is the natural logarithm.

아울러 상태변수(state variables) x 는,In addition, the state variables x,

Figure 112014009739872-pat00004
Figure 112014009739872-pat00004

Figure 112014009739872-pat00005
Figure 112014009739872-pat00005

여기서,here,

Zs: 차체의 수직변위(Deflection of sprung mass), 첨자 L 및 R은 각각 좌측과 우측을 의미Zs: Deflection of sprung mass, subscripts L and R respectively mean left and right

Zu: 차축의 수직변위(Deflection of unsprung mass), 첨자 L 및 R은 각각 좌측과 우측을 의미Zu: Deflection of unsprung mass of axle, subscripts L and R mean left and right respectively

φ: 차체의 롤각(roll angle)φ: roll angle of the vehicle body

을 말한다. .

댐핑력계산부(710)에서 계산된 댐핑력은 모터토크변환기(720)에서 전동모터(800)의 모터토크(motor torque)로 변환된다.The damping force calculated by the damping force calculation unit 710 is converted into motor torque of the electric motor 800 in the motor torque converter 720. [

즉, 모터토크변환기(720)는,That is, the motor torque converter 720,

Figure 112014009739872-pat00006
Figure 112014009739872-pat00006

여기서,here,

Fd : 댐핑력(damping force)Fd: damping force

τm: 모터토크(motor torque)τm: motor torque

l: 볼스크류(900)의 리드길이(lead length)l: Lead length of the ball screw 900,

mr: 전동모터(800)에 의하여 구동되는 댐퍼의 질량(motorized damper mass)mr: a motorized damper mass driven by the electric motor 800,

Zs: 차체의 수직변위(Deflection of sprung mass), 기호 상단의 싱글도트는 속도값, 더블도트는 가속도값을 의미Zs: Deflection of sprung mass of the body, the single dot on the symbol means the velocity value, and the double dot means the acceleration value

Zu: 차축의 수직변위(Deflection of unsprung mass), 기호 상단의 싱글도트는 속도값, 더블도트는 가속도값을 의미Zu: Deflection of unsprung mass of the axle, single dot on the symbol means speed value, and double dot means acceleration value

fr: 전동모터(800)의 작동시 발생되는 댐퍼의 마찰력(motorized damper friction)fr: motorized damper friction generated when the electric motor 800 is operated,

라는 관계식에 따라 댐핑력(Fd)으로부터 모터토크(τm)를 산출하게 된다.The motor torque tm is calculated from the damping force Fd.

모터전류제어기(730)는 모터토크변환기(720)에서 변환된 모터토크(motor torque)를 발생시키기 위한 전류를 계산하여 전동모터(800)로 공급하는 전류를 제어하는 역할을 하는데, 모터토크의 값이 크면 보다 많은 전류를 전동모터(800)에 공급하게 되고 모터토크의 값이 작으면 상대적으로 적은 전류를 전동모터(800)로 공급하게 된다.The motor current controller 730 calculates the current for generating the motor torque converted by the motor torque converter 720 and controls the current supplied to the electric motor 800. The value of the motor torque A larger current is supplied to the electric motor 800. When the value of the motor torque is smaller, a relatively smaller current is supplied to the electric motor 800. [

상기한 바와 같이 본 발명의 구체적 실시예를 첨부도면을 참조하여 설명하였으나 본 발명의 보호범위가 반드시 이러한 실시예에만 한정되는 것은 아니며 본 발명의 기술적 요지를 변경하지 않는 범위 내에서 다양한 설계변경, 공지기술의 부가나 삭제, 단순한 수치한정 등의 경우에도 본 발명의 보호범위에 속함을 분명히 한다.
While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be taken by way of limitation, Addition or deletion of a technique, and limitation of a numerical value are included in the protection scope of the present invention.

100:스티어링휠각도센서
200:요변화량센서
300:횡가속도센서
400:수직가속도센서
500:롤각센서
600:제어모드결정부
700:제어신호생성부
710:댐핑력계산부
720:모터토크변환기
730:모터전류제어기
800:전동모터
900:볼스크류100: Steering wheel angle sensor
200: Yaw change sensor
300: lateral acceleration sensor
400: vertical acceleration sensor
500: Roll angle sensor
600: Control mode determining unit
700: control signal generating unit
710: Damping force calculation unit
720: Motor torque converter
730: Motor current controller
800: Electric motor
900: Ball Screw

Claims (7)

차량의 스티어링휠각도(Steering Wheel Angle)를 측정하는 스티어링휠각도센서(100);
차량 차체의 요레이트(Yaw Rate)을 측정하는 요변화량센서(200);
차량 차체의 횡방향 가속도를 측정하는 횡가속도센서(300);
차량 차체의 수직 가속도를 측정하는 수직가속도센서(400);
차량 차체의 롤각(roll angle)을 측정하는 롤각센서(500);
상기 스티어링휠각도센서(100), 상기 요변화량센서(200), 상기 횡가속도센서(300), 및 상기 수직가속도센서(400)에서 감지되는 신호를 전달받아 제어모드를 결정하는 제어모드결정부(600);
상기 제어모드결정부(600)에서 결정된 제어모드에 따라 제어신호를 발생시키는 제어신호생성부(700);
상기 제어신호생성부(700)의 제어신호에 따라 작동되며 차량의 차체에 장착되는 전동모터(800); 및,
일측이 상기 전동모터(800)의 회전축에 연동되어 회전하며, 타측이 차량의 차축에 결합되어 상기 전동모터(800)의 회전에 따라 차체와 차축 사이의 거리를 가변시키는 볼스크류(900);
를 포함하여 구성되며,
상기 제어모드결정부(600)는,
롤제어모드, 차체가속도제어모드, 및 수동제어모드 가운데 어느 하나를 결정하되,
차체가속도제어모드는,
상기 수직가속도센서(400)에서 측정되는 수직 가속도(z")가 미리 정해진 기준치보다 큰 경우이고,
롤제어모드는,
상기 스티어링휠각도센서(100)에서 측정되는 스티어링휠각도(δ)가 미리 정해진 기준치보다 크고, 상기 횡가속도센서(300)에서 측정되는 횡방향 가속도(ay)가 미리 정해진 기준치보다 크고, 상기 요변화량센서(200)에서 측정되는 요레이트(γ)가 미리 정해진 기준치보다 큰 경우이고,
수동제어모드는,
롤제어모드와 차체가속도제어모드에 속하지 않는 모든 경우이고,
상기 제어신호생성부(700)에는,
상기 제어모드결정부(600)가 차체가속도제어모드 또는 롤제어모드로 결정하면 각각의 제어모드에 해당하는 댐핑력(damping force)을 계산하는 댐핑력계산부(710);
상기 댐핑력계산부(710)에서 계산된 댐핑력을 상기 전동모터(800)의 모터토크(motor torque)로 변환하는 모터토크변환기(720); 및,
상기 모터토크변환기(720)에서 변환된 모터토크(motor torque)를 발생시키기 위한 전류를 계산하여 상기 전동모터(800)로 공급하는 전류를 제어하는 모터전류제어기(730);
가 포함되되,
상기 댐핑력계산부(710)는,
차체가속도제어모드 또는 롤제어모드인 경우
Figure 112015026969114-pat00015

여기서,
J:성능지수(Performance Index)
Zs: 차체의 수직변위(Deflection of sprung mass), 첨자 L 및 R은 각각 좌측과 우측을 의미
x: 상태변수(state variables)
Fd: 댐핑력(damping force)
Figure 112015026969114-pat00016

Figure 112015026969114-pat00017

ρ1,,,,,ρ12:가중치(weighting factors)
라는 수식에서 성능지수(J)를 최소화하는 방향으로 댐핑력(Fd)을 결정하는 것을 특징으로 하는 전동식 액츄에이터 능동댐퍼 시스템.A steering wheel angle sensor 100 for measuring a steering wheel angle of the vehicle;
A yaw change sensor 200 for measuring a yaw rate of the vehicle body;
A lateral acceleration sensor (300) for measuring a lateral acceleration of the vehicle body;
A vertical acceleration sensor 400 for measuring the vertical acceleration of the vehicle body;
A roll angle sensor 500 for measuring a roll angle of the vehicle body;
And a control mode determiner for determining a control mode by receiving signals sensed by the steering wheel angle sensor 100, the yaw change sensor 200, the lateral acceleration sensor 300, and the vertical acceleration sensor 400, 600);
A control signal generator 700 for generating a control signal according to the control mode determined by the control mode determiner 600;
An electric motor 800 operated according to a control signal of the control signal generator 700 and mounted on a vehicle body; And
A ball screw 900 which is rotated on one side of the rotation shaft of the electric motor 800 and the other side of which is coupled to the axle of the vehicle to vary the distance between the vehicle body and the axle according to the rotation of the electric motor 800;
And,
The control mode determining unit 600 determines,
A roll control mode, a vehicle body acceleration control mode, and a manual control mode,
In the vehicle body acceleration control mode,
When the vertical acceleration z "measured by the vertical acceleration sensor 400 is greater than a predetermined reference value,
In the roll control mode,
Wherein the steering wheel angle? Measured by the steering wheel angle sensor 100 is greater than a predetermined reference value and the lateral acceleration ay measured by the lateral acceleration sensor 300 is greater than a predetermined reference value, The yaw rate [gamma] measured by the sensor 200 is larger than a predetermined reference value,
In the manual control mode,
In all cases not belonging to the roll control mode and the body acceleration control mode,
In the control signal generator 700,
A damping force calculation unit 710 for calculating a damping force corresponding to each control mode when the control mode determination unit 600 determines a vehicle acceleration control mode or a roll control mode;
A motor torque converter 720 for converting the damping force calculated by the damping force calculation unit 710 into a motor torque of the electric motor 800; And
A motor current controller 730 for calculating a current for generating a motor torque converted by the motor torque converter 720 and controlling a current supplied to the electric motor 800;
Lt; / RTI >
The damping force calculation unit 710 calculates a damping force
In the case of the body acceleration control mode or the roll control mode
Figure 112015026969114-pat00015

here,
J: Performance Index
Zs: Deflection of sprung mass, subscripts L and R respectively mean left and right
x: state variables
Fd: damping force
Figure 112015026969114-pat00016

Figure 112015026969114-pat00017

ρ1 ,,,,, ρ12: Weighting factors
Wherein the damping force (Fd) is determined in a direction that minimizes the figure of merit (J) in the equation. 제1항에서,
상태변수(state variables) x 는,
Figure 112015026969114-pat00018

Figure 112015026969114-pat00019

여기서,
Zs: 차체의 수직변위(Deflection of sprung mass), 첨자 L 및 R은 각각 좌측과 우측을 의미
Zu: 차축의 수직변위(Deflection of unsprung mass), 첨자 L 및 R은 각각 좌측과 우측을 의미
φ: 차체의 롤각(roll angle)
로 이루어지는 것을 특징으로 하는 전동식 액츄에이터 능동댐퍼 시스템. The method of claim 1,
The state variables, x,
Figure 112015026969114-pat00018

Figure 112015026969114-pat00019

here,
Zs: Deflection of sprung mass, subscripts L and R respectively mean left and right
Zu: Deflection of unsprung mass of axle, subscripts L and R mean left and right respectively
φ: roll angle of the vehicle body
Wherein the active damper system comprises an active damper. 제2항에서,
상기 모터토크변환기(720)는,
Figure 112015026969114-pat00020

여기서,
Fd : 댐핑력(damping force)
τm: 모터토크(motor torque)
l: 볼스크류(900)의 리드길이(lead length)
mr: 전동모터(800)에 의하여 구동되는 댐퍼의 질량(motorized damper mass)
Zs: 차체의 수직변위(Deflection of sprung mass), 기호 상단의 싱글도트는 속도값, 더블도트는 가속도값을 의미
Zu: 차축의 수직변위(Deflection of unsprung mass), 기호 상단의 싱글도트는 속도값, 더블도트는 가속도값을 의미
fr: 전동모터(800)의 작동시 발생되는 댐퍼의 마찰력(motorized damper friction)
라는 관계식에 따라 댐핑력(Fd)로부터 모터토크(τm)를 산출하는 것을 특징으로 하는 전동식 액츄에이터 능동댐퍼 시스템. 3. The method of claim 2,
The motor torque converter 720 includes:
Figure 112015026969114-pat00020

here,
Fd: damping force
τm: motor torque
l: Lead length of the ball screw 900,
mr: a motorized damper mass driven by the electric motor 800,
Zs: Deflection of sprung mass of the body, the single dot on the symbol means the velocity value, and the double dot means the acceleration value
Zu: Deflection of unsprung mass of the axle, single dot on the symbol means speed value, and double dot means acceleration value
fr: motorized damper friction generated when the electric motor 800 is operated,
Wherein the motor torque tau m is calculated from the damping force Fd in accordance with the relational expression: " (1) " 제1항 내지 제3항 가운데 어느 한 항에서,
상기 제어모드결정부(600)가 수동제어모드로 결정하면 상기 제어신호생성부(700)는 상기 전동모터(800)로 공급되는 전원을 차단하고 전동모터의 반력(motor reactive force)을 댐핑력(damping force)으로 이용하는 것을 특징으로 하는 전동식 액츄에이터 능동댐퍼 시스템.4. The method according to any one of claims 1 to 3,
When the control mode determining unit 600 determines the manual control mode, the control signal generator 700 cuts off the power supplied to the electric motor 800 and outputs the motor reactive force of the electric motor to the damping force damping force of the electric actuator. 삭제delete 삭제delete 삭제delete
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