KR101786323B1 - Road condition sensing apparatus for vehicle and method of controlling the same - Google Patents

Road condition sensing apparatus for vehicle and method of controlling the same Download PDF

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KR101786323B1
KR101786323B1 KR1020160045338A KR20160045338A KR101786323B1 KR 101786323 B1 KR101786323 B1 KR 101786323B1 KR 1020160045338 A KR1020160045338 A KR 1020160045338A KR 20160045338 A KR20160045338 A KR 20160045338A KR 101786323 B1 KR101786323 B1 KR 101786323B1
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reference value
value
comparison
comparison reference
road surface
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KR1020160045338A
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손영일
박재형
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현대자동차주식회사
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • 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
    • B60G17/0165—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 to an external condition, e.g. rough road surface, side wind
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • 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
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/821—Uneven, rough road sensing affecting vehicle body vibration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/16—Running
    • B60G2800/162—Reducing road induced vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2422/00—Indexing codes relating to the special location or mounting of sensors
    • B60W2422/70—Indexing codes relating to the special location or mounting of sensors on the wheel or the tire
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/30—Sensors
    • B60Y2400/304—Acceleration sensors

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  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

차량의 가속도 신호로부터 동적 타이어 접지력을 추정하는 접지력 추정단계; 접지력 추정단계에서 추정된 동적 타이어 접지력을 바탕으로 비교값을 계산하는 비교값 계산단계; 차량의 자이로 센서로부터 피치각속도(Pitch rate) 값 계산하는 피치각속도 계산단계; 및 제어부가 비교값, 피치각속도 값 및 비교기준값을 비교하여 노면상태를 판단하는 노면상태 판단단계;를 포함하는 차량용 노면상태 감지방법이 소개된다.A tractive force estimation step of estimating a dynamic tire tractive force from an acceleration signal of the vehicle; A comparison value calculation step of calculating a comparison value based on the dynamic tire tractive force estimated in the tractive force estimation step; A pitch angular velocity calculating step of calculating a pitch angular velocity value from the gyro sensor of the vehicle; And a road surface state determination step of comparing the comparison value, the pitch angular velocity value, and the comparison reference value with the control unit to determine the road surface state.

Description

차량용 노면상태 감지시스템 및 감지방법 {ROAD CONDITION SENSING APPARATUS FOR VEHICLE AND METHOD OF CONTROLLING THE SAME}TECHNICAL FIELD [0001] The present invention relates to a road surface condition detection system for a vehicle,

본 발명은 차량의 진동을 저감시켜 승차감을 향상시키기 위한 전자제어 현가장치의 제어방법에 대한 것으로써 구체적으로는 다양한 노면의 상태를 파악하기 위한 방법에 관한 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control method of an electronically controlled suspension device for reducing vibration of a vehicle to improve ride comfort, and more particularly, to a method for grasping various road surface conditions.

차량의 현가장치는 차체의 주행시 노면에서 전달되는 진동을 흡수하여 승객실 내부로의 전달을 차단하고, 노면의 상황에 따라 안정적인 차체의 자세를 유지할 수 있도록 하여 주행안정성을 향상시키는 역할을 수행한다.The suspension of the vehicle absorbs the vibration transmitted from the road surface when the vehicle is running, blocks transmission of the vibration to the inside of the passenger compartment, and maintains a stable posture of the vehicle according to the condition of the road surface.

최근에는 전자적으로 노면의 상황에 따라 현가장치를 제어하여 보다 편안하고 정숙한 주행환경을 조성하고 보다 안정적인 주행성능을 발휘하는 단계에 이르렀다.In recent years, the suspension has been electronically controlled according to the condition of the road surface, thereby creating a more comfortable and quiet driving environment and achieving more stable driving performance.

기존의 전자제어 현가장치는 차체의 운동에 대해서 적절한 제어력을 계산하여 이를 가변댐퍼를 통해서 현가장치의 강성을 변형시킴으로써 구현한다. 차체의 자세변화인 바운스/롤/피치 등의 자세변화에 대해서는 댐퍼를 HARD하게 제어하는 것이 유리하며, 그 이상의 고주파수 영역에서는 SOFT하게 제어하는 것이 승차감 차원에서 유리하다. 하지만 댐퍼의 강성을 실시간으로 다양한 노면 및 주행상황에서 제어하는 것은 상충되게 제어해야하는 특성상 매우 어렵다. 따라서 노면의 다양한 상태를 세밀하게 판단하여 노면상태의 판단오차에 따른 무의미안 현가장치 강성변화를 줄여 최적으로 제어하는 것이 필요하다The conventional electronic control suspension system is implemented by calculating the appropriate control force for the vehicle body motion and modifying the rigidity of the suspension system through the variable damper. It is advantageous to control the damper to be HARD for changes in posture such as bounce / roll / pitch, which is a change in attitude of the vehicle body, and to control SOFT in a higher frequency region than above. However, it is very difficult to control the rigidity of the damper in real time on various road surfaces and running conditions due to the nature of conflicting control. Therefore, it is necessary to fine-tune the various states of the road surface to optimally control the reduction of the stiffness change of the nonsensical suspension system according to the judgment error of the road surface condition

상기의 배경기술로서 설명된 사항들은 본 발명의 배경에 대한 이해 증진을 위한 것일 뿐, 이 기술분야에서 통상의 지식을 가진자에게 이미 알려진 종래기술에 해당함을 인정하는 것으로 받아들여져서는 안 될 것이다.It should be understood that the foregoing description of the background art is merely for the purpose of promoting an understanding of the background of the present invention and is not to be construed as an admission that the prior art is known to those skilled in the art.

KR 10-2013-0053701 AKR 10-2013-0053701 A

본 발명은 주행도로의 노면상태를 파악함에 있어 단순 요철도로, 험로, 양로, 과속방지턱 등을 정밀하게 인식할 수 있는 차량용 노면상태 감지시스템 및 감지방법을 제공하는데 그 목적이 있다.An object of the present invention is to provide a vehicle road surface condition detection system and a detection method that can accurately recognize simple uneven roads, roads, amphibians, overspeed braking taps, and the like while grasping the road surface state of the road.

상기의 목적을 달성하기 위한 본 발명에 따른 차량용 노면상태 감지시스템 및 감지방법은 차량의 가속도 신호로부터 동적 타이어 접지력을 추정하는 접지력 추정단계; 접지력 추정단계에서 추정된 동적 타이어 접지력을 바탕으로 비교값을 계산하는 비교값 계산단계; 차량의 자이로 센서로부터 피치각속도(Pitch rate) 값 계산하는 피치각속도 계산단계; 및 제어부가 비교값, 피치각속도 값 및 비교기준값을 비교하여 노면상태를 판단하는 노면상태 판단단계;를 포함한다.According to another aspect of the present invention, there is provided a system and method for sensing a road surface condition for a vehicle, the method including: estimating a tractive force of a dynamic tire from an acceleration signal of the vehicle; A comparison value calculation step of calculating a comparison value based on the dynamic tire tractive force estimated in the tractive force estimation step; A pitch angular velocity calculating step of calculating a pitch angular velocity value from the gyro sensor of the vehicle; And a road surface state judging step of judging the road surface state by comparing the comparison value, the pitch angular velocity value and the comparison reference value by the control unit.

접지력 추정단계의 동적 타이어 접지력은 아래의 식을 통해 도출될 수 있다.The dynamic tire tearing force in the tearing force estimation step can be derived from the following equation.

Figure 112016035473351-pat00001
Figure 112016035473351-pat00001

Figure 112016035473351-pat00002
Figure 112016035473351-pat00002

비교값 계산단계의 비교값은 아래의 식을 통해 도출될 수 있다.The comparison value of the comparison value calculation step can be derived by the following equation.

Figure 112016035473351-pat00003
Figure 112016035473351-pat00003

노면상태 판단단계의 비교기준값은 제1비교기준값, 제2비교기준값, 제3비교기준값으로 구성되고, 제어부는 피치각속도값이 제1비교기준값보다 작고, 비교값이 제2비교기준값보다 큰 경우 현재 노면상태를 과속방지턱을 통과하는 것으로 판단할 수 있다.If the pitch angular velocity value is smaller than the first comparison reference value and the comparison value is larger than the second comparison reference value, It can be judged that the road surface state is passing through the overspeed preventing jaw.

노면상태 판단단계의 비교기준값은 제1비교기준값, 제2비교기준값, 제3비교기준값으로 구성되고, 제어부는 현재 노면상태가 과속방지턱을 통과하지 않는 것으로 판단되고, 비교값이 제3비교기준값보다 큰 경우 험로를 통과하는 것으로 판단할 수 있다.The control unit may determine that the current road surface state does not pass the overspeed protection threshold, and if the comparison value is less than the third comparison reference value If it is large, it can be judged to pass through the rough road.

노면상태 판단단계의 비교기준값은 제1비교기준값, 제2비교기준값, 제3비교기준값으로 구성되고, 제어부는 현재 노면상태가 과속방지턱을 통과하지 않는 것으로 판단되고, 비교값이 제3비교기준값보다 작거나 같은 경우 양로를 통과하는 것으로 판단할 수 있다.The control unit may determine that the current road surface state does not pass the overspeed protection threshold, and if the comparison value is less than the third comparison reference value If it is small or the same, it can be judged to pass the amphibian.

노면상태 판단단계의 제3비교기준값은 복수개의 값으로 세분화되고, 제어부는 세분화된 제3비교기준값을 바탕으로 제3비교기준값의 개수에 대응하도록 험로의 정도를 세분화하여 감지할 수 있다.The third comparative reference value of the road surface state determining step may be subdivided into a plurality of values and the controller may detect the degree of roughness so as to correspond to the number of the third comparison reference values based on the subdivided third comparative reference value.

차체의 가속도를 측정하는 차체 가속도 센서; 휠의 가속도를 측정하는 휠 가속도 센서; 차체의 피치각속도를 측정하는 자이로 센서; 및 가속도 센서, 휠 가속도 센서 및 자이로 센서로부터 얻어진 정보를 바탕으로 차량의 노면상태를 감지하는 제어부;를 포함한다.A body acceleration sensor for measuring the acceleration of the vehicle body; A wheel acceleration sensor for measuring the acceleration of the wheel; A gyro sensor for measuring the pitch angular velocity of the vehicle body; And a controller for sensing the road surface condition of the vehicle based on information obtained from the acceleration sensor, the wheel acceleration sensor, and the gyro sensor.

상술한 바와 같은 본 발명의 차량용 노면상태 감지시스템 및 감지방법에 따르면, 노면의 거칠기 상태를 비교기준값을 세분화하여 판단함으로써 정밀하게 파악하고 이를 바탕으로 현가장치의 강성을 제어하여 차체의 안정적인 자세제어를 통한 주행성능의 확보와 안락한 승차감을 제공할 수 있게된다.According to the vehicle road surface condition sensing system and sensing method of the present invention as described above, the roughness state of the road surface can be precisely grasped by determining the comparison reference value, and the rigidity of the suspension can be controlled based on the determination. It is possible to secure a driving performance through the vehicle and provide a comfortable ride feeling.

도 1은 본 발명의 실시예에 따른 차량용 노면상태 감지시스템의 구성도
도 2는 본 발명의 실시예에 따른 차량용 노면상태 감지방법의 순서도1 is a block diagram of a vehicle road surface condition detection system according to an embodiment of the present invention;
2 is a flowchart of a method for detecting a road surface condition for a vehicle according to an embodiment of the present invention.

이하에서는 첨부된 도면을 참조하여 본 발명의 바람직한 실시예에 대하여 살펴본다.Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.

도 1은 본 발명의 실시예에 따른 차량용 노면상태 감지시스템의 구성도이고, 도 2는 본 발명의 실시예에 따른 차량용 노면상태 감지방법의 순서도이다.FIG. 1 is a configuration diagram of a vehicle road surface condition detection system according to an embodiment of the present invention, and FIG. 2 is a flowchart of a road surface state detection method for a vehicle according to an embodiment of the present invention.

본 발명에 따른 차량용 노면상태 감지방법은 도 2에 도시된 바와 같이 차량의 가속도 신호로부터 동적 타이어 접지력을 추정하는 접지력 추정단계(S100); 접지력 추정단계(S100)에서 추정된 동적 타이어 접지력을 바탕으로 비교값을 계산하는 비교값 계산단계(S200); 차량의 자이로 센서(105)로부터 피치각속도(Pitch rate) 값 계산하는 피치각속도 계산단계(S300); 및 제어부(200)가 비교값, 피치각속도 값 및 비교기준값을 비교하여 노면상태를 판단하는 노면상태 판단단계(S400);를 포함한다.The method for sensing a road surface condition for a vehicle according to the present invention comprises: a step of estimating a dynamic tire tractive force from an acceleration signal of a vehicle (S100) as shown in Fig. A comparison value calculation step (S200) of calculating a comparison value based on the estimated dynamic tire tractive force in the tractive force estimation step (S100); A pitch angular velocity calculation step (S300) of calculating a pitch angular velocity value from the gyro sensor 105 of the vehicle; And a road surface state determining step (S400) for the controller 200 to compare the comparison value, the pitch angular velocity value, and the comparison reference value to determine the road surface state.

도 1에 도시된 바와 같이 본 발명에 따른 차량용 노면상태 감시지스템은 차체의 가속도를 측정하는 차체 가속도 센서(103); 휠의 가속도를 측정하는 휠 가속도 센서(101); 차체의 피치각속도를 측정하는 자이로 센서(105); 및 차체 가속도 센서(103), 휠 가속도 센서(101) 및 자이로 센서(105)로부터 얻어진 정보를 바탕으로 차량의 노면상태를 감지하는 제어부(200);를 포함한다.As shown in FIG. 1, the road surface condition monitoring system for a vehicle according to the present invention includes a body acceleration sensor 103 for measuring an acceleration of a vehicle body; A wheel acceleration sensor 101 for measuring the acceleration of the wheel; A gyro sensor 105 for measuring the pitch angular velocity of the vehicle body; And a controller 200 for sensing the road surface state of the vehicle based on information obtained from the vehicle acceleration sensor 103, the wheel acceleration sensor 101, and the gyro sensor 105. [

접지력 추정단계(S100)의 동적타이어 접지력은 차체와 휠의 가속도 값을 바탕으로 추정한다. 구체적으로 접지력 추정단계(S100)의 동적 타이어 접지력은 아래의 식을 통해 도출될 수 있다.The dynamic tire tearing force in the tearing force estimation step (S100) is estimated based on the acceleration values of the vehicle body and the wheel. Specifically, the dynamic tire tearing force of the tearing force estimating step S100 can be derived by the following equation.

Figure 112016035473351-pat00004
Figure 112016035473351-pat00004

Figure 112016035473351-pat00005
Figure 112016035473351-pat00005

Sprung 질량값은 차체의 상하진동과 롤링(Rolling), 피칭(Pitching)운동에 주로 관여되는 질량값으로 현가장치의 스프링이 지지하는 질량값 즉, 차체의 질량값을 의미한다. Unsprung 질량값은 차체의 전후진동과 요잉(yawing)운동에 주로 관여하는 질량값으로 현가장치의 스프링을 지지하는 질량값 즉, 휠과 타이어 및 현가징치의 부품 등의 질량을 의미한다. Sprung mass의 가속도 값 및 Unsprung mass의 가속도 값은 지면에 대해서 상하방향의 변위에 대한 2계 미분값으로 가속도 값을 의미한다. 차량이 험로를 달리거나 과속방지턱 등의 도로의 지형지물을 지나가게 되면 상하방향으로의 가속도값이 발생하게 되고 이에 따라 수직항력의 변화가 발생하여 타이어의 접지력에 변화가 생기는 것이다. 기본적으로 이것을 통하여 노면의 상태의 변화를 감지하고자 한다.Sprung mass value is a mass value mainly involved in up-and-down vibration, rolling, and pitching motion of the body, which means the mass value supported by the suspension spring, that is, the mass value of the body. Unsprung mass value refers to the mass value mainly related to the back and forth vibration and yawing motion of the vehicle body, ie, the mass value of the wheel, the tire, and the parts of the suspending device supporting the spring of the suspension. The acceleration value of the sprung mass and the acceleration value of the unsprung mass mean the acceleration value as a second-order differential value with respect to the vertical displacement with respect to the ground. When the vehicle runs on an obstacle or passes through a topographic object such as a speed bump, an acceleration value in a vertical direction is generated, and a change in the vertical drag is generated, thereby changing the tractive force of the tire. Basically, through this, we want to detect changes in the state of the road surface.

비교값 계산단계(S200)의 비교값은 아래의 식을 통해 도출될 수 있다.The comparison value of the comparison value calculation step (S200) can be derived by the following equation.

Figure 112016035473351-pat00006
Figure 112016035473351-pat00006

RMS값이란 실효값을 의미하는 것으로 T1과 T2의 시간은 다양한 반복적 실험결과에 의해 도출된 값으로써 T1시간이 T2시간보다 짧게 형성되며, 구체적 수치로는 T1은 약 1.5초 내외의 값 T2는 약 3초 내외의 값이 바람직하다. 이는 일정 시점을 기준으로 1.5초 동안의 동적타이어 접지력의 실효값과 3초 동안의 동적타이어 접지력의 실효값을 의미하는 것이다.The RMS value means the effective value. The time of T1 and T2 is derived from various repetitive experimental results. T1 time is shorter than T2 time. As concrete values, T1 is about 1.5 seconds and T2 is about A value of about 3 seconds is preferable. This means an effective value of the dynamic tire tractive force for 1.5 seconds and an effective value of the dynamic tire tractive force for 3 seconds based on a certain point in time.

갑작스러운 노면 상태의 변화가 발생하는 경우, T1시간 동안의 동적타이어 접지력의 실효값은 큰 변화를 보일 것이나, T2시간 동안의 동적타이어 접지력의 실효값은 상대적으로 작은 변화를 보일 것이다. 이 때 양 실효값의 차이를 구함으로써 해당 시간동안의 타이어 동적 접지력의 변화를 통해 갑작스러운 노면상태의 변화여부를 측정할 수 있게 된다. If a sudden change of road surface condition occurs, the rms value of the dynamic tire tearing force during the T1 time will show a large change, but the rms value of the dynamic tire tearing force during the T2 time will show a relatively small change. At this time, by calculating the difference between the rms values, it is possible to measure the sudden change of the road surface condition through the change of the tire dynamic tractive force during the corresponding time.

구체적으로 살펴보면 다음과 같다. 노면상태 판단단계(S400)의 비교기준값은 제1비교기준값, 제2비교기준값, 제3비교기준값으로 구성되고, 제어부(200)는 피치각속도값이 제1비교기준값보다 작고, 비교값이 제2비교기준값보다 큰 경우 현재 노면상태를 과속방지턱을 통과하는 것으로 판단할 수 있다.Specifically, it is as follows. The control unit 200 may be configured such that the pitch angular velocity value is smaller than the first comparison reference value and the comparison value is the second reference value, If it is larger than the comparison reference value, it can be judged that the current road surface state passes through the overspeed inhibition threshold.

제1비교기준값은 피치각속도 값과의 비교를 통해 노면상태의 변화를 판단하기 위한 것이며 미리 정해진 값으로써 그 성질은 피치각속도 값과 동일하다. 제2비교기준값 및 제3비교기준값은 비교값과의 비교를 통해 노면상태의 변화를 판단하기 위한 것이며 미리 정해진 값으로써 그 성질은 비교값과 동일하다.The first comparison reference value is for judging a change of the road surface state through comparison with the pitch angular velocity value, and the property is a predetermined value, which is the same as the pitch angular velocity value. The second comparison reference value and the third comparison reference value are used to determine a change in the road surface condition by comparing with the comparison value, and the property is a predetermined value and the property is the same as the comparison value.

노면상태 판단단계(S400)는 피치각속도와 제1비교기준값을 비교하고 비교값과 제2비교기준값을 비교하는 단계(S401)와 비교값을 제3비교기준값과 비교하는 단계(S403)로 구성된다.The road surface condition determination step S400 includes comparing the pitch angular velocity with a first reference value and comparing the comparison value with a second reference value S401 and comparing the comparison value with a third reference value S403 .

과속방지턱을 통과하는 차량의 거동을 살펴보면, 먼저 전륜이 과속방지턱에 진입함에따라 차체의 전방이 들렸다 내려가고 후에 후륜이 과속방지턱을 통과하면서 다시 차체의 후방이 들렸다 내려가게 된다. 이 과정에서 차체의 피칭운동이 발생하게 된다. 하지만 반드시 과속방지턱을 통과할 때만 피칭운동이 일어나는 것이 아니기 때문에 이를 구분할 수 있는 기준이 필요하다. 다만 과속방지턱의 경우 일정범위의 표준화된 규격이 존재하므로 피칭운동의 정도를 예측할 수 있다. 이것이 제1비교기준값에 해당한다.As the front wheel enters the overspeed prevention jaw, the front of the vehicle body is lifted down and then the rear wheel passes through the overspeed preventing jaw, and the rear of the vehicle body is lifted and lowered again. In this process, pitching motion of the vehicle body occurs. However, since the pitching motion does not necessarily occur only when passing through the speed limiter, a criterion for distinguishing it is necessary. However, in the case of the speed limiter, the extent of the pitching motion can be predicted since a certain range of standardized specifications exists. This corresponds to the first comparison reference value.

또한, 과속방지턱의 경우 평평한 양로 도중에 위치하는 만큼 갑작스러운 동적 타이어 마찰력의 변화를 보이게 되고, 이 또한 일정범위의 표준화된 규격의 과속방지턱의 경우 예측할 수 있게 되므로 이 값을 제2비교기준값으로 하여 과속방지턱의 통과여부를 판단할 수 있게 된다. In addition, in the case of the overspeed preventing jaw, sudden dynamic tire friction changes as much as it is located in a flat amount, and this can also be predicted in the case of the overspeed preventing jaw of a standardized standard of a certain range. It is possible to judge whether or not the protrusion has passed.

이 두가지 조건을 모두 만족하여야 과속방지턱의 통과로 판단하기 때문에 도로 상의 일시적인 요철이나 장애물은 과속방지턱의 통과로 판단하지 않게된다.If both of these conditions are satisfied, it is judged that the vehicle passes through the speed limiter, so temporary irregularities or obstacles on the road are not judged as the speed limiter's passing.

노면상태 판단단계(S400)의 비교기준값은 제1비교기준값, 제2비교기준값, 제3비교기준값으로 구성되고, 제어부(200)는 현재 노면상태가 과속방지턱을 통과하지 않는 것으로 판단되고, 비교값이 제3비교기준값보다 큰 경우 험로를 통과하는 것으로 판단할 수 있다.The control unit 200 determines that the current road surface state does not pass the overspeed prevention threshold, and the comparison reference value in the road surface state determination step S400 is the first comparison reference value, the second comparison reference value, and the third comparison reference value. Is greater than the third comparison reference value.

노면상태 판단단계(S400)의 비교기준값은 제1비교기준값, 제2비교기준값, 제3비교기준값으로 구성되고, 제어부(200)는 현재 노면상태가 과속방지턱을 통과하지 않는 것으로 판단되고, 비교값이 제3비교기준값보다 작거나 같은 경우 양로를 통과하는 것으로 판단할 수 있다.The control unit 200 determines that the current road surface state does not pass the overspeed prevention threshold, and the comparison reference value in the road surface state determination step S400 is the first comparison reference value, the second comparison reference value, and the third comparison reference value. Is less than or equal to the third comparison reference value.

노면상태 판단단계(S400)의 제3비교기준값은 복수개의 값으로 세분화되고, 제어부(200)는 세분화된 제3비교기준값을 바탕으로 제3비교기준값의 개수에 대응하도록 험로의 정도를 세분화하여 감지할 수 있다.The third comparative reference value of the road surface condition determining step S400 is subdivided into a plurality of values. The controller 200 subdivides the degree of roughness so as to correspond to the number of the third comparison reference values based on the subdivided third comparative reference value can do.

과속방지턱의 통과가 아닌 것으로 판단된 경우는 요철이 있는 험로를 주행하는 경우나 평평한 양로를 달리는 경우가 있을 수 있다. 양로의 경우에는 상하방향의 차체운동이 적으므로 동적 타이어 접지력의 변화가 적을 것인바, 비교값이 0이거나 매우 작은 값으로 측정될 것이다. 이를 통해서 양로의 주행 여부를 판단할 수 있다.When it is judged that it is not the passage of the speed limiter, there may be a case of running on rough roads with irregularities or a case of running on a flat road. In the case of an amphibious vehicle, the change of the dynamic tire tractive force is small because the vertical body movement is small, and the comparison value will be measured as 0 or very small value. Through this, it is possible to judge whether or not sheep is running.

다만, 험로를 주행하는 경우에는 비교값이 다양하게 나타날 것이나, 험로의 정도에 따라 비교값의 크기가 달라질 것이므로, 이를 판단하기 위한 기준값이 제3비교기준값이다. 제2비교기준값과 비교하였을때 제3비교기준값이 크 수치를 갖도록 설정된다. 본 발명에서는 예시적으로 험로를 판단하기 위한 기준으로 제3비교기준값 하나만을 제시하고 있으나, 그 기준값을 세분화하여 다양하게 마련하는 경우 험로를 좀 더 정밀하게 판단할 수 있게 된다.However, since the magnitude of the comparison value will vary depending on the degree of roughness, the reference value for judging this is the third comparison reference value. The third comparison reference value is set to have a large value when compared with the second comparison reference value. In the present invention, only the third comparison reference value is shown as a criterion for determining the roughness. However, when the reference value is subdivided in various ways, it is possible to more accurately determine the roughness.

이 값을 바탕으로 전자제어 현가장치의 강성을 조절하게 되면, 보다 안정적이고 정숙한 승차감을 확보할 수 있게된다.By adjusting the stiffness of the electronically controlled suspension device on the basis of this value, it is possible to secure a more stable and quiet ride feeling.

본 발명은 특정한 실시예에 관련하여 도시하고 설명하였지만, 이하의 특허청구범위에 의해 제공되는 본 발명의 기술적 사상을 벗어나지 않는 한도 내에서, 본 발명이 다양하게 개량 및 변화될 수 있다는 것은 당 업계에서 통상의 지식을 가진 자에게 있어서 자명할 것이다.While the present invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the following claims It will be apparent to those of ordinary skill in the art.

101 : 휠 가속도 센서 103 : 차체 가속도 센서
105 : 자이로 센서 200 : 제어부
S100 : 접지력 추정단계 S200 : 비교값 계산단계
S300 : 피치각속도 계산단계 S400 : 노면상태 판단단계101: Wheel acceleration sensor 103: Vehicle acceleration sensor
105: Gyro sensor 200:
S100: Gapping force estimation step S200: Comparison value calculation step
S300: pitch angular velocity calculating step S400: road surface state judging step

Claims (8)

차량의 가속도 신호로부터 동적 타이어 접지력을 추정하는 접지력 추정단계;
접지력 추정단계에서 추정된 동적 타이어 접지력을 바탕으로 비교값을 계산하는 비교값 계산단계;
차량의 자이로 센서로부터 피치각속도(Pitch rate) 값 계산하는 피치각속도 계산단계; 및
제어부가 비교값, 피치각속도 값 및 비교기준값을 비교하여 노면상태를 판단하는 노면상태 판단단계;를 포함하는 차량용 노면상태 감지방법.A tractive force estimation step of estimating a dynamic tire tractive force from an acceleration signal of the vehicle;
A comparison value calculation step of calculating a comparison value based on the dynamic tire tractive force estimated in the tractive force estimation step;
A pitch angular velocity calculating step of calculating a pitch angular velocity value from the gyro sensor of the vehicle; And
And a road surface state determination step of the controller comparing the comparison value, the pitch angular velocity value, and the comparison reference value to determine the road surface state. 청구항 1에 있어서,
접지력 추정단계의 동적 타이어 접지력은 아래의 식을 통해 도출되는 것을 특징으로 하는 차량용 노면상태 감지방법.
Figure 112016035473351-pat00007

Figure 112016035473351-pat00008
The method according to claim 1,
Wherein the dynamic tire treading force of the step of estimating the tractive force is derived through the following equation.
Figure 112016035473351-pat00007

Figure 112016035473351-pat00008
 청구항 1에 있어서,
비교값 계산단계의 비교값은 아래의 식을 통해 도출되는 것을 특징으로 하는 차량용 노면상태 감지방법.
Figure 112016035473351-pat00009
The method according to claim 1,
Wherein the comparison value of the comparison value calculation step is derived by the following equation.
Figure 112016035473351-pat00009
 청구항 3에 있어서,
노면상태 판단단계의 비교기준값은 제1비교기준값, 제2비교기준값, 제3비교기준값으로 구성되고,
제어부는 피치각속도값이 제1비교기준값보다 작고, 비교값이 제2비교기준값보다 큰 경우 현재 노면상태를 과속방지턱을 통과하는 것으로 판단하는 것을 특징으로 하는 차량용 노면상태 감지방법.The method of claim 3,
The comparison reference value of the road surface state determination step is composed of a first comparison reference value, a second comparison reference value, and a third comparison reference value,
Wherein the control unit determines that the current road surface state passes through the overspeed inhibition threshold when the pitch angular velocity value is smaller than the first comparison reference value and the comparison value is larger than the second comparison reference value. 청구항 4에 있어서,
노면상태 판단단계의 비교기준값은 제1비교기준값, 제2비교기준값, 제3비교기준값으로 구성되고,
제어부는 현재 노면상태가 과속방지턱을 통과하지 않는 것으로 판단되고, 비교값이 제3비교기준값보다 큰 경우 험로를 통과하는 것으로 판단하는 것을 특징으로 하는 차량용 노면상태 감지방법.The method of claim 4,
The comparison reference value of the road surface state determination step is composed of a first comparison reference value, a second comparison reference value, and a third comparison reference value,
Wherein the control unit determines that the current road surface state does not pass the overspeed preventing jaw and that the road surface passes the obstacle when the comparison value is greater than the third comparison reference value. 청구항 4에 있어서,
노면상태 판단단계의 비교기준값은 제1비교기준값, 제2비교기준값, 제3비교기준값으로 구성되고,
제어부는 현재 노면상태가 과속방지턱을 통과하지 않는 것으로 판단되고, 비교값이 제3비교기준값보다 작거나 같은 경우 양로를 통과하는 것으로 판단하는 것을 특징으로 하는 차량용 노면상태 감지방법.The method of claim 4,
The comparison reference value of the road surface state determination step is composed of a first comparison reference value, a second comparison reference value, and a third comparison reference value,
Wherein the control unit determines that the current road surface state does not pass the overspeed prevention jaw and that the vehicle passes the positive road if the comparison value is less than or equal to the third comparison reference value. 청구항 5에 있어서,
노면상태 판단단계의 제3비교기준값은 복수개의 값으로 세분화되고, 제어부는 세분화된 제3비교기준값을 바탕으로 제3비교기준값의 개수에 대응하도록 험로의 정도를 세분화하여 감지하는 것을 특징으로 하는 차량용 노면상태 감지방법.The method of claim 5,
Wherein the third comparison reference value in the road surface condition determination step is subdivided into a plurality of values and the control unit subdivides the degree of roughness so as to correspond to the number of the third comparison reference values based on the subdivided third comparison reference value. Method of detecting road surface condition. 차체의 가속도를 측정하는 차체 가속도 센서;
휠의 가속도를 측정하는 휠 가속도 센서;
차체의 피치각속도를 측정하는 자이로 센서; 및
가속도 센서, 휠 가속도 센서 및 자이로 센서로부터 얻어진 정보를 바탕으로 차량의 노면상태를 감지하는 제어부;를 포함하는 차량용 노면상태 감지시스템.A body acceleration sensor for measuring the acceleration of the vehicle body;
A wheel acceleration sensor for measuring the acceleration of the wheel;
A gyro sensor for measuring the pitch angular velocity of the vehicle body; And
And a controller for sensing a road surface state of the vehicle based on information obtained from the acceleration sensor, the wheel acceleration sensor, and the gyro sensor.
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JP2008179277A (en) 2007-01-25 2008-08-07 Toyota Motor Corp Traveling device
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JP2014077257A (en) 2012-10-10 2014-05-01 Koichi Yagi Road surface property measuring device

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JP2008179277A (en) 2007-01-25 2008-08-07 Toyota Motor Corp Traveling device
JP2013028237A (en) 2011-07-27 2013-02-07 Denso Corp Device, program and method for control of vehicle
JP2014077257A (en) 2012-10-10 2014-05-01 Koichi Yagi Road surface property measuring device

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220032711A1 (en) * 2020-07-30 2022-02-03 Hyundai Motor Company Apparatus and method for controlling vehicle suspension
US11964529B2 (en) * 2020-07-30 2024-04-23 Hyundai Motor Company Apparatus and method for controlling vehicle suspension

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