KR101735729B1 - Apparatus and method for estimating vehicle mass using wheel speed - Google Patents

Apparatus and method for estimating vehicle mass using wheel speed Download PDF

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KR101735729B1
KR101735729B1 KR1020150173322A KR20150173322A KR101735729B1 KR 101735729 B1 KR101735729 B1 KR 101735729B1 KR 1020150173322 A KR1020150173322 A KR 1020150173322A KR 20150173322 A KR20150173322 A KR 20150173322A KR 101735729 B1 KR101735729 B1 KR 101735729B1
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South Korea
Prior art keywords
resonance frequency
mass
vehicle
wheel speed
wheel
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KR1020150173322A
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Korean (ko)
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신승환
김대헌
이상헌
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현대오트론 주식회사
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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
    • B60W40/12—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
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0486—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors
    • B60C23/0488—Movement sensor, e.g. for sensing angular speed, acceleration or centripetal force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0057—Frequency analysis, spectral techniques or transforms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/30—Wheel torque
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/28—Wheel speed
    • 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
    • B60Y2400/303—Speed sensors
    • B60Y2400/3032—Wheel speed sensors

Abstract

The present invention relates to an apparatus and method for estimating a vehicle mass using a wheel speed, which receives a wheel speed of a vehicle, calculates a frequency corresponding to the wheel speed, and estimates a mass of the vehicle associated with the calculated frequency .
A resonance frequency calculation unit calculates a resonance frequency in at least two directions by receiving wheel speed information from at least one wheel speed sensor provided in a vehicle. And a mass estimator for estimating the mass of the vehicle by using the ratio of the resonance frequencies along the two directions in the resonance frequency calculator.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an apparatus for estimating a vehicle mass using a wheel speed,

The present invention relates to an apparatus and a method for estimating a vehicle mass using a wheel speed of a vehicle. More particularly, the present invention relates to a vehicle speed estimating apparatus using a wheel speed, which calculates a frequency corresponding to the wheel speed based on a wheel speed of the vehicle and estimates a mass of the vehicle associated with the calculated frequency, And methods.

Recently, vehicles are equipped with a tire pressure monitoring system (TPMS) that detects the drop in air pressure of a tire mounted on a vehicle and informs the driver. Such tire pressure sensing systems can be largely classified into a direct method and an indirect method.

In the direct method, a pressure sensor is installed inside the tire wheel to directly measure the air pressure of the tire. The direct method can detect the decrease of the air pressure of the tire with high accuracy, but it requires a dedicated wheel and has a problem in performance in a real environment, which is a technical and cost disadvantage.

The indirect method is a method of estimating the tire air pressure from the rotation information of the tire. Indirect tire pressure sensing systems can be further classified into Dynamic Loaded Radius (DLR) analysis methods and Resonance Frequency Method (RFM) analysis methods. This is briefly referred to as radius analysis and frequency analysis.

In the frequency analysis method, the decompressed tire is a method of detecting the difference from the normal-pressure tire by using the fact that the frequency characteristic of the wheel rotation speed signal changes. In the frequency analysis method, attention is paid to the resonance frequency which can be obtained by frequency analysis of the wheel rotation speed signal, and when the resonance frequency is calculated to be lower than the reference frequency estimated at the time of initialization, it is judged that the tire is decompressed.

The radial analysis method is a method of detecting the pressure drop by comparing the rotational speeds of four tires by using a phenomenon that the reduced load radii are smaller at the time of traveling of the decompressed tire and consequently the tire rotates faster than the normal tire.

On the other hand, the mass of the vehicle is very important information for various chassis control systems. For example, various chassis control systems include a tire pressure monitoring system (TPMS), electronic stability control (ESC), active roll stabilization (ARS), and continuous damping control Device (CDC Continuous Damping Control). When the mass change of the vehicle occurs, slip of the tire occurs and the number of revolutions of the engine may fluctuate. Further, a shift shock may occur in such a section, and the ride feeling may be lowered.

The mass of the vehicle is calculated using an equation of motion that models the motion of the vehicle or a height sensor mounted on a suspension of the vehicle. However, it is difficult to accurately calculate the motion state of the vehicle due to various changes in the motion state of the vehicle. In the case of using the height sensor, expensive parts must be mounted.

Korean Patent Publication No. 10-2010-0032516 (published on March 26, 2010)

It is an object of the present invention to provide an apparatus and method for estimating a vehicle mass that accurately estimates a mass of a vehicle using wheel speed information obtained by using a wheel speed sensor mounted on the vehicle without using a separate sensor .

A resonance frequency calculation unit calculates a resonance frequency in at least two directions by receiving wheel speed information from at least one wheel speed sensor provided in a vehicle. And a mass estimator for estimating the mass of the vehicle by using the ratio of the resonance frequencies along the two directions in the resonance frequency calculator.

The resonance frequency along the two directions may be a radial resonance frequency for a particular wheel and a vertical resonance frequency normal to the ground.

The ratio of the resonance frequency may be a value obtained by dividing the radial resonance frequency by a square of the vertical direction resonance frequency.

The mass estimator may estimate the actual vehicle mass according to the calculated resonance frequency ratio while holding the experimental value of the actual vehicle mass with respect to the resonance frequency ratio.

In one embodiment, the mass estimating unit estimates the mass of the vehicle using a resonance frequency according to wheel speed information about the wheel, which is not a driving wheel.

Also, the mass estimator may estimate the mass of the vehicle using the resonance frequency according to wheel speed information about the rear wheels.

In addition, the mass estimator may estimate the mass of the vehicle by averaging the mass of the estimated vehicle using the resonance frequency according to at least two wheel velocity information, or adding a weight.

According to another aspect of the present invention, there is provided a method for controlling a vehicle, comprising: receiving wheel speed information of a specific wheel from a wheel speed sensor; Calculating a resonance frequency in at least two directions using the wheel speed information; And estimating a mass of the vehicle using the ratio of the resonance frequency.

The resonance frequency along the two directions may be a radial resonance frequency for a particular wheel and a vertical resonance frequency normal to the ground.

The ratio of the resonance frequency may be a value obtained by dividing the radial resonance frequency by a square of the vertical direction resonance frequency.

According to the present invention, there is an effect that the control according to the vehicle mass such as the vehicle posture control can be efficiently performed by accurately estimating the mass of the vehicle using the wheel speed information of the vehicle.

1 is a schematic diagram showing spring damper modeling for a tire mounted on a vehicle.
2 is a free body diagram according to modeling of a spring damper for a tire.
3 is a block diagram showing a configuration of an apparatus for estimating a vehicle mass using a wheel speed according to a preferred embodiment of the present invention.
4 is a graph showing the relationship between the vertical force N applied to the tire and the actual vehicle mass in the vehicle mass estimating apparatus according to the preferred embodiment of the present invention.
5 is a flowchart illustrating a method for estimating a vehicle mass according to a preferred embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the drawings, the same reference numerals are used to designate the same or similar components throughout the drawings. In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear. In addition, the preferred embodiments of the present invention will be described below, but it is needless to say that the technical idea of the present invention is not limited thereto and can be variously modified by those skilled in the art.

1 is a schematic diagram showing spring damper modeling for a tire mounted on a vehicle. 2 is a free body diagram according to modeling of a spring damper for a tire.

The equation of motion for the free body diagram shown in FIG. 2 is expressed by Equation 1 below.

Figure 112015119598508-pat00001

In Equation 1, F (t) is a force due to the movement of the mass m in the vertical direction (+ y), R (t) is a force calculated according to the damping coefficient c of the damper (Damping force), Fs is the force calculated according to the spring coefficient k, and W is gravity.

Equation (1) can be rewritten as Equation (2) below.

Figure 112015119598508-pat00002

In Equation (2), y (t) is the displacement of mass (m) at t, and h is the initial displacement of the spring.

When the tire is not rotating, y (t) = 0, and since the first derivative and the second derivative with respect to time are zero, kh = mg. Therefore, Equation (2) is summarized in Equation (3).

Figure 112015119598508-pat00003

The solution of the equation of Equation (3) can be expressed as Equation (4).

Figure 112015119598508-pat00004

In Equation (4),? Is a natural frequency and is expressed by Equation (5).

Figure 112015119598508-pat00005

In Equation (5), c is a fixed value as a damping coefficient. In the spring damper modeling shown in Fig. 1, the spring constant k changes in accordance with the tire pressure (hereinafter, the change amount of the spring constant is expressed by [Delta] k ). ? Is a natural frequency with respect to the vertical direction of the tire, and is a value corresponding to the frequency in the vertical direction of the tire. According to the above description, the vertical direction resonance frequency (? Ver, resonance ) of the tire can be approximated as shown in Equation (6). In Equation (6), N is the vertical force applied to the tire, which is a value corresponding to the vehicle mass. Equation (6) can be expressed by the following equation (7).

Figure 112015119598508-pat00006

Figure 112015119598508-pat00007

On the other hand, in the spring damper model for a tire, the spring coefficient is proportional to the radial resonance frequency of the tire. That is, (k -? K) is proportional to the radial resonance frequency (? Rad, resonance ) of the tire. Accordingly, Equation (7) can be summarized as Equation (8).

Figure 112015119598508-pat00008

From Equation (8), it can be seen that the vertical force N applied to the tire can be determined by the ratio of the radial resonance frequency and the vertical resonance frequency of the tire. Therefore, in the description of the present invention, N can be understood as a vertical force or a resonance frequency ratio applied to the tire.

The radial resonance frequency and the vertical resonance frequency with respect to the tire can be calculated from the rotational speed of the wheel inputted by the wheel speed sensor mounted on the wheel of the vehicle. A method of calculating the resonant frequency may be a method using a tire model, an adaptive filter, or a fast Fourier transform (FFT). However, the present invention is not limited to this, and various methods can be utilized as long as the resonance frequency can be calculated from the rotational speed of the wheel.

3 is a block diagram showing a configuration of an apparatus for estimating a vehicle mass using a wheel speed according to a preferred embodiment of the present invention.

Referring to FIG. 3, a vehicle mass estimation apparatus 100 according to an embodiment of the present invention includes a wheel speed sensor 110, a resonance frequency calculating unit 120, and a mass estimating unit 130. Meanwhile, the mass estimator 130 may be connected to a vehicle controller 140, such as a vehicle attitude controller (ESC), to provide an estimated vehicle mass.

The wheel speed sensor 110 measures the rotational speed of each wheel of the vehicle. Four wheels are provided with a total of four wheels of a left front wheel 1 FL, a right front wheel 2 FR, a left rear wheel 3 RL and a right rear wheel 4 RR as shown in FIG. And four wheel speed sensors 110 for measuring the rotational speed of the wheel of the vehicle.

The rotational speed information of the wheel detected by the wheel speed sensor 110 is transmitted to the resonance frequency calculating unit 120. The resonance frequency calculating unit 120 calculates the radial resonance frequency (ω rad, resonance ) and the vertical resonance frequency (ω ver, resonance ) of the tire using the wheel rotation speed information.

Although not shown in FIG. 3, it is possible to additionally include a tire pressure-decreasing judging unit for judging whether the pressure of each tire is lowered by using the resonance frequency calculated by the resonance frequency calculating unit 120. FIG.

The mass estimator 130 estimates the mass of the vehicle according to Equation (8) using the radial resonance frequency and the vertical resonance frequency calculated by the resonance frequency calculator 120.

The vertical force N applied to the tire shown in Equation (8) is a value corresponding to the mass of the vehicle, and the actual mass of the vehicle corresponding to N is calculated experimentally in advance according to the type of tire, And is stored in the mass estimating unit 130 in the form of

For example, FIG. 4 is a graph showing a relationship between a vertical force N applied to a tire and an actual vehicle mass in a vehicle mass estimating apparatus according to a preferred embodiment of the present invention. Here, N may be the same as the ratio of the resonance frequency shown on the right side of Equation (8), or may be a value obtained by multiplying the ratio of the resonance frequency by a predetermined coefficient.

Referring to Fig. 4, the relationship of the actual vehicle mass corresponding to the vertical force N is presented. In theory, the force in the vertical direction (N) and the actual vehicle mass can be linearly proportional, but the actual experimental results may be somewhat different.

In Equation (8), since N is expressed as a ratio of the resonance frequency, the change of the N value corresponding to the actual vehicle mass may not be large even when the pressure of the tire is lower or higher than the normal pressure. However, in the practice of the present invention, it is possible to consider the pressure value of the tire in deriving the relationship between N and the actual vehicle mass exemplified in Fig. In this case, the look-up table showing the relationship between N and the actual vehicle mass may be presented to include the correlation between N and the actual vehicle mass in accordance with the pressure value of the tire.

When the value stored in the mass estimating unit 130 is a relation between N and the actual vehicle mass, the mass estimating unit 130 can estimate the vehicle mass using only the result calculated by the resonance frequency calculating unit 120. [

When the value stored in the mass estimator 130 is a relation between N and actual vehicle mass in accordance with the pressure value of the tire, the mass estimator 130 calculates the mass of the tire based on the result calculated by the resonance frequency calculator 120, The mass of the vehicle can be estimated in consideration of the tire pressure value determined by the pressure decrease determination unit.

In one embodiment, the mass estimator 130 includes a total of four wheels of the left front wheel 1, FL, the right front wheel 2, FR, the left rear wheel 3, RL, and the right rear wheel 4, The vehicle mass can be estimated using only the wheel speed information of the wheel speed sensor 110 for any one of the wheels. In this case, the resonance frequency calculating unit 120 may transmit only the resonance frequency information of the specific wheel among the four wheels to the mass estimating unit 130. When the vehicle mass is estimated by selecting any one of the four wheels, the wheel may be a wheel other than a drive wheel or a wheel of a rear wheel. For example, in the case of the front wheel drive vehicle, the resonance frequency ratio in Expression (8) may be influenced not by the vehicle mass but by the vehicle drive in the front wheel as the drive wheel. In addition, since the influence of the vehicle mass change may be more on the rear wheel than on the front wheel, for example, in the case of a change in the number of riders or a load on the vehicle trunk, the wheel for estimating the vehicle mass can be selected as a rear wheel.

In one embodiment, the mass estimator 130 may estimate the final vehicle mass by averaging the estimated vehicle masses in accordance with the resonance frequency ratios of the left rear wheel 3, RL and the right rear wheel 4, RR, respectively have. In this case, the rear wheel may be a non-driving wheel.

Further, in one embodiment, the mass estimator 130 may estimate the final vehicle mass using the estimated vehicle mass for all the wheels. In this case, in estimating the final vehicle mass, it is also possible to set weights for the front wheels and the rear wheels, or for the driving wheels and the non-driving wheels. For example, with respect to the estimated vehicle mass calculated for each wheel, it may be set to give a higher weight to the non-driving wheel than to the driving wheel, rather than to the front wheel.

5 is a flowchart illustrating a method for estimating a vehicle mass according to a preferred embodiment of the present invention.

The resonance frequency calculator 120 receives the wheel speed information obtained from the wheel speed sensor 110 and calculates a resonance frequency ω rad and a resonance frequency ω ver for the particular wheel (S100).

The mass estimator 130 calculates the resonance frequency ratio N shown in equation (8) according to the resonance frequency calculated by the resonance frequency calculator 120 (S110).

The mass estimator 130 calculates the actual vehicle mass with respect to the resonance frequency ratio N (S120). In this case, the actual vehicle mass with respect to the resonance frequency ratio N may be acquired through experiments beforehand and provided to the mass estimator 130 in the form of a look-up table. In addition, the mass estimator 130 may interpolate the peripheral values of values not shown in the lookup table.

It will be apparent to those skilled in the art that various modifications, substitutions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims. will be. Therefore, the embodiments disclosed in the present invention and the accompanying drawings are intended to illustrate and not to limit the technical spirit of the present invention, and the scope of the technical idea of the present invention is not limited by these embodiments and the accompanying drawings . The scope of protection of the present invention should be construed according to the following claims, and all technical ideas within the scope of equivalents should be construed as falling within the scope of the present invention.

100: Vehicle mass estimating device
110: Wheel speed sensor
120: Resonance frequency calculating section
130:
140:

Claims (10)

A resonance frequency calculator for receiving wheel speed information from at least one wheel speed sensor provided in the vehicle and calculating a resonance frequency according to at least two directions; And
And a mass estimator for estimating a mass of the vehicle by using the ratio of the resonance frequencies in the two directions in the resonance frequency calculating unit,
Wherein the resonance frequency along the two directions is a radial resonance frequency for a specific wheel and a vertical resonance frequency perpendicular to the ground. delete The method according to claim 1,
Wherein the ratio of the resonance frequency is obtained by dividing the radial resonance frequency by the square of the vertical direction resonance frequency. 4. The method according to any one of claims 1 to 3,
Wherein the mass estimator estimates an actual vehicle mass according to the calculated resonance frequency ratio while holding an experimental value of the actual vehicle mass with respect to the resonance frequency ratio. 5. The method of claim 4,
Wherein the mass estimating unit estimates the mass of the vehicle using a resonance frequency according to wheel speed information about the wheel, not the drive wheel. 5. The method of claim 4,
Wherein the mass estimator estimates the mass of the vehicle using a resonance frequency according to wheel speed information about the rear wheels. 5. The method of claim 4,
Wherein the mass estimating unit estimates the mass of the vehicle by averaging the mass of the estimated vehicle using the resonance frequency according to at least two wheel speed information or adding a weight. Receiving wheel speed information of a specific wheel from a wheel speed sensor;
Calculating a resonance frequency in at least two directions using the wheel speed information; And
Estimating a mass of the vehicle using the ratio of the resonance frequency;
Lt; / RTI >
Wherein the resonance frequency along the two directions is a radial resonance frequency for a specific wheel and a vertical resonance frequency perpendicular to the ground. delete 9. The method of claim 8,
Wherein the ratio of the resonance frequency is obtained by dividing the radial resonance frequency by a square of the vertical resonance frequency.
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101929749B1 (en) 2017-07-12 2018-12-17 주식회사 만도 Method and Apparatus of vehicle load estimation using ABS wheel speed sensor

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014032019A (en) * 2012-08-01 2014-02-20 Panasonic Corp Vehicle weight calculation device, undulation road, and vehicle weight calculation method

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014032019A (en) * 2012-08-01 2014-02-20 Panasonic Corp Vehicle weight calculation device, undulation road, and vehicle weight calculation method

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101929749B1 (en) 2017-07-12 2018-12-17 주식회사 만도 Method and Apparatus of vehicle load estimation using ABS wheel speed sensor

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