KR101937468B1 - Active roll stabilizer and method of discriminating actuator dead band region thereof - Google Patents

Abstract

The present invention relates to an active roll stabilizer and a method of discriminating an actuator dead band region thereof. The active roll stabilizer comprises: a sensor value monitoring unit to monitor a current driving speed of a vehicle, a steering angle by a driver operation of a steering wheel, a current lateral acceleration of the vehicle, a current longitudinal acceleration of the vehicle, a current yaw angular speed of the vehicle, a position of an active roll stabilizer, and twisting of a stabilizer bar from sensors installed in the vehicle; a target torque signal generation unit to calculate a target torque value to be generated in the stabilizer bar in accordance with the sensor values to generate a target torque signal; an actuator control unit to generate an actuator driving command to follow a target of the target torque signal to control the actuator to generate target torque in the stabilizer bar by a motor; and a dead band region discriminating unit to discriminate a dead band region based on a measurement torque value in the stabilizer bar, a change in the calculated target torque value, and a torque following error value. Repulsion by a response delay can be reduced by compensating system responsiveness and following characteristics, and applying a different technique to the dead band region.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an active roll stabilizer, and more particularly to an active roll stabilizer and an actuator dead-

The present invention relates to an active roll stabilizer and a method for determining a dead band section of the actuator, and more particularly, to a method and apparatus for determining a dead band section in which the motor torque is not transmitted despite the actuator being operated, thereby degrading the responsiveness of the entire active roll stabilizer system The present invention relates to an active roll stabilizer and a method of determining a dead band section of the active roll.

BACKGROUND ART Generally, a vehicle is a means for absorbing up-and-down vibrations of a vehicle body generated from a road surface during traveling to stabilize the posture of the vehicle body to provide a comfortable ride to the occupant. In addition to suspensions, A stabilizer is provided as a means for reducing lateral displacement (i.e., rolling) of the vehicle body caused by centrifugal force when traveling.

The conventional stabilizer has a structure in which both ends of a helical torsion bar spring (i.e., a torsion bar or a stabilizer bar) are placed between the right and left wheels so that when the left and right wheels exhibit different behaviors, the stabilizer bar itself, To stabilize the posture of the vehicle body. The conventional stabilizer bar composed of a single material has advantages of easy manufacture and low production cost. However, since rolling of the vehicle body is controlled by utilizing the inherent roll rigidity of the vehicle, various types of rolling occurring when the vehicle is running can be effectively There was a difficult problem to suppress.

In recent years, the use of an active roll stabilizer (ARS) equipped with an actuator has been increasing so that the roll stiffness of the stabilizer bar can be automatically adjusted according to the running condition of the vehicle. The active roll stabilizer is structured such that an actuator including a rotary motor is disposed between the two half stabilizer bars to stabilize the attitude of the vehicle body by controlling the roll stiffness of the stabilizer bar by operating the actuator according to the size of the rolling generated in the vehicle. In other words, the active roll stabilizer system receives the speed, the steering angle, the lateral acceleration, the yaw rate and the like from the vehicle, calculates the target torque value, generates the actuator voltage command to follow the target, The actuator is operated to generate another torque (i.e., torsional moment) to control the rolling caused when the vehicle turns. However, such an active roll stabilizer is often electronically controlled by the actuator, so that the stabilizer often operates beyond the maximum driving force set at the time of rotation. In such a case, since the stabilizer is twisted more than the rotation angle of the target value, there is a problem that the stability of the vehicle body is lowered and the device is broken and the wear is caused.

 In the above-described active roll stabilizer, an active roll stabilizer having a damper in an actuator is developed to prevent the stabilizer from being rotated beyond a set rotational angle. Thus, the active roll stabilizer having the damper can mechanically control the rotation of the stabilizer, thereby preventing the stabilizer from rotating beyond the maximum driving force. On the other hand, on the other hand, as shown in the graph of Fig. 7 showing the response value of the actuator to the command due to the magnetic hysteresis of the ferromagnetic body constituting the damper, the elastic hysteresis of the elastic body and the hardware clearance, A dead band section that is not transmitted to the stabilizer system is generated. In such a deadband section, the actuator is driven, but the motor torque is not normally transmitted to the entire system, resulting in a phenomenon in which the system response and followability with respect to the target torque required in the rolling control is very low.

Korean Patent Publication No. 10-2007-0027748 (2007.03.09) Korean Patent Publication No. 10-2014-0131228 (November 11, 2014)

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide an active roll stabilizer equipped with a damper in which an actuator is driven but a motor torque is not normally transmitted to the entire active roll stabilizer system, An active roll stabilizer capable of discriminating a dead band section in which system responsiveness and trackability with respect to a target torque required in control are inferior, and a method for distinguishing a dead band of the actuator.

According to an aspect of the present invention, there is provided an active roll stabilizer for a vehicle, comprising: a sensor for detecting a current driving vehicle speed of the vehicle, a steering angle corresponding to an operation of the driver's steering wheel, A sensor value monitoring unit for monitoring a current longitudinal acceleration of the vehicle, a current yaw angular velocity of the vehicle, a position of a motor of an active roll stabilizer (ARS), a torsion of the stabilizer bar, a target torque to be generated in the stabilizer bar An actuator control unit for generating an actuator driving command for following the target of the target torque signal and controlling the actuator to generate a target torque in the stabilizer bar by the motor; Wherein the measurement torque of the stabilizer bar Includes, based on the amount of change and the torque value of the tracking error computing the target torque value portion deadband interval determination section that determines the dead band of the actuator.

An active roll stabilizer according to another embodiment of the present invention is a control system for an active roll stabilizer according to another embodiment of the present invention. The active roll stabilizer according to another embodiment of the present invention is configured to detect the current running vehicle speed of the vehicle, the steering angle according to the operation of the driver's steering wheel, A sensor value monitoring unit for monitoring a current yaw rate, a position of a motor of an active roll stabilizer (ARS), a torsion of the stabilizer bar, and a target torque value to be generated in the stabilizer bar according to the sensor value, An actuator control unit for generating an actuator driving command for following the target of the target torque signal and controlling the actuator to generate a target torque in the stabilizer bar by a motor, The speed value of the motor, Based on the amount of change of the constant-torque value it includes a dead band determination section that determines the dead band range of the actuator.

Meanwhile, a method of determining an actuator deadband section of an active roll stabilizer according to an embodiment of the present invention includes a step of detecting a current driving vehicle speed of a vehicle, a steering angle according to an operation of a driver's steering wheel, a current lateral acceleration of the vehicle, Monitoring the position of the motor of the active roll stabilizer (ARS), calculating a target torque value to be generated in the stabilizer bar according to the value monitored by the sensor, and generating a target torque signal Generating an actuator driving command for following the target of the target torque signal and controlling the actuator to generate a target torque in the stabilizer bar by the motor; and controlling the actuator so that the measured torque value in the stabilizer bar, Based on the variation of the value and the torque following error value And determining a deadband section of the actuator.

In another aspect of the present invention, there is provided a method for determining an actuator deadband section of an active roll stabilizer, the method comprising: detecting a current running vehicle speed of the vehicle, a steering angle corresponding to an operation of the driver's steering wheel, A step of monitoring a position of a motor of an active roll stabilizer (ARS), a target torque signal by calculating a target torque value to be generated in a stabilizer bar according to a value monitored by the sensor, Generating an actuator driving command for following the target of the target torque signal and controlling the actuator to generate a target torque in the stabilizer bar by the motor, and controlling the actuator so that the measured torque value in the stabilizer bar, Based on the variation of the measured torque value, And a step of determining the dead band range of the actuator.

As described above, the active roll stabilizer of the present invention and the method of determining the dead band of the actuator according to the present invention are designed such that the actuator is driven but the motor torque is not normally transmitted to the entire active roll stabilizer system, The deadband interval which degrades the property and followability is discriminated to compensate the system responsiveness and followability. By applying the other control technique to the deadband interval, it is possible to reduce the heterogeneity due to the response delay.

1 is a view schematically showing a vehicle including an active roll stabilizer according to a preferred embodiment of the present invention.
2 is a perspective view schematically showing a configuration of an active roll stabilizer according to a preferred embodiment of the present invention.
3 is a block diagram schematically showing various control functions of an electronic control unit of an active roll stabilizer according to a preferred embodiment of the present invention.
4A and 4B are graphs showing the relationship between the torque value and the speed value of the active roll stabilizer of Figs. 2 and 3, respectively, according to the predetermined condition in the graph showing the correlation between the torque value and the speed value, And FIG. 3 is a graph showing a process of determining an actuator deadband section of the active roll stabilizer of FIGS. 2 and 3. FIG.
5 is a flowchart sequentially illustrating an actuator deadband section determination method of an active roll stabilizer according to an embodiment of the present invention.
6 is a flowchart sequentially illustrating an actuator deadband section determination method of an active roll stabilizer according to another embodiment of the present invention.
FIG. 7 is a graph illustrating a dead band period in which a driving force of an actuator is not transmitted to an active roll stabilizer system in a graph showing a correlation of torque values with time of an active roll stabilizer. FIG.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention, and the manner of achieving them, will be apparent from and elucidated with reference to the embodiments described hereinafter in conjunction with the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the invention to those skilled in the art. Is provided to fully convey the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an active roll stabilizer and a method for determining an actuator deadband section of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view schematically showing a vehicle including an active roll stabilizer according to a preferred embodiment of the present invention.

As shown in Fig. 1, the active roll stabilizer (ARS) system 1 includes front and rear stabilizers 10 on the front and rear wheels 20 of the vehicle body to stabilize the posture of the vehicle body and provide a comfortable ride for the occupant Respectively. Each of the stabilizers 10 acts as a torsion spring when a roll direction operation is supplied to the vehicle. Further, each of the stabilizers 10 is configured to variably adjust the torsional moment using the actuator 11 in accordance with the roll direction motion supplied to the vehicle. The actuator 11 is also controlled by the stabilizer control unit 100 (see Fig. 3) included in the electronic control unit (ECU).

1, there are provided a wheel speed sensor 21 for detecting the wheel speed of the left and right wheels 20, a steering angle sensor 31 for detecting the steering angle of the steering wheel 30, A lateral acceleration sensor 51 for detecting the lateral acceleration of the vehicle and a yaw angular velocity sensor 61 for detecting the yaw angular velocity of the vehicle are disposed at appropriate positions of the vehicle, (ECU) for inputting signals relating to the rotational speed, the steering angle of the steering wheel, the longitudinal acceleration of the vehicle, the lateral acceleration of the vehicle and the yaw angular velocity of the vehicle.

The electronic control unit ECU may include a stabilizer control unit 100 (see Fig. 3) which is connected to a communication bus through a communication unit (not shown) including a CPU, ROM and RAM.

2 is a perspective view schematically showing a configuration of an active roll stabilizer according to a preferred embodiment of the present invention.

2, each of the stabilizer bars 15 and 16 has one end fixed to each of the left and right wheels 20 of the vehicle so that the two stabilizer bars 15 and 16 rotate with respect to each other, And is connected to an actuator 11 to be described later. The stabilizer bars 15 and 16 can be held by the vehicle body using the holding means 17 and 18. [ Each of the actuators 11 includes a rotation motor (hereinafter referred to as a motor) 12 that rotates when the roll direction operation is supplied to the vehicle and transmits the rotational driving force to the stabilizer bars 15 and 16, A damper 14 which is provided between the damper 14 and which is capable of mechanically restricting rotation of the stabilizer bars 15 and 16 beyond a predetermined rotation angle, ).

1, a motor position sensor 71 for detecting the position of the motor 12 (i.e., the position of the actuator 11) for driving the actuator 11, and a motor position sensor 71 for detecting the position of the stabilizer bars 15 and 16 A sensor (not shown) for measuring the torsion is disposed in the motor 12 and the stabilizer bars 15 and 16, respectively, and a signal for inputting a signal concerning the position of each motor and the torsion of the stabilizer bars 15 and 16 And is connected to an electronic control unit (ECU).

Fig. 3 is a block diagram schematically showing various control functions of an electronic control unit of an active roll stabilizer according to a preferred embodiment of the present invention. Fig. 4A and Fig. FIG. 2 is a graph showing a process of determining an actuator deadband section of the active roll stabilizer of FIGS. 2 and 3 according to a predetermined condition predetermined in a graph showing a correlation between a torque value and a speed value according to the present invention;

3, the electronic control unit (ECU) of the vehicle is provided with a memory (DB) such as ROM and RAM to store various control programs such as the dead band discrimination program shown in Figs. 4 to 6 and various control data / RTI > The electronic control unit (ECU) further includes a CPU to execute various control programs. In the preferred embodiment of the present invention, the electronic control unit (ECU) executes the dead band determination program shown in Figs. 4 to 6 The stabilizer control unit 100 is provided to more stably and actively control the roll-direction motion supplied to the vehicle.

3, the electronic control unit ECU includes a vehicle speed sensor 21, a steering angle sensor 31, a longitudinal acceleration sensor 41, a lateral acceleration sensor Steering angles, longitudinal accelerations, lateral accelerations, and lateral accelerations from respective sensors (not shown) for measuring the torsion of the stabilizer bars 15 and 16, the yaw angular velocity sensor 61, the motor position sensor 71, A target torque signal to be generated in the stabilizer bars 15 and 16 is calculated according to the monitored sensor value to generate a target torque signal, And generates torque (i.e., torsional moment) to the left and right stabilizer bars 15 and 16 by the motor 12 to generate an actuator driving command for following the target torque signal generator 120 and the target of the generated target torque signal Actu The controller 11 controls the rolling of the actuator 11 so that the motor 11 is driven but the motor torque is not normally transmitted to the entire active roll stabilizer system 1, And a deadband section discrimination unit 140 for discriminating a deadband period in which the system response and trackability of the target torque to be required are deteriorated, thereby compensating for system responsiveness and followability.

In particular, referring to FIG. 4A, in an embodiment of the present invention, the deadband section determination unit 140 determines the absolute value of the measured torque measured by the stabilizer bars 15 and 16 input through the sensor value monitoring unit 110 A second monitoring unit 142 for monitoring whether the amount of change in the target torque value calculated through the target torque signal generating unit 120 is greater than a second reference value, Monitoring the torque tracking error (i.e., the target torque-measured torque) from the value monitoring unit 110 and the target torque signal generating unit 120 to a third reference value, The section in which the absolute value of the measured torque is within the first reference value and the amount of change in the target torque value is larger than the second reference value and the torque follow-up error value is larger than the third reference value is determined as the deadband section of the actuator.

The measured torque values monitored through the first monitoring unit 141 are transmitted to the stabilizer bars 15 and 16 when the stabilizer bars 15 and 16 are deformed by receiving the rotational driving force from the actuator 11 through the motor 12, 16). Also, in the present invention, the twist torque is measured using a torque sensor to measure the deformation of the stabilizer bars 15 and 16, but the twist angle may be measured using the position sensor.

Specifically, the determining unit 140 according to an embodiment of the present invention first finds a range in which the measured torque value passes through the vicinity of the origin of the measured torque graph with respect to time through the first reference, A change in the target torque value takes place largely through the second reference and the third reference in the range in which the torque tracking error is large, and when the track following the measured torque with respect to the target torque deteriorates and a section having a large torque following error value is found, do. In this case, the first reference value and the third reference value represent a period in which the deadband section is not transmitted to the actuator until the elastic member constituting the damper 14 is completely compressed, 2 reference value indicates an experimentally determined value in order to take account of the risk of occurrence of side effects such as vibration if the actuator 11 is controlled near the origin or the origin to compensate the entire dead band.

Alternatively, referring to FIG. 4B, in another embodiment of the present invention, the deadband section determination unit 140 may determine the dead band of the measured torque measured in the stabilizer bars 15 and 16 input through the sensor value monitoring unit 110 A first monitoring unit 141 for monitoring whether the absolute value is within a first reference value or not, and a second monitoring unit 141 for monitoring whether the absolute value is within a first reference value, a speed value of the motor 12 measured by the motor position sensor 71 input through the sensor value monitoring unit 110, And a third monitoring unit 143 monitoring whether the amount of change in the measured torque value monitored through the second monitoring unit 142 and the first monitoring unit 141 is less than a fifth reference value, And the measured velocity value is greater than the fourth reference value and the change amount of the measured to-be-measured value is less than the fifth reference value as the deadband section of the actuator.

Here, the speed value monitored through the second monitoring unit 142 refers to the amount of rotation of the motor 12 when the motor 12 rotates to transmit the rotational driving force to the stabilizer bars 15, 16. When the motor 12 is driven to transmit the rotational driving force to the stabilizer bars 15 and 16 after the occupant rides on the vehicle and turns on the vehicle to start the vehicle, the amount of rotation of the motor 12 It is possible to measure the position of the motor using the motor position sensor 71 to measure the amount of rotation of the motor 12 by sensing the alternating current or the direct current of the motor 12 using the current sensor It is also possible to implement it. When the three-phase motor is used as the motor position sensor 71, the position of the three-phase motor can be measured by measuring the position of the rotor of the three-phase motor, and when the DC motor is used, The position of the DC motor can be measured by measuring.

Specifically, the determination unit 140 according to another embodiment of the present invention first finds a range in which the measured torque value passes through the vicinity of the origin of the measured torque graph with respect to time through the first reference, If the measured speed has a large value through the fourth criterion and the fifth criterion in the range to which the measurement torque is applied, if the interval in which the measured torque is hardly changed is found, the corresponding interval is determined as the active data deadband section. In this case, the first reference value indicates an interval in which the deadband section is not transmitted to the actuator 11 until the elastic member constituting the damper 14 is completely compressed, The reference value indicates an experimentally determined value using the fact that the actuator 11 is not loaded on the actuator 11 when the actuator 11 is operated near the origin or the origin, and thus the velocity value greatly increases. The fifth reference value indicates a value The actuator 11 is driven but exhibits an experimentally determined value in consideration of the fact that the responsiveness of the entire active roll stabilizer system 1 is degraded.

5 is a flowchart sequentially illustrating an actuator deadband section determination method of an active roll stabilizer according to an embodiment of the present invention.

5, an actuator deadband section discrimination method of an active roll stabilizer according to an embodiment of the present invention includes a vehicle speed sensor 21, a steering angle sensor 31, a longitudinal acceleration sensor 41, The steering angle, the longitudinal acceleration, the steering angle, and the like from the sensor 51, the yaw angular velocity sensor 61, the motor position sensor 71 and the sensor (not shown) for measuring the torsion of the stabilizer bars 15, A sensor value monitoring step S110 for monitoring the lateral acceleration, the yaw rate, the motor position, the torsion of the stabilizer bar, etc., and calculates a target torque value to be generated in the stabilizer bars 15 and 16 according to the monitored sensor value, And generates an actuator driving command for following the target of the generated target torque signal and outputs a torque to the left and right stabilizer bars 15 and 16 by the motor 12, And an actuator control step S130 for actuating the actuator 11 so as to cause the actuator 11 to drive the entire active roll stabilizer system 1 while the actuator 11 is driven, And a deadband section discrimination step (S140) for discriminating a deadband section in which the system response and trackability with respect to the target torque required in the rolling control is not properly transmitted because the torque is not normally transmitted, thereby compensating for system responsiveness and followability.

In particular, in the embodiment of the present invention, the deadband section determination step S140 includes monitoring whether the absolute value of the measured torque measured by the stabilizer bars 15 and 16 inputted through the step S110 is within the first reference value (S142) monitoring whether the change amount of the target torque value calculated in step S120 is greater than the second reference value and whether the value of the torque following error (i.e., the target torque-measurement torque |) from the steps S110 and S120 is A step S143 of monitoring whether the torque tracking error value is larger than the third reference value by comparing the absolute value of the measured torque within the first reference value and the variation amount of the target torque value with the second reference value, Band section.

Finally, FIG. 6 is a flowchart sequentially illustrating an actuator deadband section determination method of an active roll stabilizer according to another embodiment of the present invention.

Referring to FIG. 6, an actuator deadband section determination method of an active roll stabilizer according to another embodiment of the present invention includes a sensor value monitoring step S110, a target torque signal generating step S120, The controller may control the rolling occurring when the vehicle turns while including the controller control step S130, and may include the deadband section determination step S140 to compensate for system responsiveness and followability.

In particular, the deadband section determination step S140 may include monitoring the absolute value of the measured torque measured by the stabilizer bars 15 and 16 input through step S110 within a first reference value (step S141) ) Monitoring whether the speed value of the motor 12 measured by the motor position sensor 71 input through step S110 is greater than a fourth reference value (step S142), and the amount of change of the measured torque value monitored through step S141, (S143), wherein a period in which an absolute value of the measured torque is within a first reference value and a measured speed value is greater than a fourth reference value and a variation amount of the measured to-be-measured value is smaller than a fifth reference value, Band section.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the present invention is not limited to the disclosed exemplary embodiments, but various modifications may be made without departing from the spirit of the invention.

1: Active roll stabilizer system
10: Stabilizer
11: Actuator
12: Motor
13: Reducer
14: Damper
15, 16: Stabilizer bar
100: Stabilizer control unit
110: sensor value monitoring unit
120: Target torque signal generation unit
130:
140: Deadband section discrimination section
141: first monitoring unit
142: second monitoring unit
143: Third monitoring section
S110: Sensor value monitoring step
S120: Target torque signal generation step
S130: Actuator control step
S140: Deadband section determination step

Claims (12)

The current yaw rate of the vehicle, the current yaw rate of the vehicle, the active roll stabilizer (ARS), the current yaw rate of the vehicle, A sensor value monitoring unit for monitoring a torsion of the stabilizer bar,
A target torque signal generator for calculating a target torque value to be generated in the stabilizer bar according to the sensor value to generate a target torque signal,
An actuator control unit for generating an actuator driving command for following the target of the target torque signal and controlling the actuator to generate a target torque in the stabilizer bar by the motor;
And a dead band section discriminating section for discriminating a dead band section of the actuator based on a measured torque value in the stabilizer bar, a calculated amount of change in the target torque value, and a torque following error value. The method according to claim 1,
Wherein the dead band section discrimination section comprises a dead band section discriminating section for discriminating an interval in which the absolute value of the measured torque is smaller than a first reference value and the amount of change of the target torque value is larger than a second reference value and the torque following error value is larger than a third reference value, Active roll stabilizer. The method of claim 2,
Wherein the dead band section discrimination section finds a range in which the measured torque value passes through the vicinity of the origin of the measured torque graph with respect to time through the first reference value and determines that the measured torque value passes through the vicinity of the origin, Wherein the controller determines that the actuator is in the deadband section while the change in the target torque is largely changed through the three reference values and the tracking error of the measured torque with respect to the target torque is small and the error value is large. The current yaw rate of the vehicle, the current yaw rate of the vehicle, the active roll stabilizer (ARS), the current yaw rate of the vehicle, A sensor value monitoring unit for monitoring a torsion of the stabilizer bar,
A target torque signal generator for calculating a target torque value to be generated in the stabilizer bar according to the sensor value to generate a target torque signal,
An actuator control unit for generating an actuator driving command for following the target of the target torque signal and controlling the actuator to generate a target torque in the stabilizer bar by the motor;
And a dead band section determination section for determining a dead band section of the actuator based on a measured torque value at the stabilizer bar, a velocity value of the motor, and a variation amount of the measured torque value. The method of claim 4,
Wherein the deadband section determination section determines an interval in which an absolute value of the measured torque is smaller than a first reference value, a speed value of the motor is greater than a fourth reference value, and a variation amount of the measured torque value is less than a fifth reference value as an actuator deadband section Active roll stabilizer. The method of claim 5,
The dead band section discrimination section finds a range in which the measured torque value passes through the vicinity of the origin of the measured torque graph with respect to time through the first reference value, Wherein the controller determines that the actuator deadband section is a section in which the speed of the motor is high through the 5 reference value and the change of the measured torque is little. A current steering angle of the vehicle according to an operation of the driver's steering wheel, a current lateral acceleration of the vehicle, a current longitudinal acceleration of the vehicle, a current yaw rate of the vehicle, an active roll stabilizer (ARS) Monitoring the location,
Calculating a target torque value to be generated in the stabilizer bar according to a value monitored by the sensor to generate a target torque signal,
Generating an actuator driving command for following the target of the target torque signal and controlling the actuator to generate a target torque in the stabilizer bar by the motor;
And determining a deadband section of the actuator based on a measured torque value in the stabilizer bar, a calculated amount of change in the target torque value, and a torque following error value. The method of claim 7,
Wherein the step of discriminating the deadband section of the actuator includes the step of determining a section in which the absolute value of the measured torque is smaller than the first reference value and the amount of change of the target torque value is larger than the second reference value and the torque following error value is larger than the third reference value And determining a deadband section of the actuator based on the detected deadband section. The method of claim 8,
Wherein the step of determining the deadband section of the actuator is to determine a range in which the measured torque value passes through the vicinity of the origin of the measured torque graph with respect to time through the first reference value, Wherein the controller determines that an actuator deadband section is a section in which the change in the target torque is largely changed through the second reference value and the third reference value while the trackability with respect to the target torque of the measured torque falls and the error value is large. A method for determining an actuator deadband section. A current steering angle of the vehicle according to an operation of the driver's steering wheel, a current lateral acceleration of the vehicle, a current longitudinal acceleration of the vehicle, a current yaw rate of the vehicle, an active roll stabilizer (ARS) Monitoring the location,
Calculating a target torque value to be generated in the stabilizer bar according to a value monitored by the sensor to generate a target torque signal,
Generating an actuator driving command for following the target of the target torque signal and controlling the actuator to generate a target torque in the stabilizer bar by the motor;
And determining a deadband section of the actuator based on a measured torque value at the stabilizer bar, a speed value of the motor, and a variation amount of the measured torque value. The method of claim 10,
Wherein the step of determining the deadband section of the actuator includes the step of determining an interval in which the absolute value of the measured torque is smaller than the first reference value, the velocity value of the motor is larger than the fourth reference value, and the variation of the measured torque value is smaller than the fifth reference value And determining an actuator deadband section as an actuator deadband section. The method of claim 11,
Wherein the step of determining the deadband section of the actuator comprises: finding a range of the measured torque value passing through the vicinity of the origin of the measured torque graph with respect to time through the first reference value, Wherein the actuator deadband section discriminates an actuator deadband section in which the speed of the motor has a large value through the fourth reference value and the fifth reference value while the interval in which the measured torque hardly changes is determined as the actuator deadband section.

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