KR101948615B1 - Abnormal detection of yaw rate sensor and lateral acceleration sensor, vehicle control system and method - Google Patents

Abstract

The present invention relates to an abnormality detection, vehicle control system and method of a yaw rate sensor and a lateral acceleration sensor using an acceleration sensor. More particularly, it is an object of the present invention to provide a vehicle control system that does not require a physical sensor such as a Height Sensor, but a software algorithm in a control unit and a sensor value of an acceleration sensor, And more particularly, to an abnormality detection and vehicle control system and method of a yaw rate sensor and a lateral acceleration sensor using an acceleration sensor capable of calculating and controlling the inclination of a vehicle.
The error detection method of the yaw rate sensor and the lateral acceleration sensor according to the present invention uses an acceleration sensor mounted on the inner side of each tire for verifying the effectiveness of the yaw rate sensor and the lateral acceleration sensor, This has the advantage of reducing costs.
In addition, it is possible to provide a method and system for detecting the inclination of a vehicle by using only a tire sensor (acceleration sensor), and it is possible to detect the inclination of the vehicle during a stop / running, thereby contributing to the running and braking stability of the vehicle.
Further, in detecting or verifying errors of the yaw rate sensor and the lateral acceleration sensor, there is an advantage that it can satisfy the ASIL (Automotive Safety Integrity Level) level.

Description

Abnormal detection of yaw rate sensor and lateral acceleration sensor, vehicle control system and method. {Abnormal detection of yaw rate sensor and lateral acceleration sensor, vehicle control system and method}

The present invention relates to a system and method for detecting an abnormality in a yaw rate sensor and a lateral acceleration sensor using an acceleration sensor attached inside a tire ground plane, and controlling the vehicle based on the detected result.

Intelligent Tire System, which is recently developed, utilizes various sensors (acceleration, strain, pressure, temperature, etc.) attached to tires to measure force and pressure temperature acting on tires more accurately and easily. The accuracy of the chassis control of the automobile can be improved by improving the precision of the measurement data, and the driving stability and ride comfort of the automobile can be further improved. Also, the simple structure can facilitate the system configuration and reduce the cost Technology.

TECHNICAL FIELD The present invention relates to a technique using an acceleration sensor, particularly, among sensors attached to a tire that is a component of an intelligent tire system.

More specifically, it is not necessary to provide a separate sensor such as a height sensor in a vehicle, and a software algorithm in a control unit and a sensing value of an acceleration sensor attached to a tire, To an abnormality detection, vehicle control system and method of a yaw rate sensor and a lateral acceleration sensor using an acceleration sensor capable of detecting and detecting an abnormality of an acceleration sensor and further calculating and controlling a tilt of the vehicle.

Generally, a yaw rate sensor and a lateral acceleration sensor are provided at one side of the vehicle interior to judge the inclination of the vehicle and to control the vehicle so as to correspond to the determined inclination.

Further, in recent years, various devices are installed in the vehicle for improving the running stability and the braking stability. An anti-lock brake system (ABS), a traction control system (TCS), and an electronic stability program (ESP) are examples of various devices for preventing slippage of wheels .

These devices are required to input the accurate vehicle state of the vehicle, so that it is possible to improve the running stability and correct the operation for braking.

If an error occurs in the installed yaw rate sensor and the lateral acceleration sensor, if the erroneously calculated information is transmitted to the vehicle control system such as the ABS, TCS, or ESP, there is a danger to the stability and braking of the vehicle .

In recent years, research is underway to carry out a self-diagnosis function using a sensor inside a vehicle, without adding a sensor having a self-diagnosis function to the vehicle separately.

Korean Patent No. 1997-0029217

SUMMARY OF THE INVENTION An object of the present invention is to verify the effectiveness of a yaw rate sensor and a lateral acceleration sensor using a signal of an acceleration sensor attached to a tire in a routine vehicle running state in which various variables are not required to be considered in a vehicle, And an object of the present invention is to provide an abnormality detection, vehicle control system, and method of a yaw rate sensor and a lateral acceleration sensor using an acceleration sensor capable of controlling a vehicle.

According to an aspect of the present invention, there is provided an electronic control unit (ECU), comprising: a wheel speed sensor that is provided on at least one wheel of a vehicle and measures the speed of each wheel and transmits the velocity to an ESC ECU; A lateral acceleration sensor provided at one side of the vehicle for measuring the lateral acceleration of the vehicle and transmitting the measured lateral acceleration to the ESC ECU, a vehicle position electronic control device (not shown) provided at one side of the vehicle for measuring the rotational angular velocity of the vehicle yawing, (ESC ECU), an acceleration sensor provided inside a plurality of tire ground planes provided in the vehicle for measuring the acceleration of each tire and transmitting the measured acceleration to the vehicle body electronic control unit (BCM ECU) A steering angle sensor for measuring a steering angle and transmitting the measured steering angle to a power steering electronic control unit (MDPS ECU) And an electronic control unit (ECU) for receiving respective data from the sensor, the acceleration sensor, and the steering angle sensor and comparing the data values to each other to determine whether the yaw rate sensor or the lateral acceleration sensor is abnormal It is possible to provide an abnormality detection and vehicle control system of the yaw rate sensor and the lateral acceleration sensor using the acceleration sensor.

In this regard, the wheel speed sensor is provided on each of the four wheels of the vehicle, and is capable of sensing the teeth of each tone wheel.

It is preferable that the acceleration sensor is provided on the inner surface of each of the four tires of the vehicle and is provided on the center line bisecting the width of the tire.

In this case, the acceleration sensor is capable of measuring accelerations in the x- and y-axis directions parallel to the ground and in the z-axis direction components perpendicular to the ground.

It is preferable that the electronic control unit ECU compares the measured value measured by the yaw rate sensor and the lateral acceleration sensor with the measured value measured by the acceleration sensor to determine whether the yaw rate sensor and the lateral acceleration sensor are abnormal Do.

In addition, the electronic control unit ECU may compare the data values transmitted from the yaw rate sensor, the lateral acceleration sensor and the acceleration sensor, and compare the measured values of the yaw rate sensor and the lateral acceleration sensor with the data values transmitted from the acceleration sensor (ABS), a collision control system (TCS) and a vehicle attitude control system (ABS) are determined as the values measured by the acceleration sensor, ESP: Electronic Stability Program).

According to another aspect of the present invention, there is provided a measuring method for measuring each element using a wheel speed sensor, a lateral acceleration sensor, a yaw rate sensor, a steering angle sensor and an acceleration sensor attached to a tire, A slope determination step of determining whether the vehicle is tilted by using the data value passed through the data processing step, a step of determining a measurement value of the acceleration sensor, a measurement of the yaw rate sensor and the lateral acceleration sensor Determining whether an abnormality is detected in the yaw rate sensor and the lateral acceleration sensor by comparing the yaw rate sensor and the lateral acceleration sensor with each other; A yaw rate sensor including a control step of controlling the system and an abnormality of a lateral acceleration sensor Output and it is possible that the vehicle control method is provided.

In this case, the measuring step may be performed by using an acceleration sensor provided on the inner surface of each of the four tires of the vehicle, which is provided on the center line bisecting the width of the tire, in the x and y axis directions parallel to the ground, It is preferable to measure the acceleration of one z-axis direction component.

In addition, the data processing step may include a double integration step of double integrating the measured acceleration sensor value and a filtering step using an adaptive Kalman filter.

In addition, it is preferable that the slope determining step determines the slope of the vehicle based on the acceleration sensor measurement value passed through the data processing step.

The step of determining whether the yaw rate sensor and the lateral acceleration sensor are abnormal may further include comparing the measured value of the acceleration sensor with the measured value of the yaw rate sensor and the lateral acceleration sensor and comparing the measured value of the acceleration sensor, When the measured values of the acceleration sensor are different, it is preferable to determine the abnormality of the yaw rate sensor and the lateral acceleration sensor.

The control step determines the value calculated by the acceleration sensor when the values calculated in the calculating step are different from each other, and determines the anti-lock brake system (ABS) It is possible to control a system (TCS: Traction Control System) and an ESP (Electronic Stability Program).

According to the abnormality detection, vehicle control system and method of the yaw rate sensor and the lateral acceleration sensor according to the present invention, by using the acceleration sensor mounted on the inner side of each tire for verifying the effectiveness of the yaw rate sensor and the lateral acceleration sensor, The advantage of using a built-in acceleration sensor is that the cost can be reduced.

In addition, it is possible to provide a method and system for detecting the inclination of a vehicle by using only an acceleration sensor mounted on the tire, and it is possible to detect the inclination of the vehicle during stopping / traveling, thereby contributing to the running and braking stability of the vehicle.

Further, in detecting or verifying errors of the yaw rate sensor and the lateral acceleration sensor, there is an advantage that it can satisfy the ASIL (Automotive Safety Integrity Level) level.

FIG. 1 is a diagram showing an outline configuration of a yaw rate sensor and a lateral acceleration sensor abnormality detection and vehicle control method using an acceleration sensor according to an embodiment of the present invention.
FIG. 2 is a flowchart of a method of detecting and detecting a yaw rate sensor and a lateral acceleration sensor using an acceleration sensor according to an embodiment of the present invention.
3 is a schematic view showing an acting force on a vehicle provided on an inclined road surface showing an embodiment of the present invention.
4 is a schematic view showing an acting force on a vehicle provided on an inclined road surface showing an embodiment of the present invention.
5 is a cross-sectional view showing a configuration in which an acceleration sensor according to an embodiment of the present invention is provided.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. It is to be understood that the terms "comprises", "having", and the like in the specification are intended to specify the presence of stated features, integers, steps, operations, elements, components, or combinations thereof, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, parts, or combinations thereof.

Also, the terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another.

In addition, the terms "part," " unit, "" module," and the like, which are described in the specification, refer to a unit for processing at least one function or operation, Software. ≪ / RTI >

In the following description with reference to the accompanying drawings, the same reference numerals are given to the same constituent elements, and a duplicate description thereof will be omitted. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

Hereinafter, terms used in describing the present invention will be simply defined as follows.

FIG. 1 is a diagram showing an outline configuration of a yaw rate sensor and a lateral acceleration sensor abnormality detection and vehicle control method using an acceleration sensor according to an embodiment of the present invention.

Referring to FIG. 1, it can be seen that the problem to be solved by the present invention is represented by a flowchart including an input unit and a control unit.

More specifically, the present invention relates to a wheel speed sensor (10) provided on at least one wheel of a vehicle for measuring the speed of each wheel and transmitting the measured speed to an electronic control unit (ESC ECU) A lateral acceleration sensor 20 that measures the rotational angular velocity of the vehicle and transmits it to a vehicle attitude electronic control unit (ESC ECU), a rotational acceleration sensor 20 provided at one side of the vehicle for measuring the rotational angular velocity of the vehicle yawing, A yaw rate sensor 30, an acceleration sensor 40 installed inside the plurality of tire ground planes provided in the vehicle for measuring the acceleration of each tire and transmitting it to the vehicle body electronic control unit (BCM ECU) A steering angle sensor 50 for measuring the steering angle of the steering wheel and transmitting the measured steering angle to the power steering electronic control unit (MDPS ECU), and a steering angle sensor 50 for detecting the wheel speed sensor 10, the lateral acceleration sensor 20, the yaw rate sensor 30, An ECU (ECU) that receives data from each sensor 50 and the acceleration sensor 40 and compares the data values to determine whether the yaw rate sensor 30 and the lateral acceleration sensor 20 are abnormal, And a vehicle control system (1) for detecting a yaw rate sensor and a lateral acceleration sensor using an acceleration sensor attached to the tire.

In this case, the wheel speed sensor 10 is provided on each of the four wheels of the vehicle, and it is possible to sense the teeth of each tone wheel.

It is preferable that the acceleration sensor 40 is provided on the inner surface of each of the four tires of the vehicle and is provided on the center line bisecting the width of the tire.

5 is a cross-sectional view showing a configuration in which an acceleration sensor according to an embodiment of the present invention is provided.

More specifically, referring to FIG. 5, the acceleration sensor may be a sensor provided on one inner side of the ground plane of each tire so as to measure acceleration and acquire and analyze tire information.

Here, it is preferable that the acceleration sensor 40 measures the acceleration of the x-axis direction parallel to the ground and the z-axis direction component perpendicular to the ground.

The ECU 60 compares the measured value measured by the yaw rate sensor 30 and the lateral acceleration sensor 20 with the measured value measured by the acceleration sensor 40 to calculate a yaw rate The yaw rate sensor 30, the lateral acceleration sensor 20 and the acceleration sensor 40 are compared with each other and the data values transmitted from the yaw rate sensor 30, the lateral acceleration sensor 20 and the acceleration sensor 40 are compared with each other, When the measured value of the lateral acceleration sensor 20 is different from the data value transmitted from the acceleration sensor 40, the data value is determined to be a value measured by the acceleration sensor 40, It is desirable to control an anti-lock brake system (ABS), a traction control system (TCS), and an electronic stability program (ESP).

To summarize, the present invention is a tilt detection and control system for a vehicle using an intelligent tire system, which detects an acceleration signal of an acceleration sensor attached to a tire, and detects an acceleration signal of the acceleration sensor as a front wheel acceleration and a rear wheel acceleration And calculates the longitudinal slope of the vehicle by using the double integral value and the distance between the front and rear tires.

Next, the acceleration outputted from the acceleration sensor attached to the tire is designated as the left acceleration and the right acceleration, respectively, and the lateral inclination is calculated using the double integrated value and the yawing distance, which is the distance between the left wheel and the right wheel.

In this case, more preferably, the value obtained by doubly integrating the acceleration signal value may be a further filtered value, and the filtering may be performed using the adaptive Kalman filter.

 As a result, it is possible to calculate the slope of the vehicle from the acceleration value output from the acceleration sensor attached to the tire, and the interaxial distance and the radial distance.

It is also possible to include a slope determining unit for determining whether the slope of the calculated vehicle is tilted while driving the vehicle based on whether the signal values of the yaw rate sensor and the lateral acceleration sensor correspond to each other, A sensor and a lateral acceleration sensor, and detects a tilt of the vehicle when an error or an abnormality of the sensors is detected, and a vehicle control system.

More specifically, an acceleration sensor attached to a tire, not a signal of a yaw rate sensor and a lateral acceleration sensor, detects the inclination of the vehicle and detects the state of the vehicle to detect a time at which the risk factor of the vehicle has not occurred, A method for error detection of yaw rate and lateral acceleration sensor that can easily verify the effectiveness of the yaw rate and lateral acceleration sensor within the routine vehicle travel time that is not considered, and a control method for vehicle driving stability and braking stability in response to errors And a system.

As a device for this purpose, a vehicle stability control system (ESC) is a device that compares the steering wheel operation of the driver with the rotation state of the vehicle, and controls the brakes of the wheels individually to help the vehicle to travel stably to be.

This ESC basically includes the functions of anti-lock braking (ABS) and driving force control (TCS).

In the case of ABS braking, the TCS controls the braking in case of acceleration, which helps the driver to move the car in the desired direction in this situation.

If the ABS and TCS control the car's direction of travel, the ESC adds a function to control the vehicle's movement in the lateral direction, that is, the rotation situation.

Therefore, the ESC functions to maintain the overall motion characteristics of the car stably.

The ESC consists of three major components.

It is a hydraulic device that controls the CAN communication in the vehicle and the next generation communication and brake operation with the microcomputer which controls the device by determining the function to compose and judge the information obtained through the sensor and the sensor to obtain the information necessary for the operation of the ESC.

A wheel speed sensor for sensing the wheel rotation speed, a steering angle sensor for sensing the steering wheel rotation angle related to the steering operation, and a yaw rate sensor for sensing the turnover of the vehicle body, And a roll rate sensor for sensing the lateral tilt of the vehicle body are added.

In addition, the ESC compares the driving state of the driver with the driving state, and senses the driving direction of the car and the angle at which the driver operates the steering wheel.

In this case, the ESC does not operate when the actual driving direction of the vehicle coincides with the operating angle of the steering wheel of the driver, but operates when there is a difference.

If understeer or oversteer occurs and the driver slides sideways in front or behind the steering wheel, the ESC intervenes and controls it.

The ESC controls the brakes separately for each wheel so that the braking force can be varied for each wheel of the vehicle, and the direction of travel of the car is maintained stably.

At this time, when a malfunction occurs in the yaw rate sensor and the lateral acceleration sensor and the erroneous information is transmitted to the vehicle control system such as the ABS, the TCS, and the ESP, the stability and braking of the vehicle may be fatal.

Here, a yaw rate sensor and a lateral acceleration sensor for judging the state of the vehicle are detected, and an acceleration signal is received from an acceleration sensor attached to the tire to determine whether the yaw rate sensor and the lateral acceleration sensor are abnormal To provide braking stability and running stability of the vehicle.

3 is a schematic view showing an acting force on a vehicle provided on an inclined road surface showing an embodiment of the present invention.

4 is a schematic view showing an acting force on a vehicle provided on an inclined road surface showing an embodiment of the present invention.

3 and 4, in the acceleration signal of the acceleration sensor, the acceleration of the front left / right tires is calculated, the integrated value of the acceleration is calculated, and the inter-vehicle distance L, which is the distance between the front and rear tires, (FIG. 3), and the double integration value may be a filtered value by applying an adaptive Kalman filter so that the measurement error can be excluded.

At this time, the time used for the double integration may be a time when the front wheel enters the inclined road surface as the initial time, and a time when the rear wheel enters the inclined road surface as the end time.

The longitudinal gradients Theta_F_R and Theta_R_F of the road surface generated between the front wheel and the rear wheel are defined by the following relationship.

Theta_F_R: = L * sin ^ -1 ((L_az_FR + L_az_FL) / 2)

Theta_R_F: = L * sin ^ -1 ((L_az_RR + L_az_RL) / 2)

As described above, in the case where the time when the front wheel enters the inclined road surface is the initial time and the time when the rear wheel enters the inclined road surface is the end time, the height required to obtain the inclination angle Displacement amount) can be obtained.

This is the case when the vehicle goes up to the forward and backward, and vice versa.

1) When the vehicle is moving forward

(1) When the vehicle goes up in the longitudinal direction of the road surface

? Theta_F_R: = L * sin? -1 ((L_az_FR + L_az_FL) / 2)

(2) When the vehicle descends the longitudinal gradient of the road surface

→ Theta_R_F: = L * sin ^ -1 ((L_az_RR + L_az_RL) / 2)

2) When the vehicle is backward

(1) When the vehicle goes backward in the longitudinal direction of the road surface

→ Theta_R_F: = L * sin ^ -1 ((L_az_RR + L_az_RL) / 2)

(2) When the vehicle descends in the longitudinal direction of the road surface

? Theta_F_R: = L * sin? -1 ((L_az_FR + L_az_FL) / 2)

In addition, an acceleration signal that varies in the vertical direction of the acceleration sensor is calculated as a left (front / rear) acceleration or a right (front / rear) acceleration, and the signals are subjected to double integration and a signal obtained by applying an adaptive Kalman filter to a front- The lateral slope of the vehicle is calculated from the front yaw distance F_L and the rear yaw distance R_L which is the rear wheel left / right distance. (Figure 4)

Theta_F: = F_L * sin ^ -1 (|| L_az_FR - L_az_FL ||)

Theta_R: = R_L * sin ^ -1 (|| L_az_RR - L_az_RL ||)

Theta: = (Theta_F + Theta_R) / 2

In this case, when the vertical acceleration of the left / right tires (when there is a change in the position of the vehicle in the vertical direction) is doubly integrated based on the sampling period of the specific running period of the vehicle running on the inclined road surface, The amount of displacement (height difference) of each of the left and right tires required to obtain the tire can be obtained.

In this case, the inter-axis distance and the pre / post transit distance use the information provided in the vehicle. (However, there is a change in the distance depending on the tire inch.)

FIG. 2 is a flowchart of a method of detecting and detecting a yaw rate sensor and a lateral acceleration sensor using an acceleration sensor according to an embodiment of the present invention.

Referring to FIG. 2, it can be seen that the task to be solved by the present invention is represented by a flowchart including a flowchart of each step.

More specifically, a measurement for measuring each element using the wheel speed sensor 10, the lateral acceleration sensor 20, the yaw rate sensor 30, the steering angle sensor 50 and the acceleration sensor 40 attached to the tire A data processing step (S20) of processing and storing the data values measured in the measuring step (S10), a slope determining step of determining whether the vehicle is tilted using the data values passed through the data processing step (S20) A yaw rate sensor for comparing the measured value of the acceleration sensor 40 with the measured value of the yaw rate sensor 30 and the lateral acceleration sensor 20 to determine whether there is an abnormality, (S40) and controlling the system of the vehicle using the acceleration sensor value measured in the measuring step (S10) when it is determined that the yaw rate sensor (30) and the lateral acceleration sensor (20) ≪ RTI ID = 0.0 > Also it is possible to how the yaw rate sensor and the detection and vehicle control error of the lateral acceleration sensor using a sensor (S1) is provided.

The measuring step S10 is performed on the inner surface of each of the four tires of the vehicle. The acceleration sensor 40 provided on the center line bisects the width of the tire, It is desirable to measure the acceleration of the z-axis direction component perpendicular to the direction and the ground.

In this case, the data processing step S20 may include a double integration step of integrating the measured value of the acceleration sensor 40 in a manner as described above, and a filtering step using an adaptive Kalman filter.

In addition, the tilt determining step S30 preferably discriminates the tilt of the vehicle based on the acceleration sensor measurement value passed through the data processing step S20.

In addition, the step of determining whether the yaw rate sensor and the lateral acceleration sensor are abnormal may include comparing the measured value of the acceleration sensor 40 with the measured value of the yaw rate sensor 30 and the lateral acceleration sensor 20, When the measured value of the acceleration sensor 40 is different from the measured value of the yaw rate sensor 30 and the lateral acceleration sensor 20, the abnormality of the yaw rate sensor 30 and the lateral acceleration sensor 20 is determined .

According to an aspect of the present invention, there is provided a vehicle tilt detection and control system using an intelligent tire system, comprising: a yaw rate sensor that senses an acceleration signal of the acceleration sensor and senses a yaw-rate signal; The signal is calculated separately for the front wheel acceleration and the rear wheel acceleration, and is integrated with the time of the specific section to obtain the slope of the vehicle longitudinal direction using the adaptive Kalman filter applied signal and the distance between the front and rear tires .

Also, the vertical acceleration signal of the acceleration sensor is separately calculated for each of the left tire and the right tire, and a signal obtained by performing a double integration based on the sampling time in a specific section during running on an inclined road surface and applying the adaptive Kalman filter to the front- It is possible to calculate the lateral inclination of the vehicle by the distance after the lane, which is the distance before the in-line and the distance between the left and the right of the rear wheel.

It is also possible to include a tilt determination unit for determining whether the tilt of the vehicle is running based on whether the values of the signals of the yaw rate sensor and the lateral acceleration sensor are the same or not. , A method of detecting a tilt of a vehicle when an error or abnormality of the sensors is found, and a vehicle control system.

More specifically, an acceleration sensor, not a yaw rate sensor and a lateral acceleration sensor, detects the inclination of the vehicle and detects the state of the vehicle, thereby verifying the validity of the yaw rate and lateral acceleration sensor within a time period To an error detection method of a yaw rate and a lateral acceleration sensor and a control method and system for a vehicle running safety and a braking stability according to an error.

If the measured value of the acceleration sensor 40 measured in the measuring step S10 and the measured value of the yaw rate sensor 30 and the lateral acceleration sensor 20 are different from each other, (ABS), a collision control system (TCS) and a vehicle attitude control system (ESP) are determined as the values calculated by the acceleration sensor 40, It is possible to control the electronic stability program.

The foregoing description is merely illustrative of the technical idea of the present invention and various changes and modifications may be made by those skilled in the art without departing from the essential characteristics of the present invention.

Therefore, the embodiments disclosed in the present invention are intended to illustrate rather than limit the scope of the present invention, and the scope of the technical idea of the present invention is not limited by these embodiments. 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.

1: Abnormal detection and vehicle control system of yaw rate sensor and lateral acceleration sensor using acceleration sensor attached to tire
10: Wheel speed sensor
20: lateral acceleration sensor
30: Yorotor sensor
40: Accelerometer
50: steering angle sensor
60: Electronic control unit (ECU)
S1: Abnormal detection and vehicle control method of yaw rate sensor and lateral acceleration sensor using acceleration sensor attached to tire
S10: Measurement step
S20: Data processing step
S30: Slope determination step
S40: Determination of abnormality of yaw rate sensor and lateral acceleration sensor
S50: control step

Claims (12)

A wheel speed sensor 10 provided on at least one wheel of the vehicle for measuring the speed of each wheel and transmitting the measured speed to an electronic control unit (ESC ECU);
A lateral acceleration sensor 20 provided at one side of the vehicle for measuring the lateral acceleration of the vehicle and transmitting it to the vehicle position electronic control unit (ESC ECU);
A yaw rate sensor 30 provided at one side of the vehicle for measuring the rotational angular velocity of the vehicle yawing and transmitting it to the vehicle attitude electronic control unit (ESC ECU);
An acceleration sensor (40) installed inside a plurality of tire ground planes provided in the vehicle, measuring an acceleration of each tire and transmitting it to a vehicle body electronic control unit (BCM ECU);
A steering angle sensor 50 for measuring the steering angle of the steering wheel of the vehicle and transmitting it to the power steering electronic control unit (MDPS ECU); And
The respective data are received from the wheel speed sensor 10, the lateral acceleration sensor 20, the yaw rate sensor 30, the acceleration sensor 40 and the steering angle sensor 50, (ECU) 60 for determining whether or not an abnormality has occurred in the lateral acceleration sensor 30 and the lateral acceleration sensor 20,
Calculating longitudinal and lateral slopes using the acceleration signal, the inter-axis distance, and the yawing distance of the acceleration sensor, comparing the longitudinal and lateral slopes with the signal values of the yaw rate sensor and the lateral acceleration sensor,
The electronic control device (60)
The data values transmitted from the yaw rate sensor 30, the lateral acceleration sensor 20 and the acceleration sensor 40 are compared with each other and the measured values of the yaw rate sensor 30 and the lateral acceleration sensor 20, And the data value is determined by the acceleration sensor (40) when the data value transmitted from the acceleration sensor (40) is different from the data value of the yaw rate sensor and the lateral acceleration sensor using the acceleration sensor attached to the tire Detection and control systems (1)
The method according to claim 1,
The wheel speed sensor (10)
(1) for detecting an abnormality of a yaw rate sensor and a lateral acceleration sensor using an acceleration sensor attached to a tire, wherein the yaw rate sensor and the lateral acceleration sensor are provided on each of four wheels of the vehicle,
The method according to claim 1,
The acceleration sensor (40)
The vehicle according to any one of claims 1 to 3,
(1) for detecting a yaw rate sensor and a lateral acceleration sensor using an acceleration sensor attached to the tire, wherein the yaw rate sensor and the lateral acceleration sensor are provided on a center line bisecting the width of the tire.
The method according to claim 1,
The acceleration sensor (40)
Wherein the accelerations of the x and y axis directions parallel to the ground and the z-axis direction components perpendicular to the ground are measured using an acceleration sensor attached to the tire. One)
The method according to claim 1,
The electronic control unit (ECU) 60,
And the abnormality of the yaw rate sensor and the lateral acceleration sensor is discriminated by comparing the measured value measured by the yaw rate sensor 30 and the lateral acceleration sensor 20 with the measured value measured by the acceleration sensor 40 (1) An abnormality detection and vehicle control system of a yaw rate sensor and a lateral acceleration sensor using an acceleration sensor attached to a tire
delete A measurement step S10 of measuring each element by using the wheel speed sensor 10, the lateral acceleration sensor 20, the yaw rate sensor 30, the acceleration sensor 40 and the steering angle sensor 50;
A data processing step (S20) of processing and storing the measured data value in the measuring step (S10);
A tilt discriminating step (S30) of discriminating whether the vehicle is tilted by using the data value passed through the data processing step (S20);
A yaw rate sensor and a lateral acceleration sensor abnormality determination step (S40) for comparing the measured value of the acceleration sensor (40) with the measured value of the yaw rate sensor (30) and the lateral acceleration sensor (20) And
A control step S50 of controlling the system of the vehicle using the acceleration sensor value measured in the measuring step S10 when it is determined that the yaw rate sensor 30 and the lateral acceleration sensor 20 are abnormal and,
The step (S40) of determining whether the yaw rate sensor and the lateral acceleration sensor are abnormal includes calculating the longitudinal and lateral slopes using the measured value of the acceleration sensor, the inter-axis distance and the yawing distance, The measured value is compared with the measured value of the sensor,
The control step (S50)
When the measured value of the acceleration sensor 40 measured in the measuring step S10 is different from the measured value of the yaw rate sensor 30 and the lateral acceleration sensor 20, (S1) of the yaw rate sensor and the lateral acceleration sensor using the acceleration sensor attached to the tire,
8. The method of claim 7,
The measuring step (S10)
An acceleration sensor (40) provided on the inner surface of each of four tires of the vehicle and provided on a center line bisecting the width of the tire is used to measure the acceleration in the x and y axis directions parallel to the ground surface and in the z axis direction (S1) of the yaw rate sensor and the lateral acceleration sensor using the acceleration sensor attached to the tire,
8. The method of claim 7,
The data processing step (S20)
And a filtering step using an adaptive Kalman filter. The acceleration sensor according to claim 1 or 2, wherein the acceleration sensor (40) comprises a dual integration step of integrating the value of the measured acceleration sensor (40) And a vehicle control method (S1)
8. The method of claim 7,
The tilt determining step S30 may include:
Wherein the tilt of the vehicle is discriminated on the basis of the acceleration sensor measured value obtained through the data processing step (S20). The abnormality detection and vehicle control method of the yaw rate sensor and the lateral acceleration sensor using the acceleration sensor attached to the tire )
8. The method of claim 7,
The step (S40) of determining whether the yaw rate sensor and the lateral acceleration sensor are abnormal is characterized in that,
The measured value of the acceleration sensor 40 is compared with the measured value of the yaw rate sensor 30 and the measured value of the lateral acceleration sensor 20 and the measured value of the acceleration sensor 40 and the measured value of the yaw rate sensor 30, Wherein the yaw rate sensor (30) and the lateral acceleration sensor (20) are determined as abnormal when the measured value of the acceleration sensor (20) is different. Sensor abnormality detection and vehicle control method (S1)
delete

Images