KR102023057B1 - Method and Apparatus for Controlling of Lift Axle of Vechile - Google Patents

Abstract

The present invention relates to a method and an apparatus for controlling a variable axle of a vehicle. According to the present invention, the method for controlling a variable axle comprises the following steps of: arranging a first gyro sensor and a second gyro sensor spaced apart from each other on a virtual axle (x) parallel to a longitudinal direction of the vehicle; calculating a deflection amount of a chassis by using the first gyro sensor and the second gyro sensor; and distributing a variable axle support load to a variable axle by lowering the variable axle when the deflection amount is equal to or greater than a reference deflection amount, and a driving axle support load is equal to or greater than a threshold value.

Description

Variable axis control method of vehicle and its control device {Method and Apparatus for Controlling of Lift Axle of Vechile}

The present invention relates to a variable shaft control method and a control device for a vehicle using a plate screw as a drive shaft suspension, and in particular, the load on the drive shaft and the variable shaft in order to prevent over-driving of the lorry and increase driving stability It relates to a variable shaft control method and a control apparatus for decomposing the same.

The variable shaft is a kind of axle that is mainly used for mid-sized vans. It is not an axle fixed to a chassis, but can be lifted as needed. The current road law limits the load to 10 tonnes per axle and 40 tonnes gross weight, so variable shafts are fitted to accommodate more cargo. However, since it is difficult to measure the load of the loaded loads, cars with variable axles frequently carry overloads beyond the allowable loads per axle. Worse

The variable shaft is lowered or raised by the operation of the lift air bellows and the load air bellows. Air bellows is also known as 'air spring' or 'air bag'. When the lift air bellows expands to a predetermined air pressure, the variable shaft rises. On the contrary, when the load air bellows expands, the variable shaft descends to support the loaded load. Lift air bellows and road air bellows are operated by pneumatic circuits and can be controlled by the operator or automatically.

Manual control controls the variable shaft by providing pneumatic pressure to either the lift air bellows or the rod air bellows by the user directly operating a knob (Knob) provided on one side of the pneumatic regulator to open the valve connected to the air tank. The electronic type controls the regulator automatically by comparing the pressure supplied to the variable shaft with the set pressure.

Unavailable and unneeded manual control during celebrations affects the stability of the operation and, of course, overloading, as the driver estimates and manipulates the load.

Automatic control automatically calculates the added load (axial load) per axis. The presently known method of calculating the congratulations is to mount strain gages on the leaf springs, which are not widely used because they are difficult and expensive to install and replace. In order to solve this problem, the applicant has invented a method for controlling a variable shaft of a vehicle and received a patent registration (No. 1440239).

In the variable shaft control method according to the present invention, the initial deflection of the chassis 11 is calculated by using a level sensor in a state in which the drive shaft supports the load, and then the rod air bellows pressure of the variable shaft is adjusted to adjust the load of the chassis 11. The deflection amount is controlled to be " 0 " to transfer both the load load Wd of the drive shaft to the variable shaft load load Wv. In this process, the variable shaft loading load Wv is calculated based on the rod air bellows pressure and the stroke amount, and the rear shaft loading load Wr that the loaded cargo adds to the drive shaft and the variable shaft is calculated. The variable shaft is finally controlled according to the magnitude of the rear shaft loading load (Wr). According to this method, instead of installing a sensor that can sense the middle of the load for load detection, the load was calculated through the amount of deflection of the vehicle, and the variable shaft is controlled based on the calculated load.

However, due to the size of the level sensor applied to the control device of this patent, there are many installation restrictions in mounting on a vehicle. In addition, this patent is only capable of variable shaft control while the vehicle is stopped. However, a situation arises in which the load on the variable shaft must be changed during operation. For example, the load distributed between the steering shaft, the drive shaft and the variable shaft in an uphill or downhill may be changed, and redistribution of the load may be necessary even if it rains or the temperature changes during operation. The newly proposed variable axis control system reflects this.

[Related Technical Documents]

1. Variable shaft control method of vehicle and its control device (Korea Patent No.1440239)

An object of the present invention is to provide a method and a control apparatus for controlling a variable shaft installed in a vehicle using a load sensor.

In addition, the present invention is to provide a method and a control apparatus for controlling a variable shaft that can redistribute the load load to the variable shaft in consideration of the distribution of the load load even while the vehicle is running.

According to another aspect of the present invention, there is provided a variable axis control method including disposing a first gyro sensor and a second gyro sensor on a virtual axis (x) parallel to a longitudinal direction of the vehicle. Calculating a deflection amount of the chassis using the first gyro sensor and the second gyro sensor; and distributing the variable shaft support load to the variable axis by lowering the variable axis when the deflection amount is equal to or greater than the reference deflection amount and the drive shaft support load is greater than or equal to the threshold value. It includes.

Here, the first gyro sensor and the second gyro sensor are installed on the virtual axis in the same posture, thereby measuring the change in the slope of the virtual axis direction to measure the amount of deflection of the chassis.

According to another embodiment, the variable shaft control method of the present invention may further include the step of calculating the drive shaft support load by using a load sensor installed in the drive shaft 50 is coupled to the leaf spring 51. .

According to another embodiment, the variable shaft control method of the present invention, when it is determined that the vehicle is running after the step of distributing the variable shaft support load, by using the first gyro sensor and the second gyro sensor Measuring a change in tilt in the virtual axial direction; Redistributing the drive shaft support load to a greater magnitude than the variable shaft support load when the change in the slope is equal to or greater than a reference value and the vehicle is determined to be traveling uphill by the change in the slope. have.

In addition, the variable shaft control method of the present invention, when the change in the slope is greater than the reference value, and it is determined that the vehicle is driving downhill slope through the change in the slope, the variable shaft support load compared to the drive shaft support load Redistribution may be further included.

The present invention also extends to the variable axis control system. The variable axis control system of the present invention includes: the first gyro sensor and the second gyro sensor; A variable shaft driver for controlling a variable shaft of the vehicle; A deflection amount calculation unit configured to calculate a deflection amount of a vehicle chassis using the first gyro sensor and the second gyro sensor; And a variable shaft controller for controlling the variable shaft driver to distribute the variable shaft support load to the variable shaft when the deflection amount is equal to or greater than the reference deflection amount and the drive shaft support load is equal to or greater than the threshold value.

Since the variable shaft control system according to the present invention uses a gyro sensor to detect the deflection of the vehicle, there are almost no installation restrictions compared with the conventional level sensor, and the size of the gyro sensor is constant so that the vehicle grows without problems. Can be installed.

In addition, the variable shaft control system of the present invention can change the load added to the variable shaft even while the vehicle is running. In particular, by varying the distribution of the load between the fixed shaft and the variable shaft on an uphill or downhill slope, it is possible to help the vehicle stably run on an uphill slope or a downhill slope despite the installation of the variable shaft and to improve the fuel economy. This feature also contributes to improving the overall driving characteristics, including fuel consumption and braking capabilities of vehicles with variable shafts.

1 is a view showing a vehicle equipped with a variable shaft control system according to the present invention,
2 is a view showing a variable axis control system of the present invention;
3 is a view for explaining the installation method of the gyro sensor of the variable axis control system of the present invention,
4 is a flowchart provided to explain a variable axis control method according to the present invention;
5 is a view showing a deflection state of the chassis according to the loading load, and
6 is a flowchart provided to explain a method of performing variable axis control according to another exemplary embodiment of the present invention.

Hereinafter, the present invention will be described in more detail with reference to the accompanying drawings.

1 and 2, the variable shaft control system 200 of the vehicle according to the present invention includes a gyro sensor 201, 203, 205, a load sensor 207, a variable shaft driver 210, and an operation panel 270. And a control unit 290, which is installed in the vehicle 10.

The vehicle 10 includes a steering shaft 30, a drive shaft 50, and a variable shaft 100 to support a load a loaded on a chassis 11. At this time, the steering shaft 30 disposed in front of the chassis 11 is referred to as the 'front shaft', the drive shaft 50 and the variable shaft 100 is referred to as the 'rear shaft', and the position of the shaft in the chassis 11 is The fixed steering shaft 30 and the drive shaft 50 are called fixed shafts. When the load a is loaded on the vehicle 10, the loading load acts on the chassis 11. If the variable shaft 100 does not operate, the load load is divided between the steering shaft 30 and the drive shaft 50, and when the variable shaft 100 operates, the load load is the steering shaft 30, the drive shaft 50 and the variable shaft. 100 shares together. As shown in FIG. 1, since the load a is loaded at the rear of the vehicle 10, the load is concentrated on the drive shaft 50 rather than the steering shaft 30. Hereinafter, the load supported by the variable shaft 100 is referred to as the 'variable shaft support load', and the load supported by the steering shaft is called the 'steer shaft support load' and the load supported by the drive shaft is referred to as the 'drive shaft support load'. do.

The first and second gyroscope sensors 201 and 203 are sensors for measuring the angular velocity, and are used to measure the degree of inclination of the chassis 11 by being spaced apart from the vehicle chassis 11. The first and second gyro sensors 201 and 203 are installed in the vehicle 10 side by side and spaced apart from each other, the virtual axis (to measure the inclination of the virtual axis (x) direction parallel to the longitudinal direction of the vehicle) x) to be installed on. 1 to 3, the first and second gyro sensors 201 and 203 are installed at the same height (typically under vehicle height), and the first gyro sensor 201 is installed in the vehicle 10. It was installed near the steering shaft 30 which is forward, and the 2nd gyro sensor 203 was installed in the vicinity of the drive shaft 50. As shown in FIG.

The controller 290 detects the sag of the chassis 11 by using a relative difference between the outputs of the first and second gyro sensors 201 and 203. In addition, the controller 290 may recognize whether the vehicle is operating an uphill slope or a downhill slope using a relative difference between the outputs of the first and second gyro sensors 201 and 203. Therefore, when the first and second gyroscope sensors 201 and 203 are installed, one direction selected from the x, y and z axes of the first and second gyroscope sensors 201 and 203 may correspond to the virtual axis x direction. It must be installed to match.

The third gyro sensor 205 is installed on the chassis 11, but installed behind the variable shaft 100. The controller 290 detects the pressure and stroke of each air bellows 110 and 130 by using the measured value of the third gyro sensor 205.

The vehicle 10 may be provided with a button for calibrating the gyro sensors 201, 203, and 205, and the controller 290 may use the measurement values of the gyro sensors 201, 203, and 205, for example, CAN-. It can be received in RS232 format.

The load sensor 207 is used to measure a steering shaft support load and a drive shaft support load as a sensor for converting a physical deformation amount due to a load into an electrical signal. Therefore, the load sensor 207 is provided near the steering shaft 30 and the driving shaft 50. According to the installation position of the load sensor 207, not only the accuracy of the calculation of the steering shaft support load and the drive shaft support load is changed, but also the installation environment is different for each vehicle 10, and thus an optimal place can be selected through experiments. For example, FIGS. 1 and 2 show that the load sensor 207 is attached to a portion where the steering shaft 30 is coupled to the leaf spring 31 and a drive shaft 50 to the portion coupled to the leaf spring 51, respectively. Yes. The load sensors 207 may additionally be attached to the plurality of load sensors 207 according to the size of the vehicle 10 or the state of the chassis 11. The control unit 290 may calculate the steering shaft support load, the drive shaft support load, and the amount of change thereof by reading the load sensor 207.

The variable shaft driver 210 is a pneumatic system for lowering or lifting the variable shaft 100 according to a control signal of the controller 290. The variable shaft driver 210 may use a conventional conventional variable shaft controller as it is, such as patent registration (No. 1440239), and the variable shaft driver 210 of FIG. 2 is an example.

Referring to FIG. 2, the variable shaft drive unit 210 includes an air tank 211, a 3/2 way solenoid valve 213, a pilot pressure solenoid valve 215, and a pilot pressure reduction. A solenoid valve 217 and a relay valve 219. The 3 / 2-way solenoid valve 213 supplies the air pressure of the air tank 211 to the lift air bellows 110 and the rod air bellows 130. The pilot pressurized solenoid valve 215 and the pressure reducing solenoid valve 217 control the pilot pressure of the relay valve 219. The relay valve 219 controls the air pressure provided from the air tank 211 to the rod air bellows 130 in proportion to the pilot pressure. Meanwhile, the variable shaft driver 210 includes first and second pressure sensors 111 and 131 for measuring air pressure of the lift air bellows 110 and the rod air bellows 130.

Looking at the control operation of the variable shaft 100 of the variable shaft drive unit 210 as follows. In order to lift the variable shaft 100, the 3 / 2-way solenoid valve 213 provides the air pressure of the air tank 211 to the lift air bellows 110 by the control unit 290. At this time, since the air of the rod air bellows 130 is discharged to the outside by the 3 / 2-way solenoid valve 213, the lift air bellows 110 expands and lifts the variable shaft 100.

In order to lower the variable shaft 100, the 3 / 2-way solenoid valve 213 supplies the air pressure of the air tank 211 to the pilot pressure solenoid valve 215, whereby the pilot pressure solenoid valve 215 is a relay valve 219. To increase the pilot pressure. The relay valve 219 expands the rod air bellows 130 by supplying the air pressure of the air tank 211 to the rod air bellows 130 in proportion to the increased pilot pressure. In this case, the air of the lift air bellows 110 is discharged to the outside by the 3 / 2-way solenoid valve 213. The variable shaft 100 descends by the expansion of the rod air bellows 130 to support a part of the load.

Since the lift air bellows 110 and the rod air bellows 130 are installed between the chassis 11 and the variable shaft 100, expansion by the pressure of the lift air bellows 110 and the rod air bellows 130 is soon performed. It becomes the magnitude | size of the load which the variable shaft 100 can bear. If the load acts on the variable shaft 100 is greater than the air pressure of the rod air bellows 130, the rod air bellows 130 will be condensed and unable to support the load. Therefore, the maximum magnitude of the load that the variable shaft 100 can support is equal to the magnitude of the air pressure that the rod air bellows 130 can withstand. Since the pressure of the rod air bellows 130 can be adjusted, the size of the load that the variable shaft 100 can support soon can be adjusted.

The operation panel 270 includes buttons for the operator to operate the variable axis control system 200, and includes a display unit 271 for displaying various control states of the variable axis control system 200 to the operator. The display unit 271 may display a tolerance load, a steering shaft support load, a drive shaft support load, a variable shaft support load, and a loading load of the vehicle. In addition, if the load per axis exceeds the allowable load set by the Road Traffic Act, a warning message can be output.

When the load a is loaded on the stopped vehicle 10, sagging of the chassis 11 occurs, and the controller 290 monitors the sagging of the chassis 11 by using the gyro sensors 201 and 203. When the amount of deflection becomes equal to or greater than a predetermined 'standard deflection amount' and the load of the fixed shaft measured by the load sensor 207 reaches a threshold, the variable shaft 100 is lowered. If the loading load continues to increase, the controller 290 increases the variable shaft support load while controlling the drive shaft support load not to exceed the threshold.

Even when the vehicle 10 runs in a state in which the variable shaft 100 is lowered and the variable shaft support load is distributed, the controller 290 uses the gyro sensors 201 and 203 to tilt the chassis 11 (or Keep on sagging). If the vehicle 11 is inclined while the vehicle 10 runs on an inclined surface, the controller 290 redistributes the variable shaft support load to increase driving force of the vehicle or improve fuel efficiency of the vehicle. .

For this operation of the variable shaft control system 200, the control unit 290 is the deflection calculation unit 291, the fixed shaft load calculation unit 293, the variable shaft load calculation unit 295, the driving information check unit 297 And a variable axis controller 299.

Hereinafter, the variable axis control method of the control system 200 of the present invention will be described with reference to FIGS. 1 to 5.

<Calculation of deflection amount of chassis 11 using gyro sensor; S401>

The deflection calculation unit 291 calculates the deflection amount of the chassis 11 by using the measured values provided by the first and second gyro sensors 201 and 203 periodically or aperiodically.

Undercarriage 11 is a deflection (Δx) occurs as the load (a) is raised, as shown in Figure 5, the drive shaft 50 is more sag compared to the steering shaft 30, the virtual parallel to the longitudinal direction of the chassis 11 The inclination of the axis (x) changes. The deflection calculation unit 291 may calculate the deflection amount Δx of the chassis 11 by using the difference between the measured values provided by the first and second gyro sensors 201 and 203. In other words, the amount of deflection DELTA x is equal to the amount of change in inclination in the direction of the virtual axis x.

<Detected abnormality of the undercarriage 11: S403>

The deflection amount calculation unit 291 calculates the deflection amount Δx periodically or aperiodically. If the calculated amount of deflection DELTA x is greater than or equal to the predetermined reference deflection amount, the deflection amount calculation unit 291 provides the fixed axis load calculation unit 293 with a deflection signal. The reference deflection amount can be set differently for each vehicle, for example, about 20 mm.

On the other hand, the driving information check unit 297 may receive the speed of the vehicle from the device in the vehicle 10 to determine the driving state of the vehicle, or by using a GPS receiver (not shown) mounted on the vehicle 10 of the vehicle. By calculating the speed, you can check whether the vehicle is running. If the speed of the vehicle is 'O', the vehicle is stopped.

<Calculation of the supporting load of the fixed shaft using the load sensor: S405>.

When the fixed shaft load calculation unit 293 receives the 'sag signal' from the deflection calculation unit 291, the fixed shaft load calculation unit 293 calculates and provides at least one of a steering shaft support load and a drive shaft support load to the variable shaft controller 299. In order to calculate the fixed shaft support load, the fixed shaft load calculation unit 293 reads the measured values of the load sensor 207 installed on the steering shaft 30 and the drive shaft 50 to determine the steering shaft support load and the drive shaft support load. Calculate each. On the other hand, the fixed shaft load calculation unit 293 preferably monitors the operation state or failure of the load sensor 207 in real time through periodic or aperiodic communication with the load sensor 207.

<Is the support load of the fixed shaft above the threshold? S407

The variable shaft controller 299 determines whether the drive shaft support load calculated by the fixed shaft load calculator 293 is greater than or equal to a preset threshold. Here, the threshold value is set to a value larger than the drive shaft tolerance load received by the drive shaft 50 at the time of tolerance and smaller than the allowable load per axis allowed by the road traffic law. For example, it can be set to approximately 90% of the allowable load per axis allowed by the road traffic law.

In some embodiments, the variable shaft controller 299 may determine whether the steering shaft support load is greater than or equal to the threshold instead of the driving shaft support load. Normally the load is most distributed to the drive shaft 50, especially when loading the load during the stop. Therefore, it is better to determine whether at least the drive shaft support load is above the threshold.

<Variable axis control: S409>

The variable shaft controller 299 adjusts the pneumatic pressure provided to the rod air bellows 130 when the drive shaft support load is greater than or equal to a predetermined threshold value, so that none of the fixed load and the variable shaft support load exceeds the threshold. To distribute. At this time, the variable shaft controller 299 distributes the load while checking at least one of the steering shaft support load and the drive shaft support load calculated by the fixed shaft load calculation unit 293 periodically or aperiodically.

For variable shaft control, the variable shaft load calculation unit 295 calculates the pressure / stroke of the rod air bellows 130 using the third gyro sensor 205 and substitutes it into the pressure-to-stroke relationship table of the air bellows to vary it. Calculate the axial support load.

As a specific distribution method of the loading load through the variable shaft control, a conventionally known method can be used. For example, the variable shaft controller 299 sets a fixed distribution ratio M; N (e.g., 6: 4) for distributing the drive shaft support load and the variable shaft support load, and according to the fixed distribution ratio, 100) can be controlled first. In this case, by setting the distribution ratio so that the drive shaft support load is larger than the variable shaft support load, it is preferable that the variable shaft support load becomes too large so as not to weaken the driving force.

As a result of the primary control, when the driving shaft support load exceeds the load per axis allowed by the road traffic law, secondary control for redistributing the load can be performed.

When the load is being loaded while the vehicle 10 is stopped, the variable shaft controller 299 lowers the variable shaft 100 to distribute a portion of the load into the variable shaft support load. (2) If the vehicle 10 is in operation, since the variable shaft 100 is already lowered, the fixed shaft support load and the variable shaft support load are increased by increasing or decreasing the air pressure provided to the road air bellows 130. It is a process of redistribution. This operation ultimately controls the air pressure flowing into the rod air bellows 130, and the drive shaft support load and the variable shaft load calculation unit calculated by the fixed shaft load calculating unit 293 during or after the distribution of the load. The process of reconfirming the variable shaft support load calculated by 295) is performed in parallel.

 In the above manner, the variable axis control of the present invention is performed.

Example 1 Variable Axis Control in a Ramp

As described above, the variable shaft control system 200 of the present invention controls the variable shaft 100 if necessary according to the driving state even while driving in the state in which the variable shaft 100 is lowered. In particular, the present invention redistributes the load so as to maintain the optimum state of vehicle operation on the uphill slope and the downhill slope.

<Operation and variable axis in operation: S601>

Load loading distribution in steps S401 to S409 is carried out while loading the load a on the vehicle 10 being stopped, and then the final deflection amount, the steering shaft support load, the drive shaft support load, and the variable shaft support load as a result of the load load distribution. To a memory (not shown). The driving information check unit 297 checks whether the vehicle is running.

<Slope check using gyro sensor: S603, S605>

The deflection calculation unit 291 detects the inclination of the undercarriage 11 using the gyro sensors 201 and 203 (S603), and the variable axis control unit 299 calculates the inclination of the vehicle calculated by the deflection calculation unit 291. It is determined whether the vehicle 10 is driving an uphill slope or a downhill slope using the vehicle 10. At the same time, the variable axis control unit 299 determines whether or not the amount of change in the slope is greater than or equal to the reference value, thereby ignoring the small change in the slope.

<Control of variable axis at uphill or downhill: S607>

If it is determined that the amount of change in the slope is equal to or greater than the reference value, the variable shaft controller 299 distributes the variable shaft support load being distributed to the variable shaft 100 again.

When driving uphill, the variable shaft controller 299 may increase the driving performance of the vehicle on the uphill slope by increasing the drive shaft support load to the variable shaft support load in the distribution ratio in the primary control. Even in this case, the drive shaft support load must not exceed the load per axis allowed by the Road Traffic Law. For example, even when the distribution ratio between the drive shaft support load and the variable shaft support load in the primary control described above is set to, for example, 6: 4, the distribution ratio between the drive shaft support load and the variable shaft support load on the uphill slope is set to 7. By setting: 3, the drive shaft supporting load can be set relatively higher.

On the contrary, when the vehicle travels downhill, the variable shaft control unit 299 applies a distribution ratio for further distributing to the variable shaft support load when compared to the distribution ratio in the primary control. It is possible to improve driving fuel economy on downhill slopes. For example, even when the distribution ratio between the drive shaft support load and the variable shaft support load in the primary control is set to, for example, 6: 4, the distribution ratio between the drive shaft support load and the variable shaft support load at the downhill slope is 5: 5. It is possible to set the drive shaft support load to be relatively smaller and to set the variable shaft support load to be larger.

Although the above has been illustrated and described with respect to preferred embodiments of the present invention, the present invention is not limited to the above-described specific embodiments, it is usually in the technical field to which the invention belongs without departing from the spirit of the invention claimed in the claims. Various modifications can be made by those skilled in the art, and these modifications should not be individually understood from the technical spirit or the prospect of the present invention.

Claims (10)

In the variable axis control method of the vehicle,
Arranging a first gyro sensor and a second gyro sensor spaced apart from each other on a virtual axis (x) parallel to the longitudinal direction of the vehicle, and installing them on the virtual axis in the same posture;
Using the first gyro sensor and the second gyro sensor, measuring a deflection amount of a chassis by measuring a change in inclination in the virtual axial direction;
Distributing the variable shaft support load to the variable shaft by lowering the variable shaft when the deflection amount is equal to or greater than the reference deflection amount and the drive shaft support load is greater than or equal to the threshold value;
Measuring the change in the tilt in the virtual axial direction using the first gyro sensor and the second gyro sensor when it is determined that the vehicle is in operation after the step of distributing the variable shaft support load; And
Redistributing the drive shaft support load larger than the variable shaft support load when the change in the slope is greater than or equal to a reference value and it is determined that the vehicle is traveling uphill by the change in the slope. A variable shaft control method of a vehicle.
delete The method of claim 1,
And calculating the drive shaft support load by using a load sensor installed at a portion at which the drive shaft (50) is coupled to the leaf spring (51).
delete The method of claim 1,
Redistributing the variable shaft support load larger than the drive shaft support load when the change in the slope is greater than or equal to a reference value and it is determined that the vehicle is driving downhill slope through the change in the slope. A variable shaft control method of a vehicle, characterized in that.
In a variable shaft control system of a vehicle,
A first gyro sensor and a second gyro sensor disposed on the virtual axis (x) parallel to the longitudinal direction of the vehicle and installed on the virtual axis in the same posture;
A variable shaft driver for controlling a variable shaft of the vehicle;
A deflection calculation unit configured to calculate a deflection amount of a vehicle chassis by measuring a change in inclination in the virtual axial direction using the first gyro sensor and the second gyro sensor; And
And a variable shaft controller configured to distribute the variable shaft support load to the variable shaft by controlling the variable shaft driver when the amount of deflection is equal to or greater than the reference deflection and the drive shaft support load is equal to or greater than a threshold value.
The deflection amount calculation unit measures the change in the slope of the virtual axis direction by using the first gyro sensor and the second gyro sensor when it is determined that the variable shaft support load is distributed and the vehicle is running.
The variable shaft controller redistributes the drive shaft support load to a greater extent than the variable shaft support load when it is determined that the change of the slope is equal to or greater than a reference value and the vehicle is traveling on an uphill slope through the change of the slope. A variable shaft control system for a vehicle.
delete The method of claim 6,
In order to calculate the drive shaft support load, the variable shaft control system, characterized in that it further comprises a load sensor installed in the portion coupled with the leaf spring (51).
delete The method of claim 6,
The variable shaft controller redistributes the variable shaft support load more than the drive shaft support load when it is determined that the change of the inclination is equal to or greater than a reference value and the vehicle is traveling downhill inclination through the change of the inclination. A variable shaft control system for a vehicle.

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