KR102372294B1 - An automobile and a method for controlling an automobile - Google Patents

Abstract

Provided are a vehicle and a vehicle control method capable of improving a driver's riding comfort and vehicle stability by pre-controlling an active rotation stabilizer before the vehicle starts turning or goes off-road.
To this end, the vehicle according to the embodiment of the present invention includes an active rotary type stabilizer (ARS) for adjusting the left and right height of a vehicle body, a camera sensor for photographing the front road of the vehicle and outputting it as an image, and the The curvature of the lane is calculated by extracting the lane of the forward road from the image output from the camera sensor, and the road surface condition of the forward road is determined from the image output from the camera sensor, and the calculated lane curvature and and a controller for pre-controlling the active rotation type stabilizer before the vehicle enters the front road according to the determined road surface condition.

Description

Automobile and vehicle control method

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle and a method for controlling the vehicle, and more particularly, to a vehicle equipped with an active rotation type stabilizer and a method for controlling the vehicle.

In general, a vehicle is a means for absorbing vibrations generated from the road surface while driving, primarily by mitigating it through the wheels, and secondarily by absorbing large vibrations transmitted through the wheels through the suspension, making it more convenient for passengers. It is provided to provide a comfortable riding experience.

In addition, a stabilizer is provided in order to minimize the shaking phenomenon in the left and right directions of the vehicle that is generated when the road surface is bent up and down and the vehicle is turning in the left and right directions.

In the conventional stabilizer, a stabilizer bar made of a single material is mounted to extend in the lateral direction of the vehicle body, thereby reducing the rolling of the vehicle body caused by a change in the relative behavior and posture of the left and right suspension devices while the vehicle is driving. It is common to stabilize the posture of the vehicle body by relaxing the roll stiffness possessed by the stabilizer bar itself as a medium.

Such a stabilizer bar is manufactured by cutting a single round bar or pipe material to an appropriate length, molding the cut material to have the shape and rigidity required as a stabilizer bar, and then undergoing processes such as heat treatment, shot peening and painting.

However, the stabilizer bar made of a single material as described above is a passive stabilizer bar, and has the advantage of being easy to manufacture and low in production cost. Therefore, since the roll phenomenon of the vehicle body is controlled, it has a problem that it is difficult to effectively suppress all of the various types of rolls that occur during driving of the vehicle.

Accordingly, in recent years, the use of an active rotary type stabilizer (ARS) having an actuator to adjust the roll stiffness of the stabilizer bar according to the situation is increasing.

The active rotation stabilizer of a vehicle consists of two half stabilizer bars coupled to both ends of an actuator, and the actuator operates according to the size of the roll generated in the vehicle to adjust the roll stiffness of the stabilizer bar to stabilize the posture of the vehicle. has been

1 is a front view of a vehicle body provided with a stabilizer bar made of a single material, FIGS. 2A to 2C are conceptual views illustrating an operation process of a passive stabilizer of a vehicle according to the prior art, and FIG. 3 is an active rotation stabilizer of a vehicle according to the prior art It is a schematic diagram showing the connection of the actuator and the stabilizer bar among the configuration of

In the passive stabilizer of a vehicle according to the prior art, as shown in FIG. 1 , a stabilizer bar 1 made of a single material is disposed long in the vehicle width direction toward the left and right wheels 20A and 20B among the lower portions of the vehicle body, and the driving of the vehicle Among the figures, the rolling phenomenon of the vehicle body 10 that occurs during the turning driving in the left and right directions is suppressed by the action of the self-rolling rigidity of the stabilizer bar.

1 is a front view illustrating a passive stabilizer of a vehicle according to the prior art, FIGS. 2A to 2C are conceptual views illustrating an operation process of the passive stabilizer of a vehicle according to the prior art, and FIG. 3 is an active rotation stabilizer of a vehicle according to the prior art It is a cross-sectional view showing

The stabilizer bar 1 is disposed long left and right from the lower part of the vehicle body 10 toward the left and right wheels 20A and 20B, and is coupled to the left and right lower arms 21A and 21B via the step links 23A and 23B, The vehicle body 10 is configured to absorb running vibrations transmitted from the left and right wheels 20A and 20B via the left and right suspensions 25A and 25B.

2A to 2C, when the vehicle travels in a straight direction, as in FIG. 2A, the vehicle body 10 does not incline in either direction, and the stabilizer bar 1 acts as a roll. When the rigidity becomes almost nonexistent and the vehicle turns in the right direction, the vehicle body 10 is inclined to the left due to inertia as shown in FIG. 2B, and at this time, the stabilizer bar 1 is caused by its own roll rigidity. It provides a force for maintaining the vehicle body 10 in the right direction, and when the vehicle turns and travels in the left direction, the vehicle body 10 is inclined to the right due to inertia as shown in FIG. 2C, and at this time, the stabilizer bar 1 ) provides a force to hold the vehicle body 10 in the left direction by its own roll stiffness.

As described above, it is possible to control the rolling of the vehicle body 10 by using the stabilizer bar 1 made of a single material, but there is a problem in that it cannot adapt to various driving conditions changes. An active rotary stabilizer 50 has been developed.

As shown in FIG. 3 , in the active rotation stabilizer 50 of a vehicle according to the prior art, a motor 60 made of a motor is provided on one side inside the housing 55, and on the other side inside the housing 55 A speed reducer 70 for reducing the rotational force transmitted from the motor 60 is provided.

Here, at one end of the housing 55 to which the motor 60 is adjacent, one of the above-described half stabilizer bars (hereinafter, referred to as "fixed stabilizer bar 80") surrounds the housing 55 of the motor. At the other end of the housing 55 that is coupled to the motor cover 85 disposed to support the shaft by welding, and the reducer 70 is adjacent to, the remaining stabilizer bar (hereinafter, referred to as “rotation stabilizer bar 90”) is the reducer It is connected to the final output shaft 71 of 70 in a spline gear meshing method and receives a predetermined rotational force from the motor 60 through the reducer 70 .

Although not shown in detail in FIG. 3 , the speed reducer 70 receives rotational force provided from the motor shaft and rotates while the sun gear rotates, and a plurality of planetary gears around the sun gear mesh and revolve, and the plurality of planetary gears orbiting. is engaged with the ring gear that surrounds it and serves to decelerate as it rotates.

The reducer 70 having this configuration has a structure in which three planetary gear sets including the sun gear, planetary gear, and ring gear are continuously arranged in the axial direction, so that the rotational speed of the motor 60 is reduced in multiple stages to increase the rotational force. After amplifying, it functions to transfer to the rotation stabilizer bar (90).

However, in the active rotation stabilizer according to the prior art, the control of the motor 60 is started after the vehicle starts turning or after the vehicle enters off-road. Accordingly, there is a problem in that the riding comfort is lowered during the time until the motor 60 starts driving and the stability of the vehicle is also lowered.

The problem to be solved by the present invention is to provide a vehicle and a control method of a vehicle capable of improving the ride comfort and stability of the vehicle by pre-controlling the active rotating stabilizer before the vehicle starts turning or enters the off-road will provide

The problems of the present invention are not limited to the problems mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the following description.

In order to achieve the above object, a vehicle according to an embodiment of the present invention includes an active rotary type stabilizer (ARS) that adjusts the left and right heights of a vehicle body, and a camera that takes pictures of the front road of the vehicle and outputs an image By extracting the lane of the front road from a sensor and the image output from the camera sensor, calculating the curvature of the lane, and determining the road surface condition of the front road from the image output from the camera sensor, the calculated and a controller for pre-controlling the active rotation type stabilizer before the vehicle enters the front road according to the curvature of the lane and the determined road surface condition.

In addition, the control method of a vehicle according to an embodiment of the present invention includes a front image collecting step of photographing a front road of the vehicle and outputting it as an image, and extracting a lane of the front road from the output image to determine the curvature of the lane Calculating and determining a road surface condition of the front road from the output image, and according to the calculated curvature of the lane and the determined road surface condition of the front road, the vehicle enters the front road It includes an ARS pre-control step of pre-controlling the active rotary stabilizer before.

Details of other embodiments are included in the detailed description and drawings.

According to the vehicle and the vehicle control method according to the embodiment of the present invention, since the active rotation stabilizer is pre-controlled before the vehicle enters the front road, ride comfort and vehicle stability are improved.

Effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description of the claims.

1 is a front view showing a passive stabilizer of a vehicle according to the prior art;
2a to 2c are conceptual views showing an operation process of a passive stabilizer of a vehicle according to the prior art;
3 is a cross-sectional view showing an active rotation type stabilizer of a vehicle according to the prior art;
4 is a front view showing an active rotation type stabilizer for a vehicle according to an embodiment of the present invention;
5A to 5C are conceptual views illustrating an operation process of an active rotation type stabilizer for a vehicle according to an embodiment of the present invention;
6 is a cross-sectional view showing an active rotation type stabilizer for a vehicle according to an embodiment of the present invention;
7 is a view showing the configuration of one of the plurality of planetary gear sets shown in FIG. 6;
8 is a control block diagram of a vehicle according to an embodiment of the present invention;
9 is a flowchart according to a control method of a vehicle according to an embodiment of the present invention;
10 is a block diagram showing an ARS control mode set in the controller;
11 is a diagram illustrating an ARS control mode selected according to a state of a road ahead.

Advantages and features of the present invention, and methods of achieving them, will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but may be implemented in various different forms, and only these embodiments allow the disclosure of the present invention to be complete, and common knowledge in the technical field to which the present invention pertains. It is provided to fully inform the possessor of the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout.

Hereinafter, a vehicle and a vehicle control method according to an embodiment of the present invention will be described with reference to the drawings.

4 is a front view illustrating an active rotation type stabilizer for a vehicle according to an embodiment of the present invention, and FIGS. 5A to 5C are conceptual views illustrating an operation process of the active rotation type stabilizer for a vehicle according to an embodiment of the present invention.

An active rotary type stabilizer (ARS) of a vehicle according to an embodiment of the present invention is directed toward the front right wheel 120A and the left wheel 120B of the vehicle body 110 as shown in FIG. 4 . The fixed stabilizer bar 180 and the rotating stabilizer bar 190 extending in the transverse direction, respectively, are disposed between the fixed stabilizer bar 180 and the rotating stabilizer bar 190 to connect the respective adjacent ends, and each It includes an actuator 100 that generates and supplies a predetermined rotational force to the stabilizer bars 180 and 190 of the . Hereinafter, the active rotation type stabilizer will be described as an ARS.

The fixed stabilizer bar 180 and the rotation stabilizer bar 190, one side connected to the actuator 100 is linearly extended in the longitudinal direction, the other side is bent at a predetermined angle, and can be rotated by the operation of the actuator 100 and the other bent sides of the fixed stabilizer bar 180 and the rotating stabilizer bar 190 are respectively connected to the lower arm of the vehicle body 110 via a stabilizer link (hereinafter, referred to as a “step link”) 600 . can

A brief description of the operation of the ARS of a vehicle having such a configuration is as follows.

First, as shown in FIG. 5A , when the vehicle travels straight, the actuator 100 of the ARS of the vehicle does not operate at all.

Next, as shown in FIG. 5B , when the vehicle turns in the right direction, the vehicle body 110 is inclined in the left direction due to inertia. At this time, the actuator 100 is operated to generate a rotational force in one direction so that the vehicle body 110 is restored to its original position. Then, the fixed stabilizer bar 180 on the side where the vehicle body 110 is relatively lowered rotates in one direction while pushing the lower arm 130B via the step links 600 and 600B as a medium to push the vehicle body 110 upward, and relatively The rotation stabilizer bar 190 on the side where the vehicle body 110 is raised is rotated in the other direction while pulling the lower arm 130A via the step links 600 and 600A and pulling the vehicle body 110 down to the body 110 ) is restored to its original position.

Conversely, as shown in FIG. 5C , when the vehicle turns in the left direction, the vehicle body 110 is inclined in the right direction due to inertia. At this time, the actuator 100 is operated to generate rotational force in the other direction so that the vehicle body 110 is restored to its original position. Then, the fixed stabilizer bar 180 of the relatively elevated side of the vehicle body 110 is rotated in the other direction while pulling the lower arm 130B via the step link 600B and pulling the vehicle body 110 down. , The rotation stabilizer bar 190 on the side where the vehicle body 110 is relatively lowered rotates in one direction while pushing the lower arm 130A via the step link 600A as a medium to push up the vehicle body 110 to lift the vehicle body 110 . restore it to its original position.

As described above, the active rotation type stabilizer for a vehicle according to an embodiment of the present invention adjusts the left and right heights of the vehicle body 110 inclined to the left or right according to the turning direction of the vehicle, such as straight driving instead of turning driving It is possible to provide a more comfortable and stable driving environment to the occupants.

6 is a cross-sectional view showing an active rotation type stabilizer for a vehicle according to an embodiment of the present invention, and FIG. 7 is a view showing the configuration of one of the plurality of planetary gear sets shown in FIG. 6 .

6 and 7, the actuator 100 of the ARS of the automobile according to the embodiment of the present invention includes a housing 105 having a predetermined space therein, and a predetermined space provided inside the housing 105. It includes a motor 200 for generating a rotational force, and a speed reducer 300 provided inside the housing 105 and for decelerating the rotational force generated by the motor 200 to have a predetermined reduction ratio.

More specifically, the motor 200 includes a stator 210 fixed adjacent to one inner circumferential surface of the housing 105 and a rotor 220 that is rotated according to power supply inside the stator 210 . can be made with That is, the motor 200 is a kind of driving motor driven by electric force. The positions of the stator 210 and the rotor 220 are not limited, and according to an embodiment, the stator 210 is located at the axial center of the housing 105 and surrounds the outer circumferential surface of the stator 210 . It is also possible that the rotor 220 is provided so as to rotate according to the power supply.

The reducer 300 includes three planetary gear sets 310, 320, and 330 that are disposed adjacent to the motor 200 and receive rotational force from the motor 200 to reduce primary, secondary, and tertiary speed. do. The reducer 300 decelerates the rotational speed of the motor 200 to amplify the rotational force of the motor 200 and transmit it to the rotation stabilizer bar 190 .

The three planetary gear sets 310, 320, and 330 are sequentially arranged in the axial direction. That is, the reducer 300 includes a first planetary gear set 310 disposed on the rightmost side in proximity to the motor 200 and a third planetary gear set 330 disposed on the leftmost side close to the rotation stabilizer bar 190 . ) and a second planetary gear set 320 disposed between the first planetary gear set 310 and the third planetary gear set 330 .

The first planetary gear set 310 , the second planetary gear set 320 , and the third planetary gear set 330 are all formed in the same configuration. The first planetary gear set 310, the second planetary gear set 320, and the third planetary gear set 330 are, respectively, a sun gear 311 and a plurality of planetary gears disposed along the circumference of the sun gear 311 ( 312 , and a ring gear 313 surrounding the plurality of planetary gears 312 and fixed to the inner wall of the housing 105 .

The sun gear 311 is disposed at the center inside the ring gear 313 , and the plurality of planetary gears 312 are meshed between the sun gear 311 and the ring gear 313 inside the ring gear 313 . When the sun gear 311 is rotated, the plurality of planetary gears 312 orbit along the circumference of the sun gear 311 while rotating in the opposite direction to the sun gear 311 .

An input shaft 340 coupled to the rotation shaft 230 of the motor 200 is coupled to the sun gear 311 of the first planetary gear set 310 . The input shaft 340 is a portion to which the rotational force of the motor 200 is input, and refers to the input shaft 340 of the reducer 300 . In addition, the carrier 350 is coupled to the rotation shaft of the plurality of planetary gears 312 of the third planetary gear set 330 . The carrier 350 is a portion in which the rotational force of the motor 200 is amplified and output by the reducer 300 , and refers to an output shaft of the reducer 300 .

The carrier 350 is spline-coupled with the rotation stabilizer bar 190, and transmits the rotational force of the motor 200 amplified by the reducer 300 to the rotation stabilizer bar 190, so that the rotation stabilizer bar 190 is twisted. . One end of the rotation stabilizer bar 190 is inserted into the center of the carrier 350 . In the center of the carrier 350, an outer surface facing the rotation stabilizer bar 190 is opened so that one end of the rotation stabilizer bar 190 can be inserted, and gear teeth are formed on the opened inner circumferential surface. In addition, gear teeth meshing with the gear teeth formed on the opened inner peripheral surface of the carrier 350 are formed on the outer peripheral surface of one end of the rotation stabilizer bar 190 inserted into the center of the carrier 350 . When one end of the rotation stabilizer bar 190 is inserted into the open center of the carrier 350, the gear teeth formed on the inner peripheral surface of the open center of the carrier 350, and the rotation stabilizer bar 190 formed on the outer peripheral surface of one end of the bar 190 As the gear teeth mesh with each other, the rotation stabilizer bar 190 and the carrier 350 are spline-coupled.

The other end of the housing 105 is shielded by the reduction gear cover 360 . The reduction gear cover 360 is fixed to the other end of the housing 105 . The rotation stabilizer bar 190 passes through the reducer cover 360 and is rotatably disposed with respect to the reducer cover 360 .

8 is a control block diagram of a vehicle according to an embodiment of the present invention.

Referring to FIG. 8 , the vehicle according to the embodiment of the present invention includes a camera sensor 410 , an acceleration sensor 420 , a yaw rate sensor 430 , a steering angle sensor 440 , and a vehicle speed sensor 450 and , a vehicle height sensor 460 , a wheel speed sensor 470 , and a controller 500 .

The camera sensor 410 captures the road ahead of the vehicle while the vehicle is driving and outputs it as an image. The camera sensor 410 inputs the outputted image to the controller 500 .

The acceleration sensor 420 senses lateral acceleration and longitudinal acceleration generated in the vehicle while the vehicle is driving. The acceleration sensor 420 may be provided as at least one sensor. The acceleration sensor 420 inputs data values for the detected lateral acceleration and longitudinal acceleration to the controller 500 .

The yaw rate sensor 430 detects a yaw rate generated in the vehicle while the vehicle is driving. The yaw rate sensor 430 inputs a data value for the detected yaw rate to the controller 500 .

The steering angle sensor 440 detects a steering angle and a steering angular velocity of a steering wheel while the vehicle is driving. The steering angle sensor 440 inputs the detected data values for the steering angle and the steering angular velocity to the controller 500 .

The vehicle speed sensor 450 detects the vehicle speed of the vehicle while the vehicle is driving. The vehicle speed sensor 450 inputs a data value for the detected vehicle speed to the controller 500 .

The height sensor 460 detects the height of the vehicle while the vehicle is driving. The height sensor 460 inputs the detected data value for the height to the controller 500 .

The wheel speed sensor 470 detects the wheel speed of each wheel while the vehicle is running. The wheel speed sensor 470 inputs the detected data value for the wheel speed to the controller 500 .

The controller 500 uses data values input from the camera sensor 410, the acceleration sensor 420, the steering angle sensor 440, the vehicle speed sensor 450, the vehicle height sensor 460, and the wheel speed sensor 470, Controls the actuator 100 of the ARS. The detailed control of the ARS will be described with reference to FIGS. 9 to 11 .

9 is a flowchart according to a control method of a vehicle according to an embodiment of the present invention, FIG. 10 is a block diagram illustrating an ARS control mode set in a controller, and FIG. 11 is a diagram illustrating an ARS control mode selected according to the state of the road ahead am.

8 to 11 , the vehicle according to the embodiment of the present invention includes an ARS pre control for controlling the ARS before entering the front road while driving, and an ARS post for controlling the ARS after entering the front road. It is divided into (Post) control. The ARS pre-control uses only the data value of the camera sensor 410, and the ARS post control excluding the camera sensor 410, the acceleration sensor 420, the steering angle sensor 440, the vehicle speed sensor 450, the vehicle height sensor ( 460) and the data values of the wheel speed sensor 470 are used.

A car equipped with an existing ARS measures and analyzes car data after turning or entering off-road to determine whether the car is currently turning or the road surface is off-road, and then starts control. In this case, after actually entering a turning road or off-road, a delay time occurs until the actuator 100 of the ARS is driven, so that the driver feels a sense of heterogeneity, and in off-road, control that harms the behavior of the vehicle may be performed. . In order to solve this problem, it is possible to improve the driver's riding comfort and the vehicle's behavior through the ARS pre control after determining the road ahead before the vehicle turns or enters the off-road.

First, a description will be given of pre-controlling the ARS before the vehicle starts driving and enters the front road.

First, the vehicle starts driving (S1).

The camera sensor 410 is mounted on the front of the vehicle and performs a front image collecting step of photographing the front road while driving and outputting it as an image (S2). The camera sensor 410 continuously captures the front road while the vehicle is driving and inputs an output image to the controller 500 .

The controller 500 extracts the lane of the front road from the image output from the camera sensor 410, calculates the curvature of the lane, and compares it with a set value α (S3). That is, the controller 500 calculates the curvature of the front road through the real-time image collected by the camera sensor 410 . The controller 500 determines that the forward road is a turning road when the calculated curvature is greater than the set α value, and determines that the forward road is a straight road when the calculated curvature is less than or equal to the α value. In order to calculate the curvature of the lane in the image, the controller 500 extracts only the lane from the image by filtering unnecessary parts except for the lane in the collected image. Thereafter, the controller 500 may obtain a curvature using the inclination value and the Euclidean distance value of the pixels by using the extracted lane information (pixel) value. If the number of pixels is increased to increase the accuracy, the calculation speed decreases due to the load, so the total number of pixels is appropriately adjusted. The controller 500 calculates the curvature value per pixel and compares the overall average value and the α value to determine whether the road ahead is a turning road or a straight road, and performs a forward road condition identification step (S5).

In addition, the controller 500 determines the road surface condition of the front road from the image output from the camera sensor 410 (S4). That is, the controller 500 determines whether the front road is on-road or off-road through the image collected by the camera sensor 410 . If the front road is off-road, it is necessary to change the control mode of the ARS before entering the off-road to prevent control that inhibits the behavior of the vehicle. However, when it can be judged as off-road, the vehicle actually enters off-road and for a certain period of time it is judged to be off-road through analysis of vehicle data. In order to solve this problem, the controller 500 determines the road ahead and, when the road ahead is off-road, switches the ARS control mode in advance to prevent the movement of the vehicle from being inhibited. In this way, the controller 500 also performs a forward road condition identification step of determining whether the front road is on-road or off-road according to the determined road surface condition (S5).

That is, in the step of identifying the front road condition (S5), it is determined whether the front road is a turning road or a straight road using the calculated curvature, and it is determined whether the road surface condition of the front road is on-road or off-road. do.

After determining the state of the road ahead, the controller 500 selects a control mode for performing ARS Pre control (S6). As shown in FIG. 10, the ARS control mode is similar to that of the conventional stabilizer because it does not drive the actuator 100 by short-circuiting three phases of the ARS control mode and the active mode for driving the actuator 100, as shown in FIG. It includes a lock mode that has roll rigidity and a free mode that has roll rigidity as if there is no stabilizer bar. The free mode means that the roll stiffness of the fixed stabilizer bar 180 and the rotating stabilizer bar 190 is weaker than that of the active mode and the lock mode. The ARS control mode is not limited to the three control modes, the active mode, the lock mode, and the free mode, and can be changed to various control modes.

11 , the controller 500 selects one of the ARS control modes according to whether the road surface condition of the front road is on-road or off-road. That is, whether the front road is a turning road or a straight road, when it is determined that the front road is off-road, the controller 500 selects the Free mode among the ARS control modes, and when it is determined that the front road is on-road, the Select Active mode.

After selecting the control mode, the controller 500 performs ARS pre control before entering the front road as a follow-up action (S7). When it is determined that the controller 500 is the free mode, the controller 500 changes from another control mode to the free mode before entering the front road to improve ride comfort and vehicle behavior. And, when it is determined that the front road is a turning road, the controller 500 pre-controls the actuator 100 through the P (Proportinal) gain control for the calculated lane curvature to pre-control the ARS actuator 100 when turning. It compensates for the jack-up phenomenon caused by the driving of the motor and improves the riding comfort.

The amount of control by which the controller 500 controls the actuator 100 may be expressed by the following equation.

Lane curvature X P gain = control amount (angle or torque)

Second, post control of the ARS after the vehicle enters the front road will be described as follows.

Thereafter, the vehicle enters the front road.

After the vehicle enters the front road, the controller 500 checks again whether the condition of the front road determined in the previous step is correct. The controller 500 performs a vehicle data measurement step to re-determine the state of the road ahead (S8). In the vehicle data measurement step (S8), the controller 500 detects the lateral acceleration and the longitudinal acceleration detected by the acceleration sensor 420, the yaw rate detected by the yaw rate sensor 430, and the steering angle sensor 440 detected by the After measuring the steering angle and steering angular speed of the steering wheel, the vehicle speed detected by the vehicle speed sensor 450 , the vehicle height detected by the vehicle height sensor 460 , and the wheel speed of each wheel detected by the wheel speed sensor 470 , the measurement The state of the vehicle may be estimated using the obtained data values (S9).

In the vehicle state estimation step (S9), the controller 500 uses the data values measured in the vehicle data measurement step (S8) to determine whether the entered front road is a turning road or a straight road, and the entry You can check whether a road ahead is on-road or off-road. In this embodiment, the controller 500 includes the lateral acceleration detected by the acceleration sensor 420 , the yaw rate detected by the yaw rate sensor 430 , the steering angle detected by the steering angle sensor 440 , and It is reconfirmed whether the vehicle is turning or traveling straight by using the steering angular speed, and whether the road surface condition of the driving road is on-road or off-road using the height detected by the garage height sensor 460 is reconfirmed.

In the vehicle state estimation step (S9), the controller 500 reconfirms whether the entered front road is a turning road or a straight road, and whether the entered front road is on-road or off-road, and then post-controls the ARS ARS post (Post) control step is performed (S10).

The ARS post control step (S10) refers to a step of driving the actuator 100 by the control amount of the ARS actuator 100 calculated by the above-described formula. When turning in the active mode, the control amount of the ARS actuator 100 is determined according to the lateral acceleration, yaw rate, steering angle, steering angular speed and vehicle speed among the measured vehicle data, and the ARS actuator 100 control amount ARS actuator 100 is controlled.

The controller 500 includes an actuator 100 control amount according to the pre control performed before the vehicle enters the front road, and an actuator according to the post control that is determined after the vehicle enters the front road. (100) The control amount is compared (S11), and if the post control amount is greater than the pre-control amount, the pre control is released (S12). If the pre control is not released, if the pre control and the post control collide with each other, the ARS actuator 100 does not react properly, so that the ride comfort and stability of the vehicle are reduced. can hinder Accordingly, the control amount determined by the pre control is maintained even when the post control is in progress, and the actuator 100 control amount for the input value calculated by the post control logic is the pre When it becomes larger than the control amount already driven in the (Pre) control, the pre control is released and the control authority is transferred to the post control unit.

As described above, according to the vehicle and the control method of the vehicle according to the embodiment of the present invention, since the active rotation stabilizer is pre-controlled before the vehicle enters the road ahead, the ride comfort and stability of the vehicle are improved.

Those of ordinary skill in the art to which the present invention pertains will understand that the present invention may be embodied in other specific forms without changing the technical spirit or essential features thereof. Therefore, it should be understood that the embodiments described above are illustrative in all respects and not restrictive. The scope of the present invention is indicated by the following claims rather than the above detailed description, and all changes or modifications derived from the meaning and scope of the claims and their equivalent concepts are included in the scope of the present invention. should be interpreted

100: actuator 105: housing
180: fixed stabilizer bar 190: rotating stabilizer bar
410: camera sensor 420: acceleration sensor
430: yaw rate sensor 440: steering angle sensor
450: vehicle speed sensor 460: vehicle height sensor
470: wheel speed sensor 500: controller

Claims (12)

an active rotary type stabilizer (ARS) that adjusts the left and right height of the vehicle body;
a camera sensor that captures the road ahead of the vehicle and outputs it as an image;
at least one acceleration sensor sensing lateral acceleration and longitudinal acceleration of the vehicle; and
The curvature of the lane is calculated by extracting the lane of the front road from the image output from the camera sensor, and the road surface condition of the front road is determined from the image output from the camera sensor, and the calculated curvature of the lane and According to the determined road surface condition, the active rotation stabilizer is pre-controlled before the vehicle enters the front road,
and a controller for post-controlling the active rotary stabilizer after the vehicle enters the front road according to a result value detected by the at least one acceleration sensor. The method according to claim 1,
a yaw rate sensor for detecting the yaw rate of the vehicle;
A steering angle sensor that detects a steering angle and a steering angular speed of the steering wheel;
a vehicle speed sensor that detects the vehicle speed;
a vehicle height sensor for detecting the height of the vehicle;
Further comprising a wheel speed sensor for detecting the wheel speed of each wheel,
The controller is
The yaw rate detected by the yaw rate sensor in addition to the result value detected by the at least one acceleration sensor, the steering angle and the steering angular velocity detected by the steering angle sensor, the vehicle speed detected by the vehicle speed sensor, and A vehicle for post-controlling the active rotary stabilizer after the vehicle enters the front road according to the vehicle height detected by a vehicle height sensor and the wheel speed detected by the wheel speed sensor. 3. The method according to claim 2,
The controller is configured to cancel the pre-control if the post-control amount is greater than the amount already used in the pre-control after the vehicle enters the front road. 3. The method according to claim 2,
The controller is
Determining whether the vehicle is going straight or turning by using the lateral acceleration detected by the at least one acceleration sensor, the yaw rate detected by the yaw rate sensor, and the steering angle and the steering angular velocity detected by the steering angle sensor and,
A vehicle that determines whether a road surface condition is on-road or off-road by using the height detected by the vehicle height sensor. The method according to claim 1,
The controller is
A vehicle for controlling the active rotation type stabilizer before the vehicle enters the front road by selecting one of a plurality of control modes according to the calculated curvature of the lane and the determined road surface condition of the forward road. 6. The method of claim 5,
The active rotation stabilizer includes a fixed stabilizer bar fixed to one end of the housing, a rotation stabilizer bar rotatably disposed on the other end of the housing, and an actuator provided in the housing to rotate the rotation stabilizer bar,
The plurality of control modes include an active mode in which the actuator is driven, a lock mode in which the actuator is not driven, and the fixed stabilizer bar and the rotating stabilizer bar than in the active mode and the lock mode. Includes a free mode that weakens the roll stiffness,
The controller controls the P-gain of the actuator according to the calculated curvature of the lane, and controls the active rotation stabilizer to the active mode when the road surface condition is on-road, and controls the active rotation type stabilizer to the active mode when the road surface condition is off-road. A vehicle in which a typical stabilizer is controlled in the free mode. A front image collecting step of photographing the front road of the vehicle and outputting it as an image;
a forward road condition identification step of extracting a lane of the front road from the output image, calculating a curvature of the lane, and determining a road surface condition of the front road from the output image;
an ARS pre-control step of pre-controlling an active rotary stabilizer before the vehicle enters the front road according to the calculated curvature of the lane and the determined road surface condition of the front road;
After the vehicle enters the front road, the lateral acceleration and the longitudinal acceleration of the vehicle are sensed, the yaw rate of the vehicle is sensed, the steering angle and the steering angular speed of the steering wheel are sensed, the vehicle speed is sensed, and the vehicle height is sensed, , a vehicle data measurement step of sensing the wheel speed of each wheel; and
and an ARS post control step of post-controlling the active rotary stabilizer after the vehicle enters the front road according to a result measured in the vehicle data measurement step. 8. The method of claim 7,
The ARS post control step is
Post the active rotation type stabilizer after the vehicle enters the front road according to the lateral acceleration and the longitudinal acceleration, the yaw rate, the steering angle and the steering angular velocity, the vehicle speed, the vehicle height, and the wheel speed. A control method for a vehicle that is to be controlled. 9. The method of claim 8,
In the ARS post control step, if the post control amount is greater than the amount already used in the pre control, the pre control is canceled. 9. The method of claim 8,
In the ARS post control step,
determining whether the vehicle is going straight or turning by using the lateral acceleration, the yaw rate, the steering angle, and the steering angular velocity;
A control method of a vehicle for determining whether a driving road surface is on-road or off-road by using the garage. 8. The method of claim 7,
In the ARS pre-control step,
A method of controlling a vehicle by selecting one of a plurality of control modes to control the active rotation type stabilizer according to the calculated curvature of the lane and the determined road surface condition of the road ahead. 12. The method of claim 11,
The active rotation stabilizer includes a fixed stabilizer bar fixed to one end of the housing, a rotation stabilizer bar rotatably disposed on the other end of the housing, and an actuator provided in the housing to rotate the rotation stabilizer bar,
The plurality of control modes include an active mode in which the actuator is driven, a lock mode in which the actuator is not driven, and in the active mode and in the lock mode, a pre-load that weakens the roll stiffness of the fixed stabilizer bar and the rotating stabilizer bar compared to the active mode and the lock mode. including mods,
In the ARS pre-control step, the actuator P-gain is controlled according to the calculated curvature of the lane, but if the road surface condition is on-road, the active rotation stabilizer is controlled in the active mode, and if the road surface condition is off-road, A control method of a vehicle for controlling the active rotation stabilizer in the free mode.

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