KR102473058B1 - Abrasion dust measurement system that measures abrasion dust in real and simulated driving - Google Patents

Abstract

The present invention is attached to and operated in a vehicle, measures dust generated from a rain exhaust system in real time when the vehicle is actually running, generates actual measurement data, and stores driving information at the time of generating the actual measurement data. A wear dust measuring system including a simulated driving measurement device that receives driving information formed at the time of driving, implements a test environment using the driving information to create simulated measurement data, and compares and analyzes simulated measurement data with real measurement data. present.

Description

Abrasion dust measurement system that measures abrasion dust in real and simulated driving}

The present invention relates to a wear dust measurement system, and more particularly, to a wear dust measurement system for measuring wear dust in real driving and simulated driving.

The contents described in this part merely provide background information on the present embodiment and do not constitute prior art.

Efforts to reduce exhaust gas from internal combustion engines have been continued, and attention has been paid to non-exhaust dust due to wear of tires and brakes as fine dust decreases and the transition from internal combustion engine vehicles to non-exhaust machines (electric vehicles, etc.).

Tire wear dust (TRWP, Tire & Road Wear Particles) may be generated by the friction between the tire and the road during actual road driving. Tire abrasion dust varies greatly due to scattering dust on the road, and the amount of scattering dust is different for each road section. In addition, tire abrasion dust increases during rapid acceleration and rapid deceleration.

When conducting an experiment on tire abrasion dust in an environment such as driving on a real road, there are problems such as tire contact load, load transfer, aerodynamic conditions, etc. there is

The present invention has been made to solve the above problems, and an object of the present invention is to use a real driving measuring device attached to a vehicle running on an actual road and a simulated running measuring device for measuring wear dust in the same environment as the vehicle. The interference of the concentration of dust is to improve.

Other non-specified objects of the present invention may be additionally considered within the scope that can be easily inferred from the following detailed description and effects thereof.

In order to achieve the above object, the present invention is attached to a vehicle and operated, measures dust generated from a rain exhaust system in real time during actual driving of the vehicle to generate actual measurement data, and driving information at the time of generating the actual measurement data. Actual running measurement device for storing; and a simulated driving measurement device that receives the driving information formed during actual driving of the vehicle, implements a test environment using the driving information, generates simulated measurement data, and compares and analyzes the simulated measurement data with the actual measured data. We propose a wear dust measuring system that includes.

Preferably, the actual running measurement device includes: an inlet portion through which dust is introduced along with atmospheric air; an aerosol duct providing a guide for the movement of dust introduced from the inlet; a measurement unit for measuring at least one of the vehicle's speed, mileage, location, tire air pressure, tire temperature, air temperature, and road surface temperature; a sampling unit that analyzes the inflowing dust through an analyzer and selectively samples particles to generate actual measurement data; and an actual driving integrated controller configured to control the sampling unit to control the flow rate so that constant velocity suction is maintained by adjusting the size of the inlet and the flow rate of the dust, and to store the actual measurement data and driving information at the time of generating the actual measurement data. includes

Preferably, the actual driving integrated control unit measures the speed of the vehicle and the speed of the atmospheric air through a flow meter, and calculates the sampling rate using the flow rate of the dust introduced together with the atmospheric air from the inlet unit and a constant speed collection flow meter. And, it is characterized in that a constant velocity suction velocity is calculated using the measured atmospheric air velocity and the calculated sampling rate, and a constant velocity sampling flow rate is controlled using the constant velocity suction velocity.

Preferably, the aerosol duct causes the gas generated by the wear heat of the dust and the tire of the vehicle to be generated as condensable dust, and is connected to the measurement unit and the sampling unit to measure and analyze the dust. to be characterized

Preferably, the simulated driving measurement device includes a driving information setting unit configured to set the driving information generated when the vehicle is actually driven; a simulation unit that implements a test environment including tires of a vehicle used when the vehicle is actually driven, and measures data in real time to generate measurement data; and a simulated driving integrated control unit that analyzes the driving information and the measurement data to control driving, environment, and flow rate, respectively, wherein the driving information setting unit sets actual road driving information, user road driving information, and temperature, humidity, and road surface temperature. It is characterized in that the environment setting including at least one is set as driving information.

Preferably, the simulation unit includes an air conditioner supplying zero air; a test chamber forming a driving simulator that tests wear dust generated by the tire; a sampling tunnel into which dust generated in the test chamber is introduced, a flow rate of the dust being introduced is measured, and a sampling tunnel is suctioned at constant velocity; an exhaust unit for discharging air introduced together with the dust; and a measurement and analysis unit receiving the particles sampled by the same speed suction, measuring dust, and selectively analyzing the dust.

Preferably, the test chamber includes a drum unit which is positioned so that a tire comes into contact with a pavement road formed inside, and is assembled to replace the pavement road by roughness or material; a tire control unit connected to the tire contacting the inner side of the drum unit to control the tire; and a dynamometer connected to the drum unit through a joint and correcting the balance of the drum unit using a power motor.

Preferably, the tire control unit may include a control motor configured to rotate the tire in a preset manner; a brake connected to the control motor to adjust and control the rotational speed of the tire when the tire rotates; a steering unit connected to the brake and adjusting the angle of the tire; and a slide part having the brake and the control motor at an upper end and moving along a guideline to adjust a position where the tire is provided inside the drum part.

Preferably, the steering unit includes: a steering angle adjusting unit for adjusting a rotation axis according to the traveling direction of the tire; a constant velocity joint connected to the center of the tire to enable rotation and steering of the tire; and a camber angle adjusting unit configured to adjust an angle formed by a center line of the tire with respect to a vertical line, wherein the steering unit adjusts the alignment of the tire between 6° and -6° to reflect the effect of rotation of the tire. to be characterized

Preferably, the drum unit includes a simulated measurement unit for measuring tire temperature, tire pressure, and road surface temperature; and a temperature control unit for controlling the temperature of the road surface using an infrared heater or a cooling device, wherein the drum unit has a blower-type nozzle attached to contact the contact surface of the tire with air having a specific temperature.

Preferably, the simulated driving integrated control unit analyzes the driving information, the real measurement data, and the simulated measurement data generated by the simulation unit, and adjusts an inlet nozzle size and sampling flow rate according to the speed of the vehicle while driving on the road. It is characterized in that each of the driving, environment and flow rate of the vehicle is controlled so as to achieve dynamic suction.

According to another embodiment of the present invention, in the wear dust measurement method performed by the wear dust measurement system, the dust generated from the exhaust system during actual driving of the vehicle is measured in real time through an actual running measuring device attached to the vehicle and operated. generating actual measurement data by measuring with , and storing driving information at a point in time when the actual measurement data is generated; and receiving the driving information formed during actual driving of the vehicle, implementing a test environment using the driving information to generate simulated measurement data, and comparing and analyzing the simulated measurement data with the actual measurement data. Abrasion dust measurement method is proposed.

Preferably, the generating of the actual measurement data and storing driving information at the time of generating the actual measurement data may include introducing dust together with atmospheric air through an inlet; moving dust introduced from the inlet along a guide; measuring at least one of the vehicle's speed, mileage, location, tire air pressure, tire temperature, air temperature, and road surface temperature; generating real measurement data by a sampling unit by analyzing the incoming dust through an analyzer and selectively sampling particles; and controlling the sampling unit to control the flow rate so that constant velocity suction is maintained by adjusting the size of the inlet and the flow rate of the dust, and storing the actual measurement data and travel information at the time of generating the actual measurement data. do.

Preferably, the comparing and analyzing the simulated measurement data and the actual measurement data may include setting the driving information generated when the vehicle is actually driven; implementing a test environment including tires of a vehicle used when the vehicle is actually driven, and generating measurement data by performing measurements in real time; and analyzing the driving information and the measured data to control driving, environment, and flow rate of the vehicle, respectively. Setting the driving information includes setting actual road driving information, user road driving information, and temperature and humidity. , It is characterized in that environment settings including at least one road surface temperature are set as driving information.

According to an embodiment of the present invention, the present invention compares and analyzes wear dust measured by an actual driving measurement device attached to a vehicle running on an actual road and wear dust measured through a simulated driving measurement device set in the same environment as the vehicle. Thus, there is an effect of providing an actual driving measurement device optimized for the vehicle.

In addition, according to one embodiment of the present invention, the effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned above will be clearly understood by those skilled in the art from the description below.

1 is a block diagram showing a wear dust measurement system according to an embodiment of the present invention.
2 and 3 are block diagrams illustrating an actual running measuring device according to an embodiment of the present invention.
4 and 5 are exemplary views illustrating an actual driving measurement device according to an embodiment of the present invention.
6 to 8 are block diagrams illustrating a simulated driving measuring device according to an embodiment of the present invention.
9 and 10 are diagrams showing shapes in a test chamber of a simulation unit according to an embodiment of the present invention.
11 and 12 are diagrams showing in detail the drum part of the test chamber of the simulated driving measuring device according to an embodiment of the present invention.
13 is a flowchart illustrating a method for measuring wear dust according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Advantages and features of the present invention, and methods for achieving them, will become clear 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 and may be implemented in various different forms, only the present embodiments make the disclosure of the present invention complete, and the common knowledge in the art to which the present invention belongs It is provided to fully inform the holder of the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numbers designate like elements throughout the specification.

Unless otherwise defined, all terms (including technical and scientific terms) used in this specification may be used in a meaning commonly understood by those of ordinary skill in the art to which the present invention belongs. In addition, terms defined in commonly used dictionaries are not interpreted ideally or excessively unless explicitly specifically defined.

Terms used in this application are only used to describe specific embodiments, and are not intended to limit the present invention, and singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, the terms "include" or "have" are intended to designate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or more other features It should be understood that the presence or addition of numbers, steps, operations, components, parts, or combinations thereof is not precluded.

Terms including ordinal numbers such as second and first may be used to describe various components, but the components are not limited by the terms. These terms are only used for the purpose of distinguishing one component from another. For example, a second element may be termed a first element, and similarly, a first element may be termed a second element, without departing from the scope of the present invention. The terms and/or include any combination of a plurality of related recited items or any of a plurality of related recited items.

The present invention relates to a wear dust measurement system for measuring wear dust in real driving and simulated driving.

The wear dust measuring system 10 includes an actual running measuring device 100 and a simulated running measuring device 200 . The wear dust measuring system 10 may omit some of the various components exemplarily shown in FIG. 1 or may additionally include other components.

Wear dust measurement system 10 is a system for measuring and analyzing fine dust generated from non-exhaust machines (tires, brakes). Here, the actual driving measurement device 100 may be attached to and operated by a vehicle running on an actual road, and the simulated driving measurement device 200 may be operated in a separate space in an environment similar to that of a vehicle actually running.

The wear dust measurement system 10 determines whether the inlet unit 110 provided at the bumper position of the vehicle in the actual driving measurement device 100 can represent the background, whether the speed of the vehicle can determine the dynamic suction speed, the inlet unit ( When the size of 110) is small, it can be checked through the simulated driving measuring device 200 whether the introduced sample value can have representativeness, and when performed in the simulated running measuring device 200, the same as the real driving measuring device 100 The above questions can be confirmed by conducting an experiment in the environment and comparing and analyzing the measured values.

Abrasion dust may be implemented as dust, fine dust, particles, etc., and may represent non-exhaust system dust generated by abrasion of a non-exhaust system.

The actual driving measuring device 100 can be mounted on the vehicle to perform measurement and analysis under the driving conditions of the vehicle, and the simulated driving measuring device 200 drives the actual driving conditions in the actual driving measuring device 100 on the actual road. Measurement and analysis can be performed by mounting it on a device that reproduces the simulation.

The actual travel measurement device 100 will be described in detail with reference to FIGS. 2 to 5 , and the simulated travel measurement device 200 will be described in detail with reference to FIGS. 6 to 12 .

2 and 3 are block diagrams illustrating an actual running measuring device according to an embodiment of the present invention.

The actual driving measurement device 100 is attached to and operated on a vehicle, measures dust generated from a rain exhaust system in real time when the vehicle is actually running, generates actual measurement data, and stores driving information at the time of generating the actual measurement data. .

The actual driving measurement device 100 includes an inlet unit 110, an aerosol duct 160, a measuring unit 120, a sampling unit 130, and an actual driving integrated control unit 140.

Dust may be introduced into the inlet unit 110 together with atmospheric air.

The aerosol duct 160 may provide a guide through which dust introduced from the inlet 110 moves.

The aerosol duct 160 allows dust and gas generated by abrasion heat of the vehicle tire to be generated as condensable dust, and is connected to the measuring unit and the sampling unit so that dust can be measured and analyzed.

The measuring unit 120 may include at least one of vehicle speed, mileage, location, tire air pressure, tire temperature, air temperature, and road surface temperature.

The sampling unit 130 may generate actual measurement data by selectively sampling particles by analyzing incoming dust through an analyzer.

The actual driving integrated control unit 140 controls the sampling unit to control the flow rate so that constant velocity suction is maintained by adjusting the size of the inlet unit 110 and the flow rate of dust, and the actual measurement data and driving information at the time of generating the actual measurement data. can be saved.

The actual driving integrated control unit 140 measures the velocity of the vehicle and the velocity of the atmospheric air through the velocity meter, and calculates the sampling rate using the velocity of the dust introduced together with the atmospheric air from the inlet unit 110 and the constant velocity sampling flowmeter, A constant velocity suction rate may be calculated using the measured atmospheric air velocity and the calculated sampling rate, and the constant velocity sampling flow rate may be controlled using the constant velocity suction velocity.

4 and 5 are exemplary views illustrating an actual driving measurement device according to an embodiment of the present invention.

FIG. 4 is an exemplary view showing the location of each component when the actual driving measurement device according to an embodiment of the present invention is mounted on a vehicle.

Referring to FIG. 4 , the inlet unit 110 is a background inlet 112, which is illustrated as being located in front of the vehicle, but is not necessarily limited thereto and may be provided in various locations. In addition, the inlet unit 110 may further include a sampling inlet 114 . The sampling inlet 114 is a sampling nozzle and can measure the flow rate of sampling.

The measurement unit 120 includes an OBD2 unit 122, a GPS and air temperature measurement unit 124, a road surface temperature measurement unit 126, and a tire measurement unit 128.

OBD2 (122) may be located on the front of the vehicle, and may measure vehicle speed, mileage, tire air pressure, tire temperature, and the like. Specifically, OBD2 (122) is an on-board diagnostics, and as a function to show problems of a vehicle to a user or a mechanic, it can continuously sense the state of the vehicle. OBD2 (122) can receive data (driving information, fault diagnosis, fuel check) through a scanner, and calculate driving speed, driving distance, tire air pressure, tire temperature, and RPM (torque calculation).

The GPS and air temperature measuring unit 124 may measure the current location of the vehicle and the air temperature at the current location of the vehicle.

The road surface temperature measurement unit 126 may be located at the lower end of the vehicle to measure the temperature of the road surface on which the vehicle moves.

The tire measuring unit 128 may measure tire air pressure and tire temperature, and may be used when measurement is impossible through OBD2 122.

The aerosol duct 160 is located at the lower center of the vehicle and may be a passage providing a guide through which fine particles of solid or liquid in gas are dispersed and moved.

The sampling unit 130 includes an analyzer, a sampler 132 and a sampling pump 134. The analyzer and sampler 132 may selectively sample dust particles, and may be used by applying real-time measurement of the aerosol duct 160 and the particle meter, through which the concentration of dust may be detected.

The actual driving integrated control unit 140 is located at the center of the vehicle and can receive measurement values and the like measured by each component.

The actual driving measurement device 100 further includes a power supply unit 150, and the power supply unit 150 may be implemented with a DC to AC power inverter and a battery, but is not necessarily limited thereto.

According to one embodiment of the present invention, the actual driving integrated control unit 140 maps the dust concentration measured in real time through the air quality information geographic information system (AQI GIS), displays the background and non-exhaust wear dust concentration in real time, can be visualized. The actual driving integrated control unit 140 may perform analyzer concentration indication, position, speed, tire temperature, tire pressure, sampling system indication and control, storage, and the like, and may display and provide information on a map.

Air quality information (AQI, Air　Quality　Index) is an air quality index, which is visualized by users specifying the stages for each fine dust concentration in 5 stages.

5 is an exemplary diagram illustrating a dust concentration reaction tunnel of an actual driving measurement device according to an embodiment of the present invention.

The actual running measuring device 100 introduces wear dust generated from the tire through the background inlet 112, moves the wear dust through the aerosol duct 160, measures the flow rate through the flow rate measuring device 170, and Dynamic isokinetic suction may be controlled by checking dynamic suction through a flow splitter 136, an analyzer 132, a mass flow controller (MFC) 140, and a pump 134. Specifically, wear dust introduced through the flow distributor 136 may be distributed to the plurality of analyzers 132 and the flow controller 140 . Here, dynamic isokinetic suction can be controlled through the pump 134, but is not necessarily limited thereto. Also, the flow rate meter 170 may be implemented with the sampling inlet 114 .

Referring to FIG. 5, the background inlet 112 is sampled through a funnel-shaped face inlet (area rather than point) to increase the sampling area rather than the point sampling method of the inlet nozzle, thereby increasing the representativeness of sampling, Through the residence chamber for the stabilization of particulate matter in the aerosol duct 160 and the generation of condensable dust of gaseous substances by tire friction heat, all particles generated from the tire are controlled by dynamic constant velocity suction according to the fluid velocity in the aerosol duct 160 can do Here, the residence chamber may be implemented as an aerosol duct 160.

Constant velocity suction means that when collecting wear dust, the inlet part 110 faces the flow of atmospheric air and sucks it at the same speed as the speed of the flow. Here, the actual driving measuring device 100 may adjust the size of the inlet portion 110 and the sampling flow rate according to a constant speed to achieve constant velocity suction, and detects a change in vehicle speed to control the sampling flow rate so that constant velocity suction is always maintained. can do. Specifically, fine dust is sucked along with a fluid (air) with an inertial force, and when a difference in sampling flow rate occurs when air in which small and large dust are uniformly distributed is sucked, the following phenomena may occur. When the sampling flow rate is higher than the air speed, smaller particles with less inertial force are more attracted, and when the sampling flow rate is lower than the air velocity, more particles with large inertia force can be sucked in.

According to one embodiment of the present invention, the actual running measurement device 100 configures the inlet part 110 as a funnel inlet for collecting the area of a 1-point inlet nozzle, and the gas generated by tire wear heat as well as worn dust is It is possible to measure and analyze dust in an aerosol duct 160 that forms a residence zone that helps to generate condensable dust.

The actual driving measurement apparatus 100 may control constant velocity suction according to the driving speed of the vehicle. For example, the actual driving measurement device 100 may control the size of the inlet unit 110 and the speed of dynamic suction in city driving, high speed driving, etc., but is not necessarily limited thereto.

6 to 8 are block diagrams illustrating a simulated driving measuring device according to an embodiment of the present invention.

6 is a block diagram showing a simulated travel measurement device according to an embodiment of the present invention, FIG. 7 is a block diagram showing the flow of each simulated travel measurement device according to an embodiment of the present invention in detail, and FIG. 8 is a block diagram of the present invention. It is a block diagram showing a simulation unit of a simulated driving measuring device in a simulated driving according to an embodiment of.

As shown in FIGS. 6 to 8 , the simulated driving measuring device 200 includes a driving information setting unit 210 , a simulation unit 220 and a simulated driving integrated control unit 230 . The simulated driving measuring device 200 may omit some components or additionally include other components among the various components exemplarily shown in FIGS. 6 to 8 .

The simulated driving measurement device 200 receives driving information formed during actual driving of the vehicle, implements a test environment using the driving information to generate simulated measurement data, and compares and analyzes the simulated measurement data with the actual measurement data. .

The driving information setting unit 210 may set driving information formed during actual driving of the vehicle.

The driving information setting unit 210 may set environment settings including at least one of actual road driving information, user road driving information setting, and temperature, humidity, and road surface temperature as driving information.

The simulation unit 220 may implement a test environment including tires of a vehicle used when the vehicle is actually driven, and may generate measurement data by performing measurements in real time.

Referring to FIG. 8 , the simulation unit 220 includes an air conditioner 222 , a test chamber 224 , a sampling tunnel 226 , a measurement analysis unit 228 , and an exhaust unit 229 . The simulation unit 220 may omit some of the various components exemplarily shown in FIG. 8 or may additionally include other components.

The air conditioner 222 may supply zero air. The air conditioner 222 may perform dust filter, constant temperature, and constant humidity control, but is not necessarily limited thereto.

The test chamber 224 may form a driving simulator for testing wear dust generated by tires.

The test chamber 224 includes a drum unit 2220 , a tire control unit 2230 and a dynamometer 2210 . The test chamber 224 is a driving simulator and may create the same environment as the actual driving measurement device 100 .

The dynamometer 2210 is connected to the drum unit 2220 through a joint, and the balance of the drum unit 2220 can be corrected using a power motor. Here, the dynamometer 2210 measures and balances the imbalance of the weight of the drum unit 2220, and performs balance adjustment according to the balance of the weight formed by the pavement or the like assembled to the drum unit 2220. can do.

The power motor used in the dynamometer 2210 is a motor that rotates the drum unit 2220 and may transmit power through a joint.

The drum unit 2220 may be assembled such that a tire is placed in contact with a pavement formed inside, and the pavement can be replaced by roughness or material.

The drum unit 2220 further includes simulated measurement units 2242 and 2244 and a temperature control unit 2248.

The simulated measuring units 2242 and 2244 may measure tire temperature, tire pressure, and road surface temperature.

The temperature controller 2248 may control the temperature of the road surface using an infrared heater or a cooling device.

The drum unit 2220 may be attached with a nozzle of a blower type that makes air of a specific temperature come into contact with the contact surface of the tire.

The tire control unit 2230 may be connected to a tire that comes into contact with the inside of the drum unit 2220 to control the tire.

The tire control unit 2230 includes a control motor 2234, a brake 2232, a steering unit 2236, and a slide unit 2239.

The control motor 2234 may adjust to rotate the tire in a preset manner.

The brake 2232 is connected to the control motor 2234 to adjust and control the rotational speed of the tire when the tire rotates.

The steering unit 2236 is connected to the brake to adjust the angle of the tire.

The steering unit 2236 includes a steering angle adjusting unit 2235, a constant velocity joint 2237, and a camber angle adjusting unit 2238.

The steering angle adjusting unit 2235 may adjust the rotation axis according to the driving direction of the tire.

A constant velocity joint 2237 may be connected to the center of the tire to enable rotation and steering of the tire.

The camber angle adjuster 2238 may adjust an angle between the center line of the tire and the vertical line.

The steering unit 2236 may adjust the alignment of the tires between 6° and -6° to reflect the effect of tire rotation.

The slide part 2239 has a brake and the control motor at an upper end, and may move along a guideline to adjust a position where the tire is provided inside the drum part.

In the sampling tunnel 226 , dust generated in the test chamber is introduced, and a flow rate of the dust is measured and suctioned at constant velocity to perform sampling. Here, the sampling tunnel 226 may measure the flow rate of the dust, perform suction at the same speed, and supply the same to the measurement and analysis unit 228 .

The measurement and analysis unit 228 may measure dust by receiving particles sampled by isokinetic suction, and selectively analyze dust.

The exhaust unit 229 may discharge air introduced together with dust.

The simulated driving integrated control unit 230 may analyze driving information and the measurement data to control driving, environment, and flow rate, respectively.

The simulation driving integrated control unit 230 analyzes the driving information actual measurement data and the simulation measurement data generated by the simulation unit, and adjusts the inlet nozzle size and sampling flow rate according to the speed of the vehicle when driving on the road so that dynamic suction is achieved. Each of driving, environment and flow rate can be controlled.

According to one embodiment of the present invention, the simulated driving integrated control unit 230 may be implemented as a processor and may be implemented separately from the simulation unit 220. In addition, the driving information setting unit 210 is expressed as a separate component, but may be included in the simulated driving integrated control unit 230 and implemented as a single processor.

Referring to FIG. 7 , the driving information setting unit 210 may receive actual road driving information, user road driving information settings, and environment settings.

Specifically, the actual road driving information may represent road information on which the vehicle is traveling, such as the roughness, material, and temperature of the paved road, and the user road driving information may include speed, acceleration, load, braking, steering, etc. It may indicate information that is adjusted for the vehicle of the vehicle to drive on the road, but is not necessarily limited thereto.

In addition, environment settings may indicate settings for environments that may affect the vehicle during driving, such as temperature, humidity, and road surface temperature, but are not necessarily limited thereto.

The simulation unit 220 may transmit measurement data measured in real time by an analyzer, sampler, etc. to the simulated driving integrated control unit 230 .

The simulated driving integrated control unit 230 may receive driving information and integrated data and perform driving control, environment control, and flow control. Specifically, the driving control is to control the vehicle to drive, and may include speed, acceleration, braking, steering, etc., and the environmental control is to control the temperature, humidity, road surface temperature, etc. The environment can be controlled, but is not necessarily limited thereto.

In addition, the flow rate control is to control the dynamic constant velocity, and may mean to control the inflowing wear dust at a constant velocity, but is not necessarily limited thereto.

According to an embodiment of the present invention, the simulated driving integrated control unit 230 uses the wear dust obtained through the actual driving measurement device 100 and the wear dust obtained through the simulated driving measuring device 200 to drive the vehicle during actual driving. Whether the position of the inlet part 110 attached to can represent the background, whether the speed of the vehicle can determine the constant velocity suction speed, whether the sample value introduced when the size of the inlet part 110 is small can have representativeness etc. can be checked, and through this, the location, size, etc. of the components of the actual driving measuring device 100 can be optimized for each vehicle. In addition, the simulated driving integrated control unit 230 uses the wear dust obtained through the actual driving measuring device 100 and the wear dust obtained through the simulated driving measuring device 200 to limit the speed limit for generating less wear dust, A limit angle of a tire, a limit number and strength of a brake, etc. may be set and provided to a vehicle, but is not limited thereto.

9 and 10 are diagrams showing shapes in a test chamber of a simulation unit according to an embodiment of the present invention.

9 and 10 , the test chamber 224 includes a dynamometer 2210, a drum unit 2220, and a tire control unit 2230. The test chamber 224 may omit some of the various components exemplarily shown in FIGS. 9 and 10 or may additionally include other components.

Figure 9 (a) is a view of the shape of the test chamber of the simulation unit according to an embodiment of the present invention viewed from one side, Figure 9 (b) is a shape of the test chamber of the simulation unit according to an embodiment of the present invention is a view from the opposite side.

In the test chamber 224, the inner surface of the drum unit 2220 is configured as a pavement road, and the tire 12 is closely attached to the inner rotating surface to create a driving environment identical to that of the actual road driving history. In this case, the test chamber 224 may reproduce driving on an actual road when simulated driving is performed by linking driving information on an actual road, or may perform a test by arbitrarily setting a test environment.

Referring to (a) of FIG. 9 , a test chamber 224 connects a dynamometer 2210 and a drum unit 2220 with a joint 2212 and a first bearing 2214, and a drum stand 2216 is connected to a first bearing 2214. The drum unit 2220 may be supported by connecting to the bearing 2214 .

The dynamometer 2210 is a device for measuring the power of the prime mover, and can absorb most of the generated power to measure the torque and measure the power from the number of rotations measured by the rotation meter.

The joint 2212 represents a member connecting the dynamometer 2210 and the drum unit 2220 and may transmit torque.

The drum stand 2216 may be assembled with the first bearing 2214 connected to the drum unit 2220 to support it. Specifically, the drum stand 2216 may be connected to a lower end of a bearing 2214 connected to the drum unit 2220 and fixed to a plane.

9(a) and 9(b) , the test chamber 224 has a first bearing 2214 on one side of a shaft passing through the center of the drum unit 2220, with the drum unit 2220 as the center. ) and the second bearing 2222 may be respectively provided.

According to one embodiment of the present invention, the first bearing 2214 and the second bearing 2222 may be implemented as thrust bearings. Here, the thrust bearing can be used where an axial load is applied, and the connecting shaft can be easily rotated.

The tire control unit 2230 includes a control motor 2234, a brake 2232, a steering unit 2236, and a slide unit 2239. The tire control unit 2230 is connected to the tire 12 by means of a steering unit 2236 and will be described in detail with reference to FIG. 10 .

Figure 10 (a) is a view showing the shape of the tire control unit according to an embodiment of the present invention viewed from one side, Figure 10 (b) is a view showing the tire control unit according to an embodiment of the present invention viewed from the opposite side It is a drawing showing the shape.

The tire 12 used in the simulated driving experiment is a commercial tire, and may be formed of the same type as the tire of the vehicle to which the actual driving measurement device 100 is attached, and the degree of wear may vary depending on the type.

The control motor 2234 may be fixed to the upper end of the slide unit 2239 and may be connected to the brake 2232 at one side.

According to one embodiment of the present invention, the control motor 2234 may be implemented with 200 kw, but is not necessarily limited thereto.

The brake 2232 may be connected to the center of the tire 12 through a joint 2237. Specifically, the brake 2232 is connected to the center of the control motor 2234 and is provided between the tire 12 and the control motor 2234 to provide braking while transmitting the power of the control motor 2234 to the tire 12. You can walk.

In addition, the brake 2232 may be fixed to the upper end of the slide unit 2239 to maintain a predetermined distance from the control motor 2234 .

According to one embodiment of the present invention, the brake 2232 may be implemented as a disc brake. The disc brake is a type of brake of a vehicle, and a disc-shaped metal rotor is attached to an axle, and the control motor ( 2234) can apply braking as the kinetic energy generated is converted into thermal energy.

According to one embodiment of the present invention, the slide unit 2239 moves along the guide, and as it moves, the control motor 2234, the brake 2232, and the steering unit 2236 connected to the brake 2232 are provided at the top. position can be moved. Here, the slide unit 2239 moves along the guide with the control motor 2234 provided at the top, the brake 2232, and the steering unit 2236 connected to the brake 2232, and the tire connected to the steering unit 2236. (12) can adjust the position provided inside the drum unit 2220.

The steering unit 2236 includes a steering angle adjusting unit 2235, a constant velocity joint 2237, and a camber angle adjusting unit 2238.

The steering angle adjusting unit 2235 may adjust a steering angle indicating an angle in the rotation axis direction of the tire 12 to change the traveling direction. Specifically, the angle of the steering angle adjusting unit 2235 may be set according to the movement of the steering wheel of the vehicle, and may be connected to the tire 12 of the front axle of the vehicle to adjust the angle.

The constant velocity joint 2237 is a member that connects the control motor 2234 and brake 2232 and the tire 12, and can transmit torque. Specifically, the constant velocity joint 2237 connects the center of the control motor 2234 and the center of the brake 2232 and the center of the tire 12, and provides power from the control motor 2234 and braking of the brake 2232 to the tire. (12) can be forwarded.

The camber angle adjusting unit 2238 may adjust a camber angle indicating an angle between the center line of the tire 12 and a vertical line.

Referring to (b) of FIG. 10 , a hydraulic load a may be transmitted to the steering unit 2236. Here, the hydraulic load a may be 10 kN, but is not necessarily limited thereto.

11 and 12 are diagrams showing in detail the drum part of the test chamber of the simulated driving measuring device according to an embodiment of the present invention.

11 is a view showing in detail a coupling shape of a drum unit according to an embodiment of the present invention.

Referring to FIG. 11, the drum unit 2220 includes a pavement cassette disassembling screw 2222, a cassette fixing and disassembling screw 2224, a rim 2225, a paved road 2226, a plurality of cassettes 2227, shaft 2228 and dust cover 2229. The drum unit 2220 may omit some of the various components exemplarily shown in FIG. 11 or may additionally include other components.

The drum unit 2220 is a paved road 2226 in a cassette 2227 capable of assembling the inside in contact with the tire in order to make the inner surface in contact with the tire the same as the road on which the vehicle equipped with the actual running measurement device 10 travels. ) can be prepared by fixation molding. Here, the pavement 2226 formed on the cassette 2227 may be formed inside the drum unit 2220 to prevent it from being separated by centrifugal force.

Here, the cassette 2227 is formed in the form of a belt and can be coupled to the outer structure of the drum unit 2220 by holes in the belt.

Referring to FIG. 11 , a cassette 2227 may be formed in a form in which a plurality of cassettes 2227 are coupled along the inner circle of the drum unit 2220 . For example, 24 cassettes 2227 may be assembled and coupled by holes of a belt along the inner circle of the drum unit 2220.

The pavement cassette disassembly screw 2222 and the cassette fixing and disassembling screw 2224 may serve to couple and fix the plurality of cassettes 2227 and the pavement 2226, and are coupled by a screw fastening method. It can be and is not necessarily limited thereto.

The rim 2225 is provided on the outermost side of the drum unit 2220 and includes a hole in the form of a hole so that the outer structure of the drum unit 2220 and the cassette 2227 can be coupled and fixed by the hole.

The paved road 2226 may be implemented in the form of a road on which a vehicle equipped with the actual driving measurement device 100 moves, and may be implemented with, for example, asphalt or cement. Specifically, the paved road 2226 may have different material characteristics for each region or may be implemented to have the same characteristics. For example, the pavement 2226 may be implemented with half cement and half asphalt, but is not necessarily limited thereto.

The shaft 2228 is an shaft formed at the center of the drum unit 2220, and a first bearing 2214 and a second bearing 2222 are provided on both sides, respectively, and may be connected to the tire control unit 2230 and the dynamometer 2210. have.

The dust cover 2229 is to prevent dust or foreign substances from entering, and may be implemented in a shape coupled to the shaft 2228, but is not necessarily limited thereto.

Since the drum unit 2220 generates less abrasion dust on the worn surface of the pavement 2226, it can be implemented to be replaceable, and the friction of the road, material characteristics, etc. It can be made the same as the road on which the vehicle travels.

Therefore, the drum unit 2220 replaces the cassette-type prefabricated road pavement material that can be replaced with the structure of the drum-shaped pavement 2226 for tire abrasion test in the same material and roughness as the actual road and arbitrary material and roughness. structure can be implemented.

12 is a view showing components further provided in the drum unit according to an embodiment of the present invention.

The drum unit 2220 further includes simulated measurement units 2242 and 2244 and a temperature control unit 2248. The drum unit 2220 may omit some of the various components exemplarily shown in FIG. 12 or may additionally include other components.

The simulated measurement units 2242 and 2244 may include a tire measurement sensor 2242 for measuring tire temperature or pressure and a road surface temperature sensor 2244 for measuring the temperature of the road surface to measure the temperature of the tire and the road surface. have.

The tire measurement sensor 2242 may be implemented as a temperature sensor for measuring tire temperature and a pressure sensor for measuring pressure. Specifically, in the tire measurement sensor 2242, a non-contact temperature sensor 2242b may be provided on the side of the drum unit 2220 to measure the temperature of the tire, and a contact temperature sensor and a pressure sensor at a portion in contact with the tire. (2242a) may be provided, but is not necessarily limited thereto.

The road surface temperature sensor 2244 may be provided on a side surface of the drum unit 2220 and may be formed in a non-contact manner.

The temperature controller 2248 may control the temperature of the road surface using an infrared heater and a cooling device. In detail, the temperature controller 2248 may receive the temperature of the road surface measured by the road surface temperature sensor 2244 and adjust the temperature by controlling an infrared heater and a cooling device to be adjusted to a preset temperature. Here, the temperature controller 2248 may be provided at a location separated by a certain distance from the tire, and may be provided at a distance that does not affect the tire during temperature control.

Therefore, the drum unit 2220 further includes simulated measurement units 2242 and 2244 and a temperature control unit 2248 to be equated with the surrounding environment of the tire on a real road. To this end, tire temperature and pressure are monitored and compared. and can be controlled through an infrared heater and cooling device to create the surface temperature of the road surface.

13 is a flowchart illustrating a method for measuring wear dust according to an embodiment of the present invention. The wear dust measurement method is performed by the wear dust measurement system, and detailed descriptions and overlapping descriptions of operations performed by the wear dust measurement system will be omitted.

The wear dust measurement method measures the dust generated from the rain exhaust system in real time when the vehicle is actually driven through an actual driving measurement device attached to the vehicle to generate actual measurement data, and stores driving information at the time of generating the actual measurement data. Step (S1310) and the step of receiving driving information formed during actual driving of the vehicle, implementing a test environment using the driving information to generate simulated measurement data, and comparing and analyzing the simulated measurement data with the actual measurement data (S1320). include

The step of being attached to and operating the vehicle, measuring dust generated from the rain exhaust system in real time when the vehicle is actually running, generating actual measurement data, and storing driving information at the time of generating the actual measurement data (S1310) is a standby through the inlet unit. Including at least one of the step of introducing dust together with the air, the step of moving the dust introduced from the inlet along the guide, the speed of the vehicle, the mileage, the location, the air pressure of the tire, the temperature of the tire, the air temperature, and the road surface temperature. The step of measuring, the sampling unit analyzes the inflowing dust through an analyzer and selectively samples the particles, and controls the sampling unit to control the flow rate so that constant velocity suction is maintained by adjusting the size of the inlet unit and the flow rate of the dust, and the actual measurement and storing driving information at the time of generating data and actual measurement data.

The step of receiving driving information formed during actual driving of the vehicle, implementing a test environment using the driving information to generate simulated measurement data, and comparing and analyzing the simulated measurement data with the actual measured data (S1320) is Steps of setting driving information, implementing a test environment including the tires of a vehicle used during actual driving, measuring in real time to generate measurement data, and analyzing driving information and measurement data to analyze the driving and environment of the vehicle. and controlling each flow rate.

In FIG. 13, each process is described as sequentially executed, but this is merely an example, and a person skilled in the art changes and executes the sequence described in FIG. Alternatively, it will be possible to apply various modifications and variations by executing one or more processes in parallel or adding another process.

The above description is merely an example of the technical idea of the present invention, and those skilled in the art can make various modifications, changes, and substitutions without departing from the essential characteristics of the present invention. will be. Therefore, the embodiments disclosed in the present invention and the accompanying drawings are not intended to limit the technical idea of the present invention, but to explain, and the scope of the technical idea of the present invention is not limited by these embodiments and the accompanying drawings. . The protection scope of the present invention should be construed according to the following claims, and all technical ideas within the equivalent range should be construed as being included in the scope of the present invention.

10: Wear dust measurement system
100: actual running measuring device
200: simulated running measuring device

Claims (14)

An actual driving measurement device that is attached to and operated in a vehicle, measures dust generated from a non-exhaust system in real time during actual driving of the vehicle to generate actual measurement data, and stores driving information at the time of generating the actual measurement data; and
A simulated driving measurement device that receives the driving information formed during actual driving of the vehicle, implements a test environment using the driving information to generate simulated measurement data, and compares and analyzes the simulated measurement data with the actual measured data. include,
The simulated driving measurement device includes a simulation unit that implements a test environment including tires of a vehicle used when the vehicle is actually driven, and performs measurements in real time to generate measurement data,
The simulation unit includes a test chamber forming a driving simulator for testing wear dust generated by the tire;
The test chamber may include a drum unit which is positioned so that a tire is in contact with a pavement road formed inside, and is assembled to replace the pavement road by roughness or material; a tire control unit connected to the tire contacting the inner side of the drum unit to control the tire; And a dynamometer connected to the drum unit through a joint and correcting the balance of the drum unit using a power motor,
The tire control unit includes a steering unit for adjusting the angle of the tire,
The steering unit may include a steering angle adjusting unit configured to adjust a rotating shaft according to a driving direction of the tire; a constant velocity joint connected to the center of the tire to enable rotation and steering of the tire; and a camber angle adjusting unit configured to adjust an angle between the center line of the tire and a vertical line. According to claim 1,
The actual running measurement device,
an inlet through which dust is introduced along with atmospheric air;
an aerosol duct providing a guide for the movement of dust introduced from the inlet;
a measurement unit for measuring at least one of the vehicle's speed, mileage, location, tire air pressure, tire temperature, air temperature, and road surface temperature;
a sampling unit that analyzes the inflowing dust through an analyzer and selectively samples particles to generate actual measurement data; and
Abrasion dust measurement including an actual driving integrated control unit controlling the sampling unit to control the flow rate so that constant velocity suction is maintained by adjusting the size of the inlet and the flow rate of the dust, and storing driving information at the time of generating the actual measurement data system. According to claim 2,
The real driving integrated control unit,
Measuring the speed of the vehicle and the speed of the atmospheric air through the flow meter, and calculating the sampling rate using the flow speed of the dust introduced together with the atmospheric air from the inlet and a constant velocity sampling flow meter;
The wear dust measurement system, characterized in that the constant velocity suction rate is calculated using the measured atmospheric air velocity and the calculated sampling rate, and the constant velocity collection flow rate is controlled using the constant velocity suction velocity. According to claim 2,
The aerosol duct,
The wear dust measurement system, characterized in that the gas generated by the wear heat of the dust and the tire of the vehicle is generated as condensable dust, and the measuring unit and the sampling unit are connected to measure and analyze the dust. According to claim 1,
The simulated travel measurement device,
a driving information setting unit configured to set the driving information generated when the vehicle is actually driven; and
Further comprising a simulated driving integrated control unit that analyzes the driving information and the measurement data to control each of driving, environment, and flow rate;
Wherein the driving information setting unit sets actual road driving information, user road driving information settings, and environment settings including at least one of temperature, humidity, and road surface temperature as driving information. According to claim 5,
The simulation unit,
An air conditioner that supplies zero air;
a sampling tunnel into which dust generated in the test chamber is introduced, a flow rate of the dust being introduced is measured, and a sampling tunnel is suctioned at constant velocity;
an exhaust unit for discharging air introduced together with the dust; and
Wear dust measurement system further comprising a measurement and analysis unit for receiving the particles sampled by the constant velocity suction, measuring dust, and selectively analyzing the dust. delete According to claim 6,
The tire control unit,
a control motor for adjusting the rotation of the tire in a preset manner;
a brake connected to the control motor to adjust and control the rotational speed of the tire when the tire rotates; and
The wear dust measuring system further includes a sliding part having the brake and the control motor at an upper end and moving along a guideline to adjust a position in which the tire is provided inside the drum part. According to claim 8,
The wear dust measuring system, characterized in that the steering unit adjusts the alignment of the tire between 6 ° and -6 ° to reflect the effect appearing when the tire rotates. According to claim 6,
The drum part,
a simulated measurement unit for measuring tire temperature, tire pressure, and road surface temperature; and
Including a temperature control unit for controlling the temperature of the road surface using an infrared heater or cooling device,
The drum unit wear dust measurement system, characterized in that a blower type nozzle that contacts the air of a specific temperature to the contact surface of the tire is attached. According to claim 5,
The simulated driving integrated control unit,
Analyzing the driving information, the real measurement data, and simulated measurement data generated by the simulation unit;
Wear dust measurement system, characterized in that for controlling the driving, environment and flow rate of the vehicle to achieve constant speed suction by adjusting the size of the inlet nozzle and the sampling flow rate according to the speed of the vehicle when driving on the road. In the wear dust measurement method performed by the wear dust measurement system,
Measuring dust generated from the rain exhaust system in real time through an actual driving measuring device attached to and operating the vehicle to generate actual measurement data, and storing driving information at the time of generating the actual measurement data; and
Receiving the driving information formed during actual driving of the vehicle, implementing a test environment using the driving information to generate simulated measurement data, and comparing and analyzing the simulated measurement data with the actual measurement data,
The step of comparing and analyzing the simulated measurement data with the actual measurement data includes implementing a test environment including tires of a vehicle used when the vehicle is actually driven, and generating measurement data by performing measurement in real time, ,
The generating of the measurement data includes placing the tire in contact with a pavement formed inside through a test chamber forming a driving simulator that tests wear dust generated by the tire, and roughing the pavement. Alternatively, a drum unit is assembled to be replaceable for each material, connected to the tire that comes into contact with the inside of the drum unit, and the tire is controlled through a tire control unit, connected to the drum unit through a joint, and connected to the drum unit through a joint, using a power motor to control the drum unit. The balance is corrected through a dynamometer,
Control through the tire control unit is such that the steering angle adjusting unit adjusts the rotational axis according to the traveling direction of the tire, the constant velocity joint is connected to the center of the tire to enable rotation and steering of the tire, and the camber angle adjusting unit adjusts the rotational axis of the tire. A method for measuring wear dust, characterized in that for adjusting the angle of the tire through a steering unit that adjusts the angle formed by the center line with respect to the vertical line. According to claim 12,
The step of generating the actual measurement data and storing driving information at the time of generating the actual measurement data,
introducing dust together with atmospheric air through an inlet;
moving dust introduced from the inlet along a guide;
measuring at least one of the vehicle's speed, mileage, location, tire air pressure, tire temperature, air temperature, and road surface temperature;
generating real measurement data by a sampling unit by analyzing the incoming dust through an analyzer and selectively sampling particles; and
Controlling the sampling unit to control the flow rate so that constant velocity suction is maintained by adjusting the size of the inlet and the flow rate of the dust, and storing driving information at the time of generating the actual measurement data. Wear dust measuring method. According to claim 12,
The step of comparing and analyzing the simulated measurement data and the actual measurement data,
setting the driving information generated when the vehicle is actually driven; and
Further comprising controlling each of the driving, environment, and flow rate of the vehicle by analyzing the driving information and the measurement data,
Wherein the step of setting the driving information sets actual road driving information, user road driving information settings, and environment settings including at least one of temperature, humidity, and road surface temperature as driving information.

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