KR102532730B1 - Measurement system of the real-time lateral forces of automotive tires and monitoring system - Google Patents

Abstract

The present invention relates to a vehicle tilt measurement system for measuring the pull of a vehicle provided with a main body, a plurality of wheels rotatably installed on the main body, and driving means for driving the main body by rotating the wheels. A sensing unit provided in the vehicle to measure the axial force generated in the rotation center axis direction of the wheel, and a calculation module that calculates the degree of vehicle tilt based on measurement information provided from the sensing unit.
According to the present invention, it is possible to simply measure the amount of vehicle pulling as a driver during normal driving, and thus it is possible to evaluate the driver for maintenance of the vehicle.

Description

Real-time lateral force measuring device and monitoring system of automotive tires {Measurement system of the real-time lateral forces of automotive tires and monitoring system}

The present invention relates to a real-time lateral force measuring device and monitoring system of a vehicle tire, and more particularly, to a real-time lateral force measuring device and monitoring system of a vehicle tire for predicting the tendency of a vehicle to pull caused by a tire generated during road driving. it's about

When vehicle assembly is completed by a vehicle manufacturer, after wheel alignment work in the inspection line process, a sideslip test and a vehicle high-speed driving test are performed using roll and break equipment. Finally, through actual driving tests, comprehensive tests such as power performance, driving performance, braking performance, steering performance, and vehicle leaning are performed.

In general, a vehicle pull phenomenon refers to a phenomenon in which the vehicle pulls in one direction regardless of the driver's intention when the driver releases his/her hand from the steering wheel while driving straight. For example, when the driver takes his hand off the steering wheel while driving straight on a highway, the vehicle does not continue driving straight and leans to the left or right. Unlike the cornering or turning characteristics of the vehicle, when driving straight It is a phenomenon limited to

This vehicle leaning phenomenon is also a problem directly related to the driver's safety, but in the case of a vehicle in which the leaning occurs, the steering wheel must be operated in the opposite direction to drive straight, which increases the driver's fatigue.

In addition, since force is continuously generated in the lateral direction on the rolling tire tread and moment in the opposite direction from the steering wheel must be applied to control it, unnecessary torsional energy is generated in the tire, and the energy reduces the temperature of the tire. It also adversely affects the durability of the tire.

Regarding this vehicle leaning phenomenon, most vehicle manufacturers conduct a vehicle leaning test on finished vehicles. In addition, vehicle leaning is one of the major evaluation items evaluated by consumers in the US market as well.
However, such a vehicle leaning phenomenon is not a phenomenon limited to only one part of a steering system or a tire of a vehicle, but is a vehicle characteristic that can be affected by various factors in a complex manner. In fact, even if there is a problem inside the steering system of the vehicle, pulling may occur. However, wear and uneven wear of the tire during use may cause a change in lateral force generated on the tire contact surface, and thus vehicle tipping may occur.
Existing inspections for vehicle drifting have made it difficult to accurately determine whether or not the vehicle is drifting due to the inspector's driving habits, emotional evaluation, and the inspector's steering wheel manipulation errors. There was a problem causing In addition, even if the drifting problem did not occur in a new car, if the drifting problem emerged due to tire wear, especially uneven wear, during vehicle use, it was difficult to technically determine whether it was a steering system problem or a tire problem. In addition, when autonomous vehicles become widely available in the future, excessive steering correction may occur due to such a tire tilt, which may cause minute handling shaking of the vehicle and thus deterioration in fuel efficiency.

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In general, automobiles receive lateral force when driving on roads due to characteristics of vehicle suspension, road characteristics, tire characteristics, and the like, and this lateral force causes the vehicle to lean while driving.

Conventionally, in order to measure vehicle pull while driving, an evaluator drives on the road while actually riding in the vehicle and evaluates the amount of vehicle pull over a section of about 100m while driving. It is difficult to quantitatively evaluate drift, and when evaluating vehicle drift, there is a disadvantage in that excessive evaluation time is required due to driving on actual driving roads.

In addition, the conventional method for measuring vehicle pull as described above has disadvantages in that it is difficult for non-experts to measure and confirm the amount of pull of the vehicle because it is difficult to repeatedly evaluate and must depend on the evaluator's emotion.
In addition, when correcting lean, it is limited to wheel alignment, that is, correction of slip angle, toe-in/toe-out, and kingpin angle. These are values for correcting the assembly state of the vehicle suspension. These values calibrate the same values in a new car as well. However, during use of the vehicle, tires wear out, and in particular, non-uniform wear may accompany the vehicle. Therefore, there is a disadvantage in that vehicle leaning cannot be confirmed.

The proposed prior art automobile leaning measuring device (Korean Patent Publication No. 10-2014-0049423) is limited to the steering system of a vehicle, and a pair of lateral force measuring treads are disposed on both left and right sides, respectively. A floating base installed to be movable in the direction and a lateral force measuring means for measuring the lateral force of the answer plate connected to one of the left and right answer plates among the pair of answers for measuring lateral force and connecting between the pair of answers for measuring lateral force , By comprising a link member for transmitting the lateral movement of one side answer plate to the other answer plate, by measuring the lateral force acting on the answer plate when the wheel moves on the answer plate, it is possible to quantitatively predict the amount of vehicle tilt during driving to be characterized

However, in the case of the proposed prior art, there was a problem in that a separate handling (additional manpower) of the inspector was required and a separate installation site was required, so that the vehicle had to be moved to a designated place and additional costs were paid to measure the vehicle's tilt.
In addition, the current technology is limited to the correction of wheel alignment values (slip angle, toe-in/toe-out, kingpin angle). Therefore, the change in lateral force caused by tire wear and the resulting vehicle pull were impossible to detect and correct.

Korean Patent Publication No. 10-2014-0049423 : Device for measuring vehicle tilt

The present invention was conceived to improve the above points, and measures real-time lateral force acting on each of a plurality of tire wheels of a vehicle that can predict the tendency of a vehicle to drift while driving on an actual road and measures a plurality of An object of the present invention is to provide a real-time lateral force measuring device and monitoring system of an automobile tire that calculates an interaction between lateral forces each acting on a tire wheel and monitors the result.

In order to achieve the above object, the real-time lateral force measuring device and monitoring system of an automobile tire according to the present invention includes a main body, a plurality of wheels rotatably installed on the main body, and a driving means for driving the main body by rotating the wheels A sensing unit provided in the vehicle and measurement information provided by the sensing unit to measure the axial force generated in the direction of the center axis of rotation of a corresponding wheel during driving of the vehicle in a vehicle tilt measurement system for measuring the occurrence of the vehicle tilting provided Based on the calculation module for calculating the degree of vehicle leaning.

The calculation module is characterized in that it calculates the moment of the vehicle based on the measurement information measured by the sensing unit, and calculates information about the occurrence of the vehicle pulling based on the calculated moment value of the vehicle.

When the calculated moment of the vehicle is greater than a predetermined reference value, a warning module is provided to determine that the vehicle is leaning and transmits warning information to a driver or management server of the vehicle.

The sensing unit includes a load cell installed on a drive shaft extending from the wheel toward the main body so that the wheel can rotate on the main body.

and a cooling unit receiving measurement information from the sensing unit and injecting coolant to a wheel whose axial force generated exceeds a predetermined reference value among the wheels.

The cooling unit includes a plurality of spray nozzles installed on the body of the vehicle at positions adjacent to the wheels and spraying coolant to the surface of the corresponding wheel, and a coolant supply unit installed in the vehicle to supply coolant to the spray nozzles, and A cooling control unit receiving measurement information from the sensing unit and controlling a corresponding spray nozzle or a coolant supply unit so that coolant is sprayed from the spray nozzle adjacent to a wheel in which axial force generated among the wheels exceeds a predetermined reference value.

A damping unit installed on the main body of the vehicle to receive measurement information from the sensing unit and offset the moment of the vehicle to a wheel whose axial force generated among the wheels exceeds a predetermined reference value to alleviate the vehicle leaning phenomenon provide

The damping unit is installed on the main body of the vehicle adjacent to the wheels and includes a damping unit for offsetting a moment of the vehicle to alleviate a vehicle pulling phenomenon and a damping control unit for controlling the driving of the damping unit, wherein the damping unit controls the driving of the wheel. It is installed on the main body of the vehicle adjacent to the field, a predetermined inner space filled with compressed air is formed, an inlet through which compressed air flows into the inner space is provided, and the compressed air in the inner space is discharged through the inlet. A plurality of damping bodies having outlets formed at positions spaced apart from the corresponding wheel, a first compartment having a predetermined weight and communicating the internal space with the inlet, and a second compartment adjacent to the wheel and communicating with the outlet. A weight and the damping bodies that are inserted into the inner space to be divided into spaces and slide from a first position spaced apart from the wheel to a second position adjacent to the wheel by the hydraulic pressure of the corresponding compressed air introduced into the first partitioned space installed in the damping body between the inlet and the outlet and a spring providing elastic force so that the weight is moved to the first position as the weight is moved to the second position and compressed air is discharged through the outlet. and a locking member for restraining the corresponding weight to prevent the weight from being moved to the second position or releasing a restraint state for the corresponding weight, and the attenuation control unit receives measurement information from the sensing unit When the axial force generated among the wheels exceeds a predetermined reference value, the corresponding locking member slides the weight to the second position by the hydraulic pressure of the compressed air filled in the first compartment of the damping body adjacent to the corresponding wheel They release the restraint state for the corresponding weight, and when the corresponding weight is moved from the second position to the first position by the corresponding spring, the corresponding locking members control the corresponding locking members to restrain the corresponding weight. to be

The real-time lateral force measurement and monitoring system of automobile tires of the present invention enables the driver to simply measure the amount of vehicle pull during normal driving, so that the vehicle pull can be monitored at any time, depending on the inspector's subjective judgment, experience, driving habits, etc. Based on objective and quantitative data rather than emotional evaluation, it has the advantage of being easy for the driver to maintain and manage the tires, and it is possible to improve handling performance and fuel efficiency when tire leaning is corrected.

1 is a perspective view according to a first embodiment of a real-time lateral force measuring device and monitoring system of an automobile tire according to the present invention;
Figure 2 is a side view of Figure 1,
Figure 3 is a block diagram of Figure 1,
4 is a perspective view according to a second embodiment of a real-time lateral force measuring device and monitoring system of an automobile tire;
5 to 6 are cross-sectional views of a real-time lateral force measuring device and monitoring system of a vehicle tire according to a third embodiment.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a real-time lateral force measurement device and monitoring system of a vehicle tire according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. Since the present invention can apply various changes to existing devices and can have various forms, specific implementation examples will be illustrated in the drawings and described in detail in the text. However, it should be understood that this is not intended to limit the present invention to the specific disclosed form, and includes all modifications, equivalents or substitutes included in the spirit and scope of the present invention. Like reference numerals have been used for like elements throughout the description of each figure. With respect to the accompanying drawings, the dimensions of the structures are shown larger than the actual size for clarity of the present invention.

Terms such as first and second may be used to describe various components, but the components should not be limited by the terms. These terms are only used for the purpose of distinguishing one component from another. For example, a first element may be termed a second element, and similarly, a second element may be termed a first element, without departing from the scope of the present invention.

Terms used in this application are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, "comprises." Or the term "has" is intended to designate that a feature, number, step, operation, component, part, or combination thereof described in the specification exists, but one or more other features, numbers, steps, operations, or configurations. It should be understood that it does not preclude the possibility of the presence or addition of elements, parts or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in this application, they are not interpreted in an ideal or excessively formal meaning. .

1 to 3 show a first embodiment of a system 100 for measuring and monitoring a real-time drift of a vehicle according to the present invention.
The real-time lateral force measuring device and monitoring system 100 of an automobile tire is a vehicle pulling measurement system for measuring the occurrence of vehicle pulling, wherein the axial force generated in the direction of the rotational center axis of the corresponding wheel 20 when the vehicle 1 is running Calculation module 120 for calculating the degree of drifting of the vehicle 1 based on the measurement information provided from the sensing unit 110 provided in the vehicle 1 and the detection unit 110 so as to measure equipped

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The vehicle 1 has a main body 10 provided with a seat for occupants and a tire driven by a driving means 30 installed in front and rear of the main body 10 so as to rotate. It is provided with a plurality of wheels 20 including a tire wheel and a rubber part formed to surround the tire wheel and supporting the ground. In addition, a driving means 30 for rotating the tire wheel is provided so that the main body 10 can be moved.

Although the driving means 30 is not shown in the drawings, an engine installed in the main body 10 to generate power, a power train for transmitting power generated from the engine to the wheels 20, and the wheels 20 It is installed on the vehicle 1 and has a steering device that rotates the corresponding wheel 20 according to the operation of the occupant so as to control the moving direction of the vehicle 1. At this time, as the driving means, the engine, power train, and steering device may be applied to the engine, power train, and steering device, which are generally driving means for driving a vehicle in the prior art, so detailed descriptions thereof will be omitted.

Here, the leaning of the vehicle 1 is a shape in which the driver puts the steering device straight and is driving, but the vehicle 1 moves in one direction as if steering, or the vehicle 1 is traveling straight, but the steering device is not level if not

The sensing unit 110 includes a load cell 111 provided in the vehicle 1 to measure an axial force generated in the direction of a rotation center axis of the corresponding wheel 20 while the vehicle 1 is running. More specifically, the load cells 111 are installed on drive shafts 31 extending toward the main body 10 so that the wheels 20 can rotate on the main body 10 . At this time, the installation position of the load cell 111 is not limited to the drawings, and it can be installed on the main body 10 adjacent to the wheel 20, which can measure the axial force generated by the wheel 20, The number of load cells 111 to be installed is not limited to one, and multiple may be installed. The sensing unit 110 has a measurement sensor technology capable of measuring axial force, such as a gyroscope that measures angular velocity, which is a change in rotation angle per time unit, or a load cell sensor that measures force generated in a unit area. can be applied

In addition, the sensing unit 110 is preferably installed on each of the wheels 20 to measure the corresponding axial force of the wheels 20 installed on the front and rear sides of the main body 10 .

The calculation module 120 calculates the degree of drifting of the vehicle 1 based on the measurement information provided by the sensing unit 110, and includes a moment calculation unit 121 and an information storage unit 122.

The moment calculation unit 121 calculates the moment of the vehicle 1 based on the measurement information measured by the load cell 111, and calculates the moment of the vehicle 1 based on the calculated moment value of the vehicle 1. Information on the occurrence of drift is also calculated.

Here, the moment of the vehicle 1 indicates a change in relationship between the distance from the center of the vehicle 1 to each wheel 20 and the axial force (force) acting on the wheel 20, and the vehicle ( 10) can be calculated. Therefore, the moment calculator 121 calculates a moment of the vehicle 1 based on the axial force measured by the load cell 111 and calculates leaning information based on the corresponding moment.

Although the moment calculation unit 121 is not shown in the drawing, it is installed in the main body 10 and based on the measured information, GPS (Global Positioning System), horizontal sensor, and lidar sensor (LiDAR) installed in the main body 10 , Laser Imaging Detection And Ranging), the moment can be calculated by receiving measurement information.

The information storage unit 122 is connected to the moment calculation unit 121 and calculates the axial force of the wheel 20 measured by the load cell 111 during the driving time of the vehicle 1 and the moment calculation unit 121. To store the moment information of the corresponding vehicle (1). The information storage unit 122 provides the stored axial force and moment information to the driver and manager (mechanic) of the vehicle 1 .

The real-time lateral force measuring device and monitoring system 100 of an automobile tire according to the present embodiment includes a warning module 130 .

The warning module 130 includes a warning information generation unit 131 that determines that the vehicle 1 is leaning when the moment of the vehicle calculated by the moment calculation unit 121 is greater than a predetermined reference value, and the warning An information communication unit that transmits warning information to the driver's mobile 2 of the vehicle 1 or the management server 3 of the vehicle 1 of the tilting information of the vehicle 1 generated by the information generator 131 ( 132) is provided.

More specifically, the mobile includes an electronic device equipped with a display capable of outputting information about the vehicle 1 that is pulled to the user's smart phone, tablet PC, etc. as an image image that can be identified by the driver. Although the management server 3 is not shown in the drawing, the management server 3 is a vehicle instrument panel (not shown) installed in the vehicle 1 so that the driver can recognize the warning information of the vehicle 1 in real time. The warning information of (1) is transmitted. The management server 3 is preferably applied to the electronic control unit (ECU, Electronic Control Unit) of the vehicle 1.

The information communication unit 132 can also be wired to the driver's mobile 2 and the management server 3, but when the warning information is transmitted, a network connected globally based on the Internet protocol suite (TCP/IP) Internet technology, which is a communication network, is applied so that it can communicate with the driver's mobile 2 or management server 3. In addition, the information communication unit 132 may be applied with Bluetooth (Bluetooth) technology capable of short-distance wireless communication.

The above-described real-time lateral force measuring device and monitoring system 100 of a vehicle tire according to the present invention includes a warning module that transmits warning information to the driver of the vehicle 1 or the management server 3, so that the driver during normal driving Since the leaning of the vehicle can be measured in real time, there is an advantage in that the driver can frequently grasp the state of the vehicle 1 while driving.

Meanwhile, FIG. 4 shows a second embodiment of a real-time lateral force measuring device and monitoring system 200 of an automobile tire.

Elements that perform the same functions as in the previously shown drawings are denoted by the same reference numerals.

The real-time lateral force measuring device and monitoring system 200 of an automobile tire according to the present invention receives measurement information from the sensing unit 110 and measures the axial force generated among the wheels 20 to exceed a predetermined reference value. ) is provided with a cooling unit 210 for spraying cooling water.

The cooling unit 210 includes a plurality of spray nozzles 220 installed on the body 10 of the vehicle 1 adjacent to the wheel 20 and spraying coolant toward the surface of the corresponding wheel 20 and In order to supply coolant to the injection nozzle 220, when the axial force value of the corresponding wheel 20 measured by the coolant supply unit 230 and the sensing unit 110 installed in the vehicle 1 is greater than a preset reference value, A cooling control unit is provided to control the cooling water supply unit 230 so that the cooling water is sprayed to the corresponding wheel 20 .

The injection nozzles 220 are installed to spray coolant to the surfaces of the plurality of wheels 20 installed on the main body 10 of the vehicle 1 . The spray nozzles 220 respectively installed on the wheel 20 may be formed in plurality so that the cooling water can be sprayed to the top, bottom, left and right sides of the tire wheel and the rubber part of the wheel 20 . In addition, the installation location of the injection nozzle 220 is not limited to the main body 10, and coolant is sprayed to the tire wheel and rubber parts of the wheel 20 such as the engine, power train, and steering device of the driving means 30 It can also be installed in a location where it can be done. A spray nozzle valve technology capable of spraying the cooling water from the spray nozzle 220 in a conical shape may be applied.

The cooling water supply unit 230 is installed in the main body 10 to supply cooling water to the injection nozzle 220 and includes a cooling water tank 231, a supply pipe 232, and a cooling water pump 233.

The cooling water tank 231 is formed on one side of the vehicle 1 to store the cooling water supplied to the spray nozzle 220 through the supply pipe 232 . The coolant tank 231 has a storage space for storing coolant therein, and the coolant can be received from the outside of the vehicle 1 and stored in the storage space, and heating, ventilation, and cooling of the vehicle 1 can be performed. It is connected to an air conditioner installed for the purpose of condensation water generated during cooling may be collected in the storage space. The cooling water tank 231 may be formed in a hexahedral shape as shown in the drawing, but may also be formed in a cylindrical shape, and it is preferable to use plastic as a material to be manufactured, but a conventional steel plate may also be applied.

The supply conduit 232 is formed to supply the cooling water stored in the storage space to the injection nozzle 220 . That is, one side is connected to the spray nozzle 220 so that the cooling water passes therethrough, and the other side is connected to the cooling water tank 231 so that the cooling water is supplied to the spray nozzle 220 . It is preferable that a cylindrical hollow polyvinyl chloride (PVC) pipe is applied to the supply pipe 232, and a hollow pipe having a rectangular, pentagonal, or hexagonal cross section is made of nylon or polyurethane. , a soft tube applied with either polyethylene, natural rubber or synthetic rubber may be applied.

The cooling water pump 233 is installed in the supply pipe line 232 to supply the cooling water to the injection nozzle 220 and pumps the cooling water at a predetermined pressure so that it can be sprayed to the wheel 20, and the supply pipe line 232 It is formed to supply to, and the pressure can be adjusted according to the shape in which the spray nozzle 220 sprays the cooling water.

The cooling control unit (not shown) receives measurement information from the sensing unit 110, and the injection nozzle 220 adjacent to the wheel 20 in which the axial force generated among the wheels 20 exceeds a predetermined reference value The spray nozzle 220 or the cooling water supply unit 230 is controlled so that the cooling water is sprayed in the field. More specifically, the cooling controller controls the corresponding spray nozzles 220 installed on the main body 10 adjacent to the wheel 20 in which the axial force generated among the wheels 20 exceeds a predetermined reference value. The cooling water pump 233 connected to the corresponding spray nozzle 220 pumps the cooling water and supplies it to the supply pipe 232 so that the cooling water can be sprayed toward the spray nozzle 220, and the corresponding spray nozzle 220 can spray The cooling water pump 233 or the injection nozzle 220 is controlled.

In addition, the cooling control unit operates the spray nozzle ( 220) and the cooling water supply unit 230 may be controlled.

The above-described real-time lateral force measuring device and monitoring system 200 of an automobile tire of the present invention includes a cooling unit 210 to cool the heat generated by the frictional force of the wheel 20 generated when the axial force exceeds a predetermined reference value. Therefore, damage due to thermal deformation of the corresponding wheel 20 can be prevented.

Meanwhile, FIGS. 5 to 6 show a third embodiment of the real-time lateral force measuring device and monitoring system 300 of an automobile tire.

The real-time lateral force measuring device and monitoring system 300 of an automobile tire according to the present invention receives measurement information from the sensing unit 110 and measures the axial force generated among the wheels 20 to the wheel 20 exceeding a predetermined reference value. A damping unit 310 installed in the main body 10 of the vehicle 1 is provided to offset the moment of the vehicle 1 to alleviate the vehicle drifting phenomenon.

The damping unit 310 is installed on the main body 10 of the vehicle 1 adjacent to the wheels 20 and offsets the moment of the vehicle 1 to alleviate the vehicle leaning phenomenon. ) and a damping control unit (not shown) for controlling the driving of the damping part 320.

The damping unit 320 includes a damping body 321, an air supply unit 340, a weight 322, a spring 323, and a locking member 324.

The damping body 321 is installed on the body 10 of the vehicle 1 adjacent to the wheels 20, and a predetermined internal space 40 filled with compressed air is formed therein. In addition, the damping body 321 has an inlet 41 through which compressed air flows into the inner space 40 and a corresponding wheel 20 at the inlet 41 so that the compressed air of the inner space 40 is discharged. A discharge port 42 is formed at a spaced position toward the right. The damping body 321 has a shape of a cylinder or a square pillar extending in a direction away from the wheel 20 . In addition, although the damping body 321 is not shown in the drawing, a plurality of damping bodies 321 may be formed at a position adjacent to the wheel 20 installed in the vehicle 1.

The air supply unit 340 includes an air duct (not shown) communicating with the inlet 41 so that compressed air flows into the inner space, and a compressed air pump (not shown) for supplying compressed air to the air duct. do. At this time, the air supply unit 340 may be connected to an air conditioner installed for heating, ventilation, and cooling of the vehicle 1 to receive compressed air.

In addition, the air supply unit 340 is installed at the inlet 41 to allow compressed air supplied from the air duct to flow into the inner space, and to prevent the compressed air introduced into the inner space from being carried out to the air duct. A first check valve 341 and a second check valve 342 installed at the outlet 42 to discharge compressed air to the outside in the inner space may be provided.

The weight 322 has a predetermined weight and communicates with the first compartment space 43 that communicates the inner space 40 with the inlet 41 and is adjacent to the wheel 20 and communicates with the outlet 42. It is inserted into the inner space 40 to be partitioned into a second compartment space 44 to be. The weight 322 slides from a first position spaced apart from the wheel 20 to a second position adjacent to the wheel 20 by the hydraulic pressure of the corresponding compressed air introduced into the first compartment space 43. .

At this time, when the weight 322 slides, the damping part 320 connects the outer circumferential surface of the weight 322 and the damping body so that the first compartment space 43 and the second compartment space 44 are airtight. A sealing portion 325 formed along the contact surface of the inner wall surface of 321 is provided.

The spring 323 is installed on the damping bodies 321, and since the weight 322 is moved to the second position and the compressed air is discharged through the outlet 42, the corresponding weight 322 Provides an elastic force so that is moved to the first position. One end of the spring 323 is connected to the inner wall surface of the damping body 321 and the other end is connected to the weight 322 . In addition, the spring 323 is provided to provide a predetermined elastic force, and a compression spring capable of using a compression restoring force is preferably applied, but various known members that provide elastic force may be applied.

The locking member 324 is installed in the damping body 320 between the inlet 41 and the outlet 42 to prevent the weight 322 from moving to the second position, the corresponding weight ( 322) or release the restraint state for the weight 322. More specifically, when the locking member 324 is pulled into and driven from the inner wall surface of the damping body 321 into the inner space 40, the weight 322 is constrained and pulled out from the inner space 40. When driven, the constraint on the weight 322 is released. The locking member 324 is preferably applied to the technology of the actuator, but any technology that reciprocates can be applied.

The attenuation control unit (not shown) receives measurement information from the sensing unit 110 and controls driving of the attenuation unit 320 .

The damping control unit moves the weight 322 to the second position by the hydraulic pressure of the compressed air filled in the first compartment space 43 of the damping body 321 adjacent to the wheel whose axial force exceeds a preset reference value. The corresponding locking members 324 are slid to release the restraint state for the weight 322 .

Therefore, the damping control unit causes the weight 322 having a predetermined weight to slide to the second position to alleviate the drifting of the vehicle 1.

In addition, when the damping control unit moves the corresponding weight 322 from the second position to the first position by the corresponding spring 323, the corresponding locking members 324 restrain the corresponding weight 322. Control the locking members (324).

The above-described real-time lateral force measuring device and monitoring system 300 of an automobile tire of the present invention is provided with a damping unit 310, so that the wheel 20 generates an axial force exceeding a reference value. Vehicle leans against the wheel 20 It is possible to attenuate the stable driving of the vehicle 1 is possible.

The description of the presented embodiments is provided to enable any person skilled in the art to use or practice the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be applied to other embodiments without departing from the scope of the present invention. Thus, the present invention is not to be limited to the embodiments presented herein, but is to be construed in the widest scope consistent with the principles and novel features presented herein.

1: vehicle 2: mobile
10: body 20: wheel
30: driving means 40: inner space
100, 200, 300: Real-time lateral force measuring device and monitoring system of automobile tires
110: sensing unit
120: calculation module 121: moment calculation unit
122: information storage unit
130: warning module 131: warning information generating unit
132: communication department
210: cooling unit 220: injection nozzle
230: cooling water supply unit 231: cooling water tank
232: supply line 233: cooling water pump
310: attenuation unit 320: attenuation unit
321: damping body 322: weight
323: spring 324: locking member
325: sealing part

Claims (8)

In the real-time lateral force measurement and monitoring system of a vehicle tire for measuring the occurrence of pull of a vehicle provided with a main body, a plurality of wheels rotatably installed on the main body, and a driving means for driving the main body by rotating the wheels,
a sensing unit having a plurality of load cells installed on drive shafts of the wheels supported by the main body to measure axial force generated in the direction of the axis of rotation of each of the wheels during driving of the vehicle;
a calculation module for calculating the degree of vehicle drifting based on measurement information provided from the load cells; and
Damping installed on the main body of the vehicle to receive measurement information provided from the load cells and offset the moment of the vehicle to a wheel whose axial force generated among the wheels exceeds a preset reference value to alleviate the vehicle leaning phenomenon unit; includes,
The attenuation unit is
a damping unit installed on the main body of the vehicle adjacent to the wheels and mitigating the vehicle drifting phenomenon by offsetting the moment of the vehicle; and
A damping control unit for controlling driving of the damping unit;
the damping part
It is installed on the body of the vehicle adjacent to the wheels, a predetermined inner space filled with compressed air is formed, an inlet through which compressed air flows into the inner space is provided, and the compressed air in the inner space is discharged. a plurality of damping bodies having outlets formed at positions spaced apart from the inlet toward the corresponding wheel;
An air duct communicating with the inlet so that the compressed air flows into the inner space, a compressed air pump for supplying compressed air to the air duct, and a compressed air pump installed at the inlet and supplying compressed air supplied from the air duct to the inner space and a first check valve installed at the outlet to prevent the compressed air flowing into the inner space from being carried out to the air duct, and a second check valve installed at the outlet to allow the compressed air to be discharged to the outside in the inner space. an air supply unit;
Having a predetermined weight and dividing the inner space into a first compartment space communicating with the inlet and a second compartment space adjacent to the wheel and communicating with the outlet, inserted into the interior space and introduced into the first compartment space The hydraulic pressure of the compressed air slides from the first position away from the wheel to the second position adjacent to the wheel, and the contact surface between the outer circumferential surface and the inner wall surface of the damping body so that the first compartment and the second compartment space are airtight. Weight having a sealing portion formed along;
springs installed on the damping bodies and providing elastic force so that the weight is moved to the first position when the weight is moved to the second position and compressed air is discharged through the outlet; and
A locking member installed in the damping body between the inlet and the outlet to restrain the weight or release the restraint state for the weight to prevent the weight from moving to the second position; includes,
The attenuation control unit
When the axial force generated among the wheels exceeds a predetermined reference value by receiving measurement information from the sensing unit, the corresponding weight is added by the hydraulic pressure of the compressed air filled in the first compartment of the damping body adjacent to the corresponding wheel. When the corresponding locking members slide to the second position, the binding state for the corresponding weight is released, and the corresponding weight is moved from the second position to the first position by the corresponding spring, the corresponding locking members restrain the corresponding weight. Characterized in that for controlling the corresponding locking members,
Real-time lateral force measurement and monitoring system for automobile tires. According to claim 1,
The calculation module calculates the moment of the vehicle based on the measurement information measured by the sensing unit, and calculates information about the occurrence of the vehicle pulling based on the calculated moment value of the vehicle. Characterized in that
Real-time lateral force measurement and monitoring system for automobile tires. According to claim 1,
When the calculated moment of the vehicle is greater than a predetermined reference value, it is determined that the vehicle is leaning and a warning module for transmitting warning information to the driver or management server of the vehicle; characterized in that it is further provided
Real-time lateral force measurement and monitoring system for automobile tires.
delete According to claim 1,
And a cooling unit receiving the measurement information from the sensing unit and injecting coolant to a wheel whose axial force generated exceeds a predetermined reference value among the wheels.
Real-time lateral force measurement and monitoring system for automobile tires. According to claim 5,
The cooling unit
a plurality of spray nozzles installed on the body of the vehicle at positions adjacent to the wheels to spray coolant to the surfaces of the corresponding wheels;
a cooling water supply unit installed in the vehicle to supply cooling water to the injection nozzle; and
A cooling control unit that receives measurement information from the sensing unit and controls a corresponding spray nozzle or a coolant supply unit so that coolant is sprayed from the spray nozzle adjacent to a wheel whose axial force generated among the wheels exceeds a predetermined reference value. characterized
Real-time lateral force measurement and monitoring system for automobile tires. delete delete

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