KR20170045956A - An automobile and a method for controlling an automobile - Google Patents

Abstract

The present invention provides a vehicle and a control method thereof. The vehicle can pre-control an active roll stabilizer (ARS) before entering an off-road area or before turning in order to enhance stability of the vehicle as well as drivers riding comfort. According to an embodiment of the present invention, the vehicle includes: the ARS which adjusts the height of the vehicle on the left and right sides; a camera sensor which records the road in front of the vehicle and outputs the recorded images; and a controller which extracts the lanes of the front road from the images being output from the camera sensor in order to calculate the curvature of the lanes, determines the road surface condition of the front road from the images being output from the camera sensor, and pre-controls the ARS before the vehicle enters the front road in accordance with the determined road condition and the calculated curvature of the lanes.

Description

TECHNICAL FIELD [0001] The present invention relates to a control method for an automobile,

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

Background Art [0002] Generally, a vehicle is a means for absorbing vibrations generated from a road surface while traveling, primarily by relaxing through a wheel, and a large vibration transmitted through a wheel is secondarily absorbed through a suspension device So as to provide a comfortable ride.

In addition, a stabilizer is provided for minimizing vertical and horizontal bending of the road surface and swinging in the left and right direction of the vehicle caused by turning of the traveling vehicle in the left and right directions.

In the conventional stabilizer, a stabilizer bar composed of a single material is mounted so as to extend in the transverse direction of the vehicle body, and the rolling of the vehicle body caused by a change in the relative movement attitude of the left / It is general to stabilize the posture of the vehicle body by mitigating the roll stiffness possessed by the stabilizer bar itself.

Such a stabilizer bar is manufactured by cutting a single round bar or pipe material to an appropriate length, shaping the cut material, shaping it to have the shape and rigidity required for the stabilizer bar, and then subjecting it to heat treatment, shot peening and painting.

However, the stabilizer bar made of a single material as described above is a passive stabilizer bar and has advantages of being easy to manufacture and having a low production cost. However, as described above, the stabilizer bar using its own inherent roll rigidity And the roll phenomenon of the vehicle body is controlled. Therefore, there is a problem that it is difficult to effectively suppress all kinds of rolls that occur during traveling of the vehicle.

In recent years, the use of an active rotary type stabilizer (ARS) equipped with an actuator has been increasing so that the roll stiffness of the stabilizer bar can be adjusted according to circumstances.

The active rotation stabilizer of an automobile is constituted by two half stabilizer bars coupled to both ends of an actuator so that an actuator is operated according to the size of a roll generated in an automobile to adjust the roll stiffness of the stabilizer bar to stabilize the posture of the automobile .

FIG. 1 is a front view of a vehicle body provided with a stabilizer bar of a single material, FIGS. 2a to 2c are conceptual views showing an operation process of a passive stabilizer of an automobile according to the prior art, Fig. 3 is a schematic view showing the connection of the actuator and the stabilizer bar in the configuration of Fig.

1, the stabilizer bar 1 of a single material is arranged long in the vehicle width direction toward the left and right wheels 20A and 20B of the lower portion of the vehicle body, and the passenger- The rolling phenomenon of the vehicle body 10, which occurs at the time of turning in the left and right directions, is suppressed by the action of the roll stiffness of the stabilizer bar itself.

FIG. 1 is a front view showing a passive stabilizer of an automobile according to the prior art, FIG. 2 is a conceptual view showing the operation of a passive stabilizer of an automobile according to the prior art, and FIG. 3 is a schematic view of a passive stabilizer of an automobile, Fig.

The stabilizer bar 1 is disposed laterally to the left and right wheels 20A and 20B at a lower portion of the vehicle body 10 and coupled to the left and right lower arms 21A and 21B through the step links 23A and 23B, The vehicle body 10 is configured to absorb the traveling vibration transmitted from the left and right wheels 20A and 20B via the left and right suspension devices 25A and 25B.

2A to 2C, when the automobile travels in the straight-ahead direction, the vehicle body 10 is not tilted in either direction, as shown in FIG. 2A, and the roll 10, on which the stabilizer bar 1 operates 2B, the vehicle body 10 is inclined leftward due to inertia, and at this time, the stabilizer bar 1 is deformed by its own roll stiffness The vehicle body 10 is tilted rightward due to inertia as shown in FIG. 2C, and at this time, the stabilizer bar 1 Provides a force to keep the vehicle body 10 leftward by its own roll stiffness.

As described above, there is a problem that the rolling of the vehicle body 10 can be controlled to some extent by using the stabilizer bar 1 made of a single material, but there is a problem that it can not adapt to various driving state changes. As described above, An active rotation type stabilizer 50 has been developed.

3, the active rotation type stabilizer 50 of the automobile according to the related art is provided with a motor 60 made of a motor at one side inside the housing 55, And a speed reducer 70 for reducing the rotational force transmitted from the motor 60 is provided.

Herein, one end of the housing 55 adjacent to the motor 60 is provided with one stabilizer bar (hereinafter referred to as "fixed stabilizer bar 80") of the half stabilizer bar, And a remaining stabilizer bar (hereinafter referred to as "rotary stabilizer bar 90") is coupled to the other end of the housing 55 adjacent to the speed reducer 70 by a welding method, Is connected to the final output shaft (71) of the motor (70) by a spline gear meshing method and receives a predetermined rotational force from the motor (60) through the speed reducer (70).

3, a plurality of planetary gears around the sun gear are engaged and revolved while the sun gear is rotated by a rotational force provided from the motor shaft, and a plurality of planetary gears Is engaged with the ring gear surrounding the ring gear to rotate and decelerates.

The speed reducer 70 having such a configuration is constituted by a structure in which three planetary gear sets of the sun gear, the planetary gear and the ring gear are arranged in the axial direction so as to decelerate the rotation speed of the motor 60 in multiple stages, And transmits the amplified signal to the rotation stabilizer bar 90.

However, in the active rotation stabilizer according to the related art, control of the motor 60 is started after the automobile starts to turn or after the automobile enters the off-road. Accordingly, there is a problem that the ride feeling is lowered and the stability of the automobile is lowered during the time until the motor 60 starts driving.

SUMMARY OF THE INVENTION A problem to be solved by the present invention is to provide a control method of a vehicle and an automobile which can improve the ride comfort and the stability of an automobile by pre-controlling the active rotation stabilizer before the automobile enters the off- .

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

According to an embodiment of the present invention, there is provided an automobile including: an active rotary type stabilizer (ARS) for adjusting the height of the vehicle body; a camera A controller for calculating a curvature of the lane by extracting a lane of the front road from the image output from the camera sensor, determining a road surface state of the front road from the image output from the camera sensor, And a controller for pre-controlling the active rotation type stabilizer before the automobile enters the front road according to the curvature of the lane and the determined road surface state.

A method of controlling an automobile according to an embodiment of the present invention includes a forward image capturing step of photographing a forward road of an automobile and outputting the image as an image; extracting a lane of the front road from the output image, And determining a road surface state of the front road from the output image based on the calculated curvature of the lane and the road surface state of the front road determined, And an ARS pre-control step of pre-controlling the active rotation stabilizer beforehand.

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

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

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

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

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention, and how to accomplish them, will become apparent by reference to the embodiments described in detail below with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the invention to those skilled in the art. Is provided to fully convey the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

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

FIG. 4 is a front view showing an active rotation type stabilizer of an automobile according to an embodiment of the present invention, and FIGS. 5A to 5C are conceptual diagrams showing an operation process of an active rotation type stabilizer of an automobile according to an embodiment of the present invention.

The active rotary type stabilizer (ARS) according to the embodiment of the present invention may be applied to the front right wheel 120A and the left wheel 120B of the vehicle body 110 A fixed stabilizer bar 180 and a rotary stabilizer bar 190 each extending in the transverse direction and a plurality of fixed stabilizer bars 180 and a plurality of rotary stabilizer bars 190 disposed between the fixed stabilizer bar 180 and the rotary stabilizer bar 190 to connect the respective adjacent ends, And an actuator 100 that generates and supplies a predetermined rotational force to the stabilizer bars 180 and 190 of the vehicle. Hereinafter, the active rotation type stabilizer will be described as an ARS.

One side of the fixed stabilizer bar 180 and the other side of the stabilizer bar 190 connected to the actuator 100 are linearly extended in the longitudinal direction and the other side is angularly bent at a predetermined angle, And the other bent side of the fixed stabilizer bar 180 and the rotating stabilizer bar 190 are connected to the lower arm of the vehicle body 110 via a stabilizer link (hereinafter referred to as "step link") 600 .

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

First, when the automobile travels straight, as shown in Fig. 5A, the actuator 100 of the automobile ARS is not operated at all.

Next, as shown in FIG. 5B, when the vehicle turns leftward in the right direction, the vehicle body 110 is inclined leftwards due to inertia. At this time, the actuator 100 is operated so as to generate a rotational force in one direction so that the vehicle body 110 is restored to its original position. The stationary stabilizer bar 180 relatively lowered on the side of the vehicle body 110 is rotated in one direction and pushes the vehicle body 110 upward while pushing the arm 130B via the step links 600 and 600B, The rotating stabilizer bar 190 on the side where the vehicle body 110 is elevated is rotated in the other direction to pull the vehicle body 110 down while pulling the arm 130A through the step links 600 and 600A, ) To its original position.

On the contrary, when the vehicle turns leftward as shown in FIG. 5C, the vehicle body 110 is inclined rightward due to inertia. At this time, the actuator 100 is operated so as to generate rotational force in the other direction so that the vehicle body 110 is restored to its original position. Then, the stationary stabilizer bar 180 on the side where the vehicle body 110 is relatively higher is pulled down by pulling the arm 130B through the step link 600B while being rotated in the other direction to pull down the vehicle body 110 The rotating stabilizer bar 190 relatively lowered on the side of the vehicle body 110 is rotated in one direction and pushes the vehicle body 110 upward by pushing the arm 130A through the step link 600A to lift the vehicle body 110 Restore to original position.

As described above, the active rotation type stabilizer of the vehicle according to the embodiment of the present invention adjusts the height of the left and right sides of the vehicle body 110 inclined leftward or rightward according to the turning direction of the vehicle, It is possible to provide a comfortable and stable driving environment to the occupant.

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

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

More specifically, the motor 200 includes a stator 210 adjacently fixed to one inner circumferential surface of the inside of the housing 105, a rotor 220 rotated in accordance with power supply in the stator 210, ≪ / RTI > That is, the motor 200 is a kind of a driving motor driven by an electric force. The position of the stator 210 and the rotor 220 is not limited and the stator 210 may be positioned at the center of the axis of the housing 105 according to the embodiment, It is also possible that the rotor 220 is provided so as to rotate according to the power supply.

The speed reducer 300 includes three planetary gear sets 310, 320, and 330 that are disposed adjacent to the motor 200 to receive rotational power from the motor 200 to decelerate the primary, secondary, and tertiary gears. do. The speed reducer 300 reduces the rotational speed of the motor 200 to amplify the rotational force of the motor 200 and transmits the amplified rotational speed to the rotational stabilizer bar 190.

The three planetary gear sets 310, 320, and 330 are sequentially disposed in the axial direction. That is, the speed reducer 300 includes a first planetary gear set 310 disposed at the rightmost position close to the motor 200 and a third planetary gear set 330 disposed at the leftmost position close to the rotary stabilizer bar 190 , And a second planetary gear set (320) disposed between the first planetary gear set (310) and the third planetary gear set (330).

The first planetary gear set 310, the second planetary gear set 320, and the third planetary gear set 330 are all formed in the same configuration. The first planetary gear set 310, the second planetary gear set 320 and the third planetary gear set 330 each include a sun gear 311 and a plurality of planetary gears 311 disposed along the circumference of the sun gear 311 And a ring gear 313 which surrounds the plurality of planet gears 312 and is fixed to the inner wall of the housing 105.

The sun gear 311 is disposed at the center of the inside of the ring gear 313 and the plurality of planet gears 312 are engaged between the sun gear 311 and the ring gear 313 inside the ring gear 313. When the sun gear 311 is rotated, the plurality of planet gears 312 revolve around the sun gear 311 while rotating in the direction opposite to the sun gear 311.

The input shaft 340 coupled to the rotation shaft 230 of the motor 200 is coupled to the sun gear 311 of the first planetary gear set 310. The input shaft 340 is a portion to which the rotational force of the motor 200 is inputted and means the input shaft 340 of the speed reducer 300. In addition, the carrier 350 is coupled to the rotation axis of the plurality of planetary gears 312 of the third planetary gear set 330. The carrier 350 is a part where the rotational force of the motor 200 is amplified and output from the speed reducer 300, and means the output shaft of the speed reducer 300. [

The carrier 350 splines with the rotary stabilizer bar 190 to transmit the rotational force of the motor 200 amplified by the speed reducer 300 to the rotary stabilizer bar 190 so that the rotary stabilizer bar 190 is twisted . One end of the rotation stabilizer bar 190 is inserted into the center of the carrier 350. The carrier 350 has an outer side face facing the rotary stabilizer bar 190 so that one end of the rotary stabilizer bar 190 can be inserted, and a gear tooth is formed on the opened inner peripheral face. A gear tooth meshing with the gear teeth formed on the opened inner peripheral surface of the carrier 350 is formed on the outer peripheral surface of one end of the rotary stabilizer bar 190 inserted into the center of the carrier 350. When the one end of the rotation stabilizing bar 190 is inserted into the open center of the carrier 350, the gear teeth formed on the inner peripheral surface of the opened center of the carrier 350 and the gear teeth formed on the outer peripheral surface of one end of the rotation stabilizing bar 190 As the gear teeth are engaged with each other, the rotary stabilizer bar 190 and the carrier 350 are spline-coupled.

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

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

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

The camera sensor 410 photographs the front road of the automobile while driving the automobile and outputs it as an image. The camera sensor 410 inputs the output image to the controller 500.

The acceleration sensor 420 senses the lateral acceleration and the closing speed which are generated in the automobile while the automobile is running. The acceleration sensor 420 may be provided with at least one sensor. The acceleration sensor 420 inputs the sensed values of the lateral acceleration and the acceleration / deceleration to the controller 500.

The yaw rate sensor 430 detects a yaw rate generated in the automobile while the automobile is running. The yaw rate sensor 430 inputs the data value of the detected yaw rate to the controller 500. [

The steering angle sensor 440 senses the steering angle and the steering angle of the steering wheel during traveling of the vehicle. The steering angle sensor 440 inputs the sensed data values of the steering angle and the steering angle speed to the controller 500.

The vehicle speed sensor 450 senses the vehicle speed of the automobile while the automobile is running. The vehicle speed sensor 450 inputs the sensed data value of the vehicle speed to the controller 500.

The height sensor 460 senses the garage of the automobile while the automobile is running. The height sensor 460 inputs the sensed value of the garage to the controller 500.

The wheel speed sensor 470 detects the wheel speed of each wheel during running of the automobile. The wheel speed sensor 470 inputs the detected data value of the wheel speed into the controller 500.

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

FIG. 10 is a block diagram showing an ARS control mode set in the controller. FIG. 11 is a diagram showing an ARS control mode selected according to the state of the front road. FIG. 9 is a flowchart showing a control method of an automobile according to the embodiment of the present invention. to be.

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

A vehicle equipped with an existing ARS starts to control after judging whether the vehicle is currently turning or off-road by measuring or analyzing the data of the vehicle after turning or entering the off-road. In this case, a delay time occurs until the actuator 100 of the ARS actually starts after entering the turning road or the off-road, so that the driver feels a sense of heterogeneity and control of the behavior of the automobile in the off-road can be performed . In order to solve this problem, it is possible to improve the riding comfort of the driver and the mobility of the automobile through the pre-control of the ARS after determining the forward road before the automobile enters the turn or off-road.

First, pre-control of the ARS before the vehicle starts traveling and enters the front road will be described as follows.

First, the vehicle starts running (S1).

The camera sensor 410 is mounted in front of the automobile and performs a forward image capturing step of photographing a front road during driving and outputting the captured image as an image (S2). The camera sensor 410 continuously captures an image of the front road while driving the vehicle, and inputs the output image to the controller 500.

The controller 500 extracts the lane of the front road from the image output from the camera sensor 410, calculates the curvature of the lane, and compares the calculated curvature with the set value alpha in step S3. That is, the controller 500 calculates the curvature of the front road through the real-time image collected by the camera sensor 410. The controller 500 determines that the front road is a turning road if the calculated curvature is larger than the set alpha value and determines that the front road is a straight road if the calculated curvature is less than the alpha value. In order to calculate the curvature of the lane in the image, the controller 500 first filters unnecessary parts except the lane in the captured image, and extracts only the lane from the image. Then, the controller 500 can use the extracted lane information (pixel) value to calculate the curvature at the slope value and the Euclidean distance value of the pixels. If you increase the number of pixels to increase the accuracy, the calculation speed will be lowered by the load, so the total number of pixels is adjusted appropriately. The controller 500 calculates a curvature per pixel and compares the overall average value with the alpha value to determine whether the front road is a turning road or a straight road (S5).

In addition, the controller 500 determines the road surface state of the front road from the image output from the camera sensor 410 (S4). That is, the controller 500 determines whether the front road is on-road or off-road through an image collected by the camera sensor 410. If the front road is off-road, it is necessary to change the control mode of the ARS before entering the off-road to prevent control that hinders the behavior of the vehicle. However, if it is judged that the vehicle is currently off-road, the vehicle enters the actual off-road, and it is determined that the vehicle data is off-loaded through analysis for a certain period of time. In order to solve this problem, the controller 500 judges the front road in advance and switches the ARS control mode in advance when the front road is off-road to prevent the behavior of the automobile from being hindered. In this manner, the controller 500 also performs a road state determination step of determining whether the road ahead is on-road or off-road according to the determined road surface state (S5).

That is, in the front road state grasping step (S5), it is determined whether the front road is the turning road or the straight road using the calculated curvature, and further, it is judged whether the road state of the front road is onroad or offroad do.

The controller 500 selects the control mode for performing the ARS pre-control after recognizing the state of the road ahead (S6). 10, the ARS control mode includes an active mode in which the actuator 100 is driven and an active mode in which the three phases of the motor 200 are short-circuited and the actuator 100 is not driven, A lock mode in which the roll stiffness is provided and a free mode in which the roll stiffness is provided such that the stabilizer bar is not present. The free mode means that the roll stiffness of the fixed stabilizer bar 180 and the rotational stabilizer bar 190 is weaker than the active mode and the lock mode. The ARS control mode is not limited to the three active modes, the lock mode, and the free mode, but can be changed to various control modes.

The controller 500 selects one of the ARS control modes according to whether the road surface state of the front road is on-road or off-road, as shown in Fig. That is, the controller 500 selects the free mode of the ARS control mode when the front road is judged to be OFF regardless of whether the front road is the turning road or the straight road, Select Active mode.

The controller 500 selects the control mode and performs ARS pre-control before entering the forward road as a follow-up action for the control mode (S7). If it is determined that the vehicle is in the free mode, the controller 500 changes the mode from the other control mode to the free mode before entering the front road, thereby improving the ride comfort and the vehicle behavior. The controller 500 pre-controls the actuator 100 through P (Proportional) gain control for the calculated lane curvature when it is determined that the front road is a turning road so that the ARS actuator 100, when turning, Up phenomenon caused by the driving of the vehicle.

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

Lane curvature X P Gain = Control amount (angle or torque)

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

Thereafter, the automobile enters the forward road.

The controller 500 checks again whether the state of the front road determined in the previous step is correct after the automobile enters the front road. The controller 500 carries out a vehicle data measurement step to re-determine the state of the road ahead (S8). The controller 500 determines whether or not the lateral acceleration and the longitudinal acceleration sensed by the acceleration sensor 420 and the yaw rate sensed by the yaw rate sensor 430 and the yaw rate sensed by the steering angle sensor 440 in the vehicle data measurement step S8 The steering angle and steering angle of the steering wheel, the vehicle speed sensed by the vehicle speed sensor 450, the garage sensed by the height sensor 460, and the wheel speed of each wheel sensed by the wheel speed sensor 470, The vehicle state can be estimated using the data values (S9).

In the vehicle state estimation step S9, the controller 500 determines whether the entered front road is a turning road or a straight road using the data values measured in the vehicle data measuring step S8, You can reconfirm whether a forward road is on-road or off-road. In this embodiment, the controller 500 calculates the steering angle of the steering wheel detected by the steering angle sensor 440, the yaw rate detected by the yaw rate sensor 430, The steering angle speed is used to confirm whether the vehicle is in the turning or running state, and the garage sensor 460 senses the garage to confirm whether the road surface state of the road being driven is on-road or off-road.

The controller 500 confirms whether the entered forward road is a turning road or a straight road in the vehicle state estimating step S9, whether the entered front road is on-road or off-road, and then post-controls the ARS An ARS post control step is performed (S10).

The ARS post control step S10 means driving the actuator 100 by the control amount of the ARS actuator 100 calculated by the above-described equation. The control amount of the ARS actuator 100 is determined by the lateral acceleration, the yaw rate, the steering angle, the steering angle speed and the vehicle speed in the measured data of the automobile, and the control amount of the ARS actuator 100 is determined by the control amount of the ARS actuator 100 Controls the ARS actuator (100).

The controller 500 controls the amount of control of the actuator 100 according to the pre-control performed before the automobile enters the front road and the control amount of the actuator according to the post control determined after the automobile enters the front road. (S11). If the post control amount is greater than the pre-control amount, the pre-control is canceled (S12). If the pre-control is not canceled, if the pre-control and the post-control collide with each other, the ARS actuator 100 does not react appropriately, Can be inhibited. The control amount determined by the pre-control is maintained at the moment when the post control is performed, and the control amount of the actuator 100 with respect to the input value calculated by the post control logic is maintained at the pre- (Pre) control, the pre-control is canceled and the control right is transferred to the post control unit.

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

It will be understood by those skilled in the art that the present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. It is therefore to be understood that the above-described embodiments are illustrative and non-restrictive in every respect. The scope of the present invention is defined by the appended claims rather than the foregoing detailed description, and all changes or modifications derived from the meaning and scope of the claims and the equivalents thereof are included in the scope of the present invention Should be interpreted.

100: actuator 105: housing
180: Fixed stabilizer bar 190: Rotary stabilizer bar
410: camera sensor 420: acceleration sensor
430: yaw rate sensor 440: steering angle sensor
450: vehicle speed sensor 460:
470: Wheel speed sensor 500: Controller

Claims (12)

An active rotary type stabilizer (ARS) for adjusting the height of the left and right sides of the vehicle body;
A camera sensor for photographing the front road of the automobile and outputting it as an image; And
Calculating a curvature of the lane by extracting a lane of the front road from the image output from the camera sensor, determining a road surface condition of the front road from the image output from the camera sensor, And a controller for pre-controlling the active rotation stabilizer before the automobile enters the front road according to the determined road surface condition. The method according to claim 1,
At least one acceleration sensor for sensing the lateral acceleration and the longitudinal acceleration of the vehicle,
A yaw rate sensor for detecting a yaw rate of the automobile,
A steering angle sensor for sensing a steering angle and a steering angle of the steering wheel;
A vehicle speed sensor for detecting a vehicle speed,
A garage sensor for sensing a garage,
Further comprising a wheel speed sensor for sensing a wheel speed of each wheel,
Wherein the controller is configured to calculate the yaw rate of the yaw rate sensor based on the lateral acceleration detected by the at least one acceleration sensor and the yaw rate sensed by the yaw rate sensor, the steering angle detected by the steering angle sensor, The vehicle control system according to any one of claims 1 to 3, wherein the vehicle speed sensor sensed by the sensor, the garage sensed by the height sensor, and the wheel detected by the wheel speed sensor, . The method of claim 2,
The controller releases the pre-control if the amount of post-control is greater than the amount already used in the pre-control, after the vehicle has entered the front road. The method of claim 2,
The controller comprising:
Determining whether the vehicle is turning or turning using the lateral acceleration detected by the at least one acceleration sensor, the yaw rate detected by the yaw rate sensor, the steering angle detected by the steering angle sensor, and the steering angle velocity and,
Using the garage detected by the height sensor to judge whether the road surface state is on-road or off-road. The method according to claim 1,
The controller comprising:
Selecting one of a plurality of control modes according to the calculated curvature of the lane and the determined road surface state of the front road so as to control the active rotation stabilizer before the vehicle enters the front road. The method of claim 5,
The active rotation stabilizer includes a fixed stabilizer bar fixed to one end of the housing, a rotation stabilizer bar rotatably disposed at the other end of the housing, and an actuator provided in the housing to rotate the rotation stabilizer bar,
Wherein the plurality of control modes include an active mode for driving the actuator, a lock mode for not actuating the actuator, and a lock mode for driving the fixed stabilizer bar and the rotary stabilizer bar And a free mode for weakening roll stiffness,
Wherein the controller controls the actuator to P gain according to the calculated curvature of the lane, and controls the active rotation stabilizer to the active mode when the road surface state is an on-road state, And controlling the typical stabilizer in the free mode. A forward image acquisition step of photographing a road ahead of the vehicle and outputting the image as an image;
A front road state grasping step of calculating a curvature of the lane by extracting a lane of the front road from the output image and determining a road surface state of the front road from the output image; And
And an ARS pre-control step of pre-controlling the active rotation type stabilizer before the automobile enters the forward road according to the calculated curvature of the lane and the road surface state of the front road judged. The method of claim 7,
After the automobile enters the front road, it detects the lateral acceleration and the closing speed of the automobile, detects the yaw rate of the automobile, detects the steering angle and the steering angle of the steering wheel, detects the vehicle speed, A vehicle data measuring step of sensing a wheel speed of each wheel,
The stabilizer control device controls the active-rotation-type stabilizer to move in the post direction after the automobile enters the forward road according to the lateral acceleration, the longitudinal acceleration, the yaw rate, the steering angle and the steering angle velocity, the vehicle speed, And an ARS post control step of controlling the vehicle. The method of claim 8,
And in the ARS post control step releases the pre-control if the post control amount is greater than the amount already used in the pre-control. The method of claim 8,
In the ARS post control step,
Determining whether the automobile is turning straight or turning, using the lateral acceleration, the yaw rate, the steering angle, and the steering angle velocity,
And using the garage to determine whether the running road surface state is on-road or off-road. The method of claim 7,
In the ARS pre-control step,
And controlling the active rotation type stabilizer by selecting one of a plurality of control modes according to the calculated curvature of the lane and the road surface state of the front road judged. The method of claim 11,
The active rotation stabilizer includes a fixed stabilizer bar fixed to one end of the housing, a rotation stabilizer bar rotatably disposed at the other end of the housing, and an actuator provided in the housing to rotate the rotation stabilizer bar,
Wherein the plurality of control modes includes an active mode for driving the actuator, a lock mode for not actuating the actuator, and a free mode for weakening the roll stiffness of the fixed stabilizer bar and the rotary stabilizer bar Mode,
The ARS pre-control step controls the actuator to P gain according to the calculated curvature of the lane, and controls the active rotation stabilizer to the active mode when the road surface state is an on-road state, and if the road surface state is off- And controlling the active rotation stabilizer in the free mode.

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