Apparatus and method for determining wheel alignment change of vehicle

• US 10,378,890 B2
• Filed: 06/16/2017
• Issued: 08/13/2019
• Est. Priority Date: 07/20/2016
• Status: Active Grant

• Current Assignee: Hyundai Mobis Co., Ltd.
• Original Assignee: Hyundai Mobis Co., Ltd.
• Inventors: Seo, Kyungil, Lee, Jun Yung
• Primary Examiner(s): Fulton, Christopher W
• Application Number:
  US15/625,756
• Publication Number:
  US 20180023951A1
• Time in Patent Office: 788 Days
• Field of Search: 3320318, 180168, 701 43
• CPC Class Codes: B60W 2420/403 Image sensing, e.g. optical camera
• CPC Class Codes: B60W 2420/408 Radar; Laser, e.g. lidar
• CPC Class Codes: B60W 2520/14 Yaw
• CPC Class Codes: B60W 2540/18 Steering angle
• CPC Class Codes: B60W 2552/30 Road curve radius
• CPC Class Codes: B60W 30/12 Lane keeping
• CPC Class Codes: G01B 11/275 for testing wheel alignment
• CPC Class Codes: G01B 2210/10 Wheel alignment

Abstract

An apparatus for determining a wheel alignment change of a vehicle may include: a straight driving situation detection unit configured to detect whether a vehicle is going straight, based on information on positions of objects on a road and a yaw rate and steering angle; a wheel alignment change detection unit configured to detect a wheel alignment change based on lane information acquired from a camera sensor of the vehicle, when the vehicle information detected by the straight driving situation detection unit indicates that the vehicle is going straight; a driver alarming unit configured to output an alarm to a driver when the detected wheel alignment change is larger than a preset threshold value; and a wheel alignment change compensation unit configured to compensate for steering for SCC or LKAS control, when the detected wheel alignment change is smaller than the threshold value.

Claims

1. An apparatus for determining a wheel alignment change of a vehicle, comprising:

a straight driving situation detection unit configured to detect whether a vehicle is going straight, based on information on positions of objects on a road, acquired from a radar sensor of the vehicle, and a yaw rate and a steering angle acquired from a vehicle sensor mounted in the vehicle, the vehicle sensor comprising a yaw rate sensor;

a wheel alignment change detection unit configured to detect a wheel alignment change based on lane information acquired from a camera sensor of the vehicle, when vehicle information detected by the straight driving situation detection unit indicates that the vehicle is going straight;

a driver alarming unit configured to output an alarm to a driver when the detected wheel alignment change is larger than a preset threshold value; and

a wheel alignment change compensation unit configured to compensate for steering for SCC (Smart Cruise Control) or LKAS (Lane Keep Assist System) control, when the detected wheel alignment change is smaller than the threshold value,

wherein the straight driving situation detection unit and the wheel alignment change detection unit are integrated into a control unit, and the control unit verifies whether state of the yaw rate sensor is normal, by determining whether the road on which the vehicle is traveling is a straight road or curved road, using surrounding object arrangement information acquired from the radar sensor,

wherein when a wheel alignment change is likely to occur in the corresponding mode among an active mode of the LKAS, a passive mode of the LKAS and a mode in which the vehicle driven by the driver in person is traveling on a straight road, the control unit calculates a wheel alignment change angle through a trigonometric function operation based on a distance by which the vehicle moves for a preset time and a distance by which the vehicle leans to any one side from the current position, and compensates for steering based on the wheel alignment change angle, or forcibly stops the SCC or LKAS operation or forbids an entry of the SCC or LKAS.

2. The apparatus of claim 1, wherein the vehicle sensor comprises a steering angle sensor.

3. The apparatus of claim 1, wherein when the wheel alignment change is equal to or less than the threshold value, the control unit compensates for steering by the wheel alignment change through the wheel alignment change compensation unit, and outputs the compensation result to a vehicle actuator, and

when the wheel alignment change exceeds the threshold value, the control unit outputs a wheel alignment change threshold exceeding signal to the driver alarming unit to alarm the driver, or forcibly stops the SCC or LKAS operation or forbids an entry of the SCC or LKAS.

4. A method for determining a wheel alignment change of a vehicle, comprising:

checking, by a control unit, whether the vehicle is traveling in an LKAS control mode, an active mode of an LKAS or a passive mode of the LKAS;

checking, by the control unit, whether a wheel alignment change is likely to occur in each of the modes, when the vehicle is traveling on a straight road;

detecting, by the control unit, a distance by which the vehicle moves for a preset time and a distance by which the vehicle leans to any one side from the current position;

calculating, by the control unit, a wheel alignment change angle through a trigonometric function operation based on the moving distance of the vehicle and the distance by which the vehicle leans to any one side from the current position; and

determining, by the control unit, whether the wheel alignment change angle falls within a steering compensation range, and compensating for steering or forcibly stopping the SCC or LKAS operation or forbidding an entry of the SCC or LKAS.

5. The method of claim 4, wherein in order to determine the wheel alignment change angle of the vehicle, the control unit or the driver measures a distance by which the vehicle moves at the current position of the road for a preset time without an additional operation of the steering wheel by the control unit or a driver and a lateral movement caused by the wheel alignment change of the vehicle, using one or more of a radar sensor, a camera sensor and a vehicle sensor, and then performs a trigonometric function operation, when the vehicle travels on the straight road.

6. The method of claim 4, wherein when the vehicle is not traveling in the LKAS control mode or traveling in the active mode of the LKAS, the control unit determines that a wheel alignment change is likely to occur when a current steering angle δ

is 0 within the margin of error, a change |Δ

δ

| of the steering angle falls within a first value ε

_th1, and the magnitude |{dot over (γ

)}| of a yaw rate is equal to or more than a second value ε

_th2, or when the magnitude |{dot over (γ

)}| of the current yaw rate is 0 within the margin of error and the change |Δ

δ

| of the steering angle is equal to or more than a third value ε

_th3.

7. The method of claim 6, wherein when the wheel alignment change is likely to occur, the control unit determines whether the road on which the vehicle is traveling is a straight road or curved road, using arrangement information of surrounding stationary objects acquired through a radar sensor for a preset time.

8. The method of claim 4, wherein when the vehicle is traveling in the passive mode of the LKAS, the control unit detects an additional steering torque applied to steer the vehicle in the opposite direction to the wheel alignment change and cycle information of a time required for periodically repeating steering operations in the opposite direction to the wheel alignment change in order to correct the wheel alignment change, and determines that a wheel alignment change is likely to occur when the additional steering torque and the cycle are equal to or more than preset values.