KR100987081B1 - Control method for anti-lock braking system - Google Patents

Control method for anti-lock braking system Download PDF

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KR100987081B1
KR100987081B1 KR1020050120667A KR20050120667A KR100987081B1 KR 100987081 B1 KR100987081 B1 KR 100987081B1 KR 1020050120667 A KR1020050120667 A KR 1020050120667A KR 20050120667 A KR20050120667 A KR 20050120667A KR 100987081 B1 KR100987081 B1 KR 100987081B1
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braking force
wheel
road surface
friction coefficient
steering angle
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KR1020050120667A
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Korean (ko)
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KR20070060716A (en
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강형진
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주식회사 만도
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1764—Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/068—Road friction coefficient
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)

Abstract

본 발명은 안티록 브레이크 시스템의 제어방법에 관한 것으로, 특히 본 발명은 스플리트노면에서의 ABS 제어시, 운전자에 의한 보상 조향각으로 운전자의 운전 능력을 파악한 후 그에 맞게 노면마찰계수가 큰 쪽의 제동력을 적절히 제어함으로서 차량의 직진성을 확보하면서도 제동력의 손실을 최소화한다.The present invention relates to a control method of an anti-lock brake system, and in particular, the present invention relates to a braking force of a side having a greater road friction coefficient after grasping a driver's driving ability with a compensating steering angle by the driver during ABS control on a split road surface. By appropriate control of the vehicle, the loss of braking force is minimized while ensuring the straightness of the vehicle.

이를 위해 본 발명은 스플리트노면에서의 ABS 제어시, 조향각센서를 통하여 운전자에 의한 보상 조향각을 검출하고, 검출된 보상 조향각을 근거로 하여 전륜 중 노면마찰계수가 큰 노면측 바퀴에 대하여 차량이 직진성을 유지하도록 하기 위한 제동력을 산출하고, 산출된 제동력에 기초하여 전륜 중 노면마찰계수가 큰 노면측 바퀴를 제동시킨다.To this end, the present invention detects the compensation steering angle by the driver through the steering angle sensor in the ABS control on the split road surface, and the vehicle is straight on the road side wheel with the road friction coefficient among the front wheels based on the detected compensation steering angle. A braking force for maintaining the pressure is calculated, and the road surface side wheel having a large road friction coefficient among the front wheels is braked based on the calculated braking force.

Description

안티록 브레이크 시스템의 제어방법{Control method for anti-lock braking system}Control method for anti-lock braking system

도 1은 본 발명에 따른 안티록 브레이크 시스템의 액압회로도이다.1 is a hydraulic circuit diagram of an antilock brake system according to the present invention.

도 2는 차량 바퀴에 작용하는 제동력과 횡력을 설명하기 위한 도이다.2 is a diagram for explaining braking force and lateral force acting on a vehicle wheel.

도 3은 스플리트 노면에서의 ABS 제어시, 차량 바퀴에 작용하는 제동력과 횡력사이의 관계를 설명하기 위한 도이다.3 is a view for explaining the relationship between the braking force and the lateral force acting on the vehicle wheel during ABS control on the split road surface.

도 4는 본 발명에 따른 안티록 브레이크 시스템의 제어방법에 대한 제어흐름도이다.4 is a control flowchart of a control method of the anti-lock brake system according to the present invention.

*도면의 주요 기능에 대한 부호의 설명*[Description of the Reference Numerals]

FB1~FB4 : 바퀴에 가해지는 종력F B1 to F B4: Horsepower on wheels

FS1~FS4 : 바퀴에 가해지는 횡력F S1 to F S4: Lateral force on the wheel

a : 전륜축으로부터 차량무게중심까지의 거리a: Distance from front axle to center of vehicle weight

c : 후륜축으로부터 차량무게중심까지의 거리c: distance from rear axle to vehicle center of gravity

b : 좌우바퀴사이의 거리의 1/2거리b: 1/2 distance between left and right wheels

α : 슬립각α: slip angle

δ : 조향각δ: steering angle

본 발명은 안티록 브레이크 시스템(Anti-lock Brake System ; 이하 ABS라 칭함)에 관한 것으로, 더욱 상세하게는 스플리트(split) 노면에서의 안티록 브레이크 제어시, 차량의 직진성을 유지할 수 있는 안티록 브레이크 시스템의 제어방법에 관한 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-lock brake system (hereinafter referred to as ABS), and more particularly to an anti-lock which can maintain the straightness of a vehicle during anti-lock brake control on a split road surface. A control method of a brake system.

일반적으로, 안티록 브레이크 시스템(Anti-lock Brake System ; 이하 ABS라 칭함)은 급제동시나 눈길, 빗길과 같이 미끄러지기 쉬운 노면에서 제동시 발생되는 차륜의 슬립현상을 감지하여 브레이크 유압을 조절함으로써, 차륜의 잠김에 의한 슬립을 방지하고 제동시 방향 안정성 및 조종성 확보, 제동거리 단축 등을 수행하는 시스템이다.In general, the anti-lock brake system (hereinafter referred to as ABS) detects slippage of wheels generated during braking on slippery road surfaces such as sudden braking, snowy roads, and rainy roads, thereby adjusting brake hydraulic pressure. This system prevents slip by locking and secures direction stability and maneuverability during braking and shortens braking distance.

바퀴의 좌우 노면마찰계수가 서로 다른 노면을 스플리트 노면이라 하며, 이 스플리트 노면에서의 ABS 제어시, 각각의 바퀴를 독립적으로 제어하게 되면 노면 마찰계수의 차이에 의해서 노면마찰계수가 큰 노면은 제어압력이 높은 압력으로 제어되고, 반대편은 낮은 압력으로 제어되므로, 좌우 제동력 차이에 의해 차량이 노면마찰계수가 큰 노면방향으로 회전하는 모멘트가 발생하게 된다.The road surface with different road friction coefficients on the left and right wheels is called a split road surface. When ABS is controlled in this split road surface, if each wheel is controlled independently, the road surface with large road friction coefficient due to the difference in the road friction coefficient is Since the control pressure is controlled at a high pressure and the opposite side is controlled at a low pressure, a moment in which the vehicle rotates in the road surface direction with a large road friction coefficient due to the difference in left and right braking force is generated.

따라서, 차량의 직진성을 유지하기 위해서는 노면마찰계수가 낮은 쪽으로 운전자가 충분한 보상 조향을 행해주거나 전자제어장치가 노면마찰계수가 높은 쪽의 제동력을 감소시키는 제어를 수행하여야 한다.Therefore, in order to maintain the straightness of the vehicle, the driver must make sufficient compensation steering to the lower road friction coefficient or control to reduce the braking force of the higher road friction coefficient.

종래에는 차량 안정성이 중시되는 경우 노면마찰계수가 큰 노면의 제동력을 희생하여 차량의 회전 모멘트 발생을 줄임으로서 제동력의 손실을 감수하더라도 차량을 안정성 위주로 제어하고, 이와 달리, 차량 제동성이 중시되는 경우에는 노면마찰계수가 큰 노면의 제동력을 보다 많이 이용하여 제동력을 향상시킴으로서 운전자가 적절한 보상 조향을 하지 못하는 경우, 차량의 안정성을 해칠 수 있더라도 차량을 제동성 위주로 제어하였다.Conventionally, when vehicle stability is important, even if the loss of braking force is reduced by reducing the generation of rotation moment of the vehicle at the expense of the braking force of the road surface with a large coefficient of road friction, the vehicle is mainly focused on stability. In this case, the braking power was improved by using more braking force on the road with a large coefficient of road friction, so that the driver was controlled mainly for braking even if the driver could not properly compensate steering.

본 발명은 전술한 문제점을 해결하기 위한 것으로, 본 발명의 목적은 스플리트노면에서의 ABS 제어시, 차량의 안정성을 확보하면서도 제동력의 손실을 최소화할 수 있는 안티록 브레이크 시스템의 제어방법을 제공하는 것이다.The present invention is to solve the above problems, an object of the present invention is to provide a control method of the anti-lock brake system that can minimize the loss of braking force while ensuring the stability of the vehicle in the ABS control on the split road surface will be.

전술한 목적을 달성하기 위한 본 발명의 안티록 브레이크 시스템의 제어방법은 주행바퀴의 좌우 노면마찰계수가 서로 다른 스플리트 노면에서의 ABS 제어시, 조향각센서를 통하여 핸들의 조향각을 검출하고, 차량이 직진성을 유지하도록 상기 검출된 조향각을 근거로 하여 전륜 중 고마찰계수노면측 바퀴에 제공할 제동력을 산출하고, 상기 산출된 제동력을 상기 전륜 중 고마찰계수노면측 바퀴에 제공하는 것을 특징으로 한다.The control method of the anti-lock brake system of the present invention for achieving the above object is to detect the steering angle of the steering wheel through the steering angle sensor, when the ABS control on the split road surface with the left and right road friction coefficients of the driving wheel different, A braking force to be provided to the high friction coefficient road surface side wheels of the front wheels is calculated based on the detected steering angle to maintain the straightness, and the calculated braking force is provided to the high friction coefficient road surface side wheels of the front wheels.

또한, 상기 제동력을 산출하는 단계에서 상기 전륜 중 상기 고마찰계수노면측 바퀴의 제동력(FB1)는 다음의 식 [1]을 이용하여 산출되는 것을 특징으로 한다.

Figure 112010035877870-pat00001
식 [1]
여기서, FB2 는 저마찰계수노면측 바퀴에 가해지는 제동력, a 는 전륜축으로부터 차량무게중심까지의 거리, b 는 좌우바퀴사이의 거리의 1/2거리, δ 는 조향각, Cα 는 코너링 스티프니스(cornering stiffness), Cλ는 슬립 스티프니스(slip stiffness), λ는 슬립(slip) 이다. In the calculating of the braking force, the braking force F B1 of the high friction coefficient road surface side wheel among the front wheels may be calculated by using the following formula [1].
Figure 112010035877870-pat00001
Formula [1]
Where F B2 is the braking force applied to the low friction coefficient road side wheel, a is the distance from the front wheel axle to the center of the vehicle, b is 1/2 the distance between the left and right wheels, δ is the steering angle, C α is the cornering stiffness (cornering stiffness), C λ is slip stiffness, λ is slip.

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또한, 후륜은 고마찰계수노면측 바퀴의 제동력을 저마찰계수노면측 바퀴의 제동력과 동일하게 제어하는 것을 특징으로 한다.In addition, the rear wheel is characterized in that the braking force of the high friction coefficient road surface-side wheel is controlled in the same way as the braking force of the low friction coefficient road surface-side wheel.

이하에서는 본 발명의 바람직한 실시예를 본 도면을 참조하여 상세하게 설명하도록 한다.Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

도 1에 도시된 바와 같이, 본 발명에 따른 안티록 브레이크 시스템은 브레이크 페달(BP)의 압박에 의해 브레이크압력을 발생시키는 마스터실린더(MC)를 포함한다.As shown in FIG. 1, the anti-lock brake system according to the present invention includes a master cylinder MC for generating brake pressure by the pressing of the brake pedal BP.

이 마스터실린더(MC)는 두 개의 챔버(MCP, MCS)를 가지며, 마스터실린더(MC)로부터 휠 실린더(WFR, WRL)에 전달되는 브레이크 액압을 제어하기 위해 첫 번째 챔버(MCP)와 전륜 우측 바퀴(FR)와 후륜 좌측 바퀴(RL)에 각각 설치된 휠 실린더(WFR, WRL) 사이의 유압라인에는 노멀오픈형형의 입구밸브(PC1, PC2)가 마련된다. 또한, 휠 실린더(WFR, WRL)의 출구측에는 노멀클로즈형의 출구밸브(PC5, PC6)가 마 련된다. 이 출구밸브(PC5, PC6)의 출구측에는 휠 실린더(WFR, WRL)에서 배출되는 브레이크액을 일시 저장하는 저압 어큐뮬레이터(RS1) 및 이 저압 어큐뮬레이터(RS1)에 저장된 브레이크액을 펌핑하여 강제 환류시키는 유압펌프(HP1)와 모터(M)가 마련된다.This master cylinder (MC) has two chambers (MCP, MCS), the first chamber (MCP) and front wheel right wheel to control the brake hydraulic pressure transmitted from the master cylinder (MC) to the wheel cylinder (WFR, WRL) Normally open inlet valves PC1 and PC2 are provided in the hydraulic line between the wheel cylinders WFR and WRL respectively installed at the FR and the rear wheel left wheel RL. Further, on the outlet side of the wheel cylinders WFR and WRL, normal closed outlet valves PC5 and PC6 are provided. On the outlet side of the outlet valves PC5 and PC6, a low pressure accumulator RS1 for temporarily storing brake fluid discharged from the wheel cylinders WFR and WRL and a hydraulic pressure for pumping and forcibly refluxing the brake fluid stored in the low pressure accumulator RS1 The pump HP1 and the motor M are provided.

한편, 전륜 좌측 바퀴(FL)와 후륜 우측 바퀴(RR)의 유압회로에서는 각각의 부품들이 상술한 전륜 우측 바퀴(FR)와 후륜 좌측 바퀴(RL)의 유압회로와 동일하게 구성된다.On the other hand, in the hydraulic circuit of the front wheel left wheel FL and the rear wheel right wheel RR, the respective components are configured in the same way as the hydraulic circuit of the front wheel right wheel FR and the rear wheel left wheel RL.

전자제어유닛(ECU)은 휠 속도센서(WS1~WS4) 및 각종센서들과 전기적으로 연결되어 각 바퀴의 노면마찰계수 등을 포함하는 차량의 각종 정보를 읽어 들이며, 이 정보들에 기초하여 입구밸브(PC1~PC4)와 출구밸브(PC5~PC8), 모터(M) 및 유압펌프(HP1,HP2)를 제어한다. 이외에, 전자제어유닛(ECU)은 조향각센서와 전기적으로 연결되어 운전자에 의한 핸들의 조향각도를 읽어 들여 ABS 제어시, 운전자에 의한 핸들의 조향각도를 인식한다.The electronic control unit (ECU) is electrically connected to the wheel speed sensors WS1 to WS4 and various sensors to read various information of the vehicle including the road friction coefficient of each wheel, and based on the information, the inlet valve (PC1 ~ PC4), outlet valves (PC5 ~ PC8), motor (M) and hydraulic pumps (HP1, HP2) are controlled. In addition, the electronic control unit (ECU) is electrically connected to the steering angle sensor to read the steering angle of the steering wheel by the driver to recognize the steering angle of the steering wheel by the driver during ABS control.

ABS 제어시, 각 바퀴측에 제공된 제동력을 감압시키는 경우에는 입구밸브(PC1~PC4)를 닫은 상태에서 출구밸브(PC5~PC8)를 개방시킨다. 그리고, 각 바퀴의 제동력을 증가시키는 경우에는 출구밸브(PC5~PC8)을 폐쇄시킨 상태에서 입구밸브(P1~P4)를 개방시켜 브레이크액을 각 휠 실린더로 공급시킴으로서 제동력을 증가시킨다.In the case of ABS control, when depressurizing the braking force provided on each wheel side, the outlet valves PC5 to PC8 are opened with the inlet valves PC1 to PC4 closed. When the braking force of each wheel is increased, the braking force is increased by supplying the brake fluid to each wheel cylinder by opening the inlet valves P1 to P4 with the outlet valves PC5 to PC8 closed.

바퀴의 좌우 노면마찰계수가 서로 다른 스플리트 노면에서 ABS 제어를 수행하는 경우, 노면 마찰계수가 큰 쪽의 제동력이 작은 쪽의 제동력보다 크게 되어 차 량이 노면 마찰 계수가 큰 방향으로 회전하는 모멘트가 발생하게 되므로, 차량의 직진성을 유지하기 위해서는 노면 마찰계수가 낮은 쪽으로 운전자가 충분한 보상 조향을 행해 주거나 전자제어유닛(ECU)이 노면 마찰계수가 높은 쪽의 제동력을 감소시킬 필요가 있다.When the ABS control is performed on split roads with different left and right road friction coefficients, the braking force on the side with the larger road friction coefficient is greater than the braking force on the side with the smaller road friction coefficient. Therefore, in order to maintain the straightness of the vehicle, it is necessary for the driver to make a sufficient compensation steering toward the low road friction coefficient or reduce the braking force of the ECU having the high road friction coefficient.

그러나, 보상 조향은 운전자의 운전 능력에 따라 차이가 크므로 특정 운전 능력에 맞추어 ABS 제어를 할 경우 안정성의 손실 또는 제동성의 손실과 같은 문제가 발생할 수 있다.However, since the compensation steering varies greatly depending on the driver's driving ability, problems such as loss of stability or loss of braking performance may occur when the ABS control is performed according to a specific driving ability.

따라서, 본 발명에서는 보상 조향각의 측정을 통해 운전자의 운전 능력을 파악한 후 그에 맞게 노면 마찰계수가 큰 쪽의 제동력을 적절히 제어함으로서 차량의 안정성을 확보하면서도 제동력의 손실을 최소화시킨다.Accordingly, in the present invention, after grasping the driver's driving ability through measurement of the compensation steering angle, the braking force of the side having the larger road surface friction coefficient is appropriately controlled to secure the stability of the vehicle while minimizing the loss of the braking force.

도 2에 도시된 바와 같이, 바퀴(1)에 작용하는 FB는 종력(제동력)을 나타내고, FS는 횡력을 나타낸다.As shown in FIG. 2, F B acting on the wheel 1 represents a longitudinal force (braking force), and F S represents a lateral force.

도 3과 같이, 좌측 바퀴들이 고 마찰계수의 노면을 주행하고, 우측바퀴들이 저 마찰계수의 노면을 주행하는 것과 같이, 스플리트 노면을 주행할 때, ABS 제어를 수행하게 되면, 차량의 안정성을 위해 노면마찰계수가 높은 쪽의 제동력을 제한할 필요가 있다.As shown in FIG. 3, when the left wheels drive on the road having a high friction coefficient and the right wheels travel on the road having a low friction coefficient, ABS control is performed when driving the split road surface. For this purpose, it is necessary to limit the braking force of the side with the higher road friction coefficient.

후륜의 경우 좌우측의 제동력 차이가 발생하게 되면 차량의 안정성이 급격히 떨어지기 때문에 노면 마찰계수가 높은 쪽의 제동력을 노면 마찰계수가 낮은 쪽의 제동력과 동일하게 하여 준다. 이를 일반적으로 셀렉터 로우(select low) 제어라고 한다.In the case of the rear wheels, if the braking force difference between the left and right sides occurs, the stability of the vehicle is drastically deteriorated. Therefore, the braking force at the higher road friction coefficient is the same as the braking force at the lower road friction coefficient. This is commonly referred to as select low control.

한편, 전륜의 경우에는 좌우측의 제동력 차이가 발생하더라도 보상 조향에 따라 회전 모멘트의 상쇄가 가능하기 때문에 어느 정도의 제동력 차이가 허용되어 진다.On the other hand, in the case of the front wheel, even if there is a difference in the braking force of the left and right side, it is possible to offset the amount of braking force because it is possible to cancel the rotation moment in accordance with the compensation steering.

본 발명에서는 보상 조향각을 계측하여 차량 직진성이 유지되도록 노면 마찰계수가 높은 쪽의 전륜 제동력을 결정하는 방법을 제안한다.The present invention proposes a method of determining the front wheel braking force of the side having the higher road surface friction coefficient so as to maintain the straightness of the vehicle by measuring the compensation steering angle.

우선 제동 시 차량의 회전 모멘트(M)는 식 (1-1)과 같다.First, the braking moment (M) of the vehicle during braking is given by Equation (1-1).

M=-[(F S1 +F S2 )·cos(δ)·a-(F S1 -F S2 )·sin(δ)·b]+(F S3 +F S4 )·c+(F B1 +F B2 )·sin(δ)·a+(F B1- F B2 )·cos(δ)·b+(F B3- F B4 )·b - 식(1-1) M =-[(F S1 + F S2 ) · cos (δ) · a- (F S1 -F S2 ) · sin (δ) · b] + (F S3 + F S4 ) · c + (F B1 + F B2 ) · sin (δ) · a + (F F B1- B2) · cos (δ) · b + (F F B3- B4) · b - formula (1-1)

여기서, FB1~FB4는 바퀴에 가해지는 종력(longitudinal tire force), FS1~FS4는 바퀴에 가해지는 횡력(lateral tire force), α는 슬립각(slip angle), δ는 조향각(steering angle), a는 전륜축으로부터 차량무게중심까지의 거리, c는 후륜축으로부터 차량무게중심까지의 거리, b는 좌우바퀴사이의 거리의 1/2거리(track width/2)이다.Where F B1 to F B4 are longitudinal tire forces applied to the wheel, F S1 to F S4 are lateral tire forces applied to the wheel, α is a slip angle, and δ is a steering angle. angle, a is the distance from the front axle to the center of the vehicle, c is the distance from the rear axle to the center of the vehicle, and b is half the distance (track width / 2) between the left and right wheels.

보상 조향은 차량의 직진성을 유지하기 위한 조향을 의미하므로 그 크기는 크지 않다고 가정한다. (일반적으로 조향 핸들각 20도 내외, 차륜 조향각(δ) 1도 내외) 따라서, cos(δ)≒1, sin(δ)≒δ로 근사화가 가능하다.Compensation steering means steering to maintain the straightness of the vehicle, so it is assumed that the size is not large. (In general, the steering wheel angle is about 20 degrees and the wheel steering angle (δ) is about 1 degree.) Therefore, it is possible to approximate cos (δ) ≒ 1 and sin (δ) ≒ δ.

또한 select low 제어를 하면 후륜의 제동력이 같게 된다. 즉 FB3=FB4 이다. 후륜의 경우 차량이 직진을 하게 되면 slip angle α가 없기 때문에 횡력도 발생하 지 않게 된다. 즉, FS3=FS4=0 이다. Also, with select low control, the braking force of the rear wheel is the same. That is, F B3 = F B4 . In the case of the rear wheel, if the vehicle goes straight, there is no slip angle α, so no lateral force is generated. That is, F S3 = F S4 = 0.

이를 식 (1-1)에 대입하면 식 (1-2)와 같다.Substituting this in equation (1-1) is the same as in equation (1-2).

M=-[(F S1 +F S2 )·a-(F S1 -F S2 )·δ·b]+(F B1 +F B2 )·δ·a+(F B1- F B2 )·b - 식(1-2) M =-[(F S1 + F S2 ) · a- (F S1 -F S2 ) · δ · b] + (F B1 + F B2 ) · δ · a + (F B1- F B2 ) 1-2)

HSRI tyre 모델에 따르면 차륜의 종력(제동력)(FS)과 횡력(FB) 사이에는 다음과 같은 관계가 성립한다.According to the HSRI tire model, the following relation is established between the longitudinal force (braking force) (F S ) and the lateral force (F B ) of the wheel.

Figure 112005072133285-pat00002
Figure 112005072133285-pat00002

여기서, Cα: 코너링 스티프니스(cornering stiffness), Cλ: 슬립 스티프니스(slip stiffness), λ: 슬립(slip) 이다.Here, C α : cornering stiffness, C λ : slip stiffness, λ: slip.

또한, 직진을 유지해야 하기 때문에 회전모멘트(M)는 0이 되어야 하고 slip angle α는 -δ이어야 한다.In addition, since the straightness must be maintained, the rotation moment M must be zero and the slip angle α must be -δ.

이를 식 (1-2)에 대입하여 정리하면 식(1-3)과 같다.Substituting this into Equation (1-2) gives the same result as Equation (1-3).

Figure 112005072133285-pat00003
- 식(1-3)
Figure 112005072133285-pat00003
Formula (1-3)

식 (1-3)에 의거하여 노면 마찰계수가 큰 쪽의 전륜 제동력을 제한하면 운전자의 보상 조향 능력에 따라 직진성을 유지하며 제동력을 최대한 발휘하는 스플리트 노면에서의 ABS 제어가 가능하다.By limiting the front wheel braking force on the side with the larger road friction coefficient based on Equation (1-3), it is possible to control ABS on the split road surface while maintaining straightness according to the driver's compensating steering ability.

도 4는 본 발명에 따른 안티록 브레이크 시스템의 제어방법에 대한 제어흐름 도이다. 도 4를 살펴보면, 작동모드 100과 110에서, 전자제어유닛(ECU)은 ABS 제어시, 주행바퀴의 노면마찰계수에 기초하여 차량이 좌우 노면마찰계수가 서로 다른 스플리트노면을 주행하는지를 판단한다.4 is a control flowchart of a control method of the anti-lock brake system according to the present invention. Referring to FIG. 4, in the operation modes 100 and 110, the electronic control unit ECU determines whether the vehicle travels split road surfaces having different left and right road friction coefficients based on the road friction coefficient of the driving wheel during ABS control.

작동모드 102에서, 전자제어유닛(ECU)은 운전자에 의한 핸들의 조향각을 검출하는 조향각센서로부터 운전자에 의한 보상 조향각을 검출한다.In the operation mode 102, the electronic control unit ECU detects the compensation steering angle by the driver from the steering angle sensor which detects the steering angle of the steering wheel by the driver.

작동모드 103에서, 전자제어유닛(ECU)은 운전자의 보상 조향 능력에 따라 직진성을 유지하며 제동력을 최대한 발휘할 수 있도록 하기 위해 노면마찰계수가 큰 노면측 전륜에 제공할 제동력을 산출하도록 작동모드 102에서 검출된 보상 조향각을 상술한 다음의 식(1-3)에 대입하여 제동력(FB1)을 산출한다.In operation mode 103, the electronic control unit (ECU) operates in operation mode 102 to calculate the braking force to be provided to the road surface side with the large road friction coefficient in order to maintain the straightness according to the driver's compensation steering ability and to maximize the braking force. The braking force F B1 is calculated by substituting the detected compensation steering angle into the following equation (1-3).

Figure 112005072133285-pat00004
Figure 112005072133285-pat00004

작동모드 104에서, 전자제어유닛(ECU)은 노면마찰계수가 큰 노면측 전륜이 산출된 제동력을 유지하도록 입구밸브와 출구밸브를 제어하여 하여 노면마찰계수가 큰 노면측 전륜를 제동시킨다. 이때, 후륜(RL, RR)은 좌우측의 제동력 차이가 발생하게 되면 차량의 안정성이 급격히 떨어지기 때문에 노면 마찰계수가 높은 쪽의 제동력을 노면 마찰계수가 낮은 쪽의 제동력과 동일하게 제어하는 셀렉터 로우(select low) 제어를 수행한다.In the operation mode 104, the electronic control unit ECU controls the inlet valve and the outlet valve so that the road surface front wheel having the high road friction coefficient maintains the calculated braking force, thereby braking the road surface side having the large road friction coefficient. In this case, the rear wheels RL and RR selector rows for controlling the braking force of the side having the high road surface friction coefficient the same as the braking force of the side having the low road surface friction coefficient because the stability of the vehicle drops sharply when the braking force difference between the left and right sides occurs. select low).

이상에서 상세히 설명한 바와 같이, 본 발명은 스플리트노면에서의 ABS 제어 시, 운전자에 의한 보상 조향각으로 운전자의 운전 능력을 파악한 후 그에 맞게 노면마찰계수가 큰 쪽의 제동력을 적절히 제어함으로서 차량의 직진성을 확보하면서도 제동력을 최대한 발휘할 수 있는 효과가 있다.As described in detail above, in the present invention, when the ABS control is performed on the split road surface, the driving ability of the driver is determined by compensating steering angle by the driver, and then the braking force of the side having the larger road friction coefficient is appropriately controlled. While securing, it is effective to show the maximum braking force.

Claims (3)

주행바퀴의 좌우 노면마찰계수가 서로 다른 스플리트 노면에서의 ABS 제어시, 조향각센서를 통하여 핸들의 조향각을 검출하고,When controlling ABS on split roads with different left and right road friction coefficients, the steering angle of steering wheel is detected by steering angle sensor. 차량이 직진성을 유지하도록 상기 검출된 조향각을 근거로 하여 전륜 중 고마찰계수노면측 바퀴에 제공할 제동력을 산출하고,A braking force to be provided to the high friction coefficient road surface side wheels of the front wheels on the basis of the detected steering angle to maintain the vehicle straightness, 상기 산출된 제동력을 상기 전륜 중 고마찰계수노면측 바퀴에 제공하는 것을 특징으로 하는 안티록 브레이크 시스템의 제어방법.And providing the calculated braking force to the high friction road surface side wheel among the front wheels. 제1항에 있어서, 상기 제동력을 산출하는 단계에서 상기 전륜 중 상기 고마찰계수노면측 바퀴의 제동력(FB1)은 다음의 식 [1]을 이용하여 산출되는 것을 특징으로 하는 안티록 브레이크 시스템의 제어방법.The anti-lock brake system according to claim 1, wherein the braking force (F B1 ) of the high friction coefficient road surface side wheel among the front wheels is calculated using the following equation [1] in the step of calculating the braking force. Control method.
Figure 112010035877870-pat00005
식 [1]
Figure 112010035877870-pat00005
Formula [1] 여기서, FB2 는 전륜 중 저마찰계수노면측 바퀴에 가해지는 제동력, a 는 전륜축으로부터 차량무게중심까지의 거리, b 는 좌우바퀴사이의 거리의 1/2거리, δ는 조향각, Cα는 코너링 스티프니스(cornering stiffness), Cλ는 슬립 스티프니스(slip stiffness), λ는 슬립(slip)이다. Where F B2 is the braking force exerted on the wheel of the low friction coefficient surface of the front wheel, a is the distance from the front axle to the center of the vehicle, b is 1/2 the distance between the left and right wheels, δ is the steering angle, and C α is Cornering stiffness, C λ is slip stiffness, λ is slip. 제1항에 있어서, 후륜은 고마찰계수노면측 바퀴의 제동력을 저마찰계수노면측 바퀴의 제동력과 동일하게 제어하는 것을 특징으로 하는 안티록 브레이크 시스템의 제어방법.The control method of an anti-lock brake system according to claim 1, wherein the rear wheel controls the braking force of the high friction road surface side wheel to be the same as the braking force of the low friction road surface side wheel.
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KR20170098438A (en) * 2016-02-22 2017-08-30 현대자동차주식회사 Apparatus and method for suspension system control of asymmetric road
KR102347655B1 (en) 2016-02-22 2022-01-05 현대자동차주식회사 Apparatus and method for suspension system control of asymmetric road

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