KR20050105319A - Detection algorithm of a bank road for electronic stability program - Google Patents
Detection algorithm of a bank road for electronic stability program Download PDFInfo
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- KR20050105319A KR20050105319A KR1020040029703A KR20040029703A KR20050105319A KR 20050105319 A KR20050105319 A KR 20050105319A KR 1020040029703 A KR1020040029703 A KR 1020040029703A KR 20040029703 A KR20040029703 A KR 20040029703A KR 20050105319 A KR20050105319 A KR 20050105319A
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- 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
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
- B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
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- 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
- B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
- B60T8/241—Lateral vehicle inclination
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- 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
- B60T2250/00—Monitoring, detecting, estimating vehicle conditions
- B60T2250/04—Vehicle reference speed; Vehicle body speed
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- 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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/30—ESP control system
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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
본 발명은 차량 안정성 제어 시스템의 고속 주회로 감지 알고리즘에 관한 것으로, 특히 본 발명은 차량이 고속주회로를 주행하는 경우 오버스티어 제어를 금지시키거나 유보시켜 차량상태 오판에 따른 부적절한 제어를 방지하기 위한 차량 안정성 제어 시스템의 고속 주회로 감지 알고리즘에 관한 것이다.The present invention relates to a high speed main circuit detection algorithm of a vehicle stability control system. Particularly, the present invention is to prohibit or suspend oversteer control when a vehicle runs a high speed main circuit to prevent improper control according to a vehicle status misjudgement. A high speed main circuit detection algorithm of a vehicle stability control system.
이를 위해 본 발명은 차량속도, 선회속도, 횡가속도에 기초하여 노면의 횡방향 기울어짐 각도를 산출하고, 산출된 노면의 횡방향 기울어짐 각도의 크기에 기초하여 오버스티어 제어를 유보시키거나 금지시킨다.To this end, the present invention calculates the lateral tilt angle of the road surface based on the vehicle speed, the turning speed, and the lateral acceleration, and suspends or prohibits oversteer control based on the calculated magnitude of the lateral tilt angle of the road surface. .
따라서, 본 발명은 차량이 고속주회로를 주행하면 오버스티어 제어를 금지시키거나 유보시켜 차량상태 오판에 따른 부적절한 제어를 방지할 수 있어 차량을 안정적으로 주행시킬 수 있는 장점이 있다.Therefore, the present invention has the advantage that the vehicle can be stably driven by preventing the oversteer control when the vehicle travels the high speed main circuit or preventing the oversteer control to prevent inappropriate control according to the vehicle status misjudgement.
Description
본 발명은 차량 안정성 제어시스템에 관한 것으로, 더욱 상세하게는 차량 안정성 제어 시스템의 고속 주회로 감지 알고리즘에 관한 것이다.The present invention relates to a vehicle stability control system, and more particularly, to a high speed main circuit detection algorithm of a vehicle stability control system.
일반적으로, 차량의 안정성 제어시스템(Electronic Stability Program ; 이하 ESP라 칭함)은 차량의 주행안정성을 확보하기위한 시스템으로서 차량이 원하는 주행코스보다 바깥쪽으로 밀려나가는 언더스티어나 차량의 원하지 않는 선회속도 증가로 인하여 선회반경이 급격히 줄어들면서 차량안정성을 잃어버리는 오버스티어시 제동력 및 구동력을 제어함으로서 원하지 않는 차량 선회모멘트를 보상하여 차량을 원하는 선회궤적으로 유지시킨다.In general, an electronic stability program (ESP) is a system for securing vehicle stability. The vehicle is driven by an understeer or an undesired increase in the vehicle's unwanted turning speed. Due to the sharp decrease in the turning radius, the braking force and the driving force during oversteer losing the vehicle stability are compensated to compensate for the unwanted turning moment of the vehicle to maintain the vehicle in the desired turning trajectory.
이러한 차량 안정성 제어시스템은 차량이 차량 성능 시험 등에 사용되는 고속 주회로와 같이 차량의 횡방향으로 급경사를 이루는 노면을 주행하게 되면 차량은 적은 조향각만으로 기울어진 노면을 주행하게 됨으로써 운전자가 원하는 선회속도량은 적게 계산되어지나, 차량에서 측정되는 차량 선회속도량은 크게 발생하므로 이러한 선회속도량의 차이에 따라 차량 상태를 오버스티어인 상태로 오판함으로써 부적절한 선회 모멘트 제어를 수행하여 오히려 차량의 선회 안정성을 해치는 문제점이 있다.Such a vehicle stability control system requires a driver to drive a road that is inclined with only a small steering angle when the vehicle travels on a steep road surface such as a high-speed main circuit used for a vehicle performance test. Is calculated to be small, but the amount of vehicle turning speed measured in the vehicle is large. Therefore, the vehicle state is oversteered according to the difference of the turning speed, so that the improper turning moment control is performed to impair the turning stability of the vehicle. There is a problem.
본 발명은 이러한 문제점을 해결하기 위한 것으로, 본 발명의 목적은 차량이 고속주회로를 주행하는 경우 오버스티어 제어를 금지시키거나 유보시켜 차량상태 오판에 따른 부적절한 제어를 방지하기 위한 차량 안정성 제어 시스템의 고속 주회로 감지 알고리즘을 제공한다.SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, and an object of the present invention is to provide a vehicle stability control system for preventing improper control according to a vehicle status error by prohibiting or suspending oversteer control when the vehicle is driving a high speed main circuit. Provides a fast main circuit detection algorithm.
전술한 목적을 달성하기 위한 본 발명의 차량 안정성 제어시스템의 고속 주회로 감지 알고리즘은 차량속도, 선회속도, 횡가속도에 기초하여 노면의 횡방향 기울어짐 각도를 산출하고, 상기 산출된 노면의 횡방향 기울어짐 각도의 크기에 기초하여 오버스티어 제어를 유보시키거나 금지시키는 것을 특징으로 한다.The high speed main circuit detection algorithm of the vehicle stability control system of the present invention for achieving the above object calculates the lateral inclination angle of the road surface based on the vehicle speed, the turning speed, and the lateral acceleration, And withholding or inhibiting oversteer control based on the magnitude of the tilt angle.
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 1은 본 발명의 차량 안정성 제어시스템의 구성도이다. 도 1에 도시된 바와 같이, 본 발명의 차량 안정성 제어시스템은 각 휠 속도센서(10a 내지 10d), 조향각센서(11), 요우레이트센서(12), 횡가속도센서(13)를 포함한다. ESP 제어기(20)는 이 들 센서들로부터 검출된 각 휠 속도, 선회속도, 조향각과 조향각속도, 횡가속도를 입력받는다.1 is a block diagram of a vehicle stability control system of the present invention. As shown in FIG. 1, the vehicle stability control system of the present invention includes each wheel speed sensor 10a to 10d, a steering angle sensor 11, a yaw rate sensor 12, and a lateral acceleration sensor 13. The ESP controller 20 receives each wheel speed, turning speed, steering angle and steering angle speed, and lateral acceleration detected from these sensors.
이 ESP 제어기(20)는 기준선회속도산출부(21), 실제선회속도산출부(22), 오버스티어/언더스티어판단부(23), 노면횡방향기울어짐각도산출부(24), 제어부(25)를 포함한다.The ESP controller 20 includes a reference revolution speed calculation unit 21, an actual revolution speed calculation unit 22, an oversteer / understeer determination unit 23, a road surface transverse tilt angle calculation unit 24, and a controller ( 25).
기준선회속도산출부(21)는 각 휠 속도센서(10a 내지 10d)와 조향각센서(11)로부터 검출된 각 휠 속도와 조향각에 기초하여 차량모델로부터 운전자가 원하는 기준 선회속도(rdesired)를 산출한다. 이러한 운전자가 원하는 기준 선회속도는 기본 물리법칙에 의거하여 조향각과 차속으로부터 결정된다. 즉, 차량을 2 자유도(Degree of Freedom) 시스템으로 모델링함으로써 조향각, 차속과 선회속도와의 관계를 구하고, 뉴톤 제 2법칙과 미분(Derivative)개념을 이용하여 정리하면 식(1)과 같이 선회속도(rno)는 조향각(δsw)과 차속(Vx)의 함수로 나타낼 수 있다.Reference yaw rate calculating section 21 calculates the respective wheel speed sensor (10a to 10d) and the reference yaw rate (r desired), the operator desired from the vehicle model on the basis of each wheel velocity and the steering angle detected from the steering angle sensor 11 do. The reference turning speed desired by the driver is determined from the steering angle and the vehicle speed based on the basic laws of physics. In other words, the relationship between steering angle, vehicle speed and turning speed is obtained by modeling the vehicle as a degree of freedom system, and using the Newton's second law and derivative concept, the turning is done as shown in equation (1). The speed r no may be expressed as a function of the steering angle δ sw and the vehicle speed V x .
식(1) Formula (1)
(여기서, rno는 선회속도, δsw는 조향각, Vx는 차속, Vch는 고유 속도특성계수이다.)Where r no is the turning speed, δ sw is the steering angle, V x is the vehicle speed, and V ch is the intrinsic velocity characteristic coefficient.
기준 선회속도(rdesired)는 식(2)과 같이, 식(1)에 의해 결정된 선회속도(rno)와 차속(Vx)을 로우패스필터링하여 얻는다.The reference revolution speed r desired is obtained by low pass filtering the revolution speed r no and the vehicle speed V x determined by equation (1), as shown in equation (2).
식(2) Formula (2)
(여기서, L은 로우패스필터이다.)(L is the low pass filter.)
실제선회속도산출부(22)는 요우레이트센서(12)로부터 입력되는 선회속도를 차량의 실제 선회속도(rmeasured)로 산출한다.The actual revolution speed calculation unit 22 calculates the revolution speed input from the yaw rate sensor 12 as the actual revolution speed r measured of the vehicle.
오버스티어/언더스티어판단부(23)는 운전자가 원하는 기준 선회속도와 실제 선회속도사이의 차이가 미리 설정된 값 이상이면 오버스티어로 판단하고, 미리 설정된 값 이하이면 언더스티어로 판단한다. 이러한 오버스티어와 언더스티어는 식(3)에 같이, 실제 선회속도량 (rmeasured)과 운전자가 원하는 기준 선회속도량(rdesired)의 차이인 선회속도량 오차(delta _ yaw)로부터 결정한다.The oversteer / understeer determination unit 23 determines that the difference between the reference turning speed desired by the driver and the actual turning speed is an oversteer if the difference is greater than or equal to a preset value and an understeer if it is less than or equal to the preset value. This oversteer and understeer are determined from the revolution speed error delta _ yaw, which is a difference between the actual revolution speed r measured and the reference revolution speed r desired desired by the driver, as shown in equation (3).
식(3) Formula (3)
참고로, 만약, 차량이 오버스티어시에는 후륜에서 먼저 타이어와 노면 사이의 접착한계에 도달하여 스핀 아웃(Spin-out)되는 현상이 나타나므로 전륜의 제동장치를 제어함으로써 전륜에 의해 발생하는 선회모멘트를 줄여준다. 반대로 언더스티어(understeer)시에는 전륜에서 먼저 타이어와 노면의 접착 한계에 도달하여 플로우(Plow) 현상이 나타나므로 후륜을 제어하여 차량이 원하는 궤적으로 운동하게 한다.For reference, if the vehicle is oversteered, the rear wheel first reaches the adhesion limit between the tire and the road surface, causing spin-out. Therefore, the turning moment generated by the front wheel is controlled by controlling the braking device of the front wheel. Reduces On the contrary, in the case of understeer, the front wheel first reaches the limit of adhesion between the tire and the road surface, so a plow phenomenon occurs, so that the rear wheel is controlled so that the vehicle moves in the desired trajectory.
노면 횡방향 기울어짐 각도산출부(24)는 각 휠 속도센서(10a 내지 10d)로부터 추정되는 차량속도, 요우레이트센서(12)와 횡가속도센서(13)로부터 선회속도와 횡가속도에 기초하여 노면의 횡방향 기울어짐 각도(θ)를 산출한다. 좀더 상세히 살펴보면, 차량이 횡 방향으로 경사된 경사노면을 주행하는 경우의 차량 전면방향의 단면은 도 2와 같이 간략화 할 수 있으며, 이때 차량 안정성 제어시스템을 장착한 차량은 횡가속도센서 신호(ay ), 요우레이트센서 신호(r)를 계측한다.The road surface lateral tilt angle calculation unit 24 is a road surface based on the vehicle speed estimated from each wheel speed sensor 10a to 10d, the turning speed and the lateral acceleration from the yaw rate sensor 12 and the lateral acceleration sensor 13. The transverse tilt angle θ of is calculated. Looking in more detail, the cross section of the front direction of the vehicle when the vehicle is traveling on the inclined surface inclined in the lateral direction can be simplified as shown in Figure 2, wherein the vehicle equipped with the vehicle stability control system signal lateral acceleration sensor (a y ), The yaw rate sensor signal r is measured.
이때 차체 장착 횡가속도센서에서는 아래와 같은 대지 좌표계의 횡 가속도(ay')와 중력 가속도(g)를 동시에 측정하게 된다. 이 식(4)에서 θ는 노면이 횡방향으로 기울어진 각도이다.At this time, the vehicle-mounted lateral acceleration sensor simultaneously measures the lateral acceleration (ay ') and the gravity acceleration (g) of the earth coordinate system as follows. In this equation (4), θ is the angle at which the road surface is inclined laterally.
식(4) Formula (4)
차체 선회속도(r)는 대지 좌표계의 선회속도(rㅄ)로부터 아래와 같이 계산한다.The body revolution speed r is calculated from the revolution speed r 속도 of the earth coordinate system as follows.
식(5) Formula (5)
이때, 대지 좌표계의 횡가속도(ay')와 선회속도(r'는 차체 미끄럼각 변화가 작은 정상상태영역에서 다음의 식(6)과 같은 관계를 갖는다.At this time, the lateral acceleration (ay ') and the turning speed (r') of the earth coordinate system have a relationship as shown in the following equation (6) in the steady state region where the body slip angle change is small.
식(6) Formula (6)
위의 식들로부터 주행 노면의 횡 방향 기울어진 각(θ)은 아래와 같이 정리된다.From the above equations, the lateral inclination angle θ of the traveling road surface is summarized as follows.
식(7) Formula (7)
(여기서 Vx는 차속이다. )(Vx is the speed here.)
식(7)에 의해 산출되는 노면의 횡방향 기울어짐 각도(θ)는 상술한 바와 같이, 차체의 미끄럼각 변화가 적은 정상상태영역에서 고려하였으므로 조향각과 조향각속도가 소정크기 이하이고, 차속이 소정속도 이상인 운전조건에서 산출된다.As described above, the lateral tilt angle θ of the road surface calculated by Equation (7) is considered in the steady state region where the sliding angle change of the vehicle body is small, so that the steering angle and the steering angle velocity are less than the predetermined size, and the vehicle speed is predetermined. Calculated under operating conditions above speed.
제어부는 노면의 횡방향 기울어짐 각도에 기초하여 주행노면이 고속 주회로이면 오버스티어 제어를 금지시켜 차량상태의 오판에 따른 부적절한 제어를 수행하지 않도록 한다.The controller prohibits oversteer control if the driving road surface is a high speed main circuit based on the lateral inclination angle of the road surface so as not to perform improper control according to the misjudgment of the vehicle state.
좀더 상세히 살펴보면, 노면의 횡방향 기울어짐 각도가 소정각도이하이면 오버스티어 판단을 위한 임계값을 변경하여 오버스티어 제어를 유보시키고, 소정각도이상이면 오버스티어 제어를 아예 금지시킨다.In more detail, if the lateral tilt angle of the road surface is less than or equal to a predetermined angle, the oversteer control is suspended by changing a threshold value for determining the oversteer, and if the angle is greater than or equal to the predetermined angle, the oversteer control is completely prohibited.
도 3은 본 발명에 따른 차량 안정성 제어 시스템의 고속 주회로 감지 알고리즘에 대한 제어흐름도이다. 도 3을 살펴보면, ESP 제어기(20)는 각 휠 속도센서(10a 내지 10d), 요우레이트센서(12), 횡가속도센서(13)로부터 각각 차속, 선회속도, 횡가속도을 읽어 들인다(100).3 is a control flowchart of a fast main circuit detection algorithm of the vehicle stability control system according to the present invention. Referring to FIG. 3, the ESP controller 20 reads the vehicle speed, the turning speed, and the lateral acceleration from the wheel speed sensors 10a to 10d, the yaw rate sensor 12, and the lateral acceleration sensor 13, respectively (100).
그리고, 읽어들인, 차속, 선회속도, 횡가속도를 식(7)에 대입하여 노면의 횡방향 기울어짐 각도(θ)를 산출한다(101).Then, the vehicle speed, the turning speed, and the lateral acceleration read in are substituted into Equation (7) to calculate the lateral tilt angle θ of the road surface (101).
노면의 횡방향 기울어짐 각도(θ)를 산출한 후 ESP 제어기(20)는 각 휠 속도센서(10a 내지 10d)와 조향각센서(11)로부터 차속, 조향각, 조향각속도를 읽어 들인다(102). 읽어 들인 차속, 조향각, 조향각속도를 이용하여 작동모드 101에서 산출된 노면의 횡방향 기울어짐 각도(θ)의 유효성을 판단한다(103). 이때, 조향각과 조향각속도가 소정크기 이하이고, 차속이 소정속도 이상이면 노면의 횡방향 기울어짐 각도(θ)의 유효한 것으로 판단한다.After calculating the lateral inclination angle θ of the road surface, the ESP controller 20 reads the vehicle speed, steering angle, steering angle velocity from each wheel speed sensor 10a to 10d and the steering angle sensor 11 (102). The validity of the transverse tilt angle θ of the road surface calculated in the operation mode 101 is determined using the read vehicle speed, steering angle, and steering angle speed (103). At this time, when the steering angle and the steering angle speed is less than the predetermined size, and the vehicle speed is more than the predetermined speed, it is determined that the lateral tilt angle θ of the road surface is effective.
그리고, 작동모드 103에서의 판단결과 노면의 횡방향 기울어짐 각도(??)의 유효한 것으로 판단되면, ESP 제어기(20)는 산출된 노면의 횡방향 기울어짐 각도(θ)가 미리 설정된 각도(θref)보다 큰지를 판단한다(104). 참고로, 노면의 횡방향 기울어짐 각도(θ)가 소정각도 이상이면 주행노면이 고속 주회로와 같이, 횡방향으로 기울어진 노면임을 나타낸다.In addition, when it is determined in the operation mode 103 that the lateral inclination angle ?? of the road surface is valid, the ESP controller 20 determines that the calculated lateral inclination angle θ of the road surface is a preset angle θ. ref ) is greater than 104). For reference, when the lateral inclination angle θ of the road surface is greater than or equal to a predetermined angle, the road surface may be a road surface inclined in the lateral direction, such as a high speed main circuit.
작동모드 104에서의 판단결과 노면의 횡방향 기울어짐 각도(θ)가 미리 설정된 각도(θref)보다 큰 것으로 판단되면, ESP 제어기는 고속 주회로의 횡방향 경사가 지나치게 커 차량상태를 오버스티어로 잘못 판단할 확률이 크므로 오버스티어 제어를 금지시킨다(105).If it is determined in the operation mode 104 that the lateral inclination angle θ of the road surface is larger than the preset angle θ ref , the ESP controller causes the vehicle state to be oversteered because the lateral inclination of the high speed main circuit is too large. Since the probability of misjudgment is large, oversteer control is prohibited (105).
한편, 작동모드 104에서의 판단결과 노면의 횡방향 기울어짐 각도(θ)가 미리 설정된 각도(θref)보다 적은 것으로 판단되면, 고속 주회로의 횡방향 경사 그리 크지 않아 차량상태를 오버스티어로 잘못 판단할 확률이 상대적으로 적으므로 ESP 제어기(20)는 오버스티어 제어를 유보시킨다(106). 즉, 오버스티어 판단을 위한 오버스티어의 임계값을 변경시켜 오버스티어 제어를 유보시킨다.On the other hand, if it is determined in the operation mode 104 that the lateral inclination angle θ of the road surface is less than the preset angle θ ref , the vehicle state is misaligned with the oversteer because the lateral inclination of the high speed main circuit is not so great. Since the probability of judgment is relatively small, the ESP controller 20 reserves 106 oversteer control. That is, the oversteer control is suspended by changing the threshold of the oversteer for oversteer determination.
이상에서 상세히 설명한 바와 같이, 본 발명은 차량이 고속주회로를 주행하면 오버스티어 제어를 금지시키거나 유보시켜 차량상태 오판에 오버스티어 제어의 오작동을 방지할 수 있어 차량을 안정적으로 주행시킬 수 있는 효과가 있다.As described in detail above, the present invention can prevent or over-control the oversteer control when the vehicle travels the high-speed main circuit to prevent the malfunction of the oversteer control on the vehicle status misjudgment, thereby stably driving the vehicle. There is.
도 1은 본 발명에 따른 차량 안정성 시스템의 구성도이다.1 is a block diagram of a vehicle stability system according to the present invention.
도 2는 횡방향으로 경사진 경사노면을 주행하는 차량의 전면방향에서의 단면도이다.2 is a cross-sectional view in the front direction of a vehicle traveling on an inclined road surface inclined laterally.
도 3은 본 발명에 따른 차량 안정성 제어 시스템의 고속 주회로 감지 알고리즘에 대한 제어흐름도이다.3 is a control flowchart of a fast main circuit detection algorithm of the vehicle stability control system according to the present invention.
*도면의 주요 기능에 대한 부호의 설명** Description of the code for the main functions of the drawings
10a 내지 10d : 휠 속도센서 11 : 조향각센서10a to 10d: wheel speed sensor 11: steering angle sensor
12 : 요우레이트센서 13 : 횡가속도센서12: yaw rate sensor 13: lateral acceleration sensor
20 : ESP 제어기 21 : 기준선회속도산출부20: ESP controller 21: reference speed calculation unit
22 : 실제선회속도산출부 23 : 오버스티어/언더스티어판단부22: actual turning speed calculation unit 23: oversteer / understeer determination unit
24 : 노면횡방향기울어짐각도산출부 25 : 제어부24: road surface tilt angle calculation unit 25: control unit
30 : ABS 제어블럭 31 : TCS 제어블럭30: ABS control block 31: TCS control block
Claims (4)
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| KR1020040029703A KR20050105319A (en) | 2004-04-28 | 2004-04-28 | Detection algorithm of a bank road for electronic stability program |
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| Application Number | Priority Date | Filing Date | Title |
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| KR1020040029703A KR20050105319A (en) | 2004-04-28 | 2004-04-28 | Detection algorithm of a bank road for electronic stability program |
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| KR20050105319A true KR20050105319A (en) | 2005-11-04 |
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