KR100507200B1 - a hopping prevention system for vehiclses and a method thereof - Google Patents
a hopping prevention system for vehiclses and a method thereof Download PDFInfo
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- KR100507200B1 KR100507200B1 KR10-2003-0046669A KR20030046669A KR100507200B1 KR 100507200 B1 KR100507200 B1 KR 100507200B1 KR 20030046669 A KR20030046669 A KR 20030046669A KR 100507200 B1 KR100507200 B1 KR 100507200B1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
- F02P17/02—Checking or adjusting ignition timing
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Regulating Braking Force (AREA)
Abstract
자동차의 호핑 방지장치와 그 방법에 관한 것으로, 각 차륜에 설치된 휠스피드센서(1)로부터 입력된 정보에 의하여 ABS제어유니트(2)에서 각 차륜의 회전수를 산출하고, 이 산출된 각 차륜의 회전수에 의해 엔진제어유니트(4)가 구동륜과 피구동륜의 회전수 및 그 대소관계에 의해 차량이 정지상태에서 발진 중 호핑 현상이 발생함을 판단(피구동륜 회전수=0, 구동륜회전수>피구동륜회전수를 만족하는 조건)하여, 호핑발생시 상기 구동륜과 피구동륜의 회전수 차이에 의해 점화시기를 지각으로 조절하도록 되어 있다.An apparatus for preventing hopping of a vehicle and a method thereof, wherein the rotation speed of each wheel is calculated by the ABS control unit 2 based on information input from the wheel speed sensor 1 installed on each wheel, and the calculated speed of each wheel is calculated. The engine control unit 4 determines the hopping phenomenon while the vehicle is stopped when the engine control unit 4 is driven by the rotational speed of the driving wheel and the driven wheel and the magnitude of the rotation (driven wheel speed = 0, driving wheel speed> Condition to satisfy the driven wheel rotation speed), the ignition timing is adjusted to the perception by the difference in the rotation speed of the driving wheel and the driven wheel when hopping occurs.
따라서, 노면상태에 따른 실제 차륜의 구동상태가 완벽히 반영된 지각조절이 행해지므로 보다 정확한 구동력 감소를 통해 호핑을 최소화할 수 있으며, 과도한 구동력 감소를 방지하여 발진감의 손실을 방지할 수 있게 된다.Therefore, since the perceptual adjustment of the driving state of the actual wheel is completely reflected according to the road surface state, hopping can be minimized through more accurate driving force reduction, and the loss of oscillation can be prevented by preventing excessive driving force reduction.
Description
본 발명은 자동차의 호핑 방지장치와 그 방법에 관한 것으로, 특히 앞뒤 차륜의 회전수차를 감지하고 엔진의 점화시기를 조절함으로써 호핑을 방지할 수 있도록 된 자동차의 호핑 방지장치와 그 방법에 관한 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle anti-hopping device and a method thereof, and more particularly, to a vehicle anti-hopping device and a method for preventing hopping by detecting rotational aberration of front and rear wheels and adjusting an ignition timing of an engine.
호핑(hopping)은 차량의 발진시 구동력이 차량을 움직이기 위해 필요한 최소 구동력보다 지나치게 커서 차량이 움직이기 전까지 제 자리에서 차륜이 헛도는 현상이며, 이때 제자리에서 헛도는 차륜과 노면 사이의 마찰에 의해 서스펜션에서 이상 진동이 발생하여 차량이 상하로 진동함으로써 차량 발진시 승차감 저하의 원인이 되었다.Hopping is a phenomenon in which the wheels are lost in place until the vehicle moves because the driving force at the time of starting the vehicle is too large than the minimum driving force required to move the vehicle. This caused abnormal vibrations in the suspension and caused the vehicle to vibrate up and down, causing a decrease in ride comfort when starting the vehicle.
따라서, 종래에는 도 1에 도시된 바와 같이, 엔진 난기후 차속이 낮을 것, 스로틀밸브 개도 변화량이 클 것, 엔진 회전수가 낮을 것, 연료의 충진효율이 낮을 것 등의 조건이 만족되는지를 판단하여 조건이 만족되면 차량이 발진중인 것으로 판단하고, 차량 발진시 점화시기를 지각으로 조절하여 구동력을 감소시킴으로써 호핑을 해소하였다. 이 때 차량이 수분으로 인해 미끄러운 노면에서 출발하는 경우까지 고려하여 제작된 맵(map)에 의해 점화시기의 조절이 이루어지게 된다.(상기 각 조건들을 만족하지 않는 경우에는 기본 점화시기로 엔진을 운전한다.)Therefore, conventionally, as shown in FIG. 1, it is determined whether conditions such as a low vehicle speed after engine warming, a large amount of change in the throttle valve opening, a low engine speed, a low filling efficiency of fuel, and the like are satisfied. When the condition is satisfied, the vehicle is judged to be starting, and the hopping is eliminated by reducing the driving force by adjusting the ignition timing when the vehicle starts. At this time, the ignition timing is adjusted by a map prepared in consideration of the case where the vehicle starts from a slippery road due to moisture. (If the above conditions are not satisfied, the engine is operated at the basic ignition timing.) do.)
그런데, 상기와 같이 차량 발진시 무조건 엔진제어유니트(ECU)가 점화시기를 지각으로 조절하여 구동력을 감소시키는 경우에는 비록 노면의 미끄러운 정도까지 고려된 맵(map)에 의거 점화시기를 결정한다 하더라도 실제로 차량이 처한 노면 상태에 따라 구동력을 정확하게 제어하는데는 한계가 있으므로 운전자에 따라서는 발진시 응답성이 늦다거나 멈칫거리는 느낌을 받게 되는 문제점이 있었다.However, when the engine control unit (ECU) unconditionally adjusts the ignition timing to reduce the driving force when starting the vehicle as described above, even if the ignition timing is determined based on a map considering the slippery degree of the road surface, Since there is a limit in accurately controlling the driving force according to the road surface condition of the vehicle, there is a problem in that the driver may feel a slow response or stop when starting.
이에 본 발명은 상기와 같은 문제점을 해결하기 위해 발명된 것으로, 차륜이 실제로 접해 있는 노면 상태가 완벽하게 반영되어 구동력이 제어됨으로써 차량 발진시 호핑 현상이 최소화되고, 이에 따라 발진시 승차감을 한층 더 향상시킬 수 있도록 된 자동차의 호핑 방지장치와 그 방법을 제공함에 목적이 있다.Accordingly, the present invention has been invented to solve the above problems, and the hopping phenomenon is minimized when the vehicle is started by fully controlling the driving force by fully reflecting the road surface where the wheels are actually in contact with each other, thereby further improving the riding comfort when starting the vehicle. An object of the present invention is to provide an anti-hopping device and a method of an automobile that can be made.
상기와 같은 목적을 달성하기 위한 본 발명의 장치는 각 차륜의 회전수를 검출하는 휠스피드센서들, 이 휠스피드센서들로부터 검출된 정보를 입력받아 제동중 차륜이 록킹되지 않도록 ABS(Anti-lock Brake system) 제동제어를 행하는 ABS제어유니트, 이 ABS제어유니트로부터 상기 각 차륜의 회전수값을 전달받아 엔진의 점화시기를 지각으로 조절하는 엔진제어유니트를 포함하여 이루어진다.The apparatus of the present invention for achieving the above object is the ABS (Anti-lock) so that the wheel is not locked during braking by receiving the wheel speed sensor for detecting the number of revolutions of each wheel, the information detected from the wheel speed sensor Brake system) ABS control unit for braking control, and the engine control unit for receiving the rotational speed value of each wheel from the ABS control unit to adjust the ignition timing of the engine to the perception.
또한, 본 발명에 따른 방법은 휠스피드센서에서 각 차륜의 회전수를 검출하는 단계; 검출된 회전수 정보를 입력받아 ABS제어유니트에서 각 차륜의 회전수를 산출하는 단계; 산출된 각 차륜의 회전수를 입력받아 엔진제어유니트에서 피구동륜의 회전수에 의해 차량이 정지상태인지를 판단하는 단계; 차량이 정지상태가 아닐 경우 상기 엔진제어유니트가 기본 점화시기로 엔진을 운전하고, 차량이 정지상태일 경우 구동륜과 피구동륜의 회전수를 비교하여 구동륜의 회전수가 클 경우 호핑발생으로 판단하여 점화시기를 지각으로 조절하고, 그렇지 않을 경우 기본 점화시기로 엔진을 운전하는 점화시기 조절단계로 구성된다.In addition, the method according to the present invention comprises the steps of detecting the number of revolutions of each wheel in the wheel speed sensor; Calculating the rotation speed of each wheel in the ABS control unit by receiving the detected rotation speed information; Determining whether the vehicle is stationary by the number of revolutions of the driven wheels in the engine control unit by receiving the calculated revolutions of each wheel; When the vehicle is not in the stopped state, the engine control unit operates the engine at the basic ignition timing. When the vehicle is in the stopped state, the rotation speed of the driving wheel and the driven wheel is compared. It is composed of the ignition timing adjustment step of controlling the engine to the perception, or otherwise driving the engine to the basic ignition timing.
이하, 본 발명을 첨부된 도면을 참조하여 설명한다.Hereinafter, the present invention will be described with reference to the accompanying drawings.
도 2는 본 발명에 따른 자동차의 호핑 방지장치의 구성도로서, 각 차륜에는 휠스피드센서(1)들이 설치된다.2 is a block diagram of an anti-hopping device of a vehicle according to the present invention, in which each wheel wheel sensor 1 is installed.
상기 휠스피드센서(1)들은 톤휠(tone wheel)과 센서 사이의 자력선 변화를 감지하여 ABS제어유니트(2)에 입력한다.The wheel speed sensors 1 detect the change in the line of magnetic force between the tone wheel and the sensor and input the change to the ABS control unit 2.
ABS제어유니트(2)는 휠스피드센서(1)들로부터 입력된 정보를 통해 각 차륜의 회전수를 산출하여 각 차륜들의 회전상태를 파악하며, 이를 기반으로 급제동시 또는 미끄러지기 쉬운 노면에서 제동할 때 하이드롤릭유니트(3)를 통해 각 차륜에 걸리는 브레이크 유압을 조절하여 차륜이 록킹(locking)되지 않도록 함으로써 조종성을 확보하고 정지거리를 단축시키는 역할을 한다.ABS control unit (2) calculates the number of revolutions of each wheel through the information input from the wheel speed sensor (1) to grasp the rotation state of each wheel, based on the braking on the road during easy braking or slippery When the hydraulic unit (3) to adjust the brake hydraulic pressure applied to each wheel so that the wheel is not locked (locking) serves to secure the maneuverability and shortens the stopping distance.
본 발명에서는 상기 ABS제어유니트(2)에서 산출된 각 차륜의 회전수값은 엔진제어유니트(4)로 전달된다.In the present invention, the rotation speed value of each wheel calculated by the ABS control unit 2 is transmitted to the engine control unit 4.
이를 위해 상기 ABS제어유니트(2)와 엔진제어유니트(4)는 상호 통신라인(5)을 매개로 연결된다.To this end, the ABS control unit 2 and the engine control unit 4 are connected to each other via a communication line (5).
ABS제어유니트(2)로부터 각 차륜의 회전수값을 입력받은 엔진제어유니트(4)는 먼저 피구동륜(차량이 FF차량일 경우 후륜)의 회전수가 0인지를 파악하여 차량이 정지상태인지 아닌지를 판단한다(도 3참조)The engine control unit 4, which receives the rotational speed value of each wheel from the ABS control unit 2, first determines whether the rotational speed of the driven wheel (the rear wheel when the vehicle is an FF vehicle) is 0 to determine whether the vehicle is stationary or not. (See Fig. 3)
차량이 정지상태가 아니라면 기본 점화시기로 엔진을 제어한다.If the vehicle is not stationary, the engine is controlled by the default ignition timing.
차량이 정지상태라면 구동륜(FF차량일 경우 전륜)과 피구동륜의 회전수를 비교하여, 구동륜의 회전수가 피구동륜의 회전수보다 클 경우 즉, 차량은 정지상태에 있으나 구동륜은 헛돌고 있는 경우, 점화시기를 지각으로 조절하여 구동력을 감소시킨다.When the vehicle is in a stopped state, the rotation speed of the driving wheel (front wheel in the case of FF vehicle) and the driven wheel is compared, and when the rotation speed of the driving wheel is greater than the rotation speed of the driven wheel, that is, when the vehicle is in a stopped state but the driving wheel is idle. The driving force is reduced by adjusting the ignition timing to the crust.
반면, 구동륜의 회전수와 피구동륜의 회전수가 같을 경우라면 호핑 현상이 일어나지 않고 정상적으로 발진된 경우이므로 기본 점화시기로 엔진을 운전한다.On the other hand, if the rotational speed of the driving wheel and the driven wheels are the same, the engine is driven at the basic ignition timing because the hopping phenomenon does not occur and is normally started.
차량 발진시 구동륜과 피구동륜의 회전수 차이는 노면의 상태에 의해서 결정되기 때문에 상기와 같이 호핑 현상의 발생 여부가 구동륜과 피구동륜의 회전수 차이에 근거하여 판단된다면 차량이 실제 처해 있는 노면의 상태가 완전히 고려된 것으로 보다 정확하게 점화시기를 지각시켜 구동력을 감소시킬 수 있게 된다.Since the difference in the rotational speed of the driving wheel and the driven wheel when starting the vehicle is determined by the condition of the road surface, if the hopping phenomenon is determined based on the difference in the rotational speed of the driving wheel and the driven wheel as described above, the state of the road surface where the vehicle is actually located. Is fully considered, and it is possible to reduce the driving force by perceiving the ignition timing more accurately.
따라서, 호핑 현상을 최소화할 수 있으며, 기존에 필요 이상의 지각제어가 실시됨으로써 발생하는 차량 발진감이 손실을 막을 수 있게 된다.Therefore, the hopping phenomenon can be minimized, and the vehicle oscillation feeling caused by carrying out the perception control more than necessary in the past can prevent the loss.
한편, 상기 휠스피드센서(1)나 ABS제어유니트(2)는 ABS적용 차량에는 기설치되어 있는 것이므로 ABS장착 차량의 경우, 본 발명을 구현하기 위해 추가되는 부품은 ABS제어유니트(2)와 엔진제어유니트(4) 간의 통신라인(5) 뿐이며, 엔진제어유니트(4)에 상기와 같은 점화시기 제어 로직을 추가 입력하는 것으로 본 발명을 간단히 실시할 수 있다.On the other hand, the wheel speed sensor (1) or ABS control unit (2) is already installed in the ABS application vehicle, in the case of ABS equipped vehicle, the parts added to implement the present invention is the ABS control unit (2) and the engine Only the communication line 5 between the control units 4 is provided, and the present invention can be easily implemented by additionally inputting the ignition timing control logic as described above to the engine control unit 4.
이상 설명한 바와 같이 본 발명에 따르면, 차량 발진시 엔진제어유니트가 구동력을 무조건 감소시키는 것이 아니라, 노면의 조건이 완벽하게 반영되는 구동륜과 피구동륜의 회전수 차이에 의해 발진시의 호핑 여부를 판단하고, 이에 따라 점화시기의 지각정도를 조절하게 됨으로써 보다 정확한 구동력 감소제어가 이루어짐으로써 호핑 현상을 최소화시킬 수 있게 되었다.As described above, according to the present invention, the engine control unit does not unconditionally reduce the driving force at the time of starting the vehicle, and determines whether hopping at the start of the vehicle is started based on the difference in the rotational speed of the driving wheel and the driven wheel that perfectly reflects the road conditions. Accordingly, by adjusting the degree of perception of the ignition timing, more accurate driving force reduction control is achieved, thereby minimizing the hopping phenomenon.
또한, 같은 이유에 의하여 구동력이 부족하지 않은 최적의 엔진출력으로 발진할 수 있게 되며, 이로써 민감한 운전자도 발진감의 부족을 느낄 수 없게 되는 효과가 있다. In addition, for the same reason, it is possible to oscillate at an optimum engine output without a lack of driving power, and thus there is an effect that even a sensitive driver cannot feel lack of a sense of oscillation.
도 1은 종래 자동차의 호핑 방지방법의 제어 순서도,1 is a control flowchart of a method for preventing hopping of a conventional vehicle;
도 2는 본 발명에 따른 호핑 방지를 위한 장치 구성도,2 is a block diagram of an apparatus for preventing hopping according to the present invention;
도 3은 본 발명에 따른 호핑 방지를 위한 제어 순서도이다.3 is a control flowchart for preventing hopping according to the present invention.
*도면의 주요부분에 대한 부호의 설명** Description of the symbols for the main parts of the drawings *
1 : 휠스피드센서, 2 : ABS제어유니트,1: Wheel speed sensor, 2: ABS control unit,
3 : 하이드롤릭유니트, 4 : 엔진제어유니트,3: hydraulic unit, 4: engine control unit,
5 : 통신라인.5: Communication line.
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KR10-2003-0046669A KR100507200B1 (en) | 2003-07-10 | 2003-07-10 | a hopping prevention system for vehiclses and a method thereof |
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KR10-2003-0046669A KR100507200B1 (en) | 2003-07-10 | 2003-07-10 | a hopping prevention system for vehiclses and a method thereof |
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KR20050006735A KR20050006735A (en) | 2005-01-17 |
KR100507200B1 true KR100507200B1 (en) | 2005-08-10 |
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KR10-2003-0046669A KR100507200B1 (en) | 2003-07-10 | 2003-07-10 | a hopping prevention system for vehiclses and a method thereof |
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KR (1) | KR100507200B1 (en) |
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KR20050006735A (en) | 2005-01-17 |
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