KR100809815B1 - Car inclination prevention apparatus - Google Patents

Car inclination prevention apparatus Download PDF

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Publication number
KR100809815B1
KR100809815B1 KR1020070021747A KR20070021747A KR100809815B1 KR 100809815 B1 KR100809815 B1 KR 100809815B1 KR 1020070021747 A KR1020070021747 A KR 1020070021747A KR 20070021747 A KR20070021747 A KR 20070021747A KR 100809815 B1 KR100809815 B1 KR 100809815B1
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South Korea
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constant velocity
velocity joints
right constant
vehicle
signal
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KR1020070021747A
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Korean (ko)
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송광호
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위아 주식회사
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • 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
    • B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability

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

Abstract

A vehicle inclination prevention device is provided to reduce the weight and cost by making the diameters of left and right constant velocity joints the same and to keep straight forward driving of a vehicle by preventing the inclination of the vehicle generated by sudden starting. A vehicle inclination prevention device is composed of first sensing units(100) installed among a transaxle(4) and left and right constant velocity joints(10,20) to detect the torque change of the left and right constant velocity joints, wherein power generated from an engine(2) is transmitted to the left and right constant velocity joints with different lengths through the transaxle; a first amplifying unit for receiving a signal detected in the first sensing units, converting the signal into a digital signal, and amplifying the digital signal; a control unit calculating the torque change of the left and right constant velocity joints by receiving the signal amplified in the first amplifying unit and outputting a control signal according to the calculation result; and a hydraulic pressure unit for preventing the inclination of a vehicle by making the rotational speed of the left and right constant velocity joints the same by supplying hydraulic pressure to a brake line by the control signal output from the control unit.

Description

차량 쏠림 방지 장치{Car inclination prevention apparatus}Car inclination prevention apparatus

도 1은 본 발명에 의한 차량 쏠림 방지 장치를 도시한 도면.1 is a view showing a vehicle tilt prevention apparatus according to the present invention.

도 2는 본 발명에 의한 차량 쏠림 방지 장치의 회로도를 도시한 도면.2 is a circuit diagram of a vehicle tilt preventing apparatus according to the present invention;

*도면의 주요 부분에 대한 부호 의 설명** Explanation of symbols for the main parts of the drawings *

2 : 엔진 4 : 트랜스 액슬2: engine 4: transaxle

100 : 제1 감지부 200 : 제1 증폭부100: first detector 200: first amplifier

300 : 제어부 400 : 유압부300: control unit 400: hydraulic unit

600 : 제2 증폭부600: second amplifier

본 발명은 길이가 상이한 좌, 우측 등속조인트를 통해 최종적으로 타이어까지 전달되는 불균일한 동력 전달에 의해 발생될 수 있는 차량의 쏠림 및 주행 안전성 저하가 방지 가능한 차량 쏠림 방지 장치에 관한 것이다.The present invention relates to a vehicle tilt prevention device capable of preventing the vehicle from falling and deteriorating driving safety that can be caused by uneven power transmission that is finally delivered to the tire through left and right constant velocity joints having different lengths.

일반적으로 차량에 설치되는 동력전달장치는 엔진에서 발생된 동력을 구동바퀴에 전달하기 위한 장치로서 엔진, 클러치, 트랜스 액슬 종감속기어, 차동장치 및 등속조인트를 경유하여 구동바퀴로 전달된다.Generally, a power transmission device installed in a vehicle is a device for transmitting power generated from an engine to a driving wheel and is transmitted to the driving wheel via an engine, a clutch, a transaxle longitudinal reduction gear, a differential device, and a constant speed joint.

상기한 엔진에는 트랜스 액슬이 결합되며 트랜스 액슬의 좌우측에 등속조인트가 각각 결합 설치된다. FF차량(Front engine Front drive)에서는 트랜스 액슬이 차량의 중심에서 좌측 또는 우측에 위치하므로 좌, 우측에 설치된 등속조인트의 길이가 서로 상이하게 설치된다.The engine is coupled to a transaxle, and a constant velocity joint is coupled to each of the left and right sides of the transaxle. In the front engine front drive, the transaxle is located on the left or right side of the center of the vehicle, so that the lengths of the constant velocity joints installed on the left and right sides are different from each other.

상기와 같이 등속조인트가 설치된 상태에서 차량 급가속에 따른 엔진에서 발생된 동력이 트랜스 액슬을 경유하여 등속 조인트로 동일하게 분배가 이루어지지만, 상기한 등속 조인트의 길이가 서로 달라 타이어까지의 동력전달이 서로 상이하게 된다. 이와 같은 경우에는 등속 조인트의 길이가 긴 일측 방향으로 차량이 쏠리게 되면서 운전자가 핸들 조향을 잘못할 경우 사고 발생의 위험성을 안고 있었다.As described above, the power generated from the engine according to the rapid acceleration of the vehicle is distributed equally to the constant velocity joint via the transaxle, but the length of the constant velocity joint is different and the power transmission to the tire is different. They are different. In this case, as the vehicle is oriented in one direction of the long length of the constant velocity joint, there is a risk of an accident when the driver mishandles the steering wheel.

상기와 같은 문제점을 방지하기 위해 등속 조인트의 비틀림 량을 보상해 주는 방식이 사용되었으나 이 또한 차량의 쏠림 현상을 방지할 수 없으며, 앞타이어의 공기압이 서로 차이가 발생될 경우에는 지면과 타이어의 접촉면적에서의 차이가 발생되어 차량 급출발에 따라 마찰 면적이 작은쪽으로 차량이 쏠리게 되는 현상을 유발하여 이에 대한 대책을 필요로 했다.In order to prevent the above problems, a method of compensating the torsional amount of the constant velocity joint has been used, but this also prevents the vehicle from tipping. The difference in the area was generated, causing the phenomenon that the vehicle is inclined toward the smaller friction area in accordance with the rapid departure and departure of the vehicle, and needed a countermeasure.

본 발명은 상기한 문제점을 해결하기 위하여 안출된 것으로서, FF차량(Front engine Front drive)에 설치된 트랜스 액슬의 위치 제약에 의해 좌,우측 등속조인트에서 발생 되는 상이한 회전속도를 제어하여 타이어에 전달함으로서 차량의 쏠림을 방지하고 조정 안정성을 유지할 수 있는 차량 쏠림 방지 장치를 제공하는데 그 목적이 있다.The present invention has been made to solve the above problems, by controlling the different rotational speed generated in the left and right constant velocity joints by the position constraint of the transaxle installed in the front engine front drive to the vehicle by transmitting to the tire The object of the present invention is to provide a vehicle anti-tip device that can prevent tilting and maintain steering stability.

상기한 목적을 달성하기 위한 본 발명에 의한 차량 쏠림 방지 장치는 엔진에서 발생된 동력이 트랜스 액슬을 경유하여 길이가 상이한 좌,우측 등속조인트로 전달되되, 상기 트랜스 액슬과 좌, 우측 등속조인트 사이에 각각 설치되어 좌, 우측 등속조인트의 토크 변화를 감지하는 제1 감지부; 상기 제1 감지부에서 감지된 신호를 입력받아 디지털 신호로 변환 및 증폭 가능하게 하는 제1 증폭부; 상기 제1 증폭부에서 증폭된 신호를 입력받아 상기 좌, 우측 등속조인트의 토크 변화를 연산하고, 연산된 결과값에 따라 제어 신호를 출력하는 제어부; 및 상기 제어부에서 출력된 제어 신호에 의해 유압이 브레이크 라인에 공급되어 상이한 좌, 우측 등속조인트의 회전속도를 동일하게 하여 차량의 쏠림을 방지하는 유압부를 포함하여 구성된다.In the vehicle anti-tip device according to the present invention for achieving the above object is the power generated from the engine is transmitted to the left and right constant velocity joints of different lengths via the transaxle, between the transaxle and the left, right constant velocity joint First sensing units installed to detect torque changes of left and right constant velocity joints, respectively; A first amplifier configured to receive the signal sensed by the first detector and convert and amplify the digital signal into a digital signal; A controller which receives the signal amplified by the first amplifier and calculates torque changes of the left and right constant velocity joints and outputs a control signal according to the calculated result value; And an oil pressure unit for supplying oil pressure to the brake line by the control signal output from the controller to equalize rotational speeds of different left and right constant velocity joints to prevent the vehicle from tipping.

상기 제1 감지부는 좌, 우측 등속조인트의 회전수를 감지하는 비 접촉식 토크메타를 사용하는 것이 바람직하며, 상기한 비 접촉식 토크메타는 RPM센서를 이용하는 것이 바람직하다.The first sensing unit preferably uses a non-contact torque meter for detecting the rotational speed of the left and right constant velocity joints, and the non-contact torque meter preferably uses an RPM sensor.

상기 제어부는 ABS(Anti-Lock Brake System) 또는 TCS(Traction Control System)와 같은 안전장치에서 감지된 감지 신호를 추가적으로 입력받아 작동이 이루어지도록 구성된다.The control unit is configured to additionally receive a detection signal sensed by a safety device such as an anti-lock brake system (ABS) or a transaction control system (TCS).

상기 제1 증폭부는 ABS(Anti-Lock Brake System) 또는 TCS(Traction Control System)에 디지털화된 증폭 신호를 전달 가능하게 하는 제2 증폭부가 설치되도록 이루어진다.The first amplifying unit is configured such that a second amplifying unit is installed to transmit a digitized amplified signal to an anti-lock brake system (ABS) or a transaction control system (TCS).

상기와 같이 구성되는 차량 쏠림 방지 장치의 실시예를 도면을 참조하여 설명한다.An embodiment of a vehicle tilt prevention apparatus configured as described above will be described with reference to the drawings.

첨부된 도 1은 본 발명에 의한 차량 쏠림 방지 장치를 도시한 도면이고, 도 2는 본 발명에 의한 차량 쏠림 방지 장치의 회로도를 도시한 도면이다.1 is a view illustrating a vehicle tilt prevention apparatus according to the present invention, and FIG. 2 is a circuit diagram of a vehicle tilt prevention apparatus according to the present invention.

첨부된 도 1 내지 도 2를 참조하면, 엔진(2)에서 발생된 동력이 트랜스 액슬(4)을 경유하여 길이가 상이한 좌,우측 등속조인트(10,20)로 전달되되, 상기 트랜스 액슬(4)과 좌, 우측 등속조인트(10,20) 사이에 각각 설치되어 좌, 우측 등속조인트(10,20)의 토크 변화를 감지하는 제1 감지부(100); 상기 제1 감지부(100)에서 감지된 신호를 입력받아 디지털 신호로 변환 및 증폭 가능하게 하는 제1 증폭부(200); 상기 제1 증폭부(200)에서 증폭된 신호를 입력받아 상기 좌, 우측 등속조인트(10,20)의 토크 변화를 연산하고, 연산된 결과값에 따라 제어 신호를 출력하는 제어부(300); 및 상기 제어부(300)에서 출력된 제어 신호에 의해 유압이 브레이크 라인에 공급되어 상이한 좌, 우측 등속조인트(10,20)의 회전속도를 동일하게 하여 차량의 쏠림을 방지하는 유압부(400)를 포함하여 구성된다.1 to 2, the power generated by the engine 2 is transmitted to the left and right constant velocity joints 10 and 20 having different lengths via the trans axle 4, and the trans axle 4 A first sensing unit 100 installed between the left and right constant velocity joints 10 and 20 to detect torque changes of the left and right constant velocity joints 10 and 20, respectively; A first amplifier 200 capable of receiving a signal sensed by the first detector 100 and converting and amplifying the signal into a digital signal; A controller 300 which receives the signal amplified by the first amplifier 200 and calculates torque changes of the left and right constant velocity joints 10 and 20 and outputs a control signal according to the calculated result value; And a hydraulic unit 400 for supplying hydraulic pressure to the brake line by the control signal output from the controller 300 to equalize the rotational speed of the different left and right constant velocity joints 10 and 20 to prevent the vehicle from tipping. It is configured to include.

상기 제1 감지부(100)는 좌, 우측 등속조인트(10,20)의 회전수를 감지하는 비 접촉식 토크메타를 사용하는 것이 바람직하며, 상기한 비 접촉식 토크메타는 RPM센서를 이용하는 것이 바람직하다.The first sensing unit 100 preferably uses a non-contact torque meter for detecting the rotational speed of the left and right constant velocity joints 10 and 20, and the non-contact torque meter uses an RPM sensor. desirable.

상기 제어부(300)는 ABS(Anti-Lock Brake System) 또는 TCS(Traction Control System)와 같은 안전장치(500)에서 감지된 감지 신호를 추가적으로 입력받아 작동이 이루어지도록 구성된다. 상기한 ABS(Anti-Lock Brake System)는 타이어 가 브레이킹이 이루어지지 않는 상태에서 제동을 시켜주는 장치로써, 상기한 타이어의 록킹 및 언록킹 상태를 짧은 순간 반복적으로 실시하여 눈길, 빗길 등에서 타이어가 지면에서 미끄러질 때 차량의 쏠림을 방지하기 위하여 사용하며, TCS(Traction Control System)는 타이어가 미끄러지거나, 좌우 타이어의 회전수에 차이가 있을 때 또는 타이어가 펑크났을 때 작동된다.The controller 300 is configured to additionally receive a detection signal detected by a safety device 500 such as an anti-lock brake system (ABS) or a transaction control system (TCS). The ABS (Anti-Lock Brake System) is a device for braking in a state where the tire is not braking, and repeatedly performs the locking and unlocking state of the tire for a short time, and the tire is grounded on snowy roads, on rainy roads, etc. It is used to prevent the vehicle from tipping when it slips on. The TCS (Traction Control System) is operated when the tire slips, there is a difference in the number of rotations of the left and right tires, or when the tire is flat.

상기 제1 증폭부(200)는 ABS(Anti-Lock Brake System) 또는 TCS(Traction Control System)에 디지털화된 증폭 신호를 전달 가능하게 하는 제2 증폭부(600)가 설치되도록 이루어진다.The first amplification unit 200 is configured such that a second amplification unit 600 is installed to transmit a digitized amplification signal to an anti-lock brake system (ABS) or a transaction control system (TCS).

상기와 같이 구성되는 본 발명에 의한 차량 쏠림 방지 장치의 작동 상태를 도면을 참조하여 설명한다.An operation state of the vehicle tilt prevention apparatus according to the present invention configured as described above will be described with reference to the drawings.

첨부된 도 1 내지 도 2를 참조하면, FF차량(Front engine Front drive)이 도로를 따라 주행하다가 급가속을 실시할 경우에 엔진(2)에서 발생된 동력이 트랜스 액슬(4)을 경유하여 길이가 상이한 좌, 우측 등속조인트(10,20)로 각각 전달된다. 상기 좌, 우측 등속조인트(10,20)로 전달된 동력은 서로 간의 길이가 상이한 좌, 우측 등속조인트(10,20)를 통해 그대로 타이어에 전달될 경우에는 상기한 차량이 일측 방향으로 쏠릴 수 있기 때문에 상기한 좌, 우측 등속조인트(10,20)의 상이한 회전속도가 제1 감지부(100)에 구비된 비 접촉식 토크메타에 의해 감지된다.1 to 2, when the FF vehicle (Front engine front drive) travels along the road and rapidly accelerates, the power generated by the engine 2 passes through the transaxle 4. Are delivered to different left and right constant velocity joints 10 and 20, respectively. When the power transmitted to the left and right constant velocity joints 10 and 20 is transmitted to the tire as it is through the left and right constant velocity joints 10 and 20 having different lengths, the vehicle may be directed in one direction. Therefore, the different rotational speeds of the left and right constant velocity joints 10 and 20 are detected by the non-contact torque meter provided in the first sensing unit 100.

상기 제1 감지부(100)에 감지된 좌, 우측 등속조인트(10,20)의 토크 변화는 제1 증폭부(200)에 입력되어 불안정한 아날로그 신호를 디지털 신호로 변환한 후에 좌, 우측 등속조인트(10,20)의 토크 변화의 세부적인 데이터를 얻기 위해 토크 신 호를 증폭하여 제어부(300)로 전달한다.Torque changes of the left and right constant velocity joints 10 and 20 sensed by the first sensing unit 100 are input to the first amplifier 200 to convert unstable analog signals into digital signals, and then left and right constant velocity joints. The torque signal is amplified and transmitted to the controller 300 in order to obtain detailed data of the torque change of (10, 20).

상기 제어부(300)로 전달된 좌, 우측 등속조인트(10,20)의 토크 신호는 제어부(300)내에 탑재된 연산부에 의해 연산 되어 좌측 등속조인트(10)와 우측 등속조인트(20)의 토크 변화를 산출하게 된다.Torque signals of the left and right constant velocity joints 10 and 20 transmitted to the control unit 300 are calculated by a calculation unit mounted in the control unit 300 to change torques of the left constant velocity joint 10 and the right constant velocity joint 20. Will yield.

만약, 좌측 등속조인트(10)의 길이에 비해 우측 등속조인트(20)의 길이가 길 경우에는 위에서와 같이 차량이 급가속을 할 경우에 우측 방향으로 차량이 쏠릴 수 가 있는데, 상기한 제어부(300)에서 출력된 제어 신호는 브레이크 라인을 작동시키는 유압부(400)에 전달되어 제어부(300)에서 연산된 상이한 좌, 우측 등속조인트(10,20)의 토크 변화가 동일 내지 유사해지도록 타이어에 설치된 좌, 우측 브레이크(미도시)에 공급되는 유압을 조절하여 좌, 우측 등속조인트(10,20)의 토크 변화를 유사하게 유지시킨다.If the length of the right constant velocity joint 20 is longer than the length of the left constant velocity joint 10, the vehicle may be directed in the right direction when the vehicle rapidly accelerates as described above. The control signal output from) is transmitted to the hydraulic unit 400 for operating the brake line so that the torque changes of the different left and right constant velocity joints 10 and 20 calculated by the control unit 300 are the same or similar to each other. By adjusting the hydraulic pressure supplied to the left and right brakes (not shown), the torque changes of the left and right constant velocity joints 10 and 20 are similarly maintained.

이와 같이 작동될 경우에는 좌, 우측 등속조인트(10,20)의 길이 차이에 의한 토크 변화에 상관없이 안정적으로 차량 주행이 이루어지게 되며 일측 방향으로 차량이 쏠리거나 운전자의 부주의한 핸들 조향에 의한 사고 발생의 위험을 방지하게 된다.When operated in this way, the vehicle is stably driven regardless of the torque change caused by the difference in the length of the left and right constant velocity joints 10 and 20, and the vehicle is oriented in one direction or the accident is caused by inadvertent steering of the driver. It prevents the risk of occurrence.

첨부된 도 2를 참조하면, 제1 감지부(100)에서 감지된 좌, 우측 등속조인트910,20)의 토크 변화는 제1 증폭부(200)와 함께 제2 증폭부(600)에서 디지털로 신호 변환이 이루어진 후에 증폭되어 차량에 설치된 ABS(Anti-Lock Brake System) 또는 TCS(Traction Control System)에 전달된다. 상기 ABS(Anti-Lock Brake System) 또는 TCS(Traction Control System)는 좌, 우측 등속조인트(10,20)의 토크 변화와 타이어의 상태 및 지면의 상태에 따른 신호가 복합적으로 제어부(300)로 입력되어 연산된 후에 유압부(400)로 제어신호가 전송되어 브레이크 라인에 유압을 서로 다르게 송출하여 상이한 좌, 우측 등속조인트의 속도를 유사하게 조절 가능하게 된다.Referring to FIG. 2, torque changes of the left and right constant velocity joints 910 and 20 detected by the first detector 100 may be digitally transmitted from the second amplifier 600 together with the first amplifier 200. After the signal is converted, it is amplified and transmitted to the anti-lock brake system (ABS) or the transaction control system (TCS) installed in the vehicle. The ABS (Anti-Lock Brake System) or TCS (Traction Control System) is a combination of the torque change of the left and right constant velocity joints (10, 20) and the state of the tire and the state of the ground is input to the control unit 300 After the operation is performed, a control signal is transmitted to the hydraulic unit 400 so that the hydraulic pressure is differently transmitted to the brake line, so that the speeds of different left and right constant velocity joints can be similarly adjusted.

따라서, 빗길, 눈길 등의 악조건의 도로 상황에 상관없이 차량 주행이 안정적으로 이루어지게 되어 조정 안전성이 우수해지게 된다.Therefore, regardless of the bad road conditions such as rain, snow, etc., the vehicle travel is made stable and the adjustment safety is excellent.

한편, 본 발명은 발명의 요지를 벗어남이 없이 당해 발명이 속하는 분야에서 통상의 지식을 가진 자라면 누구든지 다양한 변경 실시가 가능할 것이다.On the other hand, the present invention can be variously modified by those skilled in the art without departing from the gist of the invention.

이상에서 설명한 바와 같이, 본 발명에 따른 차량 쏠림 방지 장치는 차량에 설치되는 좌, 우측 등속조인트의 직경이 동일하게 제작 가능하여 중량 저감과 개발시간 단축 및 비용이 절감되고, 차량 급발진에 따른 쏠림 현상이 방지되어 차량의 직진성 유지와 함께 운전자의 안전을 도모할 수 있는 효과가 있다.As described above, the vehicle tilt prevention device according to the present invention can be manufactured in the same diameter of the left and right constant velocity joints installed in the vehicle to reduce the weight, shorten the development time and cost, and tilt phenomenon due to the rapid start of the vehicle This prevents the driver's safety while maintaining the vehicle's straightness.

또한, 타이어의 공기압 차이에 따른 쏠림을 방지하고, 기존에 사용하던 센서를 삭제하여 사용 가능한 효과가 있다.In addition, there is an effect that can be prevented from pulling due to the difference in air pressure of the tire, and can be used by deleting the sensor used in the past.

Claims (4)

엔진에서 발생된 동력이 트랜스 액슬을 경유하여 길이가 상이한 좌,우측 등속조인트로 전달되되, 상기 트랜스 액슬과 좌, 우측 등속조인트 사이에 각각 설치되어 좌, 우측 등속조인트의 토크 변화를 감지하는 제1 감지부;The power generated from the engine is transmitted to the left and right constant velocity joints having different lengths via the transaxle, and is installed between the transaxle and the left and right constant velocity joints, respectively, to sense torque changes of the left and right constant velocity joints. Sensing unit; 상기 제1 감지부에서 감지된 신호를 입력받아 디지털 신호로 변환 및 증폭 가능하게 하는 제1 증폭부;A first amplifier configured to receive the signal sensed by the first detector and convert and amplify the digital signal into a digital signal; 상기 제1 증폭부에서 증폭된 신호를 입력받아 상기 좌, 우측 등속조인트의 토크 변화를 연산하고, 연산된 결과값에 따라 제어 신호를 출력하는 제어부; 및A controller which receives the signal amplified by the first amplifier and calculates torque changes of the left and right constant velocity joints and outputs a control signal according to the calculated result value; And 상기 제어부에서 출력된 제어 신호에 의해 유압이 브레이크 라인에 공급되어 상이한 좌, 우측 등속조인트의 회전속도를 동일하게 하여 차량의 쏠림을 방지하는 유압부를 포함하여 구성되는 것을 특징으로 하는 차량 쏠림 방지 장치.And a hydraulic unit for supplying hydraulic pressure to the brake line by the control signal output from the control unit to equalize rotational speeds of different left and right constant velocity joints to prevent the vehicle from tipping. 제 1항에 있어서,The method of claim 1, 상기 제1 감지부는 좌, 우측 등속조인트의 회전수를 감지하는 비 접촉식 토크메타를 사용하는 것을 특징으로 하는 차량 쏠림 방지 장치.And the first detection unit uses a non-contact torque meter to detect the rotational speed of the left and right constant velocity joints. 제 1항에 있어서,The method of claim 1, 상기 제어부는 ABS(Anti-Lock Brake System) 또는 TCS(Traction Control System)와 같은 안전장치에서 감지된 감지 신호를 추가적으로 입력받아 작동이 이 루어지는 것을 특징으로 하는 차량 쏠림 방지 장치.The control unit is a vehicle anti-tip device characterized in that the operation is further received by receiving a detection signal detected by a safety device, such as an anti-lock brake system (ABS) or a transaction control system (TCS). 제 1항 또는 제 3항에 있어서,The method according to claim 1 or 3, 상기 제1 증폭부는 ABS(Anti-Lock Brake System) 또는 TCS(Traction Control System)에 디지털화된 증폭 신호를 전달 가능하게 하는 제2 증폭부가 설치되는 것을 특징으로 하는 차량 쏠림 방지 장치.And the first amplifying unit is provided with a second amplifying unit for transmitting a digitized amplified signal to an anti-lock brake system (ABS) or a transaction control system (TCS).
KR1020070021747A 2007-03-06 2007-03-06 Car inclination prevention apparatus KR100809815B1 (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR970040627A (en) * 1995-12-08 1997-07-24 이우복 Automobile behavior improving device
JP2004203286A (en) 2002-12-26 2004-07-22 Fuji Heavy Ind Ltd Vehicular differential rotation control system
KR20050019425A (en) * 2003-08-19 2005-03-03 주식회사 만도 Electronic brake control system
KR20070084664A (en) * 2006-02-21 2007-08-27 현대자동차주식회사 Anti-slip control system and the method for the same

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR970040627A (en) * 1995-12-08 1997-07-24 이우복 Automobile behavior improving device
JP2004203286A (en) 2002-12-26 2004-07-22 Fuji Heavy Ind Ltd Vehicular differential rotation control system
KR20050019425A (en) * 2003-08-19 2005-03-03 주식회사 만도 Electronic brake control system
KR20070084664A (en) * 2006-02-21 2007-08-27 현대자동차주식회사 Anti-slip control system and the method for the same

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