KR101093769B1 - All-Wheel steering control method for articulated vehicles in back turning - Google Patents

Abstract

The present invention relates to a front wheel steering control method for an articulated vehicle during reverse turning, and more particularly, to minimize the turning radius of the articulated vehicle during backward parking and reverse turning of the articulated vehicle to which the front wheel steering control is applied and to minimize unnecessary movement. In addition, the present invention relates to a front wheel steering control method for a refraction vehicle during reverse turning to minimize the deviation of each vehicle body trajectory to enable a reverse parking having a more stable and optimal trajectory.

The present invention provides a mode selection step in which a driver of an articulated vehicle selects a forward or backward steering control mode, a steering angle calculation step of calculating a forward abnormal steering angle or a backward abnormal steering angle according to the selection in the mode selection step, and two-axis steering electronic control. And a steering angle control step of controlling the steering angles of the two and three axes to match the abnormal steering angle calculated using the device and the three-axis steering electronic controller.

Refraction vehicle, Reverse, Steering control, Wheel, Refraction angle, Steering angle

Description

All-Wheel steering control method for articulated vehicles in back turning}

The present invention relates to a front wheel steering control method for an articulated vehicle during reverse turning, and more particularly, to minimize the turning radius of the articulated vehicle during backward parking and reverse turning of the articulated vehicle to which the front wheel steering control is applied and to minimize unnecessary movement. In addition, the present invention relates to a front wheel steering control method for a refraction vehicle during reverse turning to minimize the deviation of each vehicle body trajectory to enable a reverse parking having a more stable and optimal trajectory.

In general, the articulated vehicle is a vehicle connected by joints that can easily rotate between each vehicle. The articulated orbital vehicle is composed of an operating system such as a subway in the form of a city bus.

In other words, it is a two-car one-piece train like a refraction city bus and is equipped with a rubber tire, a suspension system, and a steering system. In particular, the steering device of the vehicle serves to change the direction of travel of the vehicle, and is a device that plays a very important role in driving safety.

Articulated vehicles have a long wheelbase distance over the vehicle, which is advantageous in terms of stability compared to general vehicles. Because of these advantages, articulated vehicles design steering systems with a focus on reducing the turning radius due to the vehicle's length and articulated structure, as opposed to normal vehicles controlling steering with stability.

To date, various steering algorithms have been proposed to control the steering system of articulated vehicles, which are mainly dominated by heavy cargo vehicles, but they are usually used to steer some wheels of the trailer or additionally steer the trailer when all wheels are steered in the tractor. Steering algorithm to control. In addition, even in the case of the articulated vehicle in which some of the wheels are steered, its utilization is insignificant, and there is no steering system in which the function is performed in complex or part of the function is electronically controlled according to the driving state of the vehicle.

In order to solve these problems, the present applicant has filed Korean Patent Nos. 10-885892 and 10-885893. The above applications simply apply a steering system to all wheels of an articulated vehicle, thereby simply turning the articulated vehicle's turning radius. In addition to the reduction, the advantages of the conventional four-wheel steering vehicle were applied to the articulated vehicle to improve the general driving characteristics of the articulated vehicle.

However, in general, the front wheel steering method of the refraction vehicle does not cause any problems in the situation in which the vehicle moves forward. However, when the vehicle is retracted, the maximum steering angle of two and three axes is about half of the kinematic limit compared to the maximum steering angle of one axis on the basic vehicle specification of the articulated vehicle.

For this reason, the two-axis and three-axis steering can't cancel the deflection angle that is increased by the one-axis steering. This has caused a problem that the driver can be placed in a situation difficult to control the vehicle.

Therefore, although a steering method for the reverse turning of the refraction vehicle is required separately, there is no steering method applied to the reverse of the refraction vehicle.

The present invention has been made to solve the above problems, an object of the present invention is to minimize the radius of rotation of the articulated vehicle during reverse parking and reverse turning of the articulated vehicle, to minimize unnecessary movement of the articulated vehicle, and to track each vehicle body It is to provide a front wheel steering control method for a refraction vehicle during reverse turning to minimize the departure of the vehicle to enable a reverse parking with a more stable and optimal trajectory.

In addition, the present invention is to improve the driver's convenience by optimizing the trajectory of the vehicle reverse used in the parking and maintenance of the articulated vehicle, the refraction during the reverse turning to enable the efficient operation of the articulated vehicle even in the country where the size of the garage is relatively small Another object is to provide a vehicle front wheel steering control method.

The present invention for achieving the above objects,

A mode selection step in which the driver of the articulated vehicle selects a forward or reverse steering control mode; a steering angle calculation step of calculating a forward abnormal steering angle or a backward abnormal steering angle according to the selection in the mode selection step; and a two-axis steering electronic control device; and And a steering angle control step of controlling the steering angles of two and three axes to match the abnormal steering angle calculated using the shaft steering electronic controller.

At this time, the reverse abnormal steering angle is characterized in that it is calculated in consideration of the steering limit of one axis to three axes.

The calculating of the reverse abnormal steering angle may include: measuring one-axis steering angle generated as the driver of the articulated vehicle steers one axis, and determining a deflection angle generated at the vehicle body; and using the one-axis steering angle, the two-axis steering angle. And obtaining a steering angle of three axes using the refraction angle.

에 의해 얻어지는 것을 특징으로 한다.Here, the steering angle of the two axes is

It is characterized by obtained by.

에 의해 얻어지는 것을 특징으로 한다.In addition, the steering angle of the three axes is

It is characterized by obtained by.

According to the present invention, the front wheel steering control method for the refraction vehicle during reverse turning ensures the stability of the reverse parking and the reverse turning of the refraction vehicle, so that the overall driving performance of the articulated vehicle even in the narrow road width or the parking space of the garage Has the effect to improve.

In addition, according to the present invention, due to the development of a steering control method for only reverse parking and reverse turning, it is possible to improve the difficulty of the conventional backward control, thereby increasing the convenience of the driver, thereby further contributing to the diffusion of the articulated vehicle.

Hereinafter, with reference to the accompanying drawings will be described in detail a preferred embodiment of the all-wheel steering control method for articulated vehicle according to the present invention.

1 is a conceptual diagram schematically illustrating a method for controlling front wheel steering of an articulated vehicle, FIG. 2 is a diagram illustrating a planar model of the articulated vehicle during forward turn, and FIG. 3 is a diagram illustrating a planar model of the articulated vehicle when turning back. 4 is a flowchart schematically illustrating a process for controlling all-wheel steering of an articulated vehicle according to the present invention, FIG. 5 is a diagram illustrating an abnormal trajectory during the T-type parking of the articulated vehicle, and FIG. 6 is a T-type of the articulated vehicle. FIG. 7 is a diagram illustrating a movement trajectory of each wheel during parking, and FIG. 7 is a view illustrating a steering angle and a refraction angle of each wheel during T-type parking of an articulated vehicle.

The present invention is more stable by minimizing the turning radius of the articulated vehicle 100 during the reverse parking and the reverse turning of the articulated vehicle 100 to which the front wheel steering control is applied, minimizing unnecessary movement, and minimizing the deviation of each vehicle body trajectory. The present invention relates to a front wheel steering control method for a refraction vehicle during reverse turning to enable a reverse parking having an optimal trajectory, and its configuration is largely selected from a mode selection step (S10), a steering angle calculation step (S20), and a steering angle control step (S30). It is configured to include).

Prior to this, the front wheel steering control process of a general articulated vehicle will be described.

) 및 차량의 속력이 입력되어 2축의 조향각(

)을 제어하도록 유압실린더(미도시)에 출력신호를 보내게 된다.The front wheel steering method of the articulated vehicle 100 includes a total of two steering electronic control units (ECUs) for controlling the steering of the two shafts 20 and the three shafts 30 except the one shaft 10 that the driver directly steers. 70 and 80 are required. The information input to each electronic controller and the control method through the output can be represented as shown in FIG. 1. First, in the case of the 2-axis steering electronic controller 70, in-phase / inverse phase information and one-axis selected by the driver. Steering Angle

) And the speed of the vehicle are inputted

) Outputs an output signal to the hydraulic cylinder (not shown).

) 및 차량속도를 입력받아 유압 실린더를 제어하여 3축의 조향각(

)을 제어하도록 유압실린더에 출력신호를 보내게 된다.In addition, the three-axis steering electronic controller 80 is in-phase / anti-phase information, and the angle of refraction (

) And steering speed of 3 axes by controlling hydraulic cylinder

Output signal to the hydraulic cylinder.

)과 굴절 차량(100)의 1량(42)과 2량(44) 사이의 상대적 위치관계를 나타내는 굴절각(

)에 의해 좌우된다. 이때, 1축 조향각(

)은 운전자의 입력에 의해 결정되고, 그와 동시에 굴절각(

)이 센서의 측정에 의해 결정된다. 굴절 차량(100)이 선회하면서 최소반경을 갖는 선회궤적을 만 족하기 위해 2축과 3축의 조향각(

)(

)은 각각 1축 조향각(

)과 굴절각(

)에 종속적인 값을 갖는다.On the other hand, the determination of the steering angle of each axis during the forward and turning of the articulated vehicle 100 applying the front wheel steering method is determined by the one-axis steering angle (

) And the angle of refraction representing the relative positional relationship between the quantity 42 and the quantity 44 of the articulated vehicle 100 (

Depends on). At this time, the uniaxial steering angle (

) Is determined by the driver's input and at the same time the angle of refraction (

) Is determined by the measurement of the sensor. Steering angles of two and three axes to satisfy the turning trajectory having the minimum radius while the articulating vehicle 100 is turning.

) (

) Is the one-axis steering angle (

) And the angle of refraction (

) Is dependent on

This is determined by the kinematic relationship of the vehicle planar model 40a. In the case where the articulated vehicle 100 moves forward, the front wheel steering is controlled by the rear wheel 32 and the steering direction of the front wheel 12 in order to reduce the turning radius at low speed. Steering is reversed.

The planar model 40a of the articulated vehicle 100 as shown in FIG. 2 is dimensioned by the specifications of the articulated vehicle 100, and the basic assumption of the planar model 40a is that the virtual fixed shafts 42a and 44a are It is constant regardless of the turning angle of the refraction vehicle 100.

The variables used in the planar model 40a of the articulated vehicle 100 shown in FIG. 2 are described as follows.

: 차량의 굴절각, 1량(42)과 2량(44) 사이의 상대적 위치관계를 나타냄.

: Refraction angle of the vehicle, showing the relative positional relationship between the amount 42 and the amount 44.

: 1축의 조향각, 운전자에 의해 조작됨.

: Steering angle of 1 axis, operated by driver.

: 2축의 조향각, 2축 조향전자제어장치(70)에 의해 제어됨.

: 2-axis steering angle, controlled by the 2-axis steering electronic control device (70).

: 3축의 조향각, 3축 조향전자제어장치(80)에 의해 제어됨.

: 3-axis steering angle, controlled by the 3-axis steering electronic control device (80).

: 1축(10)과 2축(20) 사이의 거리,

: Distance between one axis 10 and two axes 20,

: 3축(30)과 굴절점(46) 사이의 거리,

= Distance between the three axes 30 and the refraction point 46,

: 차체 1량의 가상고정축(42a)과 2축(20) 사이의 최소 거리,

: Minimum distance between the virtual fixed shaft 42a of the vehicle body 1 and the two shafts 20,

: 차체 2량의 가상고정축(44a)과 3축(30) 사이의 최소 거리.

: Minimum distance between the virtual fixed shaft 44a and the three shafts 30 of two vehicle bodies.

)은 차량 평면 모델(40a)에서 운전자의 조작에 의해 발생하는 1축 조향각(

)을 이용하여 기하학적인 방법으로 유도함으로써 1축 조향각(

)의 함수로 나타낼 수 있게 되고, 이를 적용할 경우 차량 선회시 차량 1축(10)과 2축(20)의 선회중심(50)과 궤적이 일치하게 된다.Two-axis steering angle ideal for forward driving of articulated vehicle 100

) Is the one-axis steering angle generated by the driver's operation in the vehicle plane model 40a.

By using a geometric method to determine the uniaxial steering angle (

It can be expressed as a function of, and when applied to this, the trajectory and the trajectory of the turning center 50 of the vehicle 1 axis (10) and the 2 axis 20 when the vehicle turns.

)은 도 2에 나타낸 차량평면모델(40a)에서 차량의 굴절각(

)과, 1축(10)과 2축(20) 사이의 거리(

) 및 3축(30)과 가상 고정점 사이의 거리를 이용하여 유도함으로써 굴절각(

)의 함수로 얻을 수 있게 되는데, 이를 적용할 경우 2축의 조향각(

)과 마찬가지로 차량의 1,2축(10)(20)의 선회중심(50)과 궤적이 일치하게 된다.In addition, the three-axis steering angle (ideal for the forward driving of the articulated vehicle 100)

) Is the angle of refraction of the vehicle in the vehicle plane model 40a shown in FIG. 2.

) And the distance between one axis 10 and two axes 20 (

) And the distance between the three axes 30 and the virtual fixed point

This function can be obtained as a function of the two-axis steering angle (

Similarly, the trajectory is coincided with the turning center 50 of the first and second axes 10 and 20 of the vehicle.

) 및 3축 조향각(

)을 각각 1축 조향 각(

) 및 굴절각(

)을 이용하여 유도하는 과정은 본 출원인의 선출원 국내특허 출원번호 제10-2007-0083542호에 상세히 나타나 있으므로 상세한 설명은 생략하기로 한다.2-axis steering angle as above

) And 3-axis steering angle (

) For each one-axis steering angle (

) And refraction angle (

The derivation process using) is shown in detail in Korean Patent Application No. 10-2007-0083542 of the present applicant and the detailed description thereof will be omitted.

As described above, in the vehicle plane model 40a for calculating the rear wheel steering angle in the forward driving of the articulated vehicle 100, the positions where the virtual fixed shafts 42a and 44a meet each other so that the articulated vehicle 100 pivots on a normal circle are simulated. The turning center point 50 was set.

)(

)을 구하게 될 경우 1축(10)의 조향에 의해 증가하는 굴절각(

)을 2축(20)과 3축(30)의 조향이 상쇄하지 못하게 되어 3축의 조향각(

)은 운전자가 의도하는 방향과는 반대 방향으로 조향되고, 결과적으로는 굴절 차량(100)의 허용 굴절각을 초과하는 상황이 발생하게 된다.However, when the refraction vehicle 100 is reversing, the maximum steering angles of the two axes 20 and the three axes 30 are about half of the maximum steering angles of the first axis 10 on the basic vehicle specification of the refracting vehicle 100. Since only the mechanical limit that can be operated is applied to the vehicle plane model 40a in the forward driving shown in FIG.

) (

In case of obtaining), the angle of refraction increases due to the steering of one axis 10 (

), The steering of the two axes 20 and the three axes 30 does not cancel out, so the steering angle of the three axes

) Is steered in a direction opposite to the direction intended by the driver, resulting in a situation that exceeds the allowable deflection angle of the refraction vehicle 100.

Accordingly, the driver may be in a situation where it is difficult to control the articulated vehicle 100. To solve this problem, a new vehicle plane model 40b that is applicable when the articulated vehicle 100 is reversed is required. As shown in FIG. 3, the new vehicle plane model 40b applied to the reverse of the articulated vehicle 100 is a model in which the position of the virtual pivot center point 50 is moved in consideration of the steering limit of each axis.

)이 최대로 조작되었을 때, 3축 조향각(

) 또한 최대로 조향되도록 설정한 것이다.FIG. 3 shows the planar model 40b of the articulated vehicle 100 in the reversing turn, wherein the maximum steering angle of the one axis 10 is 32.5 degrees during the reverse travel of the articulated vehicle 100, and the two axes 20 and 3 Considering that the maximum steering angle of the shaft 30 is 17.5 degrees, the one-axis steering angle (

) Is operated at maximum, the 3-axis steering angle (

) Is also set for maximum steering.

The variables used in the planar model 40b of the articulating vehicle 100 in the reverse turning are the same as the parameters used in the planar model 40a of the articulating vehicle 100 in the forward turning shown in FIG. The following describes only the variables.

K is the distance between the two axes 20 and the refraction point 46,

A: the distance between the vehicle body 42 and the turning center point 50. (the distance of the virtual fixed shaft 42a with respect to the vehicle body 42),

B: Distance between two vehicle bodies 44 and the turning center point 50. (Distance of the virtual fixed shaft 44a with respect to the vehicle bodies two vehicle 44)

)(

)을 산출할 수 있게 되는데, 먼저 이상적인 2축의 조향각(

)은 운전자의 조작에 의해 발생하는 1축 조향각(

)을 이용하여 기하학적인 방법으로 유도한다.The ideal two-axis and three-axis steering angle during the reverse swing of the articulated vehicle 100 by using the geometric relationship in the planar model 40b of the articulated vehicle 100 during the reverse swing (

) (

), Which is the ideal two-axis steering angle (

) Is the one-axis steering angle (

) To derive in a geometric way.

)은 차체 1량의 가상 고정축(42a)과 가상 선회중심(50)으로부터 차량의 전륜(12)에 이르는 선분 사이의 각과 동일하므로 다음과 같이 나타낼 수 있다.In more detail, the steering angle of one axis in the planar model 40b shown in FIG.

) Is equal to the angle between the virtual fixed shaft 42a of the vehicle body 1 and the line segment from the virtual pivot center 50 to the front wheel 12 of the vehicle, and can be expressed as follows.

(1)

(One)

)은 차체 1량의 가상 고정축(42a)과 가상 선회중심(50)으로부터 차량의 중간륜(22)에 이르는 선분 사이의 각과 동일하므로 다음과 같이 나타낼 수 있다.Next, the two-axis steering angle

) Is the same as the angle between the virtual fixed shaft 42a of the vehicle body 1 and the line segment from the virtual pivot center 50 to the middle wheel 22 of the vehicle.

(2)

(2)

을 A에 대해 정리하여 (2)식에 대입하면, 다음과 같이 2축 조향각(

)에 대한 함수를 얻을 수 있게 된다.In the above formula (1)

If we summarize A for A and substitute into Eq. (2), the biaxial steering angle (

You can get a function for).

(3)

(3)

)의 함수이며, 이를 적용할 경우 굴절 차량(100)의 후진 선회시 차량 1축과 2축의 선회중심(50)과 궤적이 일치하게 된다.Equation (3) is the uniaxial steering angle (

In the case of applying this, the trajectory and the trajectory of the turning center 50 of the first and second axes of the vehicle coincide with each other when the articulation vehicle 100 reverses.

)의 유도와 유사하게 이상적인 3축 조향각(

)은 도 3에 나타낸 평면 모델(40b)에서 굴절각(

)을 이용하여 기하학적인 방법으로 유도하게 되는데, 보다 상세히 설명하면, 3축 조향각(

)은 차체 2량의 가상 고정축(44a)과 가상 선회중심(50)으로부터 차량의 후륜(32)에 이르는 선분 사이의 각과 동일하므로 다음과 같이 나타낼 수 있다.2-axis steering angle

Similar to the derivation of, the ideal 3-axis steering angle (

Is the angle of refraction in the planar model 40b shown in FIG.

) To be derived in a geometrical manner. In more detail, the three-axis steering angle (

) Is equal to the angle between the virtual fixed shaft 44a of the vehicle body 2 and the line segment from the virtual pivot center 50 to the rear wheel 32 of the vehicle, and can be expressed as follows.

(4)

(4)

라 할 때, 굴절각(

)은 선회 중심(50)을 기준으로 하는 차체 1량의 가상고정축(42a)과 차체 2량의 가상고정축(44a) 사이의 각과 동일하게 되므로 굴절각(

)에 대한 다음의 두 식이 완성된다.In addition, the distance from the intersection where the two fixed bodies and the virtual fixed shafts 44a and 42a of the vehicle body meet to the inflection point 46 is determined.

Refractive angle (

) Is equal to the angle between the virtual fixed shaft 42a of the vehicle body 1 and the virtual fixed shaft 44a of the vehicle body 2 with respect to the pivot center 50.

The following two expressions for) are completed.

(5),

(6)

(5),

(6)

를

에 대해 정리하여, (5)식에 대입하고, 상기 (5)식에서

를 B에 관해 정리한 후 (4)식에 대입하면 다음과 같이 3축 조향각(

)에 대한 함수를 얻을 수 있게 된다.In the above formula (6)

To

To sum up, substitute in the formula (5), and in the formula (5)

After arranging about B and substituting it into (4), the three-axis steering angle (

You can get a function for).

(7)

(7)

)의 함수이며, 이를 적용할 경우 2축 조향각(

)과 마찬가지로 굴절 차량(100)의 후진 선회시 차량 1축과 2축의 선회중심(50)과 궤적이 일치하게 된다.Equation (7) is a refractive angle formed by the vehicle body 42 and the vehicle 44 (

), Which, if applied, is the 2-axis steering angle (

In the same way, the trajectory and the trajectory of the revolving center 50 of the first and second axes of the vehicle coincide with each other during the reverse turning of the articulated vehicle 100.

)(

)은 굴절 차량(100)의 후진 선회시 최소반경을 선회하기 위한 최적의 값으로 도출되어 진다.Therefore, as described above, the steering angles of the two and three axes through the above equation (3) and (7) based on the geometric relationship of the vehicle plane model 40b (

) (

) Is derived as an optimal value for turning the minimum radius during the reverse turning of the articulated vehicle (100).

Next, the all-wheel steering control method for the articulated vehicle at the time of reverse turning according to the present invention includes a mode selection step S10, a steering angle calculation step S20, and a steering angle control step S30 as shown in FIG. 4. It is composed.

)(

)을 다르게 하여야 하기 때문에 운전자는 굴절 차량(100)의 전진 또는 후진 주행시 조향제어 모드를 반드시 선택하여야 한다.In more detail, the mode selection step (S10) is that the driver of the articulated vehicle 100 selects the forward or backward steering control mode, as described above, when the forward turning on the basic vehicle specifications of the articulated vehicle 100 Since the controllable steering limit of each axis at the time of reverse turning is different, the 2 axis 20 and the 3 axis 30 according to the steering of the driver 1 axis 10 during the forward driving and the backward driving of the articulated vehicle 100 are considered in this regard. Steering angle applied to

) (

The driver must select the steering control mode when driving forward or backward of the articulated vehicle 100.

In this embodiment, the driver can operate the reverse application switch (not shown) provided in the driver's seat of the articulated vehicle 100, so that the reverse abnormal steering angle calculated as usual when the reverse application switch is not operated. Accordingly, when the front wheels are steered and the vehicle needs to be reversed for the purpose of parking, the driver activates the reverse application switch to activate the reverse parking assistance algorithm applied when the vehicle reverses the refraction. You can do it.

)(

)을 산출하게 되는데(조향각 산출단계(S20)), 굴절 차량(100)의 전진 조향제어 모드에서는 전술한 본 출원인의 선출원 국내특허 출원번호 제10-2007-0083542호에 게재된 바와 같이,As described above, when the steering control mode of the articulated vehicle 100 is selected, the two-axis and three-axis steering electronic controllers 70 and 80 perform abnormal steering angles of two and three axes according to the selected steering control mode (

) (

) Is calculated (steering angle calculation step (S20)), in the forward steering control mode of the refracting vehicle 100, as disclosed in the above-described Korean Patent Application No. 10-2007-0083542 of the present applicant,

)은

(8) 식에 의해 산출되고,(이때,

: 2축의 조향각,

: 1축의 조향각,

: 1축(10)과 차체 1량의 가상 고정축(42a)과의 거리,

: 차체 1량의 가상 고정축(42a)과 2축(20)과의 거리)2-axis steering angle

)silver

It is calculated by (8) formula, and (at this time,

: 2-axis steering angle,

: Steering angle of 1 axis,

: Distance between one shaft 10 and a virtual fixed shaft 42a of one vehicle body,

: Distance between the virtual fixed shaft 42a of the vehicle body and the two shafts 20)

)은

(9) 식에 의해 산출된다.(이때,

: 3축의 조향각,

: 차량의 굴절각,

: 2축(20)과 굴절점(46)과의 거리,

: 3축(30)과 굴절점(46)과의 거리,

: 차체1량의 가상 고정축(42a)과 2축(20)과의 거리,

: 차체 2량의 가상 고정축(44a)과 3축(30)과의 거리)3-axis steering angle

)silver

It is calculated by the formula (9).

: 3-axis steering angle,

Is the angle of refraction of the vehicle,

: Distance between biaxial axis 20 and refraction point 46,

: Distance between the three axes 30 and the refraction point 46,

: Distance between the virtual fixed shaft 42a of the vehicle body 1 and the two shafts 20,

: Distance between the virtual fixed shaft 44a of the two vehicle bodies and the three axes 30)

)은 운전자가 1축(10)을 조향함에 따라 발생하는 1축 조향각(

)을 이용하여

(3)식에 의해 산출되고, 3축 조향각(

)은 차체의 1량(42)과 2량(44) 사이에 발생하는 굴절각(

)을 이용하여

(7)식에 의해 산출된다. 이때, 상기 (3)식 및 (7)식에 사용된 변수들은 전술한 식의 유도과정에서 설명한 바와 동일하므로 생략하기로 한다.Further, in the reverse steering control mode of the refraction vehicle 100, as described above, the two-axis steering angle (

) Is the one-axis steering angle that occurs as the driver steers the one shaft 10.

)

Calculated by the equation (3), three-axis steering angle (

) Is the angle of refraction generated between one vehicle 42 and two vehicle 44 (

)

It is computed by (7). In this case, the variables used in the equations (3) and (7) are the same as described in the derivation process of the above-described equation will be omitted.

)(

)의 산출에 사용되는 1축 조향각(

)과, 차체의 굴절각(

)을 측정하는 단계와, 측 정된 1축 조향각(

)을 이용하여 2축 조향각(

)을 산출하는 단계 및 측정된 굴절각(

)을 이용하여 3축 조향각(

)을 산출하는 단계로 구성되는데, 이때, 상기 2축 조향각(

) 및 3축 조향각(

)은 각각 주차 등을 목적으로 하는 굴절 차량(100)의 후진 선회시에 적용되는 차량 평면 모델(40b)에서의 기하학적인 방법으로 유도되는 (3)식 및 (7)식에 의해 산출되는 것이다.That is, the step of calculating the reverse abnormal steering angle in the reverse parking assist algorithm operated by the driver's reverse application switch operation may include two-axis and three-axis steering angles (

) (

1-axis steering angle () used to calculate

) And the angle of refraction of the vehicle body (

) And the measured one-axis steering angle (

), The 2-axis steering angle (

) And the measured angle of refraction (

), The 3-axis steering angle (

Is calculated, wherein the two-axis steering angle (

) And 3-axis steering angle (

) Are calculated by the equations (3) and (7) derived by the geometric method in the vehicle plane model 40b applied at the time of the reverse turning of the refracted vehicle 100 for the purpose of parking and the like, respectively.

)(

)을 제어하게 된다.(조향각 제어단계(S30))As such, when the steering angle of each axis is calculated, the two-axis and three-axis steering electronic controllers 70 and 80 are connected to the two-axis 20 and the three-axis 30, respectively, to the two-axis hydraulic cylinder and the three-axis hydraulic cylinder ( 2 and 3 axis steering angles to send the control signal to the ideal steering angle.

) (

) Is controlled. (Steering angle control step (S30))

)(

)을 산출하기 위한 (3)식 및 (7)식을 상기한 바와 같은 본 발명에 따른 굴절 차량용 전 차륜 조향 제어 방법에 적용하여 동역학 해석을 수행한 결과를 도 5 내지 도 7에 나타내었다.Next, the 2- and 3-axis steering angles (

) (

Equation (3) and (7) for calculating the) is applied to the all-wheel steering control method for articulated vehicle according to the present invention as described above, the results of performing the dynamic analysis are shown in Figs.

First, FIG. 5 illustrates an abnormal trajectory when the articulated vehicle 100 is parked in a T-type parking. The articulated vehicle 100 moves forward along the radius R1 after departure, and then stands at the point where two circles of the abnormal trajectory meet each other. The reverse starts along R2.

Next, FIG. 6 shows the movement trajectories of the wheels 12, 22, and 32 when the T-type parking of the articulated vehicle 100 is performed. The abnormality calculated by different relational expressions when the articulated vehicle 100 moves forward and backward. Since the steering angle is applied, it can be seen that the articulated vehicle 100 can be manipulated according to the ideal parking trajectory by turning to different radii.

)과 굴절각(

)을 나타낸 것으로, 시작 후 약 12초 후가 되는 시점부터 각 축과 굴절각(

)과의 관계가 달라지는 것을 확인할 수 있다. 이는 약 12초가 되는 지점에서 후진 적용 스위치를 작동시켜 후진 주차 보조 알고리즘을 활성화시켰기 때문인데, 후진 주차 보조 알고리즘이 활성화되면 자동적으로 전진 시의 전 차륜 조향 알고리즘은 비활성화가 된다.In addition, FIG. 7 shows a steering angle of each wheel during T-type parking of the articulated vehicle 100 (

) And the angle of refraction (

), And about 12 seconds after the start of each axis and the angle of refraction (

You can see that the relationship with) changes. This is because the reverse parking assist algorithm is activated by activating the reverse application switch at about 12 seconds. When the reverse parking assist algorithm is activated, the front wheel steering algorithm when forward is automatically deactivated.

)은 전술한 바와 같이, 운전자에 의해 조작이 되며, 차량의 굴절각(

) 또한 차량의 굴절점(46)에 위치한 센서에 의해 측정이 이루어진다.Steering angle on 1 axis

) Is operated by the driver as described above, and the refraction angle (

Measurements are also made by sensors located at the point of refraction 46 of the vehicle.

)은 12초까지는 굴절 차량(100)의 전진 선회시의 전 차륜 조향 알고리즘에 따른 것으로, 1축 조향각(

)과 2축 조향각(

)이 서로 역위상, 굴절각(

)과 3축의 조향각(

) 역시 서로 역위상을 나타내지만, 12초 이후에는 1축 조향각(

)과 2축 조향각(

)이 서로 동위상, 굴절각(

)과 3축의 조향각(

)이 서로 동위상을 나타내는 것을 확인할 수 있다.Steering angle of each axis shown in the graph of FIG.

) Is according to the front wheel steering algorithm during the forward turning of the articulated vehicle 100 until 12 seconds.

) And 2-axis steering angle (

) Are in phase with each other

) And 3-axis steering angle

) Are also in phase with each other, but after 12 seconds the uniaxial steering angle (

) And 2-axis steering angle (

) Are in phase with each other and the angle of refraction (

) And 3-axis steering angle

It can be seen that) represents in phase with each other.

As a result of the simulation, it can be confirmed that the front wheel steering control method for the articulated vehicle according to the present invention is applied as intended at both the forward and the reverse of the articulated vehicle 100, and through this, the articulated vehicle 100 It can be seen that reverse parking was performed with this ideal trajectory.

Therefore, according to the present invention, the front wheel steering control method for the refraction vehicle during the reverse turning ensures the stability of the reverse parking and the reverse turning of the refraction vehicle 100 so that the refraction vehicle in the narrow road width or the parking space of the garage is narrow. Not only can the overall driving performance of 100 be improved, but the development of the steering control method only for reverse parking and reverse turning improves the difficulty of the conventional reverse control, thereby increasing the convenience of the driver and thus the articulated vehicle 100. It has various advantages, such as contributing to the popularization of.

Although the above-described embodiment has been described with respect to the most preferred embodiment of the present invention, the present invention is not limited to the above embodiment, but can be utilized as a steering control method of not only the articulated bus, but also other articulated vehicles. It is apparent to those skilled in the art that various modifications can be made without departing from the spirit of the present invention.

The present invention relates to a front wheel steering control method for an articulated vehicle during reverse turning, and more particularly, to minimize the turning radius of the articulated vehicle during backward parking and reverse turning of the articulated vehicle to which the front wheel steering control is applied and to minimize unnecessary movement. In addition, the present invention relates to a front wheel steering control method for a refraction vehicle during reverse turning to minimize the deviation of each vehicle body trajectory to enable a reverse parking having a more stable and optimal trajectory.

1 is a conceptual diagram schematically illustrating a method for controlling front wheel steering of an articulated vehicle;

2 is a view showing a plane model of the articulated vehicle at the time of forward turning.

3 is a view showing a planar model of the articulated vehicle at the time of reverse turning.

Figure 4 is a flow chart schematically showing a front wheel steering control process of the articulated vehicle according to the present invention.

5 is a view showing an abnormal trajectory during T-type parking of a refractive vehicle.

Fig. 6 is a diagram showing a movement trajectory of each wheel in the T-type parking of the articulated vehicle.

FIG. 7 is a view illustrating a steering angle and a deflection angle of each wheel during T-type parking of a refraction vehicle. FIG.

Explanation of symbols on the main parts of the drawings

10: 1 axis 12: front wheel

20: 2 axis 22: Middle wheel

30: 3 axis 32: rear wheel

40a, 40b: flat model 42: 1 unit

42a: virtual fixed shaft (1 unit) 44: 2 units

44a: virtual fixed shaft (2 units) 46: refractive point (refractive portion)

50: pivot center 70: 2-axis steering electronic control device

80: 3-axis steering electronic controller 100: articulated vehicle

: 굴절각

: 1축 조향각

Refractive angle

: 1-axis steering angle

: 2축 조향각

: 3축 조향각

: 2-axis steering angle

: 3-axis steering angle

S10: mode selection step S20: steering angle calculation step

S30: steering angle control step

Claims (5)

A mode selection step in which the driver of the articulated vehicle selects the reverse steering control mode; A steering angle calculating step of calculating a reverse abnormal steering angle in a two-axis and three-axis steering electronic control apparatus by activating a reverse parking assist algorithm by selecting the reverse steering control mode; It includes a steering angle control step of controlling the steering angle of the two and three axes to match the ideal steering angle calculated using the two-axis steering electronic control device and three-axis steering electronic control device, The steering angle calculation step, Measuring a one-axis steering angle generated as the driver of the articulated vehicle steers one axis, and a refractive angle generated at the vehicle body; Obtaining steering angles of two axes using the one-axis steering angle; Comprising a three-axis steering angle using the refractive angle, The steering angle of the two axes is

It is obtained by the front wheel steering control method for articulated vehicles at the time of reverse turning. (At this time,

: 2-axis steering angle,

: Steering angle of 1 axis,

= Minimum distance between virtual fixed axis and two axes of one body,

: Distance between 1 and 2 axes) The method of claim 1, The reverse abnormal steering angle is calculated in consideration of the steering limit of one axis to three axes, the front wheel steering control method for refraction vehicle in the reverse turning. delete delete The method of claim 1, The three axes of steering angle

It is obtained by the front wheel steering control method for refraction vehicles at the time of reverse turning. (At this time,

: 3-axis steering angle,

Is the angle of refraction of the vehicle,

= Minimum distance between virtual fixed axis and two axes of one body,

= Minimum distance between the virtual fixed shaft and three axes of two bodies,

Is the distance between the three axes and the inflection point of the vehicle,

= Distance between two axes and the inflection point of the vehicle)

Images