KR20160123015A - Apparatus for prevention of backing moving and control method thereof - Google Patents

Apparatus for prevention of backing moving and control method thereof Download PDF

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Publication number
KR20160123015A
KR20160123015A KR1020150052988A KR20150052988A KR20160123015A KR 20160123015 A KR20160123015 A KR 20160123015A KR 1020150052988 A KR1020150052988 A KR 1020150052988A KR 20150052988 A KR20150052988 A KR 20150052988A KR 20160123015 A KR20160123015 A KR 20160123015A
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KR
South Korea
Prior art keywords
vehicle
wheel
driver
solenoid valve
switch
Prior art date
Application number
KR1020150052988A
Other languages
Korean (ko)
Inventor
백승철
Original Assignee
주식회사 만도
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Publication date
Application filed by 주식회사 만도 filed Critical 주식회사 만도
Priority to KR1020150052988A priority Critical patent/KR20160123015A/en
Publication of KR20160123015A publication Critical patent/KR20160123015A/en

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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
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • 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
    • B60T8/32—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 a speed condition, e.g. acceleration or deceleration
    • B60T8/321—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 a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/329—Systems characterised by their speed sensor arrangements
    • 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
    • B60T8/32—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 a speed condition, e.g. acceleration or deceleration
    • B60T8/34—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 a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—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 a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electromagnetism (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

The present invention relates to an apparatus for preventing sliding of a vehicle, and a method for controlling the same. The apparatus for preventing sliding of a vehicle comprises: a master cylinder; a braking unit having a wheel cylinder and a solenoid valve; a wheel speed sensor sensing the speed of a wheel; a switch receiving a vehicle sliding preventing motion signal from a driver; and an electronic control unit (ECU) sealing a gap between the solenoid valve and the wheel cylinder when a vehicle is stopped and the vehicle sliding preventing motion signal is inputted from a switch after determining whether or not the vehicle is stopped from the sensed speed of the wheel.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle anti-

And to a control method for a vehicle anti-skid device and a vehicle anti-skid device for preventing a stopped vehicle from being pushed on an inclined surface.

As the engine performance of the vehicle becomes higher, the running speed of the vehicle is also increasing. Accordingly, various electronic control systems are installed in the vehicle to improve the running stability of the vehicle and to secure the braking stability. An electronic control system of a vehicle is provided with an anti-lock brake system (hereinafter abbreviated as ABS) that controls the speed of the wheel during braking to prevent slippage of the wheel, (ESC) and main individual systems (steering, suspension, and braking systems) that improve the driving stability of the vehicle, And a control unit (Unified CHSAsis Control, hereinafter referred to as UCC).

In addition, as the electronically controlled brake technology has been developed in recent years, the development and application of the additional function using the brake is increasing.

In particular, a technique (Hill Start Assist (HSA)) that prevents the vehicle from being pushed in the ramp as a part of the function of maintaining the braking of the vehicle according to the will of the driver while the vehicle is running at low speed, A traffic jam assist function (TJA) that accelerates and accelerates by only the operation of the vehicle is being developed.

Provided is a device for preventing the vehicle from being thrown under the ABS system without the pressure sensor of the master cylinder and the longitudinal acceleration sensor when the driver drives the HSA function through the input section, and a control method of the device.

One embodiment of the vehicle anti-skid device includes a master cylinder, a braking section including a wheel cylinder and a solenoid valve, a wheel speed sensor for detecting the speed of the wheel, a switch for receiving a vehicle anti- And an electronic control unit (ECU) that shields the solenoid valve and the wheel cylinder when the vehicle is in a stopped state and a vehicle anti-skid operation signal is input from the switch after determining whether or not the vehicle is stopped.

According to an embodiment, the switch may be an HSA drive switch provided in the vicinity of the driver's seat, and may include a first brake switch for outputting a first brake signal and a second brake signal, respectively, according to the degree to which the driver depresses the brake pedal, It may be a brake switch.

One embodiment of the control method of the vehicle anti-skid control device includes a step of sensing the speed of the wheel, a step of determining a stop state of the vehicle at the speed of the sensed wheel, a step of inputting a vehicle anti- And a step of shielding between the solenoid valve and the wheel cylinder when the vehicle is in a stop state and a vehicle anti-skid operation signal is input.

According to the aforementioned vehicle anti-skid device and the control method of the vehicle anti-skid device, it is possible to prevent the vehicle from being skidded in the ramp without the longitudinal acceleration sensor and the master cylinder pressure sensor for implementing the HSA function.

Fig. 1 is a view showing a concept in a ramp for preventing vehicle skidding.
2 is a graph showing pressure control of a conventional vehicle anti-skid device.
3 is a view showing a configuration of a vehicle anti-skid device according to an embodiment.
4 is a block diagram of a vehicle anti-skid device according to an embodiment.
5 is a block diagram in which the vehicle anti-skid device is driven according to an input of a driver according to an embodiment.
6 is a flowchart of a method of controlling a vehicle anti-skid device according to an embodiment.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the like elements throughout. In the following description, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

The terms used in the following description are terms selected in consideration of functions in the embodiments, and the meaning of the terms may vary depending on the user, the intention or custom of the operator, and the like. Therefore, the meaning of the terms used in the following embodiments is defined according to the definition when specifically defined below, and in the absence of a specific definition, it should be construed in a sense generally recognized by ordinary artisans.

In addition, the configurations selectively described below or selectively described embodiments of the embodiments described below are not necessarily mutually exclusive, unless the technical details are apparent to those of ordinary skill in the art, It should be understood.

Hereinafter, an embodiment of a vehicle anti-skid device will be described with reference to the accompanying drawings.

Hereinafter, a typical vehicle anti-skid device will be described with reference to Figs. 1 and 2. Fig.

Fig. 1 shows the concept of a ramp for preventing vehicle skidding, and Fig. 2 shows a graph for pressure control of a conventional vehicle skid control device.

As shown in FIG. 1, a technique (Hill Start Assist (HSA)) for preventing the vehicle from skidding on a ramp is a technique in which when the driver stops the brake pedal and the vehicle stops at the ramp, It is a function to hold the wheel pressure (P_wheel) for a certain time in Electronic Stability Control (ESC) to prevent the momentary vehicle from being thrown.

At this time, as shown in FIG. 2, the wheel pressure P_wheel to be held starts to hold when a certain pressure is reached by using an MCP (Master Cylinder Pressure) sensor signal.

However, a conventional method for preventing the vehicle from being thrown can not be implemented under an ABS system without a pressure sensor, because it requires a pressure sensor (MCP sensor).

In addition, although the degree of depression of the brake pedal varies depending on the slope inclination of the stopped vehicle, a certain amount of braking pressure is provided to each wheel without accurate information. Therefore, when the braking pressure is insufficient, the vehicle may be pushed If the amount of braking pressure is excessive, there may be a problem that the driver may interfere with the starting of the vehicle and may be rather inconvenient for a driver who is skilled in starting after stopping the ramp.

Therefore, in order to solve the above-mentioned problem, a vehicle anti-skid device according to an embodiment will be described below.

Hereinafter, a brake hydraulic pressure circuit diagram for explaining the structure of the anti-lock brake system according to one embodiment will be described with reference to FIG.

3 is a view showing a configuration of a vehicle anti-skid device.

The anti-lock brake system includes a brake pedal 1, a booster unit 1a, a master cylinder 1b, a reservoir 1c, a wheel cylinder 2, a low pressure accumulator 6, a solenoid valve 5 A motor 7, a pump 8, a wheel 9, and a wheel speed sensor 10, as shown in FIG.

The brake pedal 1 is an input unit for the driver to adjust the degree of braking pressure during braking and the booster unit 1a and the master cylinder 1b amplify the force transmitted from the pedal 1 to generate brake hydraulic pressure. Further, the reservoir 1c is a device for storing the brake hydraulic oil and maintaining the temperature.

The wheel cylinder 2 is a device for transferring the brake fluid pressure generated from the booster 1a and the master cylinder 1b or the motor 7 to the wheel 9 and the low pressure accumulator 6 And the brake fluid discharged from the wheel cylinder 2 is temporarily stored.

The solenoid valve 5 is a device that is disposed on the inlet side and the outlet side of the wheel cylinder 2 for introducing or discharging brake fluid pressure generated in the master cylinder 1b and supplied to the wheel cylinder 2. [ The solenoid valve 5 includes a normally open type solenoid valve 3 and a normally closed solenoid valve 4, .

The NO valve 3 maintains the normally open state and is disposed on the upstream side of the wheel cylinder 2 to control the hydraulic pressure to be transmitted to the wheel cylinder and is provided so as to correspond to each of the four wheels 9 . That is, the FR NO valve 3a corresponding to the FR wheel 9a, the FL NO valve 3b corresponding to the FL wheel 9b, the RR NO valve 3c corresponding to the RR wheel 9c, And an RL NO valve 3d corresponding to the NOx purification valve 9d.

In addition, the NC valve 4 is maintained in a closed state in the off state, and is disposed on the downstream side of the wheel cylinder 2 to control the hydraulic pressure to escape from the wheel cylinder 20, and the four wheels 9 As shown in FIG. That is, the FR NC valve 4a corresponding to the FR wheel 9a, the FL NC valve 4b corresponding to the FL wheel 9b, the RR NC valve 4c corresponding to the RR wheel 9c, And an RL NC valve 4d corresponding to the RL NC valve 9d.

The motor 7 and the pump 8 can pump the brake fluid stored in the low pressure accumulator 5 and return it to the master cylinder 1b or the wheel cylinder 2. The motor 7 and the pump 8 If the brake hydraulic pressure generated by the booster unit 1a and the master cylinder 1b does not reach the braking pressure, it is possible to compensate for the insufficient brake hydraulic pressure.

The wheel 9 may be provided in the form of a round bar-like object mounted on a shaft for rotation in the vehicle. For example, depending on the position of the wheels 9, the front right wheel 9a, the front left wheel 9b, the rear right wheel 9c and the rear left wheel 9c, (9d).

The wheel speed sensor 10 may be provided adjacent to the wheel 9 to measure the rotation speed of the wheel 9 or the like. The wheel speed sensor 10 may be an angle sensor such as a potentiometer, an absolute encoder, or an incremental encoder. The potentiometer is an angle sensor that calculates the electrical input proportional to the angle of rotation with varying values of the variable resistance depending on the angle, and the absolute encoder uses the optical pulse span And an incremental encoder is an angle sensor for detecting a certain degree of rotation. The incremental encoder calculates an angle by increasing or decreasing a measured angle by setting a reference position, It is an angle sensor that detects whether it is in the corresponding position by rotation. In addition, various types of sensors for measuring angles and frequencies may be used as an example of the wheel speed sensor 10. [

In addition, the wheel speed sensor 10 may be provided to correspond to each of the four wheels 9. For example, the FR wheel speed sensor 10a corresponding to the FR wheel 9a, the FL wheel speed sensor 10b corresponding to the FL wheel 9b, the RR wheel speed sensor 10c corresponding to the RR wheel 9c And an RL wheel speed sensor 10d corresponding to the RL wheel 9d.

3, the NO valve 3 is connected between the master cylinder 1b and the wheel cylinder 2 of the wheel 9, and the wheel cylinder (not shown) 2) to the master cylinder 1b is connected to an NC valve 4. A low pressure accumulator 6 for temporarily storing fluid is connected to the NC valve 2 and a motor 7 is installed to give a driving force necessary to return the fluid between the low pressure accumulator 6 and the master cylinder 1b do. Since the NO valve 3 is opened and the NC valve 4 is closed at the time of the pressurizing mode, the master cylinder 1b is communicated with the wheel cylinder 2 so that the braking hydraulic pressure of the master cylinder 1b is transmitted to the wheel cylinder 2 ). ≪ / RTI > In the depressurization mode, the NO valve 3 is closed and the NC valve 4 is opened so that the wheel cylinder 2 and the low-pressure accumulator 6 are communicated and the pump 8 causes the fluid to flow from the low-pressure accumulator 6 And may be refluxed to the master cylinder 1b.

Hereinafter, the configuration of the vehicle anti-skid control according to the embodiment will be described with reference to FIG. 4 and FIG.

Fig. 4 shows a block diagram of a vehicle anti-skid device, and Fig. 5 shows a block diagram of a vehicle anti-skid device driven according to the input of the driver.

The vehicle anti-skid device may include a wheel 9, a wheel speed sensor 10, a switch 15, an electronic control unit (ECU) 20, and a braking unit 30. [

The wheel 9 is a device that provides a braking force for deceleration to the ground or provides a rotational force for movement to the ground on the vehicle. The wheel 9 includes a front right (FR) wheel 9a, a front left A rear right wheel 9b, a rear right wheel 9c and a rear left wheel 9d.

The wheel 9 may be the same as or different from the wheel 9 described above with reference to Fig.

The wheel speed sensor 10 is a device for sensing the rotational speed of the wheel 9. The wheel speed sensor 10 includes a FR wheel speed sensor 10a, an FL wheel speed sensor 10b, an RR wheel speed sensor 10c And an RL wheel speed sensor 10d.

The wheel speed sensor 10 may be the same as or different from the wheel speed sensor 10 described above with reference to Fig.

The switch 15 receives the vehicle anti-slip drive signal from the driver and provides it to the electronic control unit 20. The switch 15 includes an HSA drive switch, a first brake switch and a second brake switch 18 can do.

The HSA drive switch 16 is provided in the vicinity of the driver's seat so that the driver inputs the inclination angle and the pressure inside the wheel cylinder 2 necessary for preventing the vehicle from slipping, As shown in FIG.

The first brake switch 17 is provided in the vicinity of the brake pedal as shown in Fig. 4, and can generate a first brake signal when the driver depresses the brake pedal to provide a first brake signal to the electronic control unit 20 . Specifically, the first brake switch 17 can be turned ON to generate the first brake signal after the brake pedal is returned to the original state after the driver depresses the brake pedal deeply to generate the second brake signal.

4, the second brake switch 18 is provided farther from the brake pedal than the first brake, and generates a second brake signal when the driver depresses the brake pedal so that the second brake signal is supplied to the electronic control unit 20 . Specifically, the second brake switch 18 is turned on when the driver depresses the brake pedal deeply in the original state, and can generate the second brake signal.

The electronic control unit (ECU) 20 receives the rotational speed of the wheel 9 detected by the wheel speed sensor 10 and the vehicle anti-roll driving signal received from the driver through the switch 15 and controls the brake 30 The electronic control unit 20 may include a main control unit 21 and a drive control unit 25. [

The main control unit 21 receives the rotational speed of the wheel 9 sensed by the wheel spit sensor and the vehicle anti-slip drive signal inputted from the driver through the switch 15, You can decide. The main control unit 21 may include a wheel speed calculating unit 22, a stop determining unit 23, and a state determining unit 24. [

The wheel speed calculating unit 22 may calculate the rotational speed of each wheel 9 based on the sensing signal received from the wheel speed sensor 10. [

The stop determination section 23 determines whether or not each of the wheels 9 has stopped based on the rotation speed of each wheel 9 calculated by the wheel speed calculation section 22, If all has stopped, the current vehicle can be determined to have stopped.

The state determination unit 24 grasps the current state based on whether the current vehicle is stopped or determined by the stop determination unit 23 and the vehicle anti-clockwise drive signal of the switch 15, and determines whether or not the drive unit 30 is driven .

Specifically, when it is determined that the present vehicle is stopped, if the driver turns on the HSA drive switch 16 and the HSA drive switch 16 provides the HSA drive signal to the state determination section 24, the state determination section 24 May transmit a signal for preventing the vehicle to the drive control unit 25. [

If the driver depresses the brake pedal deeply to turn on the second brake switch 18 and the second brake switch 18 provides the second brake signal to the state determination section 24, To the drive control unit 25, a signal for causing the cylinder 2 to store the braking pressure provided by the master cylinder 1b.

When it is determined that the current vehicle is stopped, the driver depresses the brake pedal deeply to turn on the second brake switch 18. Then, while the brake pedal returns to the original state, the first brake switch 17 is turned on When the first brake switch 17 provides the first brake signal to the state determining section 24, the state determining section 24 closes the NO valve 3 of the solenoid valve 5 and outputs the solenoid valve 5, A signal for maintaining the braking pressure can be transmitted to the drive control unit 25 by shielding between the drive control unit 25 and the drive control unit 25.

The drive control unit 25 receives the vehicle anti-roll driving signal determined by the state determination unit 24, converts the anti-vehicle anti-roll driving signal into a control signal, and transmits the converted control signal to the solenoid valve 5 of the braking unit 30.

The braking unit 30 may receive a control signal from the electronic control unit 20 and perform an operation related to braking of the vehicle. Specifically, the braking section 30 may perform an operation of stopping the vehicle, and may perform an operation of preventing the vehicle from being pushed back and forth during a stop of the vehicle.

In addition, the braking section 30 may include a master cylinder 1b, a wheel cylinder 2, and a solenoid valve 5.

The master cylinder 1b, the wheel cylinder 2 and the solenoid valve 5 of the braking unit 30 are connected to the master cylinder 1b, the wheel cylinder 2 and the solenoid valve 5 described above with reference to Fig. And may be different.

Hereinafter, the operation sequence of the vehicle nipping apparatus according to the embodiment will be described with reference to FIG.

Fig. 6 shows a flowchart of a control method of the vehicle anti-skid device.

First, the wheel speed sensor measures the speed of each wheel (S 10), and the main control unit checks whether the current vehicle is stopped based on the measured speed (S 20).

If the vehicle is not stopped, the drive control unit opens the NO valve to control the vehicle so that it is not blocked (S50). When the vehicle is stopped, the main control unit checks whether the HSA drive switch is ON )do.

If the HSA drive switch is not turned on, the drive control unit opens the NO valve so as not to be shielded (S50). When the HSA drive switch is turned on, the drive control unit closes the NO valve to close the solenoid valve To maintain the braking pressure (S40).

The above description is merely illustrative of technical ideas, and various modifications, alterations, and substitutions will occur to those skilled in the art without departing from the essential characteristics thereof. Therefore, the embodiments and the accompanying drawings described above are intended to illustrate and not limit the technical idea, and the scope of the technical idea is not limited by these embodiments and the accompanying drawings. The scope of which is to be construed in accordance with the following claims, and all technical ideas which are within the scope of the same shall be construed as being included in the scope of the right.

1: Brake pedal
2: Wheel cylinder
3: NO valve
4: NC valve
5: Solenoid valve
9: Wheels
10: Wheel speed sensor
15:
16: HSA drive switch
17: First brake switch
18: Second brake switch
20: Electronic control unit (ECU)
21:
25:

Claims (8)

A braking unit including a master cylinder, a wheel cylinder, and a solenoid valve;
A wheel speed sensor for sensing the speed of the wheel;
A switch for receiving a vehicle anti-skid operation signal from a driver; And
An electronic control unit (ECU) for blocking the solenoid valve and the wheel cylinder when the vehicle is stopped and a vehicle anti-skid operation signal is input from the switch after determining whether the vehicle is stopped or not based on the detected speed of the wheel;
And the vehicle is stopped. The method according to claim 1,
Wherein the switch is an HSA drive switch provided in the vicinity of a driver's seat. 3. The method of claim 2,
Wherein the HSA drive switch inputs a requested braking pressure by a driver. The method of claim 3,
Wherein the electronic control unit shuts off the solenoid valve and the wheel cylinder according to an input requested braking pressure. Sensing a speed of the wheel;
Determining a stop state of the vehicle at a speed of the sensed wheel;
A driver inputting a vehicle anti-skid operation signal and sensing the anti-skid operation signal; And
Blocking the solenoid valve and the wheel cylinder when the vehicle is in a stopped state and the vehicle anti-skid operation signal is input;
And a control unit for controlling the operation of the vehicle. 6. The method of claim 5,
Wherein the input anti-skid operation signal is input via an HSA drive switch provided in the vicinity of the driver's seat. The method according to claim 6,
Wherein the vehicle anti-skid operation signal includes a requested braking pressure. 8. The method of claim 7,
Wherein the shielding between the solenoid valve and the wheel cylinder is shielded in accordance with the input required braking pressure.
KR1020150052988A 2015-04-15 2015-04-15 Apparatus for prevention of backing moving and control method thereof KR20160123015A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102255241B1 (en) 2020-01-15 2021-05-24 주식회사 멤스팩 Oil touch sensor, detection sensor assembly and detection system provided with same

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102255241B1 (en) 2020-01-15 2021-05-24 주식회사 멤스팩 Oil touch sensor, detection sensor assembly and detection system provided with same

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