KR20190097829A - Apparatus for prevention of vehilce roll-back and control method thereof - Google Patents

Abstract

According to an embodiment of the present invention, an apparatus for prevention of vehicle roll-back determines whether vehicle roll-back occurs on a slope, separately controls control pressure applied to a driving wheel and a non-driving wheel when the vehicle roll-back occurs, and comprises: a braking unit braking a wheel of a vehicle by using a master cylinder, a solenoid valve, and a wheel cylinder; a wheel sensor detecting wheel information having a rotation direction, a rotation speed, and acceleration of the wheel provided in the vehicle; and a control unit calculating an inclination of a road surface by using longitudinal acceleration of the vehicle and the rotation speed of the wheel, determining a vehicle roll-back state by using the rotation direction of the wheel when the inclination of the road surface is greater than or equal to a specific value or determining the vehicle roll-back state by using the longitudinal acceleration of the vehicle and the rotation speed of the wheel, and controlling driving of the braking unit in accordance with the vehicle roll-back state.

Description

Vehicle anti-rolling device and its control method {APPARATUS FOR PREVENTION OF VEHILCE ROLL-BACK AND CONTROL METHOD THEREOF}

The present invention relates to a vehicle anti-rolling device and a control method of determining whether a vehicle roll-back occurs on a slope and individually controlling control pressures applied to the driving wheel and the non-drive wheel when the vehicle rolls are generated.

In general, it is a device to improve stability while driving the vehicle.ABS (ANTI-LOCK BRAKE SYSTEM) to prevent slip during braking, TCS (TRACTION CONTROL SYSTEM) to prevent slip during sudden start and stance to maintain stance while driving Vehicle stability system ESP (ELECTRONIC STABILITY PROGRAM) is used. In other words, ABS mounted on the vehicle ensures stability during braking, TCS is to prevent slipping at the start, and ESP maintains the vehicle's attitude stably by controlling brake or engine torque during turning in conjunction with ABS. will be.

In addition, as a function of maintaining the braking of the vehicle according to the driver's will while the vehicle is driving at low speed, a technology (Hill Start Assist, HSA) for preventing the vehicle from rolling on the slope has been developed. The HSA maintains the braking pressure applied to each wheel of the vehicle to prevent the vehicle from being pushed back when the driver stops on the ramp and stops after the vehicle stops.

However, when the driver does not step on the brake pedal and stops on the ramp, but the driver does not step on the accelerator pedal, the acceleration and speed of the vehicle decrease and reach the same state as the stop, the braking control by the HSA does not intervene. there is a problem. If the driver presses the accelerator pedal again, the vehicle will climb the ramp by the TCS, but in this case, the vehicle will be pushed.

Therefore, when the vehicle stops on the ramp and starts again, a technology that prevents the vehicle from falling even when the driver does not step on the accelerator pedal and the vehicle's acceleration and speed decreases and reaches the same state as the stop is provided. need.

On one side, it is possible to prevent vehicle slippage not only when the vehicle stops on the ramp and starts again, but also when the driver does not step on the accelerator pedal, thereby reducing the acceleration and speed of the vehicle to reach a state such as stopping. A vehicle anti-roll device and a control method thereof are provided.

On the other hand, in the case of two-wheel drive vehicles, the vehicle can be prevented quickly by applying a braking pressure to the non-drive wheels when the vehicle occurs in the slope, and prevents the vehicle from rolling quickly, thereby maximizing the performance of the TCS. An apparatus and a control method thereof are provided.

As a technical means for achieving the above-described technical problem, the vehicle anti-vibration device according to an embodiment, the braking unit for braking the wheels of the vehicle using a master cylinder, a solenoid valve and a wheel cylinder; A wheel sensor for sensing wheel information including a rotation direction, a rotation speed, and an acceleration of the wheel provided in the vehicle; A longitudinal acceleration sensor detecting a longitudinal acceleration of the vehicle; And calculating the inclination of the road surface by using the longitudinal acceleration of the vehicle and the rotational speed of the wheel, and determining the vehicle roll-back state by using the rotation direction of the wheel when the inclination of the road surface is greater than or equal to a specific value. And a controller configured to determine a vehicle roll-back state by using the longitudinal acceleration of the vehicle and the rotational speed of the wheel, and to control driving of the brake unit according to the vehicle push state.

The control unit may control the braking unit to apply a braking pressure to the non-drive wheel of the vehicle when the vehicle is driven.

In addition, when the controller determines the roll-back state of the vehicle by using the rotation direction of the wheel, the vehicle gear is in a driving mode, but the rotation direction of the wheel detected by the wheel sensor is negative. When the value is or when the vehicle gear is in the reverse mode and the direction of rotation of the wheel is a positive value, it may be determined that the vehicle push has occurred.

The controller may determine the vehicle roll-back state by using the longitudinal acceleration of the vehicle and the rotational speed of the wheel, and after the longitudinal acceleration of the vehicle and the rotational speed of the wheel decrease, When the rotational speed of the wheel is increased again without increasing the longitudinal acceleration of the vehicle, it may be determined that vehicle rolling has occurred.

In addition, the controller calculates a friction coefficient for the road surface of each wheel by using the wheel information received from the wheel sensor, and if the friction coefficients for the road surface of the left wheel and the right wheel are different from each other, according to the friction coefficient. The braking unit may be controlled to apply different braking pressures to left and right wheels.

The control unit may calculate a minimum engine torque value for the vehicle to climb a road surface having an inclination, calculate a value corresponding to 1/2 of the minimum engine torque value as the minimum brake torque, and generate the minimum brake torque. The braking unit may be controlled to apply a braking pressure to the non-drive wheel.

The controller may control the brake to reduce the brake pressure applied to the non-drive wheel when the vehicle is released.

According to an embodiment, a control method of an apparatus for preventing a vehicle may include detecting wheel information including a rotation direction, a rotation speed, and an acceleration of a wheel provided in a vehicle; Sensing longitudinal acceleration of the vehicle; Calculating the inclination of the road surface by using the longitudinal acceleration of the vehicle and the rotational speed of the wheel; When the inclination of the road surface is above a certain value, the vehicle roll-back state is determined using the rotational direction of the wheel or the vehicle roll-back is made using the longitudinal acceleration of the vehicle and the rotational speed of the wheel. Determining a state; And controlling the braking pressure applied to the wheels according to the vehicle sliding state.

The controlling of the braking pressure may include applying braking pressure to left and right rear wheels that are non-drive wheels of the vehicle when the vehicle is driven.

The determining of the vehicle sliding state may include determining a vehicle roll-back state by using the rotation direction of the wheel, and the vehicle gear is detected by the wheel sensor in a driving mode. When the wheel rotation direction is a negative value or when the vehicle gear is in the reverse mode (Reverse Mode), but the wheel rotation direction is a positive value, it can be determined that the vehicle push has occurred.

The determining of the vehicle rolling state may include: when determining a vehicle roll-back state by using the longitudinal acceleration of the vehicle and the rotational speed of the wheel, the longitudinal acceleration of the vehicle and the rotation of the wheel. After the speed decreases, it may be determined that vehicle rolling has occurred when the rotational speed of the wheels increases again while the longitudinal acceleration of the vehicle does not increase.

The method may further include calculating a coefficient of friction for the road surface of each wheel by using wheel information received from the wheel sensor, wherein the controlling of the braking pressure may include friction between the road surface of the left wheel and the right wheel. When the coefficients are different, different braking pressures may be applied to the left and right wheels according to the friction coefficient.

The method may further include calculating a minimum engine torque value for the vehicle to climb the road surface having an inclination, and calculating a value corresponding to 1/2 of the minimum engine torque value as the minimum brake torque. The controlling may include applying braking pressure to the non-drive wheel to generate the minimum brake torque.

In addition, when the vehicle is released, the step of reducing the braking pressure applied to the non-drive wheel may further include.

According to the vehicle anti-vibration device and the control method according to one aspect, not only when the vehicle is stopped by the brake operation on the ramp, but also when the vehicle starts again, the acceleration and the speed of the vehicle are reduced because the driver does not step on the accelerator pedal. Even if the state is reached, vehicle rolling can be prevented.

According to another aspect of the apparatus for preventing a vehicle and the control method thereof, in the case of a two-wheel drive vehicle, the vehicle can be prevented quickly by applying a braking pressure to the non-drive wheels when the vehicle is generated on the slope. In addition, it is possible to maximize the performance of the TCS by preventing the vehicle quickly.

1 is a view illustrating an exterior of a vehicle on which a vehicle anti-roll device according to an embodiment is mounted.
FIG. 2 is a hydraulic circuit diagram of an electronically controlled brake device controlled by a vehicle skid prevention device according to an embodiment. FIG.
3 is a control block diagram of an apparatus for preventing vehicle rolling, according to an exemplary embodiment.
4 is a diagram illustrating the concept and dynamics of vehicle skid prevention on a ramp.
5 is a flowchart illustrating a method for controlling a vehicle anti-roll device according to an embodiment.
6 is a flowchart illustrating a control method of a vehicle anti-roll device according to another embodiment.

Like reference numerals refer to like elements throughout. The present specification does not describe all elements of the embodiments, and overlaps between general contents or embodiments in the technical field to which the present invention belongs. The term 'part, module, member, block' used in the specification may be implemented in software or hardware, and a plurality of 'part, module, member, block' may be embodied as one component, It is also possible that one 'part, module, member, block' includes a plurality of components.

Throughout the specification, when a part is said to be "connected" with another part, it includes not only directly connected but also indirectly connected, and indirect connection includes connecting through a wireless communication network. do.

In addition, when a part is said to "include" a certain component, which means that it may further include other components, except to exclude other components unless otherwise stated.

The terms first, second, etc. are used to distinguish one component from another component, and the component is not limited by the terms described above.

Singular expressions include plural expressions unless the context clearly indicates an exception.

In each step, the identification code is used for convenience of explanation, and the identification code does not describe the order of each step, and each step may be performed differently from the stated order unless the context clearly indicates a specific order. have.

Hereinafter, the working principle and the embodiments of the present invention will be described with reference to the accompanying drawings.

1 is a view illustrating an exterior of a vehicle on which a vehicle anti-roll device according to an embodiment is mounted.

Referring to FIG. 1, the exterior of the vehicle 0 includes a main body 11 forming the exterior of the vehicle 0, a windscreen 12 that provides a driver with a view in front of the vehicle 0, and a driver. A side mirror 13 providing a view behind the vehicle 0, a door 14 shielding the inside of the vehicle 0 from the outside, a filler 15 supporting the roof panel, a roof panel 16, a rear window glass 17 and front wheels 9a and 9b located in front of the vehicle 0, rear wheels 9c and 9d located in the rear of the vehicle 0, and may include such front wheels 9a and 9b and rear wheels. (9c, 9d) are collectively called wheels. In the case of two-wheel drive (2WD) vehicles, the front wheels 9a and 9b are generally driving wheels, and the rear wheels 9c and 9d are non-drive wheels. In other words. In a typical two-wheel drive vehicle, the driving torque of the engine is transmitted to the front wheels 9a and 9b to move the vehicle. Although the rear wheels 9c and 9d may be driving wheels, the present invention will be described below assuming that the front wheels 9a and 9b are driving wheels.

The wind screen 12 is provided at the front upper side of the main body 11 so that a driver in the vehicle 0 may acquire visual information in front of the vehicle 0. In addition, the side mirror 13 includes a left side mirror provided on the left side of the main body 11 and a right side mirror provided on the right side, wherein the driver inside the vehicle 0 has visual information on the side and the rear of the vehicle 0. To obtain.

The door 14 is pivotally provided on the left and right sides of the main body 11 to allow the driver to board the inside of the vehicle 0 at the time of opening and to shield the inside of the vehicle 0 from the outside at the time of closing. Can be.

The vehicle 0 includes a proximity sensor device for detecting a rear or side obstacle or another vehicle, a rain sensor device for detecting precipitation and precipitation, a rotation direction, a rotation speed, and an acceleration of a wheel provided in the vehicle 0. Wheel sensors (10a, 10b, 10c, 10d) for detecting wheel information, longitudinal acceleration sensor (G sensor) 110 for detecting the longitudinal acceleration of the vehicle, weight sensor 120 for detecting the weight change of the vehicle, engine The apparatus may further include an apparatus such as an engine torque sensor 130 for detecting torque and a brake pressure sensor 140 for detecting a brake braking pressure.

The vehicle 0 is an electronic control unit (ECU) that controls the driving of a power generator, a power transmission device, a traveling device, a steering device, a brake device, a suspension device, a transmission device, a fuel device, various safety devices, and various sensor devices. : Electronic Control Unit).

FIG. 2 is a hydraulic circuit diagram of an electronically controlled brake device controlled by a vehicle skid prevention device according to an embodiment. FIG.

Referring to FIG. 2, the brake device includes a brake pedal 1, a power booster 1a, a master cylinder 1b, a reservoir 1c, wheel cylinders 2a, 2b, 2c and 2d, and a normally open type. ) Solenoid valves (5a, 5b, 5c, 5d) including inlet valves (3a, 3b, 3c, 3d) and normally closed type outlet valves (4a, 4b, 4c, 4d), low pressure accumulator ( 6, low pressure accumulator (LPA), motor 7, pump 8, wheels 9a, 9b, 9c, 9d, and wheel sensors 10a, 10b, 10c, 10d.

The brake pedal 1 is an input part for adjusting the braking pressure by the driver during braking, and the power booster 1a and the master cylinder 1b are devices for amplifying the force transmitted from the pedal 1 to generate brake hydraulic pressure. The reservoir 1c is also a device for storing brake hydraulic oil and maintaining temperature.

The wheel cylinders 2a, 2b, 2c, and 2d are devices for transmitting brake hydraulic pressure generated from the power booster 1a and the master cylinder 1b or the motor 7 to the wheels 9a, 9b, 9c, and 9d, The low pressure accumulator (LPA) 6 is a device in which brake fluid discharged from the wheel cylinders 2a, 2b, 2c, and 2d is temporarily stored.

The solenoid valves 5a, 5b, 5c and 5d are generated in the master cylinder 1b to supply or discharge the brake hydraulic pressure supplied to the wheel cylinders 2a, 2b, 2c and 2d. , 2d) on the inlet and outlet sides. Solenoid valves 5a, 5b, 5c and 5d are normally open type inlet valves 3a, 3b, 3c and 3d and normally closed type outlet valves 4a, 4b, 4c and 4d. It may include. The solenoid valves 5a, 5b, 5c and 5d are provided corresponding to the wheels 9a, 9b, 9c and 9d.

Normally open inlet valves (3a, 3b, 3c, 3d) are normally open and located at the inlet side of the wheel cylinders (2a, 2b, 2c, 2d). 2d) is used to control the brake hydraulic pressure. Normally closed type outlet valves (4a, 4b, 4c, 4d) are normally closed and are located at the outlet of the wheel cylinders (2a, 2b, 2c, 2d), and thus the wheel cylinders (2a, 2b, 2c). , 2d) is used for brake hydraulic pressure control.

The motor 7 and the pump 8 may pump the brake fluid stored in the low pressure accumulator 6 to reflux to the master cylinder 1b or the wheel cylinders 2a, 2b, 2c, 2d. In addition, the motor 7 and the pump 8 can compensate for the insufficient brake hydraulic pressure when the brake hydraulic pressure generated in the power booster 1a and the master cylinder 1b does not reach the braking pressure.

The wheels 9a, 9b, 9c, and 9d have a right front wheel (FR) 9a, a left front wheel (FL) 9b, and a right rear wheel (RR, rear right) 9c depending on the position in which they are provided. ) And the left rear wheel (RL) 9d. The wheel sensors 10a, 10b, 10c, and 10d are provided adjacent to the wheels 9a, 9b, 9c, and 9d to measure the rotational direction, rotational speed, rotational acceleration, and the like of the wheels 9a, 9b, 9c, and 9d. Can be.

The brake device normally closes the inlet valves 3a and 3b with the normal closed outlet valves 4a, 4b, 4c and 4d closed when maintaining the braking pressure provided to the wheels 9a, 9b, 9c and 9d. , 3c, 3d are opened, and when the braking pressure provided to each of the wheels 9a, 9b, 9c, 9d is reduced, the normal closed outlet valves 4a, 4b, 4c, 4d are opened. In addition, in the case of increasing the braking pressure on each of the wheels 9a, 9b, 9c, and 9d, the motor 7 is operated by closing the normal closed outlet valves 4a, 4b, 4c, and 4d. After driving 8), open the normally open inlet valves 3a, 3b, 3c and 3d.

3 is a control block diagram of an apparatus for preventing vehicle rolling, according to an exemplary embodiment.

Referring to FIG. 3, the apparatus for preventing vehicle rolling according to an embodiment may include wheel sensors 10a, 10b, 10c, and 10d, a longitudinal acceleration sensor (G sensor) 110, a weight sensor 120, and an engine torque sensor 130. ), The brake pressure sensor 140, the control unit 200, and the braking unit 300 may be included.

The wheel sensors 10a, 10b, 10c, and 10d, the longitudinal acceleration sensor (G sensor) 110, the weight sensor 120, the engine torque sensor 130, and the brake pressure sensor 140 respectively detect the detected data. The control unit 200 determines the roll-back state of the vehicle using the data transmitted from each sensor, and the braking unit 300 to apply the braking pressure to each wheel according to the vehicle state of the vehicle. ) Can be controlled.

In detail, the control unit 200 may include a rollback determining unit 210 and a driving control unit 220, and the braking unit 300 may include a master cylinder 1b, solenoid valves 5a, 5b, 5c, and 5d and a wheel. It may consist of cylinders 2a, 2b, 2c, and 2d.

The controller 200 may calculate the inclination of the road surface by using the longitudinal acceleration of the vehicle and the rotation speed of the wheel. The slope of the road must be above a certain level for vehicle jungle to occur on the slope. The inclination of the road surface for vehicle rolling will vary according to the condition of the road surface, but it is considered that the phenomenon of the vehicle being pushed back may occur when the inclination of the road surface is at least 10 degrees or more.

The slope of the road surface may be calculated as a value obtained by dividing a difference between a longitudinal acceleration value output by the longitudinal acceleration sensor 110 and an acceleration value of the wheel output by the wheel sensors 10a, 10b, 10c, and 10d by a gravity acceleration value. That is, if the slope of the road surface is α, α may be calculated using Equation 1 below.

[Equation 1]

sin α = (long acceleration-wheel acceleration) / gravity acceleration

The longitudinal acceleration sensor 110 is a sensor for detecting an acceleration applied to a vehicle body, and is composed of a differential transformer, a control circuit, and the like. The core in the differential transformer is normally stopped at the center of the coil. However, when the acceleration / deceleration is applied to the vehicle body, the core moves and a voltage is generated according to the displacement amount of the core to detect the magnitude of the acceleration / deceleration. The inclination of the vehicle may be detected using a voltage change according to the displacement amount of the core in the longitudinal acceleration sensor 110. That is, when the vehicle is inclined, the core in the longitudinal acceleration sensor 110 is oriented to one side, and since the voltage change occurs differently according to the severity, the slope of the road surface can be calculated by detecting this.

The rollback determining unit 210 determines a vehicle roll-back state by using the rotation direction of the wheel when the inclination of the road surface is greater than or equal to a specific value, or uses the longitudinal acceleration of the vehicle and the rotation speed of the wheel to determine the vehicle. The roll-back state can be determined.

The rollback determiner 210 is a wheel 9a, 9b, 9c, or 9d when the wheel sensors 10a, 10b, 10c, and 10d are smart wheel sensors that can detect the forward-reverse speed of the vehicle 0 separately. The roll-back state of the vehicle may be determined by using the rotation direction. That is, the rollback determining unit 210 is the vehicle gear is the driving mode (Drive Mode) when the rotation direction of the wheel detected by the wheel sensor (10a, 10b, 10c, 10d) is a negative value or the vehicle gear is In reverse mode, when the wheel rotation direction is a positive value, it may be determined that the vehicle is pushed. Here, the direction of rotation of the wheels is a positive value of the direction in which the vehicle 0 rotates to move forward.

When the wheel sensors 10a, 10b, 10c, and 10d are general wheel sensors that cannot detect the forward and reverse speeds of the vehicle 0, the rollback determination unit 210 may determine the longitudinal acceleration of the vehicle and the rotation of the wheels. The speed of the vehicle may be determined by using the roll-back state. That is, the rollback determination unit 210 determines that the vehicle is pushed when the rotational speed of the wheel is increased again after the longitudinal acceleration of the vehicle and the rotational speed of the wheel are decreased, but the longitudinal acceleration of the vehicle is not increased. can do.

When it is determined that the vehicle rolling has occurred by the rollback determining unit 210, the driving controller 220 transmits a braking pressure increase signal to the braking unit 300 to apply a braking pressure to the non-drive wheel of the vehicle 0. As described above, the non-drive wheels may be rear wheels 9c and 9d of the vehicle 0. In addition, the driving controller 220 may control the brake 300 to reduce the braking pressure applied to the non-drive wheel when the vehicle is released.

Specifically, in the case of applying braking pressure to the non-drive wheels, the normal open inlet valves 3a, 3b, 3c, and 3d are opened while the normal closed outlet valves 4a, 4b, 4c, and 4d are closed. In the case of reducing the braking pressure provided in the above, the normally closed outlet valves 4a, 4b, 4c, and 4d are opened.

When the brake pressure is applied to the non-drive wheels, the controller 200 calculates a minimum engine torque value for the vehicle 0 to climb a road surface having an inclination, and a value corresponding to 1/2 of the minimum engine torque value is the minimum brake torque. It can be calculated as The controller 300 may control the braking unit 300 to apply a braking pressure for generating the minimum brake torque.

4, the minimum engine torque (T _e) and the minimum braking torque value (T _b) is a weight (m _veh) of the road surface gradient (α), the vehicle (0), acceleration due to gravity (g), the road surface It can be calculated using the maximum static friction coefficient (μ), wheel radius (r), longitudinal acceleration (A _x ), wheel acceleration (A _w ). That is, the engine torque value can be calculated by obtaining the frictional force F _r of the road surface with respect to the movement direction of the vehicle 0. The controller 200 may calculate an engine torque value capable of generating a force corresponding to the maximum static frictional force as a minimum engine torque value T _e for climbing the road surface, and is equal to 1 / m of the minimum engine torque value T _e . The value corresponding to 2 may be calculated as the minimum brake torque value T _b . This is expressed as follows.

[Equation 2]

[Equation 3]

[Equation 4]

On the other hand, the control unit 200 calculates a friction coefficient for the road surface of each wheel (9a, 9b, 9c, 9d) using the wheel information received from the wheel sensor (10a, 10b, 10c, 10d), and the left wheel and When the friction coefficients for the road surface of the right wheel are different from each other, the braking unit 300 may be controlled to apply different braking pressures to the left and right wheels according to the calculated friction coefficient. For example, the road surface on which the right wheel of the vehicle 0 is located may be more slippery than the road surface on which the right wheel is located because the road surface on which the right wheel is located is frozen. In this case, for the sake of safety, the left wheel needs to be higher than the braking pressure applied to the right wheel.

Referring to Fig. 2, the normal open inlet valve 3a of the solenoid valve 5a corresponding to the right front wheel 9a is marked as closed, which means that the road surface on the right wheel side has a higher coefficient of friction. It is intended to show that the braking pressure provided to the right front wheel 9a, which is the driving wheel, is lower when it is provided.

As such, the vehicle anti-vibration device according to the embodiment is not only when the vehicle is stopped by the brake operation on the ramp and then starts again, but also when the driver does not step on the accelerator pedal so that the acceleration and the speed of the vehicle are reduced to a state such as stopping. Even when the vehicle can be reached, the vehicle can be prevented, and the vehicle can be prevented quickly by applying braking pressure to the non-drive wheels when the vehicle is generated on the slope. In addition, it is possible to maximize the performance of the TCS by preventing the vehicle quickly.

5 is a flowchart illustrating a method for controlling a vehicle anti-roll device according to an embodiment.

Referring to FIG. 5, when the wheel sensors 10a, 10b, 10c, and 10d are smart wheel sensors capable of detecting the forward and backward speeds of the vehicle 0, the vehicle anti-vibration device may include wheels 9a and 9b. , 9c and 9d may be used to determine a roll-back state of the vehicle and to control a braking pressure applied to the non-drive wheel.

The control unit 200 included in the vehicular anti-vibration device calculates the inclination of the road surface by using data sensed by various sensors provided in the vehicle 0 and detects the movement of the vehicle on the road surface having the inclination of a specific level or more ( S500). At this time, the control unit 200 determines whether the gear of the vehicle is a driving mode (Drive Mode) (S510), the gear is a driving mode (Drive Mode), the wheel detected by the wheel sensor (10a, 10b, 10c, 10d) When the direction of rotation of (9a, 9b, 9c, 9d) is negative (S520) or when the vehicle gear is in reverse mode and the direction of rotation of the wheel is positive (S530) It is determined that the roll-back has occurred (S540). The control unit 200 controls the braking unit 300 to apply a braking pressure to the non-drive wheel (S550).

The controller 200 determines whether the vehicle jungle is released (S560), and transmits a brake pressure reduction signal to the brake unit 300 to release the brake pressure applied to the non-drive wheel when the vehicle jungle is released (S570). . If the vehicle is not released, the control unit 200 controls the braking unit 300 to maintain the braking pressure applied to the non-drive wheel (S580).

Here, whether the vehicle jungle has been released may be determined in the opposite manner to the vehicle jungle state determination method. That is, when the rotational direction of the wheels 9a, 9b, 9c, and 9d is changed to a state that matches the traveling direction of the vehicle, it may be determined that the vehicle push is released.

6 is a flowchart illustrating a control method of a vehicle anti-roll device according to another embodiment.

Referring to FIG. 6, when the wheel sensors 10a, 10b, 10c, and 10d are general wheel sensors that cannot detect the forward / reverse speeds of the vehicle 0, the vehicle anti-vibration device may be configured to measure the longitudinal acceleration of the vehicle. And determining a vehicle roll-back state by using the rotation speed of the wheel, and controlling the braking pressure applied to the non-drive wheel.

The control unit 200 included in the vehicular anti-vibration device calculates the inclination of the road surface by using data sensed by various sensors provided in the vehicle 0 and detects the movement of the vehicle on the road surface having the inclination of a specific level or more ( S600). After the longitudinal acceleration of the vehicle and the rotational speed of the wheels decrease, the controller 200 may determine that the vehicle jungle has occurred when the rotational speed of the wheels increases again without increasing the longitudinal acceleration of the vehicle ( S610, S620). The control unit 200 controls the braking unit 300 to apply a braking pressure to the non-drive wheel (S630).

The controller 200 determines whether the vehicle jungle is released (S640), and when the vehicle jungle is released, transmits a brake pressure reduction signal to the brake unit 300 to release the brake pressure applied to the non-drive wheel (S650). . If the vehicle is not released, the control unit 200 controls the braking unit 300 to maintain the braking pressure applied to the non-drive wheel (S660).

Here, whether the vehicle jungle has been released may be determined in the opposite manner to the vehicle jungle state determination method. That is, when the longitudinal acceleration of the vehicle and the rotational speed of the wheels 9a, 9b, 9c, and 9d increase together, it may be determined that the vehicle push is released.

As such, the control method of the vehicle anti-vibration apparatus according to the embodiment is not only when the vehicle starts again after stopping by the brake operation on the slope, but also when the driver does not step on the accelerator pedal so that the acceleration and the speed of the vehicle are reduced. Even if the vehicle reaches the same state, the vehicle can be prevented, and the vehicle can be prevented from applying the braking pressure to the non-drive wheels when the vehicle is generated on the slope. In addition, it is possible to maximize the performance of the TCS by preventing the vehicle quickly.

On the other hand, the disclosed embodiments may be implemented in the form of a recording medium for storing instructions executable by a computer. Instructions may be stored in the form of program code, and when executed by a processor, may generate a program module to perform the operations of the disclosed embodiments. The recording medium may be implemented as a computer-readable recording medium.

Computer-readable recording media include all kinds of recording media having stored thereon instructions which can be read by a computer. For example, there may be a read only memory (ROM), a random access memory (RAM), a magnetic tape, a magnetic disk, a flash memory, an optical data storage device, or the like.

As described above, the disclosed embodiments have been described with reference to the accompanying drawings. Those skilled in the art will understand that the present invention can be implemented in a form different from the disclosed embodiments without changing the technical spirit or essential features of the present invention. The disclosed embodiments are exemplary and should not be construed as limiting.

0: vehicle
1: brake pedal
1a: booster
1b: master cylinder
1c: reservoir
2a, 2b, 2c, 2d: wheel cylinder
5a, 5b, 5c, 5d: solenoid valve
6: low pressure accumulator
7: motor
8: pump
9a, 9b, 9c, 9d: wheels
10a, 10b, 10c, 10d: wheel sensor
110: longitudinal acceleration sensor
120: weight sensor
130: engine torque sensor
140: brake pressure sensor
200: control unit
300: braking part

Claims (14)

Braking unit for braking the wheels of the vehicle using the master cylinder, the solenoid valve and the wheel cylinder;
A wheel sensor for sensing wheel information including a rotation direction, a rotation speed, and an acceleration of the wheel provided in the vehicle;
A longitudinal acceleration sensor detecting a longitudinal acceleration of the vehicle; And
The inclination of the road surface is calculated using the longitudinal acceleration of the vehicle and the rotation speed of the wheel, and when the inclination of the road surface is equal to or more than a predetermined value, the vehicle roll-back state is determined using the rotation direction of the wheel or the And a controller configured to determine a vehicle roll-back state by using the longitudinal acceleration of the vehicle and the rotational speed of the wheel, and to control the driving of the brake unit according to the vehicle slide state. The method of claim 1,
The control unit,
And the brake unit controls the braking unit to apply a braking pressure to the non-drive wheel of the vehicle when a vehicle jungle occurs. The method of claim 1,
The control unit,
When determining the vehicle roll-back state by using the rotation direction of the wheel, when the vehicle gear is in the drive mode and the rotation direction of the wheel detected by the wheel sensor is a negative value or the vehicle gear Is a reverse mode, but when the direction of rotation of the wheel is a positive value, the vehicle skid prevention device that determines that the vehicle has occurred. The method of claim 1,
The control unit,
When determining a vehicle roll-back state by using the longitudinal acceleration of the vehicle and the rotational speed of the wheel, the longitudinal acceleration of the vehicle is increased after the longitudinal acceleration and the rotational speed of the wheel are decreased. The vehicle skid prevention device which judges that the vehicle skid occurred when the rotation speed of a wheel increases again when it does not. The method of claim 1,
The control unit,
Using wheel information received from the wheel sensor to calculate the friction coefficient for the road surface of each wheel, if the friction coefficient for the road surface of the left wheel and the right wheel is different, different braking to the left and right wheels according to the friction coefficient A vehicle skid prevention device that controls the brake unit to apply pressure The method of claim 2,
The control unit,
The vehicle calculates a minimum engine torque value for climbing a road surface having an inclination, calculates a value corresponding to 1/2 of the minimum engine torque value as the minimum brake torque, and has a non-braking pressure for generating the minimum brake torque. A vehicle skid prevention device that controls the brake unit to be applied to a driving wheel. The method of claim 2,
The control unit,
And controlling the braking unit so that the braking pressure applied to the non-drive wheel is reduced when the vehicle rolling is released. Detecting wheel information including a rotation direction, a rotation speed, and an acceleration of the wheel provided in the vehicle;
Sensing longitudinal acceleration of the vehicle;
Calculating the inclination of the road surface by using the longitudinal acceleration of the vehicle and the rotational speed of the wheel;
When the inclination of the road surface is above a certain value, the vehicle roll-back state is determined using the rotational direction of the wheel or the vehicle roll-back is made using the longitudinal acceleration of the vehicle and the rotational speed of the wheel. Determining a state; And
And controlling the braking pressure applied to the wheels according to the vehicle skid state. The method of claim 8,
Controlling the braking pressure,
And a braking pressure is applied to the left and right rear wheels, which are non-drive wheels, of the vehicle when vehicle rolling occurs. The method of claim 8,
Determining the vehicle jungle state,
When determining the vehicle roll-back state by using the rotation direction of the wheel, when the vehicle gear is in the drive mode and the rotation direction of the wheel detected by the wheel sensor is a negative value or the vehicle gear Is a reverse mode, but when the wheel rotation direction is a positive value, the control method of the vehicle anti-fall device to determine that the vehicle jam occurred. The method of claim 8,
Determining the vehicle jungle state,
When determining a vehicle roll-back state by using the longitudinal acceleration of the vehicle and the rotational speed of the wheel, the longitudinal acceleration of the vehicle is increased after the longitudinal acceleration and the rotational speed of the wheel are decreased. The control method of the vehicle skid prevention device which determines that the vehicle skid occurs when the rotation speed of a wheel increases again when it does not. The method of claim 8,
Calculating friction coefficients for the road surface of each wheel by using wheel information received from the wheel sensor;
Controlling the braking pressure,
When the friction coefficients for the road surface of the left wheel and the right wheel are different, the control method of the vehicle anti-fall device to apply different braking pressure to the left and right wheels according to the friction coefficient. The method of claim 9,
Calculating a minimum engine torque value for the vehicle to climb a road surface having an inclination, and calculating a value corresponding to 1/2 of the minimum engine torque value as the minimum brake torque;
Controlling the braking pressure,
And a brake pressure applied to the non-drive wheel to generate the minimum brake torque. The method of claim 9,
And when the vehicle jungle is released, reducing the braking pressure applied to the non-drive wheel.

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